An EV charging payment gateway lets a charge point operator take money for a charging session at the point of use — by QR scan, app wallet or card — without an attendant. Rapid Gateway gives Pakistani CPOs Raast QR, cards, JazzCash, easypaisa and bank transfer through one API, with per-site reporting and T+1 settlement into the operator’s business account.
An EV charging payment gateway is the payment layer behind a charging station. It collects money from the driver for a session, confirms that payment to the charge point operator’s management system so the connector can unlock, and settles the accumulated revenue into the operator’s bank account. It is the difference between a charger that generates revenue and a charger that generates goodwill.
The defining constraint of charging payments is that nobody is standing there. There is no cashier to take cash, no terminal to hand over, and no way to chase a driver who has already left. The payment has to complete before the electrons move, on the driver’s own phone, in under twenty seconds, at two in the morning on a motorway.
Pakistan’s National Electric Vehicle Policy 2025–2030 targets 30% of new vehicle sales being new energy vehicles by 2030, backed by purchase subsidies aimed first at two- and three-wheelers — the segment where Pakistani EV adoption has actually taken off. The same policy outlines roughly 3,000 charging stations nationwide by 2030, beginning with fast chargers at strategic sites along the motorways and the N-5.
On the regulatory side, NEECA has been issuing licences for EV charging infrastructure and battery swapping stations since its 2024 regulations, and NEPRA has approved a discounted EV charging tariff — the single biggest input in whether a site’s unit economics work. A one-window approval route has narrowed the gap between deciding to build a site and energising it.
What that adds up to: operators are choosing their payment infrastructure now, while networks are small, rather than retrofitting it across fifty sites later. That is the easy time to get it right.
Not a generic checkout. Unattended acceptance, session-level reconciliation, per-site reporting and an MDR that does not eat the margin between the EV tariff and your price per kWh.
A charging bay earns money at 2am or it does not earn at all. Scan-to-pay means no cashier, no card machine to lock up, and no reason to staff a site that only sees six sessions a night.
A sticker on the unit is the entire payment terminal. Drivers scan with any Pakistani bank app, confirm, and the payment lands in real time — no wallet signup, no app download, no card present.
Charging economics live in the gap between a discounted EV tariff and what you can charge per kWh. A published 2% wallet / 2.5% card rate lets you model that gap instead of guessing at it.
Break revenue down by location, unit and time of day. Which motorway site pays for itself, which mall bay is dead between 10 and 4 — answered from the dashboard, not a spreadsheet.
A session that fails mid-charge, a driver who stops at 60% — refund the unused balance from the dashboard or over the API, and it is done. Disputes at a charging site are a solved problem or a one-star review.
Session revenue from every site consolidates and settles into your company account the next working day, with a settlement report that reconciles against your CMS session log.
Most networks run two or three of these at once — QR for passing traffic, wallets for regulars, invoices for fleets. All four settle into the same account.
A QR code on the charger opens a hosted checkout with the session amount. The driver pays by Raast, card or wallet, your CMS gets a signed webhook, and the connector unlocks. The most common model for public and highway sites.
Drivers load a prepaid balance in your app, and you debit each session against it. Payment happens once, sessions are instant afterwards — the model that produces repeat use and the cleanest driver experience.
Ride-hailing fleets, delivery companies and corporate EV pools charge all month and settle on an invoice. Bill them on a recurring schedule with a payment link, not a monthly chase.
Where you do have staff — a forecourt, a service area, a workshop — turn an Android phone into a tap-to-pay terminal. Same account, same settlement, no separate POS rental.
A motorway DC bay and a housing-society AC point have completely different economics — and the same payment problem.
The M-2, N-5 and inter-city corridor sites, where drivers are strangers, sessions are large and nobody is standing at the unit at 3am.
Destination AC charging where the parking bay is the product. Free-then-paid, validated or flat-rate sessions all bill the same way.
Shared chargers in a residential block, billed per resident per session instead of loaded onto a common maintenance bill nobody agrees with.
Depot charging for delivery bikes, ride-hailing cars and corporate pools — post-paid accounts, per-driver attribution, one monthly invoice.
Two- and three-wheeler swap networks, where the transaction is a swap not a kWh. Per-swap pricing and prepaid rider balances both work.
Guest and employee charging with a paid bay, so the facility recovers the tariff instead of absorbing it into the utility bill.
We are the money layer, not the charging platform. That keeps the integration small — most CMS teams finish it in a day.
KYC in the CPO’s registered name — incorporation documents, NTN, and the account session revenue should settle into. No setup fee, no monthly platform charge.
Your charging management system creates a payment when a driver starts a session and listens for the signed webhook. We handle the money; your CMS keeps handling OCPP and the hardware.
Generate a QR per charger, stick it on the unit, and go live. Every session shows up in the dashboard tagged with its site and connector.
How early Pakistani charging sites collect money today, and where each approach breaks once you have more than one location.
Collecting session revenue into a staff member’s personal wallet number is the pattern we see most often at pilot sites — and the first thing that breaks when an investor asks for audited numbers.
Your CMS keeps doing what it does. We handle the part between the driver’s bank and yours.
Your CMS POSTs a payment for the session with your own site and connector reference, then unlocks the connector when the signed webhook confirms settlement. The webhooks guide covers the signature scheme and retry behaviour.
A dynamic QR carries the exact session amount; a static one lets the driver enter it. Either way the code identifies the site and connector, so revenue lands already attributed.
Running sites on someone else’s land? Use the payout API to send the host’s share of session revenue on a schedule, instead of a monthly manual transfer.
Rapid Gateway operates under State Bank of Pakistan regulation and processes cards on PCI-DSS-ready infrastructure. Session revenue settles into the operating company’s own account — which matters more than it sounds when you are raising capital, negotiating a host-site revenue share, or explaining a year of collections to an auditor.
Drivers paying by Raast authenticate inside their own bank app, so no card data or credentials touch your chargers, your CMS or your app. See the security and compliance page for the full picture.
What charge point operators, EPCs and battery-swap networks ask us before they build. Don’t see yours? Ask the team directly.
An EV charging payment gateway is the payment layer behind a charging station. It collects money from the driver for a charging session — by QR scan, in-app wallet, card or invoice — confirms the payment to the charge point operator’s management system so the connector can unlock, and settles the accumulated revenue into the operator’s bank account.
The dominant model is scan-to-pay: a QR code on the charger opens a checkout page with the session amount, and the driver pays with Raast from any Pakistani bank app, a debit or credit card, JazzCash or easypaisa. Networks with their own app usually add a prepaid wallet balance, so repeat drivers tap once instead of paying per session.
Yes. An app is how a driver starts a session; a payment gateway is how the money actually moves and reaches your bank account under State Bank regulation. Your app or CMS calls the gateway API to take the payment, and receives a webhook confirming it before energising the connector.
Rapid Gateway sits behind your CMS rather than replacing it. Your CMS keeps handling OCPP, the charger, session metering and connector control; it calls our REST API to create the payment and listens for a signed webhook to confirm it. Any CMS that can make an HTTPS request and receive a webhook can be wired up — usually in a day.
Two patterns work well in practice. Either sell a fixed session amount up front — 10 kWh, or PKR 1,500 of charge — and refund any unused balance when the session ends, or run a prepaid wallet where the driver holds a balance and you debit the metered amount after the session. Both are supported; the wallet model is smoother for repeat drivers.
No setup fee and no monthly platform charge — you pay a merchant discount rate per successful transaction, 2% on wallet payments and 2.5% on cards, with volume-based pricing once a network scales. Because Raast runs on Pakistan’s national instant rail rather than the card networks, it is the cheapest way to take a session payment and worth steering drivers toward.
T+1 — the next working day, consolidated across all your sites, with a settlement report that lists the individual sessions making up each deposit so you can reconcile against your CMS session log.
Yes. Ride-hailing fleets, delivery companies and corporate EV pools can charge all month against a post-paid account and settle on a recurring invoice with a payment link attached. The invoice goes out automatically and chases itself.
Yes — RFID is a way to identify the driver, not a way to move money. Your CMS reads the card, looks up that driver’s account, and either debits their prepaid wallet balance or adds the session to a post-paid invoice. The payment itself still runs through the gateway; the card just replaces the scan. Most Pakistani networks offer QR for passing traffic and RFID or an app for regulars.
Yes, and that is where the volume is. Pakistani EV adoption is led by two- and three-wheelers, which means small, frequent sessions from riders who will not tolerate friction. Prepaid rider balances suit that pattern best: the rider tops up once, then every subsequent charge or swap is instant. Per-session QR works too and needs no signup at all.
All three, because pricing is your CMS’s decision — it calculates the amount and tells the gateway what to collect. Charge per kWh, per minute of occupancy, a flat rate per full charge, or a fixed per-swap price. You can also run different pricing per site or per time of day and still settle everything into one account.
Yes. A swap is just a differently priced transaction — per swap, or debited from a rider’s prepaid balance. Two- and three-wheeler swap networks use exactly the same QR, wallet and settlement mechanics as kWh charging.
It is being built right now, which is the point. Under the National Electric Vehicle Policy 2025–2030, Pakistan targets 30% of new vehicle sales being new energy vehicles by 2030 and roughly 3,000 charging stations nationwide, starting with fast chargers at strategic motorway and N-5 sites. NEECA has been issuing EVCI and battery-swap licences since its October 2024 regulations, and NEPRA has approved a discounted EV charging tariff that makes site economics work. Operators entering now are choosing payment infrastructure before their networks scale, not after.
Same setup, smaller scale. A QR per charger lets residents or employees pay per session so the facility recovers the electricity cost directly, instead of arguing about it on a shared maintenance bill.
Tell us how many sites you run and which CMS you use. We’ll come back with rates, the integration path and API docs for your engineering team.
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