Fastned published its first-half 2026 figures on 13 August, and they describe an operator that has spent a decade losing money on fast charging finally getting close to not losing it. Charging revenue rose 40% year on year to €75.1 million, the net loss narrowed 29% to €13 million, and underlying company EBITDA went from €1.4 million to €13.7 million.
For a European Tesla driver this is not corporate trivia. Fastned is one of the few CCS networks a Tesla can be relied on to charge at across nine countries, and off the Supercharger network it is often the fallback on a long route. Its economics decide where the next stations go and what they charge.
The numbers
| Metric | H1 2026 | Change on H1 2025 |
|---|---|---|
| Charging revenue | €75.1m | +40% |
| Gross profit on charging | €66.0m | +61% |
| Gross margin on charging | 88% | from 76% |
| Gross profit per kWh | not disclosed | +17% |
| Energy delivered | 112.3 GWh | +38% |
| Charging sessions | 4.1m | +34% |
| Operational EBITDA | €37.4m | from €17.9m |
| Underlying company EBITDA | €13.7m | from €1.4m |
| Net loss | €13.0m | from €18.3m (−29%) |
The network reached 434 operational stations across the Netherlands, Belgium, France, Germany, the UK, Switzerland, Denmark, Italy and Spain as of 30 June. Fastned opened 28 stations in the half, 65% more than in the same period of 2025, and reported 99.3% uptime.
The margin is the part worth reading twice
Gross margin on charging went from 76% to 88%, and gross profit per kWh rose 17% year on year. Fastned's own framing is that revenue and EBITDA are now growing faster than its cost base for the first time — the inflection the company has been promising investors for years.
But gross margin here is charging revenue minus the cost of the electricity, and a 12-point jump in one year means the gap between what Fastned pays for power and what it sells it for has widened. Wholesale European power prices have come down over the period, so part of that is input cost rather than pricing. Fastned did not publish an average price per kWh, so how much of the widening gap was passed to drivers and how much was kept is not something the release answers.
That matters because the direction of travel in European public charging has been the opposite of the wholesale market. Italian drivers were paying about €0.74/kWh at DC chargers in July, against €0.25/kWh at home, as TeslAnt found in the July survey of Italian charging prices. Falling energy costs have not obviously reached the plug.
What Europe gets out of it
Fastned raised a green loan facility of up to €200 million, with the first €100 million committed to station rollout in Belgium and Switzerland over three years, and took €69 million more from two retail bond campaigns. It secured 60 new locations in the half and obtained 68 building permits, 89% more than a year earlier.
Guidance for the operational EBITDA margin was raised to around 45% for the full year, from 35–40%. The rollout target is unchanged at 70–100 new stations by year-end.
The European demand side is doing its part. Fastned noted EU battery-electric registrations at 20.7% market share in the first half, up from 15.6% a year earlier — more cars, more sessions, and a fixed-cost network that gets cheaper to run per kWh as it fills up.
Bottom line
A charging operator moving from a €18.3 million loss to a €13 million one is not yet a profitable business, and Fastned still expects to spend heavily on new sites before it is. The useful signal for drivers is not the loss line but the margin line: Fastned is now earning 17% more gross profit on every kWh it sells than it was a year ago. Charging away from home is getting better covered and more reliable. It is not, on this evidence, getting cheaper.