Electric cars on holiday in Romania: the charging plan that does not confuse open stations with 2026 projects

A station included in a project, a station shown on a map and a connector that is free when you arrive are three different things. For an electric-car holiday, that distinction matters more than the national total of charging points. A useful plan starts with the energy in the battery, includes a primary stop and a backup, and checks live status in the operator’s app just before setting off.

To complement the information above, you can also read Holidaying in the EU with a pet: the 21-day timeline and checks that matter before departure, an article that explores an aspect directly related to this subject.

This guide is particularly useful for trips from Buzău to Brașov, Bucharest or the coast. It does not promise that a particular station will be available at a particular time: availability can change within minutes. Instead, it explains what information is sufficiently reliable for planning, where the limits lie and why new European investments should not yet be treated as certain stops.

The basic rule: plan around usable energy, not the advertised range

On long journeys, it is not prudent to rely on the WLTP-certified range. Motorway speed, air conditioning or heating, wind, rain, climbs and luggage all increase consumption. Before setting off, use the car’s recent consumption, expressed in kWh/100 km, rather than the ideal figure in the sales brochure.

A simple calculation is:

planning range = usable battery capacity × chosen charging window / estimated consumption × 100.

For example, with a battery offering 60 kWh of usable capacity, a planned charging window between 80% and 15%, and consumption of 20 kWh/100 km, the result is about 195 km. This does not mean the car cannot travel farther; it means the driver retains an energy reserve for detours, congestion, an occupied station or charging power lower than expected.

For a holiday, a practical rule is not to turn every charging stop into an attempt to reach 100%. In most vehicles, DC charging speed drops noticeably as the battery approaches full. It is often more efficient to leave once you have enough energy for the next safe point, then charge again at the destination or at the next stop.

What a “confirmed station” actually means in September 2026

In realistic planning, charging information has three levels.

An example of operational information is the official e-charge directory: it lists locations in Buzău including Shopping City Buzău, with three 22 kW AC points, and a partner location, Škoda Elcar Gid Buzău, where one DC point of up to 25 kW and AC points are listed. These are particularly useful for charging before departure, on return or during a longer stop, rather than as the basis for a very short en-route break.

The e-charge website also lists locations including Petrom 2 Buzău, Petrom Buzău Nord, Hornbach Constanța, Hotel Europa in Eforie Nord and Penny Mangalia. Simply appearing in the network does not replace checking the app for the connector, power, tariff and access. The operator states that the app displays real-time availability, and access may depend on the opening hours of the retail space or car park where the station is located.

This is also why a map with many points should not be read as a guarantee of redundancy. Two AC stations at a shopping centre can provide a good safety net for an overnight stay, but are a poor solution if you need 25–35 kWh during a lunch break.

A practical map for setting off from Buzău: where the risk is, not just where the pins are

The routes below are planning scenarios, not itineraries with reserved stations. Actual mileage depends on the route chosen, and availability must be checked on the day of departure. The “alternative” column means a second area or a second charging stop, not a promise that a particular connector will be free.

For holiday journeys, the destination matters as much as the route. Ask the hotel, guesthouse or apartment owner whether charging is available to guests, what power it provides, whether it must be reserved and whether overnight charging is allowed. An ordinary socket is not the equivalent of a dedicated charging station: charging should be carried out only using suitable equipment and electrical installation, in line with the car manufacturer’s and property owner’s instructions.

For a weekend trip within the county, destination charging may matter even more. A route to the Mud Volcanoes, Living Fire and villages of Buzău Land involves secondary roads and tourist stops, where it is not sensible to assume that fast charging will be readily available.

AFIR: what the European regulation promises—and what it does not promise drivers

The European AFIR regulation, Regulation (EU) 2023/1804, sets minimum standards for alternative-fuels infrastructure. For passenger cars, targets on the core TEN-T network included, by 31 December 2025, publicly accessible recharging pools at intervals of no more than 60 km, with total power of at least 400 kW and at least one point of a minimum 150 kW. By 31 December 2027, the total-power requirement on the core network rises to 600 kW, while the comprehensive TEN-T network also comes under coverage targets.

The 60 km rule is useful, but it must be read precisely. It refers to recharging pools that meet the regulation’s criteria, not to every point with a Type 2 socket on the map. The European Commission also notes that the distance to a point located away from the main road is calculated including both the exit from and return to the corridor. A station “near the motorway” may therefore not automatically meet AFIR’s distance criterion.

AFIR does not mean there will be a fast-charging station in every tourist commune, and it does not guarantee that a point is operational on a Saturday morning. Nor does it replace compatibility checks: for rapid DC charging, most passenger cars sold in Europe use CCS, while Type 2 is common for AC. Check the connector available in the app, not just the location’s name.

The regulation also provides useful rights on payment and transparency. For public points of at least 50 kW installed from 13 April 2024, ad-hoc payment must be possible using a payment instrument widely used in the Union, and the ad-hoc price must be expressed per kWh; there may also be occupancy fees if these are communicated before the session. In practice, however, do not assume that every existing point has a bank-card terminal or that the tariff is identical in the app, at the terminal and through roaming.

European projects: why they are not holiday stops yet

In the exhibition programme for Connecting Europe Days 2026, the European Commission presented the EVConnect project for Romania. Its stated objective is to install four public pools with 16 points of at least 150 kW for light-duty vehicles and 28 pools with 60 points of at least 350 kW for heavy-duty vehicles, on Romania’s TEN-T networks.

This is important information for the coming years, especially for transit corridors. But the official wording describes the project objective, not a list of stations already available for use. Until every site is published by the operator as active, with an address, access details, connectors, tariff and operational status, it should be treated as a project. The same filter should be applied to funding announcements, map mock-ups and press releases about “expanding networks”.

A serious pre-departure check involves two separate questions: “Does the project exist?” and “Can I charge there today?” Only the second question helps you choose a road-break stop.

Apps and payment: preparation that prevents a car-park dead end

Install and configure the apps before departure, while you have a good signal and time. For the e-charge network, the operator explicitly states that the app shows connector type, power, tariff and availability. From 10 September 2026, for individual customers, sessions are initiated exclusively through the e-charge app, using a pre-authorisation mechanism; older RFID cards held by individual customers have been deactivated. This makes a working account and valid bank card travel-safety essentials, rather than mere formalities.

For that network, the stated minimum pre-authorisation is 30 lei for AC and 70 lei for DC, with a cap of 300 lei. The temporarily blocked amount is not necessarily the final cost: the operator bills for the energy consumed, while release of the difference also depends on the bank’s processing. Tariffs may differ among operator-owned stations, partners and roaming points, so always check the screen for the selected connector.

Eldrive likewise states that drivers can find points in its app and start a session from the app, with an RFID card or using Autocharge where compatible. The e-charge network says it is connected to roaming platforms. Roaming is an advantage, but it should not be assumed: the app through which you reached the location may show a different tariff or may not offer all the options available directly in the operator’s app.

The 10-minute pre-departure protocol

1. Set a cautious consumption figure. Start from recent consumption and add a margin if the forecast calls for cold, rain, heat or wind.
2. Set the minimum arrival threshold. For the first stop, 15–20% is a healthier reserve than 5%, particularly on unfamiliar roads.
3. Choose the primary stop according to the power your car can accept. A 150 kW station will not charge a vehicle limited to 50 or 100 kW at 150 kW.
4. Choose an alternative at a different location. Ideally, it should be close enough to reach with the reserve you have kept.
5. Check live status, the connector and access. “24/7” for a network does not automatically mean unrestricted access to a shop car park after closing time.
6. Check payment before plugging in. Update the app, log in and check the payment method.
7. Take the Type 2 cable. At AC points, some have a socket and others an attached cable; do not assume you will find one there.
8. Check traffic and weather. A major delay changes both consumption and station occupancy. Before setting off, the live traffic page for Romania and the weather forecast can help you recalculate your breaks.

If the station is not working or is occupied

Do not wait until the battery enters the critical zone to make a decision. If, around 20–30 minutes before arrival, the app shows unavailability or all connectors are occupied, immediately open the alternative option. If you reach the station and the session does not start, first check the selected connector, that the cable is correctly positioned, the app’s instructions and any error messages from the car.

In the e-charge network, the operator recommends using the HelpDesk channel in the app or contacting the support centre if problems occur. If the space is improperly blocked by a vehicle that is not charging, the operator also advises contacting the property owner. On a holiday, however, the faster solution is usually the one prepared in advance: head for the alternative point before lost time also consumes your energy reserve.

Do not try to “solve” range risk by reducing your reserves to zero, and do not rely on a private location that does not confirm access. The best infrastructure for your route is the infrastructure you can verify, access and pay for on the day of travel. Everything else—including promising European projects—is useful context, not energy available in the battery.

Frequently asked questions

What battery reserve is prudent to keep before a charging station?

For a leisure trip, a 15–20% reserve before the planned stop provides room for detours, traffic, adverse weather or moving to an alternative station. The appropriate threshold depends on the battery, terrain and density of points in the area.

Does AFIR guarantee a fast-charging station every 60 km anywhere in Romania?

No. The rule applies to recharging pools that meet AFIR conditions on certain TEN-T sections. It does not automatically cover all tourist roads, and it does not guarantee that a connector will be available at a specific time.

Can I rely on a station funded through a European project for my holiday?

Not until the point is published by the operator as operational, with a location, access details, connectors, tariff and verifiable status. Funding or a project target is not confirmation that it has opened.

Why should I check the app even if the station appears on a map?

The map may confirm that it exists or show its location, but the operator’s app may display rapidly changing information: occupied connectors, temporary unavailability, tariff, power, access restrictions and how to start a session.

Can I still use an e-charge RFID card as an individual customer?

According to information published by e-charge, from 10 September 2026 RFID cards issued to individual customers have been deactivated, and sessions are started through the mobile app, with payment by pre-authorisation.