Reviewed 2026-10-05 · 4 min read · 11 original sources
Europe’s public charging network has grown quickly, but a point counted in the general total is not automatically accessible to a heavy truck. EAFO’s separate operational heavy-duty dataset shows fewer qualifying sites and a pronounced Northern and Western European concentration; targets and planned hubs should not be counted as open chargers.
EAFO location totals are infrastructure measures. Volvo's cited new-generation charge times apply to 2026 truck generations; no pre-2023 truck is tested in this article. Volvo does not disclose cell chemistry in the cited specifications.
We separate vehicles from before 2023 and 2023 onward. A report’s publication date does not establish a vehicle’s model year or a battery’s manufacturing date.
No separate result for this group is established by the cited evidence.
“Not reported” means the source does not disclose it. Model year, first registration, vehicle assembly and battery manufacture are different dates. Unmatched studies cannot establish how much newer batteries improved.
EAFO counts charging locations by vehicle-access category. Volvo publishes FH/FM/FMX and FH Aero charging specifications, allowing model-specific figures; there is no cross-maker charging test or manufacturer-level access count. Volvo’s figures are specifications, not comparative test results.
No separately identified result for this group in the cited evidence.
Named charging specifications for FH/FM/FMX Electric and FH Aero Electric; manufacturer data, not a comparative test.
All manufacturers are OEMs. These groups describe brand focus, not a quality ranking or country of origin. EV-focused brands can also sell plug-in hybrids. Results apply to the identified models, batteries and conditions.
EAFO’s August 2026 update reports 1,157,551 publicly accessible recharging points across the EU27 for July, up 15.2% year on year. This shows general charging growth, but its unit is a point, not a truck-ready site. A public point alone says nothing about truck-sized parking, turning access, cable reach or whether it delivers power the vehicle can use. EAFO defines each recharging point as equipment that serves one vehicle at a time. [1][3]
EAFO separately classifies HDV locations as truck-only or mixed-use. A qualifying location has at least one point with enough power and space for heavy vehicles. Public HDV data exclude private depots and fleet-only chargers. [2][3]
EAFO’s April 2026 HDV release counts 373 operational locations and 2,405 points across 21 countries: 278 mixed-use and 95 HDV-exclusive. It screens for a point rated at 350 kW or more, so it tracks high-power access rather than all slower truck-capable chargers. [2]
The country distribution is uneven. The workbook records 114 qualifying locations in Sweden, 64 in the Netherlands, 38 in Germany, 33 in France, 27 in Norway and 22 in Denmark. Spain has 15 and Belgium 14; the table lists one each in Czechia, Estonia and Slovakia, and two in Lithuania and Romania. This indicates a Northern and Western cluster and fewer qualifying sites in several Central and Southern markets. It does not mean there is no truck charging elsewhere: the dataset covers 21 countries and filters below-350 kW sites and private depots out. [2]
At a mixed-use location, the HDV label means at least one suitable truck point is present; it does not make every car bay truck-accessible. [3]
AFIR, adopted in 2023 and applicable since 13 April 2024, sets different targets for cars and trucks. By 2025, car pools on the TEN-T core network must be at most 60 km apart in each direction, with 400 kW total output and one 150 kW point. The first truck milestone covers at least 15% of TEN-T road length and requires 1,400 kW pools including a 350 kW point. By 2030, truck pools must be no more than 60 km apart on the core network and 100 km on the comprehensive network, with higher specified power. These are minimum deployment obligations, not proof that a particular station is open or available. [4]
Milence’s June 2026 release calls Padborg its 37th operational hub across nine countries. Its map marks operational, under-construction and planned sites separately. A planned pin is rollout information, not an open charger. The company said MCS was then available at Antwerp, Zwolle and Landvetter, with further rollout to follow; that dated statement does not mean every hub has megawatt charging. [6][7]
A 350 kW point or MCS label describes peak capability, not constant power through a stop. The Commission says AFIR pool output is a theoretical sum and does not require every point to deliver its maximum at once. Volvo lists up to 350 kW for new FH/FM/FMX trucks, with a 20–80% charge taking about 65 minutes; an FH Aero extended-range variant is rated up to 700 kW and about 50 minutes. These model-specific figures show why peak kW is not average kW or a universal session time. [5][8]
Charging curves vary with vehicle and battery state. Tesla’s passenger-car guidance says rates are higher at low state of charge and slow as the battery fills; temperature and site use matter too. That is not a truck curve, but it shows why the vehicle, arrival charge, connector and site power-sharing belong beside a peak rating. MCS raises the peak for compatible trucks; a 350 kW CCS point is not megawatt-capable. [9]
Use EAFO/TENtec to check deployed infrastructure, then a truck operator’s live map to confirm suitability and operational status. Before routing, verify truck and trailer access, connector, vehicle power limit, live availability and site power-sharing. Broad country totals and AFIR targets cannot guarantee that a specific truck fits or charges at a specific bay. [2][3][7]
Data period: AFIR adopted September 2023 and applicable since April 2024; EU27 public recharging points reported July 2026; operational HDV locations in EAFO's April 2026 dataset; Milence operational-hub report dated 9 June 2026
The workbook totals 373 operational locations in 21 countries, including mixed-use and HDV-exclusive pools. This chart shows the ten largest country counts; the 350 kW screen excludes lower-power truck-capable sites, and private depot charging is excluded. These are site counts, not charger counts or a truck-to-car access ratio.
Europe’s growing public charger total does not establish equivalent truck coverage. Check operational truck-suitable locations, country and corridor, bay access, connector, vehicle charge curve and live site status; treat AFIR deadlines and planned pins as deployment commitments until a location is open. [2][4][7][8]
Identify the statement, explain your concern, and share original sources for our review.
Keep the conversation curious.
Questions and corrections are welcome. Link your sources, challenge ideas, and be kind to people.
Discussion actions are unavailable until sign-in is configured.
You can still read published comments and their sources.
Loading discussion…