Charging stations: charging in public and at home
Charging infrastructure: Swiss Federal Office of Energy, «Key figures about the charging infrastructure for electrical vehicles», as of 08.2026, analysed by us. Free use, attribution required. Prices per provider information, each line dated.
This page is the reading version. Calculators, filters and charts on this topic are on the home page, in the section of the same name. To the section on the home page →
Charging: public and at home
Where you charge affects your running costs more than any choice of model. This page shows what public charging infrastructure Switzerland has, what a kilowatt-hour costs at the plug, why the same connection can cost twice as much depending on the card, and how long it takes at home at which power.
- The number of charging plugs has almost stopped growing — +1,9 % in twelve months — but the mix is tipping over: fast chargers above 100 kW 41,0 % more, slow ones below 10 kW 50,6 % fewer.
- What you pay at the plug depends not only on the plug but on the card you start it with. Across the same networks, the most expensive and the cheapest billing differ by more than a factor of two.
- Charging at home costs 25,68 centimes per kWh and therefore a fraction of fast charging. Anyone without their own connection faces a different running-cost picture — that is the most expensive open question before a purchase.
What Switzerland has
In the month 08.2026 the Swiss Federal Office of Energy counted 19’620 public charging plugs at 18’874 charging stations across 8’827 locations.
These three figures are regularly confused, in the press as well. They measure different things, and none of them is «the» number of charging points:
- Location — an address where you can charge. A motorway service area is one location, even if twelve cars charge there at once.
- Charging station — a device. One station can carry several plugs, usually two.
- Plug — a single connection. This comes closest to answering how many cars can charge at the same time, and even it overstates the case: two plugs on one station often share the power.
The series goes back to 11.2020. It is not a reference-date figure: the SFOE collects daily from the live data of ich-tanke-strom.ch and averages over the month. A monthly value is therefore an average across the days and not the state on the last day of the month.
The charging infrastructure lags the vehicle figures by up to a month — it is published on a different schedule from the registrations. That is not an error, which is why the month is stated next to every figure.
Source: Swiss Federal Office of Energy, «Key figures about the charging infrastructure for electrical vehicles», as of 08.2026. Free use, attribution required. Evaluated by wattradar from the open monthly series.
Fast is being built, slow is being removed
In twelve months 716 plugs above 100 kW were added and 1’199 below 10 kW disappeared. On balance the total grew by 368.
This is the real movement in the Swiss charging network, and a bare total hides it completely. The five power classes are the SFOE’s own; the boundaries are stated in its own presentation of the same data.
| Power class | 08.2025 | 08.2026 | Change | Share |
|---|---|---|---|---|
| < 10 kW | 2’371 | 1’172 | −1’199 | 6,0 % |
| 10–21 kW | 2’436 | 2’652 | +216 | 13,7 % |
| 21–42 kW | 10’724 | 10’905 | +181 | 56,3 % |
| 42–100 kW | 1’794 | 2’182 | +388 | 11,3 % |
| > 100 kW | 1’747 | 2’463 | +716 | 12,7 % |
Why this fits together: a slow connection in a residential street serves a different purpose from a fast charger on the motorway. Whoever charges overnight needs time, not power. Whoever charges on the road needs the opposite. Capacity is evidently being added where the cars actually stand.
On 11.09.2026 tagesschau reported on analyses by the data provider Cirrantic for the ARD programme Plusminus: inner-city alternating-current charging points are used around 0.6 times a day on average, fast charging points more than 2.5 times. Since the end of 2024 more charging sessions there run through fast chargers than through slow ones. The price difference is small: around 58 cents per kWh slow against 62 cents fast. tagesschau.de ↗
What that means for Switzerland, and what it does not. The usage figures are German and cannot be transferred. What does transfer is the question, and on the supply side our own figures give the same answer: for a year the Swiss network has been shifting towards fast charging while the total barely grows. For a purchase in Switzerland that means the worry of not finding a fast charger on the road is shrinking; whether you can charge at home remains the more expensive question.
What we do not know: how often a Swiss charging point is actually used. The SFOE series knows the stock, not the charging sessions; no utilisation statistics are publicly available for Switzerland. Any statement on that would be our own estimate, and estimated figures do not appear here.
What public charging costs
The price is not set by the plug but by the card. Across the networks in the table the direct-current price runs from CHF 0.65 to CHF 1.19 per kWh — and on the three networks carried by both billing routes it is CHF 0.71–0.88 or CHF 0.35–0.55, depending on the card.
A charging network belongs to an operator, but billing runs through a provider — a card or app that bundles many networks. Both want their margin. That is why the same connection costs different amounts depending on what you start it with.
Prices with a roaming card
The table shows what Swisscharge charges for the most important Swiss networks, including VAT and with no base fee. As of 01.2026.
| Network | AC (slow) | DC (fast) | Time surcharge |
|---|---|---|---|
| IONITY | CHF 0.37 | CHF 0.85 | — |
| Migrol | CHF 0.48 | CHF 0.76 | — |
| Agrola | CHF 0.49 | CHF 0.75 | CHF 0.18/min ab 91 min |
| Avia Volt Suisse | CHF 0.50 | CHF 0.71 / CHF 0.88 > 150 kW | — |
| MOVE | CHF 0.57 | CHF 0.69 | CHF 0.25/min ab 61 min |
| GOFAST | — | CHF 0.65 | CHF 0.28/min ab 61 min |
| eCarUp | CHF 0.81 | CHF 1.19 | — |
| Shell | CHF 0.86 | CHF 1.02 | — |
Source: Swisscharge, price overview of roaming partners, as of 01.2026, retrieved on 19.09.2026. These are network prices, not prices of individual stations — both providers we read explicitly point out that the price at the individual plug can differ and is shown in their app.
The same networks with a different card
Z Volt of Zurich Versicherungs-Gesellschaft AG bills at a flat rate regardless of network: CHF 0.39 per kWh on alternating current and CHF 0.55 on direct current, or CHF 0.19 and CHF 0.35 with car insurance from the same house. On top of that CHF 0.98 per session and CHF 0.25 per minute from minute 61. Valid among others at AMAG, Agrola, Avia Volt, Electra, Migrol.
The comparison is the point. Three of these networks appear in both tables. There a kilowatt-hour of direct current costs CHF 0.71–0.88 through the roaming card and CHF 0.35–0.55 through the flat-rate card — at the same plug, in the same month. Anyone charging a lot on the road decides a larger amount with the card than with the choice of charging park.
The TCS gives CHF 0.20–0.70 per kWh for public alternating-current charging in Switzerland and CHF 0.50–1.00 at a fast charger on the motorway. That range matches the table above and says the same thing: there is no single price.
The same plug, two prices
AMAG / chargeON charges CHF 0.28 per kWh at its own charging stations for vehicles of the makes Volkswagen, Audi, SEAT, Škoda, CUPRA, VW Nutzfahrzeuge that AMAG Group AG imports itself. For any other car it is CHF 0.56, plus CHF 0.98 per session. Valid since 01.2026, retrieved on 18.09.2026.
The tariff does not distinguish between alternating and direct current: CHF 0.28 per kWh at the slow connection as at the fast one.
A charge of 50 kWh therefore costs CHF 14.00 or CHF 28.98, at the same plug on the same day, depending on which car is connected.
Lidl does the same through its own app instead of through the make of the car. Both times something decides that has nothing to do with the plug:
| Provider | with | without | Condition |
|---|---|---|---|
| AMAG / chargeON | CHF 0.28 | CHF 0.56 + CHF 0.98 | a vehicle of one of the imported makes |
| Lidl Schweiz | CHF 0.26 / CHF 0.42 | CHF 0.50 / CHF 0.62 | charging via the Lidl Plus app |
Z Volt bills CHF 0.55 per kWh on direct current at the same plugs, without a session fee. That is below the outside tariff of CHF 0.56 plus CHF 0.98. Anyone not driving one of the makes named looks at their card before plugging in, not at the logo on the plug.
For a purchase the same applies as to the other tied offers: the advantage is real and it hangs on a make. It sits in a price list the provider can change at any time. The tariff ran in 2025 as a limited promotion and has applied without a time limit since 01.2026. wattradar earns nothing from it and arranges nothing.
One price per charging power
M-Charge of Migrol AG bills neither by card nor by type of current, but by the power of the plug: four tiers from CHF 0.38 to CHF 0.59 per kWh, at the locations of Migros, Migrol. For 50 kWh that is CHF 19.00 to CHF 29.50. Retrieved on 19.09.2026; the price list carries no date of its own.
| Power of the plug | per kWh | 50 kWh |
|---|---|---|
| < 22 kW | CHF 0.38 | CHF 19.00 |
| < 64 kW | CHF 0.48 | CHF 24.00 |
| < 200 kW | CHF 0.55 | CHF 27.50 |
| < 400 kW | CHF 0.59 | CHF 29.50 |
ALDI SUISSE has no row of its own. The fast chargers at its stores are operated by GOFAST, which is already in the roaming table above.
What 50 kWh cost
50 kWh are good for roughly 250 to 300 kilometres. At home, at the official household tariff of 25,68 centimes, they cost CHF 12.84. At the cheapest fast charger in the table CHF 32.50, at the most expensive CHF 59.50. The difference over 15,000 kilometres a year, calculated at 18 kWh per 100 km: CHF 2’520 between the cheapest and the most expensive route, for the same distance.
At this point there is a calculator in the section of the same name on the home page. It works there because it needs JavaScript — here there would only be an input field you can type into without anything happening.
There is no open data series for charging tariffs in Switzerland. The figures here come from the providers’ own pages, each line is dated, and they age between updates. The TCS comparison of fast charging stations, which we cited until 11.09.2026, rests on a survey from June 2023 and has not been updated since; it therefore no longer appears in the table. Anyone planning a charge checks the price in the provider’s app.
Sources: provider information, each line with its date and retrieval date in ladeanbieter.json ↗. The household tariff comes from ElCom via the official Swiss figure, tariff year 2026.
Cards, apps and what they do
The card decides both the price and the reach of the network. One is usually not enough.
| Offer | What it does | Cost |
|---|---|---|
| Z Volt | Flat rate across all connected networks, card and app. Run by an insurer, not by a charging network. | No base fee. Reduced rate with car insurance from the same house. |
| Swisscharge | Passes the operator’s price through with no roaming surcharge. Broad network through roaming partners, price per station in the app. | No base fee, no subscription fee. |
| TCS eCharge | Map with plug type, charging power and tariff, across Europe. One bill for many operators, reservation possible. | No base fee. Discount with the TCS credit card according to the provider. |
| Tesla | The Supercharger network, open to other brands since it was unlocked. Its own billing and its own pricing logic. | Higher tariff for other brands than for Tesla vehicles; a monthly subscription lowers it. |
| ichtankestrom.ch | The federal register with availability display. It shows where something stands — it is not a billing service. | Free. The figures above come from this data. |
Z Volt states more than 90,000 charging points in Switzerland on its own product page. The Swiss Federal Office of Energy counts 19’620 public charging plugs for 08.2026. The two figures cannot mean the same thing — semi-public and private connections are presumably counted in. We name both and calculate with the official one.
Three of these five offers are tied to another product: Z Volt to a car insurance policy, the TCS one to a credit card, Tesla’s to a vehicle. Only ichtankestrom.ch, run by the Swiss Federal Office of Energy, sells nothing.
That is no reason not to use the others. It is a reason to weigh the advertised benefit against the cost of the tied product: a charging advantage of one to two hundred francs a year is used up if the policy costs three hundred francs more.
wattradar earns nothing from any of these entries: no affiliate links, no commission, no paid placement. They are here because they solve the price problem at the plug.
Sources: provider pages, retrieved on 19.09.2026; ich-tanke-strom.ch is operated by the Swiss Federal Office of Energy. Terms change continuously.
Where they stand
A charging location in Switzerland is a median 0,7 km from the nearest fast charger, and 23,3 km in the worst case.
The map shows all 9’038 public charging locations, coloured by the strongest plug at the site. Grey is alternating current, blue is direct current. The plateau, the motorway axes and the Alpine valleys need no explaining.
From that the question that matters before a longer trip can be answered: how far is the nearest fast charger? Measured as the straight-line distance from each of the 9’038 locations to the nearest connection above 42 kW.
| Distance to the nearest fast charger | km | Share of locations |
|---|---|---|
| median | 0,7 | 50 % |
| 90 out of 100 locations | 4,6 | 90 % |
| 99 out of 100 locations | 12,4 | 99 % |
| the furthest | 23,3 | 146 > 10 km, 17 > 20 km |
What this figure does not say. It is measured from existing charging locations, not from a grid laid over the country. The locations are an approximation of where people are — a valley without a single charger does not appear in this calculation at all. So the figure describes the way from slow charging to fast charging, not the area coverage of Switzerland. And it is a straight line: in the mountains the road is a multiple of it.
59 of 9’097 points in the source are not in Switzerland — coordinates as far as China and the Indian Ocean, errors by the reporting operators. The source offers a feedback link on every entry. We calculate without them and say how many there were.
Source: Swiss Federal Office of Energy, charging points for electric cars via ich-tanke-strom.ch, as of 01.10.2026. Free use, attribution required. Own analysis; the location data lie open in ladestandorte.json ↗.
By canton
BE leads with 1’100 locations, AI has 21. Many locations does not automatically mean many charging stations — the two columns diverge.
The plug count is missing from this table, and that is no oversight: the source does not break the plug level down by canton. Locations, charging stations and installed power it does. Comparing the first two columns is worth it: BE has more locations than any other canton, while ZH leads on charging stations. Many small sites or few large ones — both are a charging network, and both drive differently.
| Canton | Locations | Charging stations | Power |
|---|---|---|---|
| BE | 1’100 | 1’970 | 96 MW |
| ZH | 912 | 2’784 | 149 MW |
| VD | 795 | 1’639 | 80 MW |
| SG | 691 | 1’311 | 76 MW |
| AG | 654 | 1’351 | 74 MW |
| VS | 616 | 1’284 | 67 MW |
| GR | 547 | 1’183 | 61 MW |
| LU | 530 | 974 | 51 MW |
| TI | 342 | 808 | 70 MW |
| FR | 313 | 662 | 40 MW |
| TG | 284 | 504 | 22 MW |
| BL | 230 | 567 | 31 MW |
| GE | 222 | 804 | 28 MW |
| ZG | 207 | 285 | 11 MW |
| NE | 205 | 379 | 15 MW |
| BS | 200 | 483 | 14 MW |
| SO | 188 | 480 | 32 MW |
| SZ | 179 | 372 | 23 MW |
| SH | 126 | 236 | 10 MW |
| NW | 93 | 145 | 6 MW |
| JU | 91 | 144 | 7 MW |
| GL | 82 | 135 | 4 MW |
| OW | 79 | 109 | 3 MW |
| UR | 71 | 154 | 20 MW |
| AR | 47 | 79 | 2 MW |
| AI | 21 | 35 | 1 MW |
A density per inhabitant is not given here. That would need population figures per canton from a second source, and we do not carry those. A ranking by absolute numbers mostly says which canton is large.
Source: Swiss Federal Office of Energy, key figures on public charging infrastructure, monthly average 08.2026. The power is the sum over those charging stations for which the source gives a power rating.
Where the charger stands: maps for Switzerland and for Europe
We show how many there are and what they cost. Where exactly they stand and whether one is free right now, these four show better than we could.
- ich-tanke-strom.ch ↗ — the federal register with real-time availability. The figures on this page come from that data. For Switzerland the most reliable map, with no account and no advertising.
- A Better Routeplanner ↗ — route planning with charging stops, across Europe. You enter vehicle model, start and destination; the planner factors in consumption, temperature and charging curve and says where and for how long to charge. That is the answer to «will I get there on one charge».
- Open Charge Map ↗ — a Europe-wide register under an open licence, maintained by the community. Good for the question whether there is anything at all in a given area.
- Chargemap ↗ — a commercial register with user reports on individual chargers. Useful when you want to know whether a particular station works in practice.
Why we do not build this ourselves. A map with route planning needs three things we do not have: a routing service, map tiles from someone else’s server, and your vehicle’s charging curve. The first two would report who is reading here on every page view — that contradicts what this site stands for. The third, A Better Routeplanner has for hundreds of models and we have for none. A rebuild would be worse and more expensive.
What we deliver instead is above: how many charging points there are, how they split by power, what a kilowatt-hour costs and why the same charger costs different amounts depending on the card. None of those four services answers that.
Charging privately: what takes how long where
From the household socket to the wallbox there is a factor of ten — and the socket is not a permanent solution.
At home you charge slowly, and that is the normal case, not the emergency: the car is parked overnight anyway. The table calculates a charge from 10 to 80 per cent on a 60 kWh battery, that is 42 kWh.
| Type of charging | Power | Time for 42 kWh | Note |
|---|---|---|---|
| Household socket T13 | 2,3 kW | 18 h 16 min | The ordinary socket. For emergencies and for plug-in hybrids. Not for permanent use: the circuit is not built for it, and the charging brick usually limits to 8 to 10 amperes. |
| Power socket T23 | 3,7 kW | 11 h 21 min | Single phase at 16 amperes. Needs its own fuse, but is considerably cheaper than a wallbox. |
| Wallbox 11 kW | 11 kW | 3 h 49 min | Three phase at 16 amperes. The standard case at your own parking space; charges any ordinary battery full overnight. In Switzerland it must be registered with the grid operator. |
| Wallbox 22 kW | 22 kW | 1 h 55 min | Three phase at 32 amperes. Only worth it if the vehicle accepts it — many models charge at 11 kW at most on alternating current, and then the stronger connection brings nothing. |
The time is calculated, not measured: energy divided by connected power. Charging loses part of the energy as heat, proportionally more the slower it is — the real time is therefore longer than the table. By how much depends on the vehicle and is not stated in any source we could verify.
On direct current it cannot be calculated this way. A fast charger delivers its full power only at a low state of charge and then throttles, and where the curve bends is decided by the vehicle. No charging time follows from the power of the plug alone — which is why none is given here.
And what it costs
At home you pay the household tariff: 25,68 centimes per kWh in the official Swiss figure for tariff year 2026, profile «house with an EV». Across municipalities the range runs from 9,17 to 41,80 centimes — the same charge therefore costs markedly different amounts depending on your address. The charge of 42 kWh thus costs CHF 10.79.
Rental, condominium, cost allocation, consent of the management: the guides for that were produced jointly by Swiss eMobility, HEV and SVIT ↗. wattradar does not advise on this and arranges no installation. What we can answer is the question before it: how much more expensive driving becomes if you charge exclusively in public. The annual calculation is in the article An EV without your own wallbox: what public charging costs a year.
Feeding back into the grid: what applies, and what is still missing
Anyone who charges electricity from the grid and later feeds it back gets the grid usage fee for that quantity refunded on request — since 1 January 2026, and how large the refund is is set by the local grid operator.
Bidirectional charging means the car does not only take electricity but also gives it back — into the building or into the grid. Without a rule of its own the grid usage fee would fall due twice: once on charging, once on whoever later draws the electricity fed back. The Electricity Supply Act removes that for storage facilities with end consumption. Three points are in the law today:
- The refund. On request the grid operator refunds the grid usage fee for the quantity of electricity that is fed back after being drawn from the grid and stored, at most at the tariff applying at the time it was drawn (Article 14a paragraph 4 letter a StromVG, in force since 1 January 2026).
- The amount comes from the grid operator. It sets a refund tariff and deducts the amount from the grid usage fee on the next invoice. The tariff equals the average energy component of the grid usage tariff for the tariff year at the place of feed-in, plus the costs for ancillary services, the electricity reserve, the grid surcharge and the measures under Articles 15a and 15b StromVG (Articles 18d and 18e StromVV, in force since 1 January 2026). The first three of those items are already part of the grid usage tariff and are not added on top; only the grid surcharge comes in addition. ElCom confirmed this on request on 15 September 2026.
- No second meter. The measurements for this proof may be taken with meters already present at the storage facility — in the charging station or in the vehicle. No additional smart meter is prescribed for it (Article 14a paragraph 4bis StromVG, in force since 1 April 2026).
The third point goes back to a motion by Jürg Grossen of 20 December 2023, tabled in the National Council on the acceleration act (business 23.051). His reasoning names the ground: if an additional smart meter had to be installed at the operator’s cost for every one of these small storage units, that would be «economically and ecologically disproportionate» and would stifle vehicle-to-grid at birth. Grossen is president of Swiss eMobility — the association states that on its own site.
The same paragraph continues: «The Federal Council shall regulate the requirements for these meters and the transmission of data to the grid operators.» The Electricity Supply Ordinance in its version of 1 July 2026 says nothing about it; it does not mention Article 14a paragraph 4bis anywhere. As long as those requirements are missing, there is no rule on which existing meter a grid operator has to accept as proof.
For a purchase a second condition applies: the vehicle itself has to be able to feed back — over direct current with a charging station built for it, or over alternating current under ISO 15118-20. We know of no Swiss source that states this per model, and we therefore give no figure for it.
Where it is measured, and who needs a meter
For a car the meter sits at the house connection, not in the charging station: Article 18g paragraph 3 StromVV declares the «quantity of electricity fed in by the mobile storage facility at the house connection point» to be the relevant one. The ordinance requires an intelligent metering system in one case only — where the storage facility is connected to a generating installation that is operated for self-consumption and is subject to the licensing requirement under Article 6 NIV (Article 18f letter a StromVV). That is the fixed installation connected by a licensed contractor; a plug-in balcony installation is plugged in and does not fall under it. Where the line runs once a storage unit, more power or a vehicle connection are added is in no provision.
With your own sun the arithmetic changes
Anyone charging the battery at midday with electricity from their own roof gets no refund: Article 14a paragraph 4 letter a StromVG refunds the grid usage fee for electricity fed back after being drawn from the grid — your own electricity was never drawn. How the grid share is to be determined when charging from both, the ordinance does not say for a vehicle: Article 18g paragraph 1 StromVV gives that rule of calculation to stationary storage, and paragraph 3 names only the point of measurement for mobile storage. It still pays, only differently. What you consume yourself in the evening you do not have to buy, and that is worth considerably more than the minimum remuneration for solar electricity fed in. The three routes are in the article, with figures.
Charging cheap and giving back dear does not work out on the grid fee. Article 18d paragraph 4 StromVV caps the refund at the energy component invoiced plus the cost items named, and Article 18e paragraph 2 calculates the refund tariff on a non-dynamic tariff even where a dynamic one applies to the storage facility. What remains open is the attribution: anyone who charges at work and discharges at home shifts costs from one grid connection to another — with a company car, between two people as well. Whether the refund then applies and who counts as the operator of the installation is stated neither in the act nor in the ordinance.
In detail, with the calculation and what the largest Swiss field trial measured: Bidirectional charging: what it pays in Switzerland.
Read off the statute: Electricity Supply Act (SR 734.7) in its version of 1 April 2026 and Electricity Supply Ordinance (SR 734.71) in its version of 1 July 2026, both on Fedlex, in addition the Energy Ordinance (SR 730.01) in its version of 1 July 2026 and the Low Voltage Installations Ordinance (SR 734.27) in its version of 31 October 2025. The Grossen motion is in the parliamentary papers on business 23.051; Curia Vista gives the state of that business. The German original is authoritative; the English wording here is ours.
Charging point, charging station, plug — what means what here
The SFOE series keeps three levels apart, and we do not merge them. «Charging point» is the term people search for, but none of the three levels is called that in the source. We therefore write «plug» where the source counts plugs, and give the number of locations and charging stations alongside. Anyone holding our figure against another must first check which of the three levels the other one means.
Where the class boundaries come from
The dataset’s description file merely repeats the field name for every field. The boundaries of the five power classes are stated in the SFOE’s own presentation of the same dataset, whose legend identifiers map one to one onto the column names. That the classes count plugs and not charging stations is stated by EnergieSchweiz on its tools page; calculated, the five classes together make 98,7 per cent of the plug count, which fits. Our retrieval script checks this ratio on every run and aborts if it leaves the band — the source would then have changed its reference quantity, and the text here would have to follow.
Which plug types actually occur
The source lists 19 plug types, 10 of which stand permanently at zero — among them designs that do not exist in Switzerland. What actually occurs:
| Plug type | Count |
|---|---|
| Type2Outlet | 13’800 |
| CCSCombo2PlugCableAttached | 4’081 |
| CHAdeMO | 641 |
| TeslaConnector | 444 |
| Type2ConnectorCableAttached | 336 |
| Type1ConnectorCableAttached | 306 |
| TypeJSwissStandard | 9 |
| CCSCombo1PlugCableAttached | 2 |
| TypeGBritishStandard | 1 |
The names are those of the source and are not translated. Type 2 is the European alternating-current connection, CCS Combo 2 the matching direct-current one; CHAdeMO is the older Japanese standard and is no longer being installed.
The wording, and where it comes from
Article 14a paragraph 4bis StromVG reads, in the German original: «Messungen, die für den Nachweis der Elektrizitätsmengen nach Absatz 4 Buchstabe a erforderlich sind, dürfen in Abweichung von Artikel 17a und Artikel 17abis mit beim Speicher bereits vorhandenen Messgeräten erfolgen. Der Bundesrat regelt die Anforderungen an diese Messgeräte und die Datenübermittlung an die Netzbetreiber.» It was inserted as Annex number 5 of the Federal Act of 26 September 2025 — the acceleration act, business 23.051, which both chambers passed in the final vote that day. In force since 1 April 2026 (AS 2026 99, BBl 2023 1602). The motion behind it is from the 2023 winter session: National Council, motion Grossen Jürg of 20 December 2023 on 23.051. The refund itself (paragraph 4) came from the omnibus act and has applied since 1 January 2026.
Where this continues
Charging costs are one block among several. Anyone wanting to know what an electric car costs in total weighs them there against depreciation, tax and servicing:
- Total cost — the full calculation over the years you keep the car, with the electricity price from the same source as here.
- My electric car — there the «charging» test asks about your charging situation and calculates the mix of home and public charging.
- Where your electricity price comes from and what you really pay — why the same kilowatt-hour costs several times as much depending on the municipality, with a calculator for every municipality.
- Model radar — the charging power a model accepts decides the time at a fast charger more than the plug does.
