GEIG amendment passed: new charging obligations for buildings – 1 January 2027 deadline

In July 2026 the German Bundestag and Bundesrat passed the amendment to the Building Electromobility Infrastructure Act (Gebäude-Elektromobilitätsinfrastruktur-Gesetz, GEIG); the Bundesrat gave its final approval on 10 July 2026, completing the parliamentary process. For owners and operators of larger parking facilities, this is the most significant change to the framework for charging infrastructure since the GEIG was introduced.

The background: a deadline Germany missed

The amendment transposes the revised EU Energy Performance of Buildings Directive (EPBD, Directive (EU) 2024/1275) into German law. The transposition deadline expired on 29 May 2026 — and Germany missed it. On 15 July 2026 the European Commission opened infringement proceedings over EPBD transposition against all 27 member states.

The charging-infrastructure part of the directive, however, was pulled forward and legislated separately through the GEIG. It is therefore settled, while the broader implementing act for the building sector is still going through the process. Anyone planning charging infrastructure has had planning certainty since July — even though EPBD transposition as a whole is not yet complete.

What will apply

Building	Threshold	Obligation
Residential, new build	more than 3 parking spaces	Cabling infrastructure for at least 50% of spaces, plus at least one charge point
Residential, major renovation	more than 3 parking spaces	Cabling infrastructure for at least 50% of spaces
Non-residential, new build and major renovation	more than 5 parking spaces	Cabling infrastructure for at least 50% of spaces, plus at least one charge point per five spaces
Non-residential, existing	more than 20 parking spaces	from 1 January 2027: one charge point per ten spaces, or cabling infrastructure for at least 50% of spaces

A major renovation triggers the obligations when the car park or the building's electrical infrastructure is being renewed anyway.

New: compliance via charging capacity instead of unit count

The most interesting change in practice is not in the quotas but in an additional compliance route. For publicly accessible parking facilities, the obligation can now also be met via the total installed charging capacity — under the law as passed, at least 2.2 kW per parking space for new builds and major renovations, and at least 1.1 kW per space for existing buildings.

For a supermarket with 100 spaces this means: instead of distributing ten individual charge points across the site, the obligation can also be met with a few high-power fast chargers, as long as the total capacity adds up. That is a real gain in design freedom — and it shifts the decisive metric from the number of charge points to the available power.

The real deadline is 1 January 2027

New-build and renovation obligations bite when construction is happening anyway. The date that puts existing portfolios under pressure is 1 January 2027 for non-residential buildings with more than 20 parking spaces: office buildings, shopping centres, hospitals, hotels, production and logistics sites. These are properties that in many cases have no charging infrastructure at all today.

That leaves less than eighteen months. Realistically: survey demand and existing stock now, check the grid connection, get quotes — connection requests to the network operator and equipment lead times cannot be compressed at will.

Why the grid connection becomes the bottleneck

Work through the obligation for an existing site. A facility with 200 parking spaces needs twenty charge points from 2027. Twenty AC charge points at 11 kW each add up to a theoretical connected load of 220 kW — on top of the building's existing consumption. That capacity is rarely sitting free at the existing service connection.

Reinforcing the grid connection is the most expensive and slowest way to solve this. The more economical route is to distribute the existing connection capacity intelligently: dynamic load management measures the building's current draw and releases exactly the power still available to the charge points. Charge points are not made slower than necessary — they are throttled only when the grid actually requires it.

An important qualification: the GEIG requires charging infrastructure, not load management. But the number of charge points you can actually operate on an existing connection depends precisely on it. And because the new compliance route is based on total charging capacity, the ability to genuinely control that capacity becomes more valuable, both commercially and in regulatory terms.

That is exactly what the aCharge Controller with DYLAMO is built for: dynamic, model-based load management that makes use of the available connection capacity instead of statically dividing it up. Access authorisation and billing of charging sessions are handled by aCharge Cloud.

What to do now

1. Survey your portfolio. How many parking spaces does each property have? Which cross the 20-space threshold?
2. Check the connection capacity. How much power is actually free at the service connection — in the load profile, not on paper?
3. Choose the compliance route. Charge points, cabling infrastructure, or — for publicly accessible sites — the capacity option?
4. Bundle upcoming works. If the car park or the electrical installation is being refurbished anyway, the new-build obligations apply. Installing cabling infrastructure as part of that work is far cheaper than retrofitting later.
5. Start early. Grid connection requests and permits drive the schedule, not the installation.

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As of 10 August 2026. The act still has to be promulgated in the Federal Law Gazette; the individual obligations take effect in stages. This article summarises the law as passed and is not legal advice — for a binding assessment of your property, please refer to the statutory text and qualified counsel.