REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL Promotion of e-mobility through buildings policy
Date: 2023-02-15
Institutions: Directorate-General for Energy, European Commission
Subjects: EU environmental policy, building, electric vehicle, electricity storage device, electricity supply, energy efficiency, energy grid, improvement of housing, sustainable mobility, two-wheeled vehicle

EN 

  EN 

   EUROPEAN COMMISSION  Brussels, 15.2.2023  COM(2023) 76 final  REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL Promotion of e-mobility through buildings policy  
 
 
1. Introduction 
The aim of this report is to inform the European Parliament and the Council on how building 
policies  can  contribute  to  the  promotion  of  electromobility  across  the  European  Union 
according  to  the  requirement  in  Article  8(2)  of  the  Energy  Performance  of  Buildings 
Directive (the EPBD)1

.  

On  15 December 2021,  the  Commission  adopted  a  proposal  to  recast  the  EPBD2.  This 
proposal would introduce a new Article 12 on  infrastructure for sustainable mobility which 
would strengthen and extend the scope of the existing provisions on electromobility. 

This report is based on a study commissioned by the European Commission and carried out 
between January and  August  20223.  The study  examined barriers to, and  best  practices  for, 
the deployment of recharging infrastructure in buildings. These are presented in this report.  

2. Background 
Promoting  green  mobility  is  a  key  action  in  the  European  Green  Deal.  Buildings  play  an 
important  role in transforming the mobility sector by providing the necessary infrastructure 
for recharging electric cars and electric bicycles. Green mobility is an important component 
of  the  EU’s  strategy  to  decarbonise  the  economy  and  meet  its  greenhouse  gas  emissions 
reductions  targets,  which  are  aligned  with  the  European  Climate  Law4  that  sets  a  binding 
target to  reduce emissions by 55% by 2030.  It  is also  important  to  reach the zero pollution 
ambition  of  the  European  Green  Deal.  The  adoption  of  RepowerEU5  and  the  proposed 
increased targets for renewable energy and energy efficiency have further increased the need 
to  accelerate  the  installation  of  recharging  infrastructure  in  residential  and  non-residential 
buildings such as homes and offices. 

In  2022,  the  sales  of  battery  electric  vehicles  (BEVs)  reached  12.1%  of  total  passenger  car 
registrations  in  the  EU-276.  By  the  end  of  2022,  2.8  million  BEVs  and  2.4 million  Plug-in 
Hybrid Electric Vehicles  (PHEVs)  were registered in  the EU-277.  Sales of  electric bikes in 
the EU-27 increased by around 265% between 2015 and 2021. 20 million e-bikes have been 
sold  in  the  EU-27  since  2015  (4.8  million  in  2021  alone)8.  The  higher  climate  ambition 
requires  decarbonisation  of  the  transport  sector  and  an  increase  in  the  share  of  renewable 
energy in the energy system. Private parking facilities that enable decarbonisation (including 
through  the  promotion  of  active  and  non-active  electric  mobility  and  electrification  of 
transport)  are  therefore  crucial.  In  addition  to  publicly  available  recharging  stations,  for 

1  Directive 2010/31/EU of the European Parliament and of the Council on the energy performance of buildings 
as amended by Directive 2018/844 of the European Parliament and of the Council. https://eur-
lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02010L0031-20210101 
2 COM(2021) 802 final. https://eur-lex.europa.eu/legal-
content/EN/TXT/?uri=CELEX%3A52021PC0802&qid=1641802763889 
3 Promotion of e-mobility through buildings policy, final report, October 2022. 
4 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the 
framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999. 
https://eur-lex.europa.eu/eli/reg/2021/1119/oj 
5 COM(2022) 230 final. https://eur-lex.europa.eu/legal-
content/EN/TXT/?uri=COM%3A2022%3A230%3AFIN&qid=1653033742483 
6 European Automobile Manufacturers’ Association (ACEA). 
7 EU Alternative Fuels Observatory. 
8 Conebi – Confederation of the European Bicycle Industry. 

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which targets have been proposed in the Alternative Fuels Infrastructure Regulation (AFIR) 
proposal 9, it is expected that around 60% of all recharging events will take place in private 
buildings., Building policies will therefore play an important role in the roll-out of recharging 
infrastructure. 

The  main  key  factors  affecting  the  uptake  of  electric  vehicles  (EVs)  include  affordability, 
convenience  and  reliability  compared  to  traditional  internal  combustion  engine  (ICE) 
vehicles.  Ease  of  access  and  characteristics  of  EV  recharging  infrastructure  have  also  been 
identified as key factors for the uptake of electric vehicles. In addition, smart unidirectional 
and  bidirectional  charging  of  EVs  can  significantly  increase  the  flexibility  and  cost-
effectiveness of the electricity system and contribute to a higher level of variable renewable 
electricity  generation  within  the  energy  mix.  Moreover,  smart  charging  contributes  to  the 
optimisation of electricity grids thanks to flexibility services provided directly by EV users or 
through  aggregators.  It  will  also  stimulate  innovation  and  digitalisation  in  the  context  of 
smart homes. For example recharging points, solar panels and other devices can be connected 
to  a  building  energy  management  system,  and  through  it  further  towards  suppliers  and 
aggregators, via open standards10 in order to be able to maximise the use of local and remote 
renewables and assist the grid in peak and off-peak load management (flexibility). For large 
buildings, there is also the possibility for peak management not only on grid level but also on 
building level through a building energy management system. 

The EU solar energy strategy 11 notes that EVs can also serve as energy storage devices  for 
the  EV  owner  or  user  and  contribute  to  increased  solar  electricity  self-consumption  when 
parked within the premises of the owner or user.  

Convenience of recharging is one of the principal factors affecting adoption. It can therefore 
be concluded that energy policies in the building sector can encourage the uptake of EVs by 
deploying recharging infrastructure in buildings. 

3. Provisions on e-mobility in the EPBD 
The EPBD in its current form already promotes e-mobility in buildings. Member States were 
required  to  transpose  its  provisions  into  their  national  legislation  by  March  2020.  Article  8 
EPBD  requires  Member  States  to  support  the  uptake  of  e-mobility  by  equipping  buildings 
with  certain  minimum  numbers  of  recharging  points  and  ducting  infrastructure.  It  includes 
the following obligations for Member States: 

 

for non-residential buildings: 

o  for new non-residential buildings and non-residential buildings undergoing 
major  renovation,  with  more  than  10  parking  spaces:  ensure  the 
installation  of  at  least  one  recharging  point  and  ducting  infrastructure 
(enabling  the  later  installation  of  recharging  points)  for  at  least  one  in 
every five parking spaces (Article 8(2)); 

9 COM(2021) 559 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52021PC0559 
10 For example through the EC-led ontology SAREF 
11 SWD(2022) 148 final. https://eur-lex.europa.eu/legal-
content/EN/TXT/PDF/?uri=CELEX:52022DC0221&from=EN 

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o  for  all  non-residential  buildings  with  more  than  20  parking  spaces:  lay 
down requirements for the installation of a minimum number of recharging 
points by 1 January 2025 (Article 8(3)); 

 

for  new  residential  buildings  and  residential  buildings  undergoing  major 
renovation,  with  more  than  10  parking  spaces:  ensure  the  installation  of  ducting 
infrastructure  (enabling  the  later  installation  of  recharging  points)  for  every 
parking space (Article 8(5)); 

  provide for measures to simplify the deployment of recharging points and address 
possible regulatory barriers, including permitting and approval procedures (Article 
8(7)); 

  consider the need for coherent policies for buildings, soft and green mobility and 

urban planning (Article 8(8)). 

4. Interlinkages with other policies 
The Fit for 55 package12 supports electromobility through a number of legislative proposals.  

The  main  interlinkage  with  the  EPBD  is  the  AFIR  proposal  which  would  require  Member 
States  to  ensure  minimum  coverage  of  publicly  accessible  recharging  points  dedicated  to 
light- and heavy-duty road transport vehicles on their territory, including on the TEN-T core 
and comprehensive network13. The AFIR would also contain further provisions to ensure that 
recharging  infrastructure  is  user-friendly,  including  provisions  on  payment  options,  price 
transparency and consumer information, non-discriminatory practices and smart recharging. 

Another  important  interlinkage  is  with  CO2  emission  performance  standards  for  cars  and 
vans 14 because the CO2 emission performance standards strongly promote the deployment of 
zero-emission vehicles. The European Parliament and Council reached a political agreement 
on the Commission’s proposal on 27 October 2022 according to which all new cars and vans 
in the EU will be zero-emission as from 2035. 

The EPBD is  also closely  interlinked with the proposal to introduce a new Article 20a into 
the  Renewable  Energy  Directive 15  that  would  facilitate  system  integration  of  renewable 
electricity via the following requirements: 

 

transmission  and  distribution  system  operators  would  be  required  to  provide 
information  on the share of renewable  energy and the  greenhouse  gas emissions 
content  of  the  electricity  they  supply.  This  would  increase  transparency  and 
provide more information to electricity market actors, aggregators, consumers and 
end-users; 

  battery manufacturers would have to make it possible to access information in real 
time  on  battery  capacity,  state  of  health,  state  of  charge  and  power  set  point  to 
battery owners as well as to third parties acting on their behalf; 

12 https://ec.europa.eu/commission/presscorner/detail/en/IP_21_3541 
13 Trans-European Transport Network (TEN-T) (europa.eu) 
14 COM(2021)556 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52021PC0556 
15 COM(2021)557 final. https://eur-lex.europa.eu/legal-content/en/ALL/?uri=CELEX:52021PC0557 

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  Member  States  would  have  to  ensure  that  non-publicly  accessible  normal  power 
recharging points can support smart charging functionality, which is important for 
energy system integration; 

  Member States would have to ensure that regulatory provisions concerning the use 
of  storage  and  balancing  assets  do  not  discriminate  against  the  participation  of 
small  and/or  mobile  storage  systems  (EVs  and  batteries)  in  the  flexibility, 
balancing and storage services market. 

The provisions on e-mobility in the EPBD are also linked to the Electricity Regulation16 and 
Electricity  Directive 17,  the  current  Energy  Efficiency  Directive 18  and  the  recast  Energy 
Efficiency  Directive 19  (particularly  the  provisions  on  energy  savings  obligations,  public 
buildings and the public sector) and the proposed extension of the Emissions Trading System 
(ETS) to road transport 20. 

The  provisions  on  bicycle  parking  infrastructure  are  closely  linked  to  the  European  Green 
Deal and the new EU Urban mobility framework21. 

5. Implementation of the current EPBD e-mobility provisions in EU Member States 
The above-mentioned study on which this report is based concluded that, by May 2022, most 
Member States had transposed the e-mobility provisions in the current EPBD to the minimum 
extent required but that a few Member States had adopted more stringent measures. Several 
Member States had introduced additional  e-mobility requirements  that  are  not  linked to  the 
EPBD (primarily for fire safety measures and bicycle parking spaces).  

Summary of Member State transposition of Article 8 EPBD as at May 2022 

Transposition  of  EPBD  provisions  for  new  non-residential  and  new  residential 
buildings  and  buildings  undergoing  major  renovation  with  more  than  10  parking 
spaces (Article 8(2) and Article 8(5) EPBD)  

  no transposition in 2 Member States, but legislation is planned;  

 

the  minimum  required  transposition  in  18  Member  States  for  Article  8(2)  and  16 
Member States for Article 8(5); 

  a few Member States have adopted more stringent measures on: 

  parking  space  thresholds  that  trigger  the  installation  of  recharging  points  and/or 

ducting infrastructure (7 Member States); and 

16 Regulation (EU) 2019/943 of the European Parliament and of the Council of 5 June 2019 on the internal 
market for electricity (recast) https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32019R0943 
17 Directive (EU) 2019/944 of the European Parliament and of the Council of 5 June 2019 on common rules for 
the internal market for electricity and amending Directive 2012/27/EU (recast) https://eur-lex.europa.eu/legal-
content/EN/TXT/?uri=CELEX:32019L0944 
18  Directive 2012/27/EU of the European Parliament and of the Council of 25 October 2012 on energy 
efficiency, amending Directives 2009/125/EC and 2010/30/EU and repealing Directives 2004/8/EC and 
2006/32/EC https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02012L0027-20210101 
19 COM(2021) 558 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=COM:2021:558:FIN 
20 COM(2021) 551 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52021PC0551 
21 COM(2021) 811 final.  https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=COM:2021:811:FIN 

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 

recharging points and ducting infrastructure (e.g. a higher rate/number of recharging 
points per parking space, specific  requirements  on types of chargers and  capacity, 
and pre-cabling requirements) (9 Member States). 

Transposition  of  requirement  for  all  non-residential  buildings  with  more  than  20 
parking  spaces  to  have  a  minimum  number  of  recharging  points  by  1 January 2025 
(Article 8(3) EPBD) 

  no transposition or transposition with a narrower scope in 5 Member States;  

 

the minimum required transposition in 15 Member States; 

  3 Member States have set an earlier deadline than 2025; 

  7  Member  States  have  set  more  stringent  requirements  for  the  minimum  number  of 
recharging  points  to  be  installed  or  have  also  required  the  installation  of  ducting 
infrastructure.  

Derogations (Article 8(4) and Article 8(6) EPBD) 

  12  Member  States  have  decided  to  exercise  the  Article  8(4)  derogation  from  Article 

8(2) and Article 8(3) for small and medium-sized enterprises (SMEs); 

  21  Member  States  have  decided  to  exercise  the  Article  8(6)  derogations  for  specific 
categories of buildings. By far the most common derogation relates to costs exceeding 
7% of the cost of the building or major renovation (16 Member States). 

Additional requirements on e-mobility in buildings not required by the EPBD  

 

fire safety measures are in place or being considered in 8 Member States; 

  5 Member States have introduced minimum requirements for bicycle parking spaces.  

6. Provisions on e-mobility in the proposal for an EPBD recast 
A proposal for an EPBD recast was adopted on 15 December 2021 as part of the ‘Fit for 55’ 
package.  

According to the impact assessment for the proposal for an EPBD recast22, the EU’s current 
building  stock  is  not  always  ‘technically  fit’  for  the  energy  transition  and  ready  to  be 
integrated  into  a  decarbonised  and  digitalised  energy  system.  In  addition,  current 
requirements  for  new  buildings  do  not  seem  adequate  to  address  existing  barriers  to,  and 
support the uptake of, sustainable mobility and to contribute to transport decarbonisation. 

The main objectives of  the proposed recast  are  to  reduce buildings’  greenhouse gas  (GHG) 
emissions and final energy consumption by 2030, and to set a long-term vision for buildings 
with a view to achieving EU-wide climate neutrality in 2050. Several measures are proposed 
in  order  to  achieve  this:  an  increased  rate  and  depth  of  building  renovation;  improved 
information  on  energy  performance  and  sustainability  of  buildings;  and  requirements  to 
transform  buildings  into  zero-emission  buildings  by  2050.  Greater  financial  support, 
modernisation  and system  integration  (including  infrastructure for sustainable mobility) can 
help deliver on these objectives. 

22 SWD(2021) 454 final. 

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During  the  open  public  consultation  on  the  proposal23,  stakeholders  stressed  the  need  for 
better  access  to  private  recharging  infrastructure,  more  ambitious  requirements  for 
multifamily  buildings  undergoing  major  renovation  and  simplified  procedures  for  the 
installation  of  recharging  points.  They  also  emphasised  the  need  for  a  ‘right  to  plug’  that 
would give tenants and co-owners access to recharging points at home.  

The  proposal  for  an  EPBD  recast  addresses  these  points.  It  includes  new  and  strengthened 
provisions on infrastructure for e-mobility and,  in  order  to  be  consistent  with  the European 
Green  Deal  and  the  new  EU  Urban  mobility  framework,  it  also  includes  provisions  for 
bicycle parking infrastructure. 

The proposal specifically strengthens the existing provisions on infrastructure for e-mobility 
by:  

 

 

 

 

 

 

 

 

lowering  the  applicability  threshold  for  new  non-residential  buildings  and  non-
residential  buildings  undergoing  major  renovation  to  5  parking  spaces  (instead 
of 10)  and  requiring  pre-cabling  for  each  parking  space  (instead  of  ducting 
infrastructure for  1 parking space  in  5) so that recharging points for EVs can be 
installed at a later date; 
introducing  a  requirement  for  at  least  1  recharging  point  for  every  2  parking 
spaces in new and renovated office buildings with more than 5 parking spaces; 
installing  at  least  1  recharging  point  for  every  10  parking  spaces  for  all  non-
residential  buildings  with  more  than  20  parking  spaces,  independent  of  any 
renovation (instead of letting Member States set a minimum number) by 2027; 
requiring pre-cabling in at least half of the parking spaces for buildings owned or 
occupied by public authorities by 2033; 
requiring at least 1 bicycle parking space for each car parking space in all relevant 
non-residential buildings24; 
lowering  the  threshold  of  applicability  for  new  residential  buildings  and 
residential buildings undergoing major renovations to 3 parking spaces (instead of 
10) and requiring pre-cabling instead of ducting infrastructure, as well as 2 bicycle 
parking  spaces  per  dwelling 25  (e-bikes  play  an  important  role  in  transport 
decarbonisation because  many households  and companies can use  electric bikes, 
cargobikes and family bikes instead of less energy-efficient cars);  
requiring  Member  States  to  remove  regulatory  barriers  to  the  deployment  of 
recharging  points  in  all  buildings,  in  particular  residential  buildings  (e.g.  the 
requirement  to  obtain  the  consent  of  the  landlord  or  co-owners  to  installing  an 
own-use recharging point);  
introducing 
bidirectional recharging; 

recharging  and,  where  appropriate, 

requirements  on  smart 

23 Annex B of the EPBD IA, SWD(2021) 454 final. 
24 These can easily be equipped with e-(cargo) bike charging points, thus facilitating the shift to this very energy 
efficient mobility segment. 
25 Provisions specifying recharging points for e-bikes have not been included. Though important for promoting 
this energy-efficient segment of e-mobility, e-bikes can be recharged from normal plugs of the regular grid for 
household appliances, which are technically less challenging to install. 

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 

 

 

requiring  that  recharging  points  are  operated  based  on  non-proprietary  and  non-
discriminatory communication protocols and standards; 
requiring  Member  States  to  ensure  the  availability  of  technical  assistance  for 
building owners and tenants who want to install recharging points; 
requiring  Member  States  to  provide  appropriate  financial  measures,  in  particular 
those targeting vulnerable households, people affected by energy poverty or living 
in social housing; 

  calling  on  Member  States  to  ensure  the  accessibility  of  recharging  points  for 

persons with disabilities, where technically feasible. 

In addition, in the REPowerEU plan, the Commission proposed an amendment to the EPBD 
which would oblige all Member States to ensure that any new buildings are 'solar ready', and 
where  possible  contain  solar  energy  installations.  These  rules  would  apply  to  all  large 
(>250m2)  new  or  existing  buildings  by  2027  or  2028  respectively,  and  to  all  other  new 
buildings by 2030. 

7. Smart charging 26 
Smart  charging  has  a  particularly  important  role  to  play  when  it  comes  to  facilitating  the 
uptake of EVs and managing the increased electricity demand that results. The EPBD recast 
proposal require Member States to ensure that all installed recharging points are capable of 
smart charging and support commonly agreed open standards.  

Smart  charging  can  also  facilitate  the  uptake  of  variable  renewable  electricity.  Smart 
recharging functionalities can make it possible to shift charging from expensive peak periods 
to off-peak periods when energy is cheaper or to periods when renewable energy production 
reaches  a  high  level.  Smart  charging  can  also  enable  EV  users  with  solar  panels  in  their 
properties  to  recharge  their  vehicles  with  solar  energy.  This  not  only  benefits  the 
environment, but also saves them money 27. 

8. Bidirectional charging 
In  addition  to  managing  charging  time,  bidirectional  charging  technologies  use  EVs  as 
decentralised storage devices that can return energy to a building or the grid and provide grid 
services.  Bidirectional  charging  is  a promising technology which however needs to address 
some  challenges,  for  example  by  increasing  the  frequency  of  charging  and  discharging,  bi-
directional charging can impact an EV battery’s lifespan. The EPBD proposal would require 
Member  States  to  ensure  that  all  recharging  points  are  capable  of  bidirectional  charging, 
where appropriate.  

9. Pre-cabling  
The  EPBD  proposal  contains  requirements  for  the  installation  of  pre-cabling  for  parking 
spaces  in  new  or  majorly  renovated  buildings.  Laying  pre-cabling  during  construction  or 

26 Smart charging is ‘a recharging operation in which the intensity of electricity delivered to the battery is 
adjusted in real time, based on information received through electronic communication’ (Commission proposal 
for a new definition to be included in the Renewable Energy Directive (Directive (EU) 2018/2001) 
(COM(2021) 557). 
27 Burger, J., Hildermeier, J., Jahn, A. and Rosenow, J., The time is now: smart charging of electric vehicles, 
Regulatory Assistance Project (RAP), 2022. 

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renovation  creates  considerable  cost  savings  and  makes  it  more  attractive  for  an  owner  or 
user to install a recharging point. 

10. Barriers to the deployment of recharging infrastructure 
A  number  of  regulatory,  technical/practical  and  financial  barriers  to  the  deployment  of 
recharging infrastructure in buildings have been identified in the aforementioned study.  

Regulatory barriers: 

 

rules requiring the agreement of landlords/co-owners  

  complex and/or lengthy authorisation and permitting procedures 

 

intervention of Distribution System Operator (DSO) 

  separate building permits 

 

lack of harmonised requirements across regions or municipalities 

  multiple competent authorities 

 

 

 

lengthy administrative processes for obtaining power increases in older buildings 

lack of clarity of (or absence of information on) legal requirements 

lack of technical specifications for recharging points  

  ambiguous terms (e.g. ‘recharging point readiness’ and ‘available for recharging’) 

 

 

 

 

load balancing 

financial  aspects  of  recharging  (e.g.  the  need  to  clarify  the  business  model  for 
sharing a recharging point) 

lack of understanding of rights and obligations 

lack of adequate checks or enforcement 

  scope of requirements (exclusion of existing buildings) 

  absence of rules addressing the needs of HDVs 

  excessive fire safety requirements in underground parking of buildings 

  extension  of  public  distribution  grids  inside  building  parking  spaces  (block 

flexibility) 

  absence of requirements on smart charger installation 

  prohibition on cables attached to chargers in buildings 

  prohibition on installing type-2 recharging points in buildings with public access. 

Technical/practical barriers: 

 

 

insufficient load centre capacity 

insufficient generation and distribution capacity 

  shortages in qualified providers 

  municipal technical services overwhelmed 

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  shortage of available technicians 

  competition for available parking spaces 

 

lack of data on housing and driveway stock and parking spaces. 

Financial barriers: 

  high costs for existing buildings 

  high costs for developers in relation to perceived commercial advantage 

  poor management of public grants for infrastructure 

 

 

 

recharging infrastructure usually only installed where business case already exists 

lack of business case for recharging points sharing limits users 

lack of business case for installation of recharging points in commercial sites, due 
to specific load demands. 

11. Good practices 
The following good practices have been identified:  

Good practices  

 

introducing a right to plug which ensures that a recharging point installation: 

o 

is at the expense of the person making the request; 

o  requires notification rather than approval;  

o  can only  be refused  in  a limited and  specific set  of circumstances (e.g.  the 
co-owner association is already planning an installation or installation is not 
technically possible);  

 

facilitating  co-owner  decisions  on  shared  recharging  points:  mainly  by  enabling 
decisions by a simple majority instead of an absolute majority; 

  simplified  planning  and  permission  procedures:  mainly  by  exempting  recharging 

infrastructure from planning permission;  

  additional  policy  practices:  provision  of  guidance,  information  and  template 

agreements to the relevant parties, and training for real estate professionals;  

  pre-financing collective infrastructure. 

11.1 Right to plug 
Several Member States have adopted some variant of a right to plug concept, enabling tenants 
or owners to install EV recharging infrastructure. In some cases, the rules determining how 
co-owner  associations  can  decide  to  install  recharging  infrastructure  for  the  building  have 
also been simplified. 

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11.2 Simplified planning and permitting procedures 
The  installation  of  recharging  points  in  buildings  often  requires  a  permit  from  the  relevant 
building authorities, as well as intervention  by  the DSO to  connect  the infrastructure to  the 
grid. Some Member States have streamlined this process.  

11.3 Fire safety 
Fire safety measures related to EV charging in buildings are in place or being considered in 
several Member States. However, since many of these measures are conceived at local level, 
there is a risk of disparity between them, requiring recharging station developers to each time 
adapt  deployment  (site  layout,  additional  fire  safety  requirements,  etc.)  to  local  rules. 
Moreover,  in  some  municipalities,  absent  clear  fire  safety  rules,  permit  applications  for  the 
installation  of  recharging  points  in  buildings  are  consistently  rejected.  This  lack  of  clear, 
harmonised  fire  safety  rules  risks  slowing  down  the  deployment  of  recharging  points  in 
buildings. 

11.4 Bicycle parking spaces 
Several  Member  States  have  introduced  requirements  for  bicycle  parking  spaces  in  parallel 
with the transposition of the EPBD (although the EPBD does not require this).  

12. Considerations for possible policy options for future action 
Without  prejudice  to  the  current  proposal  to  recast  the  EPBD  and  to  the  outcome  of  the 
associated inter-institutional negotiations, the analysis of identified barriers and of legal and 
policy  measures  has  involved  a  consideration  of  the  barriers  that  possible  future  policy 
options  to  promote  e-mobility  through  buildings  policy  would  need  to  address,  and  has 
identified the following possible future policy actions:  

  enhance the right to plug;  

  develop recommendations and guidance for public authorities to address barriers 
linked  to  planning  and  permitting  procedures,  as  well  as  to  landlord  and  co-
ownership rules; 

  ensure future-proof recharging installations; 

 

facilitate smart charging and (where appropriate) bidirectional charging; 

  make use of the benefits of load balancing; 

  accelerate the roll-out of recharging infrastructure in existing buildings; 

  provide recommendations and guidance for fire safety rules; 

 

remove barriers to recharging e-bikes including cargobikes; 

  enhance technical assistance such as one-stop-shops; 

  ensure the necessary workforce availability and skills; 

 

facilitate  the  uptake  of  financing  instruments  for  recharging  infrastructure  in 
buildings; 

  combine recharging infrastructure with car-sharing to give more people access to 

that segment of electric mobility. 

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