Paying by Card at EV Chargers: What AFIR Changes from 2027 – and What It Doesn't

📅 Published on October 4, 2026

By Soltani Apps · Sources listed at the end

Information as of 4 October 2026, based on EU Regulation 2023/1804 (AFIR), the European Commission's official questions and answers on Article 5 AFIR, and specialist reporting on its implementation in Germany. This article is not legal advice – the text of the regulation is what counts.

Anyone who drives an electric car knows the situation: you pull up at an unfamiliar charger, your charging card doesn't work, the operator's app wants you to register first – and all you really want is to charge and pay. This is exactly what the EU's Alternative Fuels Infrastructure Regulation, AFIR for short, is meant to fix. It has applied directly in every EU member state since 13 April 2024 and, in Germany, has largely replaced the national Charging Station Ordinance (Ladesäulenverordnung, LSV) and the price display rules for charging points.

One date gets most of the attention: 1 January 2027. From then on, certain existing fast-charging points must be retrofitted so that drivers can pay with a debit or credit card. Many reports make it sound as if, from 2027, you'll be able to tap your card at every charger. That's not quite right. This article explains exactly what is required, which chargers are affected, what it means for prices – and why the ad hoc price at the charger isn't automatically the cheapest option.

Key points at a glance

• Ad hoc charging is mandatory: At every publicly accessible charging point, you must be able to charge and pay without registering or signing a contract with the operator or a mobility service provider.
• Below 50 kW: For charging points deployed since 13 April 2024, a card reader, a contactless reader or a secure online payment – for example via a QR code – is sufficient.
• 50 kW and above (new): Charging points deployed since 13 April 2024 need a payment card reader or a contactless device that can at least read payment cards. A QR code alone is not enough.
• 50 kW and above (existing): Only charging points along the trans-European transport network (TEN-T) or in safe and secure parking areas must be retrofitted by 1 January 2027.
• Prices at 50 kW and above: For fast chargers deployed since 13 April 2024, the ad hoc price must be based on kilowatt-hours and shown at the charger. The only extra charge allowed is a per-minute occupancy fee.

What "ad hoc charging" actually means

According to the European Commission, ad hoc charging means buying a charging session without having to register, conclude a written agreement or enter into a commercial relationship with the operator that goes beyond simply buying that one session. A contract with a mobility service provider – such as a charging card provider – may not be a precondition either.

This leads to an important clarification from the Commission: a device that only accepts the app of the charge point operator or a mobility service provider does not meet the requirement – even if a credit card is stored in that app. Using such an app requires registration and accepting terms of use, which is exactly the kind of contract ad hoc charging is supposed to avoid. Digital wallets issued by banks or payment providers on your phone, on the other hand, are fine as long as the reader is contactless. And if a charger only accepts cash, that is not an AFIR-compliant ad hoc option either, according to the Commission: electronic payment is required, and cash can at most be offered in addition.

Which payment methods are required at which charger

AFIR distinguishes between charging points by power output, by deployment date and – for existing infrastructure – by location. The following overview summarises the requirements of Article 5(1), in line with the analysis published by the law firm Noerr:

On QR codes, the Commission has clarified that not only dynamic but, under certain conditions, also static QR codes – such as a sticker on the charger – can be acceptable, provided they are readable and the payment is secure. But this only applies to charging points below 50 kW. Plug & Charge, where the car is authorised automatically via the charging cable, explicitly does not count as an ad hoc solution because it is based on a contract with a mobility service provider. According to a report by electrive on the German implementation, a site with several charging points may also use one central payment terminal for all of them instead of equipping every single charger.

The 2027 retrofit obligation: who it affects – and who it doesn't

The obligation that kicks in on 1 January 2027 is much narrower than some headlines suggest. It applies only to publicly accessible charging points of 50 kW or more that are located along the TEN-T road network or in a safe and secure parking area – including those built before 13 April 2024. The TEN-T is the EU-defined network of major long-distance transport corridors. For older fast chargers away from these corridors, such as in city centres or at supermarkets, AFIR does not require a retrofit. Older AC chargers below 50 kW are not covered either.

In practice, this means that on typical long-distance routes your chances of paying by card at a fast charger will rise noticeably from 2027. In everyday use, however – at the charger around the corner or an older fast charger on an industrial estate – there may still be no card reader after 2027. It's also hard for drivers to tell from the outside whether a site counts as part of the TEN-T. If you want to be on the safe side, keep a working charging card or app as a backup.

In Germany, under the revised charging station rules adopted by the federal cabinet, the Federal Network Agency (Bundesnetzagentur) monitors compliance with AFIR's technical requirements for publicly accessible charging points and can impose sanctions for violations. How strictly this will be enforced after the deadline remains to be seen.

What changes for prices

The pricing rules in Article 5(4) AFIR are at least as important as the payment methods. At publicly accessible charging points of 50 kW and above, the ad hoc price must be based on the price per kilowatt-hour of electricity delivered. On top of that, the operator may only charge an occupancy fee as a price per minute to discourage drivers from blocking the charging point for too long. The European Commission concludes that this rules out additional fixed transaction fees per session at these charging points. An occupancy fee that applies from the very first minute does not, at first sight, appear proportionate to the Commission, because it would also hit drivers who only stay as long as charging takes – although this is ultimately assessed case by case.

In addition, the ad hoc price at these fast chargers must be shown at the charger, for example on a screen or a sticker. According to the Commission, a mere note that the price can be found online is not enough. These two rules – kWh-based pricing and display at the charger – only apply to charging points of 50 kW and above deployed since 13 April 2024. At charging points below 50 kW, price information must be "clearly and easily available", which can also be done via a QR code or a link to the operator's website. The price components must be listed in a set order, but AFIR leaves it open which components operators use at these charging points.

More generally, AFIR requires prices to be reasonable, easily and clearly comparable, transparent and non-discriminatory. Operators may not use their prices to discriminate between end users and mobility service providers, or between different mobility service providers; differences are only allowed if they are proportionate and objectively justified. The Commission leaves open what that means in individual cases – ultimately, it is up to the Court of Justice of the EU.

Charging card, app or credit card – which is cheaper?

AFIR makes paying easier, but not automatically cheaper. It doesn't set specific prices; it mainly regulates access and transparency. Whether the ad hoc price at the charger is higher or lower than what you pay with a charging card depends on the operator and your own tariff. Under Article 5(5) AFIR, mobility service providers must disclose all price components before the session starts – including any roaming costs – so you can compare their price with the ad hoc price. They may not add surcharges simply because you're charging in another EU country.

In practice, comparison becomes easier, but it doesn't replace looking at the actual numbers. If you regularly charge at the same fast chargers, a suitable tariff is often the better deal; if you rarely charge in public or travel abroad, you benefit from ad hoc access without a contract. Our charging card price comparison gives an overview of common tariffs, and the article EV roaming cards explained covers the background on roaming.

Why list prices aren't the whole story

Even with stricter pricing rules, a gap remains: the price stored for a charger in a database or app doesn't always match what you are actually billed. Tariffs change, roaming surcharges are added, and some entries are simply outdated. That's why Elunio shows not only the list price but also prices other drivers have actually reported at a station – as an average of up to 20 reports from the last 180 days, together with the number of reports and the age of the most recent one. This helps you judge before setting off whether an ad hoc price is plausible or whether your charging card is the better choice. Find out more in our article Community prices vs. list prices.

To be honest about the limits: how dense the reports are depends on the region. Coverage is currently best in Baden-Württemberg and the rest of the DACH region (Germany, Austria, Switzerland); at some stations elsewhere there are still few or no reports. Every price you report after charging – especially after an ad hoc session paid by credit card – makes the picture more accurate for everyone.

Practical tips for now and after 2027

• Keep a backup: Even after the deadline, far from every charger will have a card reader. Keep a charging card or app with you.
• Check the price before you start: At new fast chargers of 50 kW and above, the ad hoc price must be displayed at the charger. If it's missing, take a closer look.
• Watch out for occupancy fees: They are allowed. If you stay plugged in after charging, you may pay per minute – plan your charging time realistically and see our tips on charging etiquette.
• Get a receipt: AFIR doesn't regulate invoices. If you need a receipt for expenses or taxes, check how the operator provides one before paying.
• Abroad: AFIR applies across the EU. Countries outside the EU – such as Switzerland or Norway – have their own rules.

Conclusion

AFIR makes charging without a contract the norm: every publicly accessible charging point must allow electronic ad hoc payment, and new fast chargers of 50 kW and above need a real card terminal or contactless reader. The often-quoted retrofit obligation on 1 January 2027, however, only covers existing fast chargers of 50 kW and above on the TEN-T network and in secure parking areas. On pricing, the regulation brings more clarity for new fast chargers – kWh-based prices, display at the charger and no transaction fees. Whether ad hoc or a charging card is cheaper still comes down to the actual price on site. If you want to know it before you plug in, prices actually paid by other drivers are often a better guide than the list price alone.

Sources: Regulation (EU) 2023/1804 (AFIR), Art. 5 · transport.ec.europa.eu – Questions and answers on the Regulation for the deployment of alternative fuels infrastructure (EU) 2023/1804 · noerr.com – "Ein neuer verbindlicher Rechtsrahmen für die Ladeinfrastruktur in Europa" (16 Apr 2024) · electrive.net – "Kabinett beschließt LSV-Novelle" (6 Dec 2024)

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