Berlin, 24 February 2026 – Under European CO2 fleet regulations, emissions from coaches must be reduced by 90 percent by 2040 compared to 2019 levels. This poses a challenge for coach transport in Germany, where electrification is still in its infancy.
A key prerequisite for the transition to electric coaches is the development of a needs-based charging infrastructure. But what technical, planning and organisational requirements need to be taken into account here?
To find out, the National Centre for Charging Infrastructure, on behalf of the Federal Ministry of Transport (BMV), conducted market research discussions with stakeholders in the bus industry – vehicle manufacturers, associations, coach stations and operators, as well as infrastructure builders – and identified areas for action based on these discussions.
The publication entitled “Requirements for charging infrastructure for coach transport – 5 Areas for Action” (“Anforderungen an Ladeinfrastruktur für den Reisebusverkehr – 5 Handlungsfelder”) provides an insight into the market situation in the coach industry against the backdrop of electrification, provides information on the requirements arising from CO₂ fleet regulations, the AFIR regulation and with regard to driving and rest times (EU Regulation 561/2006), and highlights the issue of economic efficiency and the interaction between stakeholders.
Dagmar Fehler, CEO and Spokesperson for NOW GmbH: “Without a reliable charging infrastructure at coach transport hubs such as central coach stations, motorway service areas and tourist hotspots, the necessary transformation cannot be achieved. The identified areas for action show which technical, planning and organisational requirements need to be addressed now.”
Overview of the 5 areas for action
- Demand assessment and traffic data collection: A nationwide survey of traffic data – route profiles, frequencies, stops and vehicle distribution, differentiated according to long-distance bus and occasional transport; on this basis, strategically prioritised infrastructure development is possible.
ㅤㅤ ⠀ - Provision of space and control of charging infrastructure development: In order to use space resources effectively, it is necessary to analyse existing central bus station structures and relevant locations for their charging infrastructure potential, jointly select suitable areas by states and municipalities, and develop standardised charging station types for different urban and regional contexts. Technical discussions are also important, for example on standardised charging inlet positions on vehicles.
ㅤ ⠀ - Ensuring grid expansion and energy supply: For energy supply, early coordination with distribution system operators is essential to ensure that grid connections are designed for high charging capacities and that interfaces with existing public transport and truck infrastructure are taken into account.
⠀ - Develop funding requirements and financing models: An integrative funding design is necessary to promote market activation: In addition to tax incentives, subsidies for vehicle procurement, infrastructure development and grid connection are also conceivable. The aim should be to enable small and medium-sized enterprises in particular to participate in the market ramp-up.
⠀ - Networking of stakeholders: Stronger networking of all stakeholders and the promotion of public-private cooperation models supports targeted implementation.
Link to publication (in German)
More charging infrastructure topics can be found at the National Centre for Charging Infrastructure website.
