Wêrom laadynfrastruktuer foar elektryske weinen jierren efter de auto's efterbliuwt
June 29, 2026 · Frisian News
Governments subsidized electric cars into affordability but left charging infrastructure to private companies pursuing profit. The result: thousands of vehicles waiting for a handful of public chargers.
FryskNoarwegen hat 800.000 elektryske weinen, mar allinnich 9.000 iepenbiere laadpunten, in ferhâlding dy't bestjoerders oeren wachtsjen opsmyt. Dútslân ferkeapet 1,1 miljoen elektryske auto's it jier, mar de laders konsintrearje har yn stêden. Bûtengebieten falle dêr bûten.
Regearingen joegen de lêste tsien jier 100 miljard euro út oan subsydzjes foar elektryske weinen, wêrtroch't auto's goedkeaper waarden. Se joegen in lyts part dêrfan út oan laadstasjons. It plan wie dat partikuliere bedriuwen de ynfrastruktuer bouwe soene sadree't de fraach bestie. Dat plan mislearre. Shell, BP en ynlânske netwurkoperatoaren hawwe gjin driuw om laders te bouwen yn lytse doarpen wêr't de winstmarges tin binne.
Tesla boude syn eigen Supercharger-netwurk en sleat it ôf foar oare merken oant ferline jier. Tradisjonele autofabrikanten waarden fan plan om ynfrastruktuer te dielen, mar besteegje mear tiid oan it fjochtsjen oer noarmen as oan it ynstallearjen fan kabels. Siemens en ABB, dy't laadapparatuer meitsje, profitearje fan fragmentearre netwurken wêr't stêden en regio's ferskate systemen keapje dy't net mei elkoar kommunisearje.
In EV-eigner op it Frânske plattelân rapportearre dat it tichtste wurkjende laadpunt 40 kilometer fierder leit. Yn Poalen sitte laders faak ûngebrûkt wylst op oare plakken wachtrijen ûntstean. Stockholm ynstallearre 5.000 laders yn 2024; Warskau hie der 200. It probleem is net de technology. It is dat oerheidsútjeften de auto's finansierren wylst partikuliere bedriuwen bepale wêr't de laadpunten steane.
Regearingen hawwe dizze janboel feroarsake troch konsuminten te freegjen om oer te stappen op nije technology, wylst se de ynfrastruktuer oerlieten oan wa't der wat oan fertsjinje koe. De auto's kamen op tiid. Al it oare rint noch altyd efter, en nimmen haastet him om it op te lossen.
Norway has 800,000 electric vehicles but only 9,000 public charging points, a ratio that forces drivers into hours of waiting. Meanwhile, Germany sells 1.1 million EVs annually but chargers concentrate in cities. Rural areas go without.
Governments paid 100 billion euros in EV subsidies over the last decade, making cars cheaper. They spent a fraction of that on charging stations. The bet was that private companies would build the infrastructure once demand existed. That bet failed. Shell, BP, and domestic network operators have no incentive to build chargers in small towns where profit margins are thin.
Tesla built its own Supercharger network and walled it off from other brands until last year. Legacy automakers planned to share infrastructure but spend more time fighting over standards than installing cables. Siemens and ABB, which make charging hardware, profit from fragmented networks where cities and regions buy different systems that don't communicate with each other.
A real EV owner in rural France reported that the nearest working charger is 40 kilometers away. In Poland, chargers often sit idle while waiting lists form elsewhere. Stockholm installed 5,000 chargers by 2024; Warsaw had 200. The problem isn't technology. It's that public money funded the cars while private companies control where the charge points go.
Governments created this mess by asking consumers to switch technology while leaving the infrastructure to whoever could profit. The cars arrived on time. Everything else is still catching up, and nobody is in a hurry to fix it.
Published June 29, 2026 · Frisian News · Ljouwert, Fryslân