Electric car ad hoc charging in practice: frustration and joy without a contract

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It could all be so easy – but it isn't: the prices at the public charging infrastructure for electric cars are too high. For most drivers who travel frequently and often, this means signing an electricity contract with a specific operator. The higher the monthly basic fee, the lower the price per kilowatt hour, of course only at the respective operator's locations. An alternative to this model is contract-free or ad-hoc charging. It is coming, slowly but surely. How well does ad hoc charging work in practice? What are the advantages and disadvantages? Let's try it out.

The choice of ad hoc charging is important for three groups: firstly, for people who simply don't want to commit to a contract. Secondly, for occasional chargers who rarely use the public charging infrastructure. And thirdly, for transit passengers who are in Germany for too short a time to sign a contract.

The definition of ad hoc charging can be found in Article 2, point 47, of the Alternative Fuel Infrastructure Regulation (AFIR) of the European Union, as the National Centre for Charging Infrastructure states on request: "Spot charging means a charging service that is purchased by an end user without that end user having to register, enter into a written agreement or enter into a business relationship with the operator of the charging point that goes beyond the mere purchase of the charging service."

Only real without an app

That's the theory. In reality, it is sometimes more complicated. Some operators force electric car drivers to install an app, even for ad hoc charging, which requires them to enter their credit card details, for example. Is that not registration? There is a legal ambiguity here.

Gerd Bremer is of the opinion that only charging without an app is genuine ad hoc charging. The North German has become famous because he has created a map based on Google Maps with locations that are immediately accessible without an app and where electricity costs no more than 50  cents per kilowatt hour. Because it's not far, he did the same for Denmark.

The fact that ad hoc charging without registration is becoming increasingly common is again due to the AFIR: All new locations with a charging capacity of 50 kilowatts or more installed in Europe since April 2024 must have a direct payment terminal. The existing fleet must be retrofitted by 2027. Such payment terminals are commonplace in all areas of life, right down to the weekly market, and outside of Germany, they are more widespread than here.

Perceived pain threshold of 50 cents/kWh

In addition to Gerd Bremer, the "AirElectric" app provides the basis for the practical test. Here you can filter by charging capacity (after all, there are also leisurely AC locations with good ad hoc prices) and also by price. The scale ranges from a maximum of 45 to a maximum of 60  cents per kilowatt hour. To stay on a par with Gerd Bremer's card, the value in the app is set at 50 cents.

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The confrontation with the reality of life shows: Ad-hoc charging works. It can also be inexpensive. But it's not perfect yet – Pleasure and frustration lie close together. Take Aldi Nord, for example. This part of the discounter is building charging stations after Aldi Süd with some delay. In Neu Wulmstorf outside Hamburg, 50 kW charging capacity is available without registration for 44 cents per kilowatt hour. That's the paper form. Once there, one of two charging points is free – and you only get 25 instead of 50 kW.

Pre-authorization fee of up to 150 euros

The so-called pre-authorization fee is also likely to be irritating for many users. Aldi Nord formally charges 50 euros in advance and is exemplary for many providers. The ADAC reports up to 150 euros in a recent evaluation. However, there was practically no chargeback period at Aldi Nord, while the ADAC reports up to "several days".

Many DIY stores and supermarkets have similar charging offers to Aldi. These companies have understood that it is financially more attractive for them to organize and charge for the infrastructure themselves instead of leasing the huge parking spaces in prime locations to third-party providers. A significant increase in these locations is to be expected.

They may be ideal for shopping, but not for long trips on the highway. Furthermore, 50 kW charging power is no longer up to date for long-distance journeys. It should be at least 150 kW. Under these conditions, there are only a few providers. For example, the JET filling stations: There is one such charging station on the A1 between Hamburg and Bremen. 150 kW is available, and 49 cents is fair, but four charging points quickly reach their limits.

Rare competition on the long-distance routes

Another provider trying its hand at long-distance routes is Eviny, for example, which also charges 49 cents. Competition from established major operators such as EnBW, which according to ADAC charges up to 79 cents without a contract, is developing steadily, but not radically. In view of the fact that cheap ad hoc charging stations are not yet widely available, an electric car with a large traction battery is useful. Those who are only rarely forced to charge are more flexible and can save money.

In practical tests, charging at all ad-hoc charging points worked without any problems. This works best where payment terminals are already installed. This is increasingly the case. There is no question that ad-hoc charging can become a real competitor for the major operators if electric car drivers use it consistently. The drawbacks are the often limited charging capacities, the possible pre-authorization fees and the lack of locations along long-distance routes. However, there is no reason to assume that this will not improve in the medium term.

Dynamic electricity tariffs for ad hoc charging too

Dynamic ad-hoc tariffs, i.e. electricity prices that are higher or lower depending on exchange prices, will also bring movement to the market. These tariffs are fixed in advance for the next day, for example at 3 p.m. for the 24 hours of the following day. Could this lead to individual electric car drivers standing at the fast-charging station outside the supermarket at two o'clock in the morning? But yes.

Meanwhile, the National Charging Infrastructure Control Center reports that there will soon be more price transparency. Data provision obligations are already in force due to the AFIR. A de facto price reporting office has been created here. From April 14, 2026, this data must be provided in a defined and standardized format. This is the basis for Europe-wide price transparency at fast charging stations – It is not coming as quickly as desired, but it is coming.

(dmk)