Vehicle charging stations

• Wall-mounted stations in the order of a few kilowatts up to 22 kW – mainly for installation in garages, single and multi-family buildings, etc.

• Free-standing stations in the range of 11–44 kW – mostly as free-standing single or double posts, with different station access and management systems. They are designed mainly for installation in commercial premises such as hotels, cinemas, office buildings, company car parks, shopping malls etc. – i.e. to serve their customers, employees.

• DC stations in the range of 30–50 kW – more advanced stations allowing faster recharging of the car and also allowing different payment methods. Designed mainly for installation in commercial areas such as hotels, cinemas, office buildings, shopping malls, etc. and along roads as public access stations.

• DC stations in the range of 50–350 kW – the most advanced and extensive charging stations. Designed mainly for installation along major routes, allowing vehicles to be charged very quickly. They require a suitable network and energy infrastructure capable of delivering high power.

We work with the largest manufacturers of electric car charging stations. If you are interested, please do not hesitate to contact us (BUTTON TO CONTACT).

Charging station – an electrical device used to charge batteries and other electric devices (including electric vehicles) powered by electricity and equipped with a battery. Electricity to the station is supplied from the external power grid. The station is equipped with a charging socket of one or more unified types.

Charging point equipment. The cost of the equipment itself varies depending on such factors as the model, where it is installed, and the complexity of its systems.

Charging point installation. The main factors influencing the cost of installation are: the structural requirements of the device, the availability of the appropriate electrical infrastructure, the cost of the notification (in rarer cases, a construction permit) together with the construction design and connection to the electricity grid, and the price of the land. The possible need to upgrade existing electrical and road or building infrastructure, including, for example, the addition of slowing thresholds or guard posts, should also be taken into account.

Operation. Care should be taken to ensure that none of the charging infrastructure poses a risk to the user or bystanders and that all are resistant to weather, vandalism, mishandling, etc. See ‘Charging point safety’ for more information. The cost also includes the cost of an acceptance inspection and any subsequent inspections after repair or upgrade. Maintenance inspections may or may not be included in the price of the equipment. On the other hand, any repair or replacement of an infrastructure component generates costs depending on what that component is, such as replacing a socket cover or an entire charging cable.

Electricity. Here, fixed and variable charges resulting from the relevant tariff must be taken into account.

1) Advice and analysis

– Free consultations
– Customer focus
– Compilation of an infrastructure development plan

2) Preparation of documentation

– We take care of all the formalities
– We prepare all the necessary documents
– We help you fulfil your obligations under the law and the provisions of the Electromobility Act

3) Installation

– Delivery of the station and required parts to the site
– Installation of the station at the chosen location

4) Management and monitoring

– Management and monitoring of charging station operation
– Telephone customer service
– Assistance during breakdowns

5) Settlements and reports

– Cost settlement for charging services
– Collection of service charges from end users
– Reporting on the operation of the station and the settlements made

The obligations of the operator of a public charging station are mainly described in Article 3 of the Act. The operator shall:

1a) ensure the operation of at least one charging service provider at the station (Table 3) whereby, according to Article 6, the operator itself may perform this role;

1b) be responsible for ensuring the safe operation of the station, including its construction in accordance with Polish Standards and its adaptation to the requirements on fire safety, operation of the electricity network and access for persons with disabilities.

2) ensure that the station has a valid UDT technical inspection;

3) be responsible for the safe day-to-day operation of the station;

4a) equip the station with software that allows the connection and charging of externally charged electric and hybrid vehicles. This software must also communicate with the EIPA registry (see section ‘Alternative Fuel Infrastructure Registry’) and transmit the data required by the registry regarding the price of the charging service and the availability of the point;

4b) allow the energy consumed by each of the charging points installed at the station to be measured separately and to transmit this data to the management system of the entire station;

5) if the station has its own electricity connection, conclude an agreement for the provision of energy distribution services for both the station and the provision of further charging services. Without this agreement, it would not be formally possible to draw electricity from the grid;

6) keep records of energy consumption separately for the station’s own needs and for the provision of recharging services to customers, and transmit this data to the distribution system operator (DSO), the recharging service provider and the electricity retailer with whom it has agreements;

7) conclude a separate agreement for the sale of electricity for the station’s own needs;

8) account for electricity losses resulting from the operation of the station;

9) make the charging instructions and other information specific to its use available within the station;

10) with reference to point 1a), provide access to the station to all willing charging providers;

11) agree with the road manager the number of parking spaces for charging vehicles.

The Office of Technical Inspection has a high level of competence related to safety and the collection and sharing of information on charging stations. Some of the investors may have already had to deal with technical supervision when operating handling or pressure equipment, but for most, the issue is new. It is therefore important to make the presentation of the legal and technical issues related to the nature and sequence of activities during the inspection as clear as possible.

According to the provisions of Article 16 of the Act, charging stations and bus charging points will be subject to Office of Technical Inspection testing for their safe operation, repair and upgrade. This means that the stations and charging points shall be tested by Office of Technical Inspection inspectors before they are allowed to be operated. Technical examinations shall also be performed after significant repairs and upgrades (see section ‘Office of Technical Inspection inspections’). The Office of Technical Inspection can also act as an opinion-maker (Article 15) regarding the conformity of technical documentation.

Polish law documents:

∙ Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the development of alternative fuels infrastructure (Official Journal of the EU L 307 of 28.10.2014, p. 1).

∙ Act of 11 January 2018 on electromobility and alternative fuels (Journal of Laws 2021, item 110).

∙ Regulation of the Minister of Energy of 26 June 2019 on technical conditions for stations and charging points for electric vehicles (Journal of Laws item 1316).

∙ Act of 7 July 1994 – Construction Law (Journal of Laws 2021, item 2351).

∙ Regulation of the Minister of Infrastructure of 14 August 2018 amending the regulation on detailed technical conditions for road signs and signals and road traffic safety devices and conditions for their placement on roads (Journal of Laws 2003 no. 220, item 2181).