Fast or Mega – What the Electric Truck Market Really Needs by 2030

MCS is a key topic at this year’s Power2Drive Europe.

The electrification of heavy-duty transport (>3.5 tons) is gaining momentum, but concerns about the patchy charging infrastructure remain the biggest obstacle for fleet operators. However, an analysis by the International Council on Clean Transportation (ICCT) from November 2025 now shows: Fewer megawatt chargers are needed than previously expected, but even these smaller numbers presents the power grid with entirely new challenges.

Depot charging remains the backbone

According to the ICCT report , the EU will need an installed charging capacity of 22 to 28 gigawatts (GW) by 2030. The new finding: This capacity is distributed almost equally between private and public locations.

The majority of the infrastructure (approx. 150,000 to 175,000 charging points) will be located at private depots. Here, trucks will charge slowly and cost-effectively overnight. For public spaces, the ICCT forecasts a need for 60,000 to 80,000 chargers to meet statutory CO2 fleet targets.

Quality Over Quantity

A key finding of the study is the role of megawatt charging points (MCS). After 4.5 hours of driving, drivers must take a 45-minute break. Charging during this period can be essential. Reparking the electric truck would nullify the break, and it would have to start over. Strictly speaking, reparking during the break after 4.5 hours of driving is prohibited, as the vehicle must not be moved during the break. There is currently no special regulation for reparking after charging.

The analysis nevertheless shows that as few as 4,000 to 5,300 public MCS charging points across the EU could be sufficient. This corresponds to just 2 percent of all charging points, which, however, provide around 15% of the installed capacity. It is interesting to note that more than half of the public fast-charging demand can still be met by conventional 350-kW chargers (CCS), which significantly relieves the strain on the grid infrastructure in many areas.

The Grid Challenge

However, the report warns of localized grid overloads. A single MCS charging point can draw a peak load of over one megawatt. If several of these chargers are active simultaneously at a highway rest stop, the local distribution grid can quickly reach its limits.

To avoid overloading outdated grid structures and incurring grid expansion costs, the ICCT highlights two solutions:

1. Smart load management: Charging power must be dynamically controlled both at depots and at public stations. Not every truck needs to charge at maximum speed immediately.
2. Buffer storage & on-site generation: Batteries at charging stations can absorb peak loads, while photovoltaic systems on the roofs of logistics centers promote direct self-consumption.

What is needed now: certainty in planning and speed

To ensure the transformation succeeds, the report identifies clear areas of action for policymakers and the energy industry:

• Accelerate grid connections: The bureaucratic hurdles for connecting MCS chargers must be removed. Often, obtaining approval for a grid connection takes longer than building the entire station.
• Proactive grid planning: Grid operators need to know today at which highway junctions MCS hubs will be established in five years’ time in order to proactively provide the necessary capacity.
• Incentives for depot infrastructure: Since depot charging significantly reduces the burden on public infrastructure, the development of private charging points should be more strongly supported through tax incentives.

Conclusion for the industry

The ICCT’s data provides planning certainty. For fleet operators and investors, it is becoming clear that the enormous task of “e-trucks” is manageable. The key lies not in a comprehensive megawatt infrastructure on every corner, but in a smart combination of efficient depot charging and strategically placed, grid-friendly high-performance infrastructure along major traffic arteries.