Frequently Asked Questions
Yes, more functionality and additional graphs showing some additional data will be added in the course of 2020. Also, for a few countries a "vehicle calculator" enabling the comparison of TCO (total cost of ownership) for passenger cars will be added as well as an even better coverage of charging infrastructure on the Fuel Station Map.
As part of the EAFO 1 project we have done a pilot together with cities and have designed an EAFO city webpage highlighting the sustainable urban mobility topics of interest related to alternative fuels. Although the information was appreciated it was decided in discussion with stakeholders not to continue this as it was too time consuming to gather the data. In the new released EAFO 2 (since November 2018) there is no longer information on cities or regions.
Data reliability is very important for the EAFO website. Where possible we get the data directly from involved ministries or national statistics. If not (yet) possible we collect the data from different sources and make cross-checks. On each country page, you will find a link in the menu to show an overview of our sources. This overview also includes where we still have gaps and are looking for reliable sources of data.
For counting the charging points, we use many different sources to gather and cross-check our data. Our main source is Eco-Movement, who source their data directly from CPO’s and who provide chargepoint data for almost all European countries. We cross-check this data with the data we obtain from governmental national sources and third parties.
On EAFO, we strive to representing all the "charging points" or “chargepoints” as EVSE's (Electric Vehicle Supply Equipment), which can be translated to counting each socket and each plug. This method of counting is in line with the AFI Directive, which states: “a recharging point means an interface that is capable of charging one electric vehicle at a time”.
It's important to be aware, that we try to represent the data as unambiguous as possible for all countries regarding EVSE, but also with regards to including all public chargepoints that have non-discriminatory access (i.e. public chargers at supermarkets and parking lots, etc.). These chargepoints are sometimes also referred to as “semi-public”.
Counting the number of Fast Charger Plugs according to the AFI Directive is a bit more complicated. Find out more about that here.
Many different definitions are used in different countries to describe the power level and the physical situation: rapid chargers, slow chargers, fast chargers to name a few terms for power levels (which are interpreted in different ways as well) and also station, plug, position, point, location to name a few descriptions. EAFO follows the AFI Directive definition of "normal "and "high power" charging. We are continuously on the complex process of aligning our data with these definitions.
It is possible that there are small differences in some cases, not all countries report in the same way whereas for the EAFO statistics we have harmonized data. As an example, in some cases converted eletric vehicles are counted in country statistics whereas EAFO only reports on OEM models. In another case, registration reporting includes also cars which have disappeared from statistics whereas EAFO separates reporting on new registrations from fleet totals, for the latter overview only vehicles still registered are taken into account. EAFO includes all models sold in all countries, some countries do not take all models into account.
Yes. CNG, LNG, LPG and Biofuels are now in the scope of the EAFO project.
However, since we are dependent on 3rd parties for our data, sometimes data is not yet available.
Biofuels use existing infrastructure and/or are blended in existing fuels, like bioethanol (E5/E10), biomethane (bio-CNG/bio-LNG) or biodiesel.
Please contact us! We are always open to review new data sources and reliable data concerning the alternative fuels in scope.
Stakeholders, from administrations at all levels, industry and NGO’s can in principle become partners if they add significantly to the content and quality of the website. Please contact us if you would like to discuss this.
Use the filters in the graphs to get more detailed information, in many cases this provides access to historic data or more details on technology level. Please share your opinion concerning functionality and interactivity with us.
For each page with graphs and for each graph seperately, there's a download button (the cirkel with the downpointing arrow).
This will open a new browser tab (allow pop-ups when asked), which will show the graph(s) including a table with the data in PDF.
The information we get concerning incentives comes from 33 different countries mainly through our contacts at administrations. With original texts in almost as many languages this would not be helpful to provide for most users. For this reason we have chosen to give only the incentive type and a high level description. We have asked the countries to provide a link to an official website where people can find more information and we hope to provide this in the future. Any help from EAFO users on this is welcome!
We do not have a reliable and complete overview of historic incentives. If we are able to collect this, we will publish this.
In 2019Q4 we have recounted the number of recharging points deployed in Europe, in order to better reflect the actual availability of unique charging interfaces to EV-users.
In particular, this recounting exercise focused on eliminating double-counting of CCS and CHAdeMO DC fast chargers (>22 kW).
According to the definition in the Alternative Fuels Infrastructure Directive (2014/94/EU), a ‘recharging point’ means an interface that is capable of charging one electric vehicle at a time.
In practice, almost all (non Tesla) DC fast chargers offer both CCS and CHAdeMO charging capability.
However, since all currently deployed 50 kW rechargers do not allow the use of the CCS and CHAdeMO connectors at the same time, these rechargers that offer both can effectively only recharge one electric vehicle through CCS or CHAdeMO at a time. These rechargers can recharge one vehicle with Type-2 AC and one vehicle with DC (CCS or CHAdeMO) at the same time and are therefore not counted as three, but as two recharging points.
Some newer model DC fast chargers with higher power outputs (100 kW and above), nowadays do allow for two DC recharging connectors to be used at the same time (in a combination of CCS and CHAdeMO or two times CCS). These rechargers are counted as two recharging points in the EAFO statistics.
In order to represent the actual deployment of rechargers as accurately as possible in attendance thereof, it has been decided in agreement with the European Commission to report the number of DC fast chargers per country in the following way:
“CCS + CHAdeMO + Tesla Superchargers + Type-2 AC - (Number of 50 kW DC chargers with CCS, CHAdeMO and Type-2 AC connectors)”.
To explain the new counting method:
It has been confirmed by our professional data provider, that with very little exception, the amount of Type-2 AC connectors (43 kW) equals the number of 50 kW DC rechargers with 3 connectors (CCS, CHAdeMO and Type-2 AC). Based on this insight, we can abstract that the amount of CCS and CHAdeMO connectors that are connected to the same 50 kW DC recharger, and therefore cannot be used at the same time, equals the number of Type-2 AC connectors.
Based on this knowledge, we can rewrite our formula to:
"CCS + CHAdeMO + Tesla Superchargers + Type-2 AC - Type-2 AC",
or even shorter: "CCS + CHAdeMO + Tesla Superchargers"
Specific information on which data was updated when, can be found on this page: Data updated.
In the buses (M2 + M3) category included are: all the vehicles designed and constructed for the carriage of passengers, comprising more than eight seats in addition to the driver's seat, and having a maximum mass not exceeding 5 tonnes (M2) or exceeding 5 tonnes (M3).
This includes all city buses, minibuses, coaches, double decker buses, articulate buses or any other type of vehicle that fits these criteria. The exception is trolley buses, which are not included in the statistics at this moment, trolleybuses use electricity as "fuel", but do not have a battery and are therefore not a BEV or PHEV. Statistics show there are about 4300 trolley buses actively in use in Europe at this moment. The EAFO team is investigating how the trolley buses are registered in the national databases, so that these can be added in an orderly fashion to our dataset.
Short answer: No.
Since Brexit, all data shown on EAFO as part of 'European Union' is EU-27 data only and as such excluding the UK data, also for the data shown from before the Brexit date.
Excluding the UK from the historic and current EU data, makes easier to compare the EU data from before Brexit with data from after Brexit.
Since Brexit, the UK data is included in the Europe data under "EU + UK + EFTA + Turkey".