See how connected car data improves mobility services and brings profit.

Gabriela Stawiarska

Humankind has reached the times where 2.5 quintillion (that’s 2.5 followed by 18 zeros) bytes of data are created daily. With around a million Facebook logins and 511 200 tweets per every minute (sic!), technology has entered a whole new level of advancement and it’s only moving forward at a skyrocket pace. Since those innovative ways of living are calling for ingenious, groundbreaking measures, more and more technologically advanced arrangements are being introduced during this peculiar race of tech-revolutions.

We get to witness an era so data-obsessed that amongst ten of the wealthiest companies, seven have already made billions of dollars on data-based services. Another proof backing up its importance is the ever-growing extent to which 

 are used. According to some forecast stats:

by the end of 2021, 73% organizations will run their apps on SaaS structures

up to 85% small businesses will heavily invest in SaaS abundant solutions

the total size of the public SaaS market is projected to reach $157 billion

The impressive list may go on but with technology endlessly buzzing over SaaS, it appears quite obvious how significant the use of SaaS becomes. And how that’s unlikely to end. Being highly customizable, cost-effective and widely available, SaaS poses unconstrained possibilities for its users.

With the enlarged demand for SaaS solutions, the increase in data-based collecting services can be noticed with a naked eye. With the tendency of pushing the products and services to an online environment, such as cloud storages, we are bound to collect more and more data on, soon, nearly every aspect of our lives.

But first, so as not to get lost in the translation, let’s briefly elaborate on what the buzz is about.

Put simply, big data is an extensive collection of data, so inordinate that it cannot be handled via what might be deemed as standard software. It’s often times described with the rule of 3Vs:

- the speed with which data is collected and transmitted, it also refers to the reaction time of analyzing and processing gathered information

- the absolutely gigantic amount of collected data

- the huge variety of types of stockpiled information that may come in the forms of texts, numbers, images or videos


The massive success of collecting data has its roots in two primary sources. First one is the aforementioned switch to an online environment, the second is the lesser cost of storage amenities, which allows for better management and analysis of ever-growing amounts of data. Over the last years, collective material started playing a valid role in businesses’ development, impacting the buildout of aspects as crucial as product development, customer journey, machine learning or compliance checkups.

Now, the initial 3Vs have been extended with two more. 

, first referring to the accuracy, the latter to worth, precisely to what companies can do with the accumulated information and whether it is fit to make a profit. It turns out that vast quantities of data can in fact be turned into a capital.

It should be to no surprise that people figured out a way to start making profit off the collection of data. Quite a substantial one too. Data monetization is basically the process of turning data-based products, marketing figures or even just the completed raw data sets into a monetary value. An example of such a raw set would be extensive contact lists or figures showing specific trends that could potentially lead a business into a specific direction.

In addition to simply selling the data, it can also bring profits by expanding the functionalities of existing products. This can happen via adding i.e. analytics that can improve customer experience.

Connected cars are capable of gathering all sorts of information. From principle information, such as the speed or location, through engine status and malfunctions all the way to details such as whether the door was locked. For the collection of data, the responsibility holds the vehicle’s 

. ECM is an embedded system in automotive electronics that controls one or more of the electrical systems or subsystems in a vehicle. It runs via multiple sensors and camera modules and consists of many subsystems which combined together make up what we know as a car's computer. Amongst the subsystems a few main ones can be differentiated:

There are also more components responsible for the data collection, that being i.e. Controller Access Networks (CANs).

It is expected that connected car data will enable autonomous driving systems to expand their capabilities, leading us into the next age of transport. Connected car data should be one part of a bigger picture when it comes to fleet management and smart mobility services.

What are the benefits of connected car data and how can it bring profit? Real-life examples

The first step towards building an understanding of what connected car data and data monetization combined means for us consumers, is to look at how some companies have already made use of it.

Uber, Lyft or Zipcar are the shining examples. It's no secret that the taxi industry is going through a major transformation right now - and it all comes down to data. The traditional model of taxis was based on an old-fashioned dispatcher system in which passengers would call for a car at their location and then wait until their ride arrived. It was far from perfect, as it didn't take into account the possibility of traffic jams or bad weather. The result is that taxis were often late and frustrated drivers would sometimes drive slowly to avoid losing their jobs for not picking up enough customers.

Uber, Lyft and Zipcar - companies whose core idea revolved around real-time tracking systems. Their apps allowed users to see where the nearest car was and request a ride. Drivers were also able to track their progress on an interactive map, which meant that they knew exactly when and where someone needed them. This simple idea changed everything - not only did it make for more reliable service (no waiting around), but it ultimately helped drivers boost their earnings by getting more customers in less time.

The next step for Uber, Lyft and Zipcar was to find out how they could increase their revenues even further - which is where the connected car data comes into play. By utilizing real-time tracking systems (which can be achieved through GPS and wireless communication), they hope to adjust prices based on demand. If it's raining, then the price during that time will be higher - this is because customers are more likely to seek shelter and pay extra for a service. Alternatively, if there's an accident on the road and traffic suddenly comes to a standstill, prices could drop as drivers become idle and go elsewhere.

The idea behind this new pricing system is that it will benefit both companies and customers. Customers, because they won't need to pay as much if demand is low - while still ensuring that drivers get paid the same amount even when there's no traffic jam. Companies, on the other hand, can put up promotional prices during rush hour or other busy periods in order to attract more customers and increase revenues.

There are instances where insurers are using the data to adjust the policy and insurance rates based on the data collected from a vehicle. It can be used for a variety of reasons. For example: usage-based insurance, incident reporting, accident reconstruction or driver behaviour monitoring. Such facilitations allow for a quicker recovery from a stolen vehicle (and massively help in its locating) as well as pose an effective means of determining the cause of an accident.

In terms of marketing firms, some agencies have even found creative ways of advertising their services through new touch points inside vehicles or outside while drivers drive by - all thanks to insights from IoT sensors about how people feel when passing by an advertisement.

Being one of the most technologically advanced branches of mobility, electro-mobility certainly has a lot to say in terms of the usage of connected car data. Surely, 

 could go on for hours on how much data can be collected and analyzed just by viewing the charging tendencies.

This can be used for a plethora of reasons, such as the grid overflow. As much as, for now, the mass EV adoption is not yet so advanced as to generate possible grid blowout, with the increasing number of charging stations it is already crucial to test the limitations of the energy suppliers. Namely, through the connected car data, it is possible not only to monitor how many cars are being charged at once but also analyze the tendencies, measure the peak times or determine the overused spots. This allows for a proper action undertaken in real-time as the flow of EV charging evolves.

Same goes with the EV driver journey. Through data updated in real time on EMSP apps, electric vehicle users can not only find a charging station but also check it upfront in terms of the capacity or even whether it’s currently taken by another person. Some even allow for its reservation.

Connected car data - where mobility meets technology

See why e-mobility stands so strong in Norway and what can other learn from it?

Piotr Majcher

The Benchmark for EV Adoption - what we can learn from Norway?

Anyone who’s ever gotten into any e-mobility related topic must have at least once seen some words praising Norway for how far it’s gone into the mass EV adoption. Being on top of the most electric vehicles rankings, Norway has been heralded by many as being at the forefront of e-mobility. Sceptics would argue that it’s solely on the fact that it’s a relatively small and well-off country but there’s a lot more to it.

Let’s break it down a bit. But first we shall see what it really looks like in numbers.

While presenting numerical data, it is vital to take into consideration the aforementioned size of a country. Namely, focusing strictly on how many are registered does not give an accurate representation for adoption rates as it only considers one aspect: sales numbers from cars manufactured in that same year. What matters more here is what percentage these types make up overall automotive production across all vehicle categories each month or annually. And here is where Norway shines ever-more year on year.

Our Scandinavian e-mobility hero has been ruling the rankings for a few years now with the EV shares figures oscillating at levels as follows:
(Mind you, that certain sources may show slight differences)

Not to mention the groundbreaking record noted in September 2021, where battery electric vehicles made up 77.5% market share.

It’s a precedent never seen before in any other country, even if some giants (like USA or China) have sold more in terms of pure numbers. Now, what has led Norway in that direction and what actions have impacted the popularity of EVs so much?

Road to mass EV adoption - lessons to learn from Norway.

Norway has been at the center of climate change action for decades. They got there by being one of Europe's biggest gas and oil producers, which forced them to regulate greenhouse gases more than any other country in order to protect themselves while still leading on sustainable energy initiatives. It was back in 1990 when the CO2 tax was implemented and the country began to focus on establishing a greener transport system. The newly gained funds from this new source were used for sustainable development initiatives such as cleaner diesel engines, electric cars or promoting public transportation usage among others.

Car tax policies and governmental incentives

It goes without saying that the Norwegian government is the absolute leader in advocating for electric vehicles amongst its citizens. Starting with the ultimate goal of going fully green by 2025. What’s vital to mention here is that they aim to reach this ambitious goal by strongly incentivizing on electric transformation rather than banning the combustion engines.

We can find numerous benefits that come from utilizing an EV in Norway, amongst which, we can find:

Parking fee for EVs was introduced locally with an upper limit of a maximum 50% of the full price

The current liberal-conservative coalition in power is pro-business and pro-free market, making it relatively easy for EVs to be adopted, which can be clearly observed in the approach to EVs.

Last but certainly not least, amazing charging infrastructure plays a huge role in the success behind electric vehicles popularity. As for a rather small and relatively rural state, Norway has set the bar very high in terms of charging stations availability across the country, allowing for seamless journeys. Knowing the significance of reducing the range anxiety in order to encourage people to drive electric, Norway stood up to the challenge. To help make this happen they launched a program where every 50 km on all main roads will have at least one fast charging station. By 2017, they had successfully increased the amount of charging stations to around 1,500, from previously having approximately 300 in 2014. It is now estimated that there are more than 16,000 charging stations, including 3,300 fast chargers, all over the country.



As much as there is a lot more to EV adoption than just environmental policies, suitable pro-green taxes and well-developed charging infrastructure, these are definitely things that play indisputably huge roles in adopting electric vehicles on a mass scale. In addition, having a government that is pro-business and supports free market policies helps in making EVs more affordable for the masses. Certainly, it’s all not easy to implement and cannot be done overnight, but just looking at how far Norway has come, there is no doubt that such actions work.

Get an exclusive view on a stakeholders mapping designed for E-Mobility Service Providers.

Paweł Małkowiak

Business owners surely know how much planning, preparation, drafting and forethought it takes to kick off, manage, supervise and successfully deliver a project. Amongst tens of things to consider, are stakeholders mapping and list.

These are any people or institutions who may have any sort of interest in your business, or even who’s opinion may impact it in any way. This includes people who might be your customers in the future, any regulatory body to whom certain procedures must stay compliant, industry enthusiasts or sceptics. It can be anyone from the “outside” who may not necessarily be directly involved in a project's undertakings and yet still play a vital role in its development. Whether they work in one’s favor or could potentially block certain actions, one should identify these key outsiders: their strengths & weaknesses; how much influence/power do those have over us? What can we use them for if anything else would suit better given time constraints etc.? How often should the company communicate back?

How to identify stakeholders relevant to a business/project?

Proper identification of anyone who might have any correlation with a project may be a daunting task, especially for inexperienced. However, a good, old brainstorming session comes handy here. It’s worth gathering all employees directly involved in the project in order to ensure no potential stakeholders are missed out. While selecting a list it’s also worth going beyond the most usual patterns of thinking such as the obvious - CEO, working team, first-line regulatory institutions and, instead, create a separate part of the list dedicated to secondary stakeholders - that is anyone who at first glance in not directly involved and yet may have an impact (find more about that in our PDF).

How to understand stakeholder’s needs and their position?

Similarly to the identification process, it’s important to brainstorm all possibilities. There is a number of questions that one can ask oneself in order to group the potential stakeholders in a clear and transparent way:

What’s in it for them? Would they have any financial interest and if so, is it positive or negative?

Do they have any emotional interest and may want to interfere in a project or its outcome in any way?

Knowing that they may come in with a negative approach / means to block the development, what can be done to minimize negative impact and manage the potential opposition?

Is there a chance that if not now, then maybe in the future they may become your customers and it’s worth taking them into consideration from the start?

What has the utmost impact on their decisions and opinions? How are they shapes? Are there any particular factors that may influence them?

How has the general opinion changed in recent years and what motivated the changes? Is there maybe a person/institution that led the changes?

What’s the government stance, is there maybe a political figure that could potentially get involved?

What’s the customer base and what makes the products/services popular with them? What are their main pain points?

What/who poses the biggest threat to the industry and how can it/they be addressed to win them over?

Are there any third-party companies that may want to get involved into the project and nourish it?

In terms of regulatory institutions, how often and at what scale should they be addressed in order to keep them satisfied?


There are two ways in which all relevant stakeholders may be presented.


- presents all the relevant figures in a clear catalogue. It’s a place where one can record all the stakeholders along with short description and any additional information that may be useful.



- being a quadrant diagram, it shows the level of interest and correlation between certain figures. It aims to group the above list in influence-involvement levels from the most to least significant. It helps to keep a good track of how often and at what scale one should communicate with particular stakeholders.

Stakeholders specifically for E-mobility Service Providers

Naturally, some of EMSP stakeholders will overlap with any other typical business’. Namely, there will always be a CEO, working team, security department, etc. but within e-mobility there will also be figures specific only to the industry.

We prepared a walkthrough of EMSP stakeholders for you to download. It includes a completed list and mapping along with tips and things worth considering while creating such a list for e-mobility oriented projects.

Stakeholders mapping for EMSP

Learn about the P3 Charging Index and how it may affect the data behind charging features.

What is P3 index and what it means for e-mobility?

Range anxiety. It seems like this term is by now known to the entire e-mobility industry and generates lots of debates around the topic. To no surprise, this is in fact a big factor slowing down the mass adoption of EVs around the world, especially in countries where charging infrastructure falls behind.

Knowing the significance behind the matter, automakers race to launch electric cars suitable for long-distance journeys with a very high charging possibility that’s fit for super fast charging (100kW and more). As much as it looks extremely attractive on paper, the actual, everyday charging capacity often differs massively from the promised maximum, making it not the best point of comparison for many confused first-time buyers.

The truth behind maximum charging capacity

There are few points to consider when speaking about EVs’ charging procedure. Maximum capacity, although willingly promoted by automakers, might be confusing for inexperienced drivers, who would think that i.e. 100kW super fast charging will be a round-the-clock occurrence anytime they plug their vehicle in. We must take into account that the maximum capacity may only be reached under ideal conditions which are usually nowhere to be found while everyday EV utilization. Amongst the factors heavily impacting the charge speed are temperature, state of charge (SoC), the type/brand of the charging point, age of the vehicle, very low battery level and many more.

It’s the “ideal” charging range, usually between 20% - 80% of the total battery capacity. The lower limit comes from drivers' behavior, as they want to avoid running out of range and will start recharging sooner than necessary. Once most cars have reached around 80%, then charging times dramatically slow down as there's less power available for use within the engine itself. This distorts the charging speed and makes the given maximum capacity not usually a decent point of comparison. To make sense out of these reports and differentiations for an average consumer, many now indicate both numbers: their maximum potential as well as what most drivers will actually experience in daily use.

However, there is still a lack of unified figures that would allow for a cohesive comparison between numerous brands on the market.

P3 Group - consulting and engineering agency - has created a calculation that aims to standardize the average charging capacity that can reflect the real-time charging from the user’s perspective. The P3 Index “defines the charging speed of vehicles and leads to a significantly higher comparability and therefore to more transparency regarding the real suitability for everyday use of electric vehicles on long distances” as we read on their page.

If widely adopted, such standardization could significantly improve the transparency of charging procedures across various brands and types.

In simple words, if an EV reaches an index of 1.0, in practice the vehicle would be able to charge a range of 300 km in only 20 minutes.

What’s interesting, amongst available vehicles on the market, none has reached the 1.0 score, although some are fairly close. With Porsche Taycan leading the pack at 0.72, through VW. ID3 scoring 0.70, to Tesla Model 3, closing the big three with 0.66 P3 charging index value.

Why does the industry need such charging standardization?

The e-mobility market, as much as it’s blooming and growing at a very rapid pace, still requires lots of work put in. Especially in terms of unification and ratification of widely approved standards. This is beyond important from the user perspective as one of the main factors slowing down the mass adoption (apart from undeveloped charging infrastructure) is the confusion of first-time buyers who often resign from the idea of getting an EV due to the lack of unified knowledge. The question of how fast the vehicle charges and what is the charging range is naturally one of the first that comes to mind and not clearly stated information on it may discourage the end user from buying an EV.

In order to ensure that the future of electric mobility looks bright, transparency, clearly presented data and standards open for everyone should be the primary focus. In such cases, initiatives like P3 Charging Index may turn out to be the determining factor pushing the mass adoption forward.

Discover the differences between open and closed charging networks and their advantages.

The world of electric vehicles is ever changing with the introduction of new models and advancements in technology. One thing that hasn't changed however, is how you charge your vehicle once it's out of juice. Charging infrastructure has been and is one of the biggest challenges of the entire industry. Range anxiety in many instances is the main reason as to why people fear purchasing an electric car or deploying a fleet.

Being a very complex undertaking, charging networks and their utilization possibilities are shaped by many different factors. One of them would be the type of networks.

There are two types of charging stations: open and closed. Many would find it difficult to grasp the hold of the differences between them and yet, there is a fairly simple analogy that perfectly describes what it is all about. Namely, in order to fully understand the contrast between them, we can think about Android and iOS systems.

Open charging networks allow for standard communications to be used, so it is easy and efficient. This means that charging station owners can connect to more than one open network without needing any upgrades or changes in hardware since they are all compatible with the same standards-based networking providers. Open networks make it easier for drivers who prefer using their own programs or pay directly at any time without having an account on one specific network. It's much like using a phone with an Android system - you do not have to search for specific chargers or apps as there is a wide standardization allowing users to use various different types as they are all unified.

With the closed network, e-mobility service providers do not have to comply with open standards and can instead set up their stations using proprietary technology. This means that they are able to limit which networks customers can connect to as well as where a car will be allowed to stop for a charge. Within this system it is a bit easier for e-mobility service providers to control their costs, which can be a difficult task with open networks. Easy-to-understand analogy of what closed charging networks really are would be to compare them to the Apple company. iPhone producers heavily focus on making sure their devices are only compatible with their other products. Which means that with a closed charging network all electric cars have to use a specific charging connector - regardless of its manufacturer or battery size, resulting in limited flexibility for customers.

Why are there two types of charging networks?

The e-mobility industry is a very competitive space with many different companies fighting for the customer's business. One of the ways to succeed in this process and create an advantage over other competitors is by providing services that are tailored to their specific needs.

One would think that since range anxiety is one of the biggest issues within the e-mobility industry, open charging networks would work best to help mass EV adoption. So why do some tend to choose the closed ones?

Again, the aforementioned analogy to Apple vs Android might come in handy here. Since e-mobility service providers are all competing for the same customer base, they offer closed networks in order to limit which network their customers can access. This gives them a competitive edge over others by not having as many competitors available and it also allows e-mobility service providers to control costs.

EV charging station owners have a variety of options for how to monetize their products and services. The most popular option is through property owners as they pay both upfront costs for the stations and potentially recurring charges such as maintenance, network access or other small fees each time someone plugs in at your location. Drivers might also be able to purchase subscriptions which grant them use of specific networks on their own terms. Utilities companies are also interested in purchasing driver data from EV charger providers so that usage can help inform decisions about infrastructure needs going forward while car manufacturers may utilize these same provider's technology with some modification.

An e-mobility service provider might prefer using the closed charging network to make sure that they are not competing with other networks. Furthermore, it is easier for e-mobility providers to control their costs as opposed to open networks where drivers can connect and charge without having an account on a specific e-mobility service provider's network.

Surely both types of charging network have their pros and cons and it's a much more complicated issue than just money. Let's look at some of them.

One of the best parts about open standards-based charging networks is that drivers get to choose from a number of different hardware and network providers.. This allows e-mobility service providers to be rewarded with more customers who want their specific type of charging network.

The other advantage is that those e-mobility service providers are not limited in the amount of drivers they can have subscribed on any one network. Meaning there's an increased flexibility as for how many cars are available at any one given e-mobility service provider's charging stations.

In the e-mobility industry, open standards are preferred by drivers as they don't need to register or pay on an e-mobility network for them in order to be able to use it. Furthermore, e-mobility service providers need to comply with open standards which means that they can't limit where cars will be allowed to stop.

Proprietary networks allow them an opportunity to capitalize off of charging stations and give customers access with subscriptions that grant priority usage rights or provide rewards for driving electric vehicles over others; these closed networks also help prevent any other companies from using their services which might take away some of their customers.

Some people think that closed networks might mean higher quality services because no one else will be able to steal their customer base or tamper with security measures since it is isolated from other systems.

Not quite. As bizarre as it may sound there is more to charging than just... charging. Namely, at the second end of the cable there are also the energy suppliers.

The electric car market has been growing rapidly in recent years with no sign of slowing down but as it grows we have a responsibility to make sure the charge points don't overburden our current electricity grid system. To ensure e-mobility doesn't overextend, there are several steps that may be taken before things get out of hand: managing demand by monitoring usage; providing remote authorization through standard protocols like Open Charge Point protocol – OCPP; ensuring all chargers work together. For example, OCPP 2.0 can restrict power delivery to ensure the charging points match the power generation capacity of the grid.

So in fact, open charging networks, as much as not so appealing to some operators, may be the only option to ensure sustainable energy distribution once electric vehicles take over the automotive market.

Open vs closed charging networks - summary

Coming back to our previously mentioned analogy, much like with the situation of iOS vs Android, both networks will certainly find their sympathizers. It mostly depends on what is the main focus behind setting up charging stations. Those who wish to reach an audience as broad as possible, should definitely consider an open standards based network. Those who want to focus on securing an “independent” brand position and be in a full charge of costs will choose a closed network.

It seems, however, as though within the e-mobility industry experts, open standards are the ultimate way to go. Apart from increased flexibility in terms of charging equipment, open protocols ensure of staying up-to-date with newest technologies and solutions, they are also responsible for a seamless communication within the channel driver - charging point - grid.

An open, interconnected electric vehicle charging infrastructure would allow for a more dynamic and robust grid. The network of EV chargers could sync up with the pricing signals from utility companies to integrate renewable energy sources into power grids across America. This information sharing will help drivers quickly find available stations when they need them most while also streamlining payments via apps on their smartphones.

Open vs closed charging networks - what do you need to know?

How to Transition Your Fleet to Electric Vehicles? Check some insights!

How to Transition Your Fleet to Electric Vehicles?

Those who earnestly follow automotive market trends can agree that the future of the industry seems to be going in the electric direction. As much as it sounds like a very bold statement, when diving deep into the courses of the e-mobility market, one can observe a massive shift into the pro-electric approach, a great deal of which comes from the biggest industry players and governmental units themselves

Whether you are an EV enthusiast or an EV skeptic, one thing remains clear - mobility and transport are and will always be one of the greatest and most developing industries in the world. From urban mobility, which allows masses of big cities inhabitants access to work, school, health units, services, and leisure to international heavy transport that drives economics across the nations, people do not back down on movement and only travel more. Besides, rough estimations regarding the number of cars (including trucks and buses) in the world speak for themselves, with a whopping figure of approximately 1.32 billion. What’s more, this number is estimated to double every 20 years.

However, any industry of that scale comes with various consequences. Conversations about the detrimental effects of mobility on the environment have been circling around for years, to a point where some may call them cliche. Yet, there is nothing overdone about it. It is said that emissions from combustion engine vehicles grow by 2,5% year on year. Environmental issues are being taken more and more seriously not only by ecologists but also by state bodies of legislation, driving the change towards green mobility. Pro-electric attitude has also been reinforced through the Covid-19 outbreak as it changed the way people travel and work. With countless discussions on how to make the planet a safer place, entrepreneurs, politicians, and everyday citizens are more drawn towards eco-friendly solutions. Thus, all markets are known for their Earth-damaging side effects set on an ambitious venture of rewriting their goals and implementing new tactics in line with the global trends and regulations.

Speaking of which… state regulations and policies are being implemented on a regular basis across the world. Nearly every regulatory legislation taking on climate-bettering action aims at the transport industry at some point or another. Amongst the most crucial policies we can find:

 - legally binding international plan (signed by 196 countries) obliging all parties to continuous commitments in order to slow down the detrimental effects of global warming and bring the average temperature down by up to 2 degrees Celsius. Due to its grandeur and worldwide inclusivity of participants, it paves the way for regulations to come.

- European action plan of going climate neutral (no greenhouse gases emissions) by 2050. Within the EU Green Deal, a fund of 55-65 billion Euro has been launched. The Just Transition Mechanism will aim to help those most touched by the upcoming regulatory changes and ameliorations implemented on the pathway towards more sustainable solutions such as

investing in public and sustainable transport

investing in research and companies who are willing to lead the changes

the largest stimulus package ever introduced in Europe. 1.8 trillion Euro will be allocated long-term in order to make post-Covid Europe a greener, more digital and more resilient place.

EU Sustainable and Smart Mobility Strategy and Action Plan 

- consists of 82 initiatives built on the strong foundations of the EU Green Deal with the sole purpose of transforming the transport industry. The project involves a few milestones plotted out within the span of the upcoming years.

at least 30 million zero-emission cars will be in operation on European roads

scheduled collective travel for journeys under 500 km should be carbon neutral

automated mobility will be deployed at a large scale

nearly all cars, vans, buses as well as new heavy-duty vehicles will be zero-emission.

a fully operational, multimodal Trans-European Transport Network (TEN-T) for sustainable and smart transport with high-speed connectivity.

Worth mentioning are also the pledges and bans. Namely, various countries announced their own schemes of mass EV adoptions. The pack is led by Norway, which will ban internal combustion engines by 2025 and aim for net-zero emissions by 2050. Following in Norway’s footsteps, there's the UK, the Netherlands, Iceland, Denmark, Sweden, or Singapore all planning on the ICE ban by 2030, next China and Japan by 2035, and France, Canada, Portugal or Spain by 2040.

It’s only the tip of the legislative iceberg. Experienced and profound market players already know that in order to stay afloat, an eventual transition to electric mobility is inevitable. Some have already put it to work.



This may come as a surprise how many major companies are already somewhere in the process of electrifying their fleets. Ceres, a non-profit organization fighting for a sustainable future, has even launched an alliance bringing together the transitioning companies. Among The Corporate Electric Vehicle Alliance, one can find:

Within the project, the companies come together to identify challenges and finding solutions on the meandering road towards zero emissions. As per Ceres’ official statement, the alliance enables:

Production of new and increased volumes of EV models,

Adoption of supportive policies and the removal of policy barriers, and

Peer-to-peer learning with regard to industry best practices

Looking at the brand examples or the strategies introduced by governments, it is no exaggeration to claim that the transition to electrified fleets is slowly but steadily already taking place. However, since it is a massive shift, requiring inordinate amounts of work, many people ask what the benefits are other than the environmental ameliorations.


What’s in it for me? (That’s not for the environment)

Starting off with a popular misconception about how expensive electric cars are. EVs reached the times when their cost, in many cases evened out with their ICE equivalents, and - what’s essential - it gradually lowers. According to Bloomberg's data, battery cost noted an unprecedented decrease of 89% and is projected to go even lower. While the overall purchase cost evens out, it is estimated that EV maintenance cuts the expenses by up to 70%. With minimized noise and simple operation (reduction of one pedal), electric cars come to help professional drivers to a better working condition. Finally, as an old saying goes, the sooner the better. With incoming legislation targeting the polluting combustion engines, it might slowly become inevitable that such changes will come as a must rather than a fashionable pipe dream.

The process of transitioning to electric vehicles is a daunting task for many operators. With the abundance of available models, it can be hard to know which one best suits your needs and budgeting structure. The first step in this journey should entail learning about local grid capacity or reliability then comparing performance between different EV's evaluating focus areas such as price point versus efficiency vs range per charge cycle to make sure that you are making an informed decision before committing any capital investment into new equipment. Fleet managers will want an EV deployment plan that minimizes the cost and maximizes management benefits. Spread new EV acquisitions across a number of years to avoid any major backlog in-vehicle replacements, with subsequent budgets benefiting from lower prices over time as well as higher resale values. Avoiding large-scale adoption at once may also help fleet managers identify fiscal impacts each year for better budgeting, which is especially important given heavy infrastructure investments often required for EVs like charging stations or hydrogen filling stations.


In order to prepare for the future, it is important to think about your long-term plan and identify when vehicles will charge. Make sure that you do trenching and wiring required in advance for whatever type of charger infrastructure might be needed down the line so as not to have any unexpected surprises with installation later on. It is also very beneficial if staff members are trained by EV manufacturers or dealerships before they come into contact with customers who may want information during their purchase process; this way all employees can handle questions easily without having someone's job change unexpectedly due to lack of experience related specifically to EVs themselves.

Things to consider when transitioning to e-mobility

There are many factors that need thorough consideration before making the leap into an all-electric program, including weather conditions of various areas in which these cars would be used, length of routes on which they are driven, staff availability as well as fleet housing options near the workplace - all must be taken into account when considering this transition. This also touches upon smart time slotting. When shorter periods of time between recharging sessions are possible, high-voltage chargers may be required; whereas if there are longer intervals before charging again can take place (for example, overnight and early morning hours), slower voltage chargers should suffice.

Statistical study and industry research including energy efficiency

The first thing an organization should do when considering a complete shift over from its current fuel source, typically gas or diesel vehicles, into electric vehicles (EV) is conduct thorough market research about what types they need among other things like how much power each car requires (i.e., charging rate). It's also important for them to take note if there are any specific requirements regarding driving distance.

Charging infrastructure is difficult to find and decide on because there are many different charging standards. When converting a fleet of cars to electric, it's daunting if the company can't upgrade equipment down the line or attach themselves with one specific vendor for all their needs. Market research should be done before settling on any type of charger so that you'll know how soon new industry-wide changes will happen in this area.

Also, EV power consumption needs to be factored in. Simple or complicated calculations depend on the latitude of operations: for example the number of days it's hot and sunny vs rainy will affect how much solar energy is available (or not). When discussing an electric vehicle’s electricity usage we must take into account factors such as miles driven per day, route selection that can vary depending upon what time you are driving along a given road segment during any given week due to different traffic conditions at those times. It also should take things like weather into consideration when analyzing this data - if there has been heavy rainfall then less sunlight might reach photovoltaic panels which could reduce their output efficiency.

Understanding a fleet’s energy consumption and charge times can help organizations optimize chargers based on operational needs. High-powered chargers are needed to charge an electric car quickly. But when you have limited time, it may be more efficient and cost-effective to use a charger with lower power levels because they're cheaper than high-powered ones. The downside is that the low-power chargers might not provide enough energy for your car during periods of operation

The future is uncertain, but it's never too early to start planning for the next generation of electric vehicles. A company needs a plan on how it will keep up with EVSEs in order to make sure that its investments are not lost before being exploited. The key is carefully selecting more future-proofed equipment so your organization has something ready when needed and can avoid investing in an outdated piece of technology right now.

With the increasing amount of EVs coming out and being put into service, it is important that facilities are ready to accommodate this change. There's a few steps you can take in order to prepare for an influx of electric vehicles (EVs). One way would be by reviewing existing electricity infrastructure on-site and assessing if there will be enough capacity for such charging demand. Estimating final state costs will then help determine whether or not upgrades need to happen before initiating any changes.

Transitioning an entire fleet is quite a task and requires thorough research. It is no use spending money on technology that will soon go out of the market. Smart spending scheduling is also the key to efficiency without going bankrupt. Financial analysis is an important part of EV implementation and a consideration that should not be overlooked. For example, while the initial cost may seem very high in comparison to traditional vehicles with conventional fuels like gasoline or diesel fuel, EV infrastructure can last for decades if well-maintained due to their reliance on cheaper energy sources such as electric power. It's also worth considering how your area offers incentives related to taxation, utility rates etc., which will affect your overall financials over time.

The right software is the key to a seamless operation on many levels. One such way is through driver reimbursement systems which are now automatic with home chargers and time-of-use tariffs that allow drivers to optimize charging times while receiving reimbursements accordingly. Companies can provide flexibility by allowing private charging as well as software that automatically identifies non-work-related travel, so they don't receive a refund on those charges The importance of real-time visibility and status has become increasingly important in the world today. With so many electric cars on the road, it becomes even more necessary to have a tool available that will deliver your charger's performance uptime. This way, you'll be able to know whether or not there are any issues with charging stations nearby as soon as they happen while also providing detailed information about how much revenue is earned from each station based on hourly usage rates for all days during operation since data analytics can detect potential defects at this stage too.

Planning is a crucial part of the EV fleet strategy, from purely technical issues to an entire network of interconnected factors such as financial analysis or grid capabilities. Certainly, this wouldn't be an overnight occurrence. It's more of a multi-dimensional major shift from the ways of operating as we know it, to the next level, sustainably advanced solutions that will inevitably become the future of transport.

With the ongoing changes within the transport industry, the switch to all electric vehicles becomes inevitable. Take a look on how to proceed with a fleet transition in an efficient way.

Legal frameworks behind the e-Mobility market discussed by the industry experts.

On June 16th we were lucky enough to have led a webinar in which our guests discussed some of the legal aspects of charging network expansion and business approach towards state legislatures and incentives while entering e-Mobility markets.

Below, you will find a video recording as well as a full transcript of the discussion.

What is the European status of e-mobility, now reaching mid-2021?

Yeah, well, it is an interesting question because it is always hard to really get the latest figures. But I think in general, in the electric mobility part, for this kind of overview, you need to split it into two things. One is how well the electric vehicle car sales are doing. And of course, you can split that also between busses, trucks, passenger cars in general, and the other part is the charging infrastructure. And in general, you can say that currently in the electric vehicle sales, new sales are going very well, I think better than expected. That's also one of the challenges that we face from your side, because, on the charging infrastructure side, everyone is doing their best, but it is hard to catch up with the number of vehicles coming in. So also a lot of new models. That's very good. We didn't see or we don't see any more concrete effects of COVID. We saw that last year. We could also register that amount of charging stations because at a certain moment everyone stayed at work from home. So we should withdraw directly, which was actually quite large, I think 20, 30 percent of the energy usage, the same for the old-fashioned fuel vehicles. I mean, no one needed fuel anymore because everyone worked from home. So there was definitely an effect. But currently, we see in the most recent statistics which show the amount of energy use is getting a bit back to normal. So in general, the progress is good. You still see a lot of differences in different countries. And I think that's one of the European concerns that we have both on electric vehicle sales sites, but also on the charging infrastructure side.

Have you noticed any particular countries that noted a boost when it comes to the growth of the e-Mobility market within this year?

We see that. Most of the time, there are almost the most obvious countries. I mean, Norway, of course, is one of the leading countries, especially in electric vehicles. When it comes to the electric vehicles infrastructure, you see that the Netherlands is leading. But we definitely see that countries like Iceland, Sweden, Finland, Denmark, are really doing great. Also, Germany and France are doing very well. On the lower side, we see that the numbers are not great when we look at countries like Greece, Czech Republic. But also, to be honest, Poland is not yet really on the move. So there are definitely countries that could take advantage of their current situation and what happened before the COVID period. But the good thing is, I think that I see from the European Union, the European Commission, that now they will really focus on the countries that are lagging behind a bit. So from that point of view, it's definitely positive that the movement is going on.


When it comes to you, EU directives, what updates can be expected during the next few months or next year?

OK, so we should start with the Green New Deal, which was issued on May 27th. Recent year.. It is a long-term recovery strategy because everyone, especially in Europe, but also in the whole world, was harmed and touched by the crisis caused by the COVID outbreak. So, the Commission prepared and issued this green new deal. First of all, the biggest today’s goal for Europe is to become a climate-neutral continent by the end of 2050. European Commission and European Parliament are performing many activities to achieve this target. European Commission will announce new legislative proposals in the coming year. And many of them will, of course, target e-mobility with special concern. That includes the benefits for the EV users, Charge Point Operators, and more restrictions, which can and will lead to automotive concerns and developers.

It can also be seen in the current legislation in both European and member states legislation. When it comes to regulations, we must say that in the field of electromobility and related sectors, there are plenty of examples of new, recent, and upcoming legislation. The most important one, that's happening now, is so-called the Clean Energy Package, which includes a set of updated and ongoing regulations, especially a review of the European Union taxonomy system and the Performance of Buildings Directive, which especially touches developers, renewable energy directive and the market design directive and regulation on energy efficiency. Maybe I will provide you with some more detailed information about those directives and regulations so everyone will have a little bit more knowledge about what's going on and what changes in the near future will occur. First of all, the European Union taxonomies climate is changing and it's a classification system that consists and establishes a list of environmentally sustainable economic activities. It’s a very important system because it's enabled to scale up sustainable investments and help to implement this European green deal. And a new and recent classification consists of some provisions which open and enable operators to provide financing for the companies, to entities which really, really need this financing to make some sustainable investments.

Another very important directive, which is currently changing and shaping is the Energy Efficiency Directive. It's an old directive because; it dates back to 2009, when the main reason to appoint was to reduce CO2 emission from new vehicles. The last version was passed by the parliament in 2013, and these regulations required lowering CO2 emission from new cars in 2013 to be lower by 37,5%. For 2021 protection will also be high - 41%. So in the nearest, eight, nine years this reduction will take like one-third of the emission, which is now. In June 2021, the European Commission will present a proposal to revise these targets and raise them, but they will need the support of the European Parliament because the European Parliament, as you know, is now very much in favor of ambitious climate targets. In the current term because it was said that up to 2015, we will have no emissions system in the European Union. And it's very interesting how the member states today react to this directive, because some of the member states are very clear in the favor of the rapid decarbonization of road transport, especially in Norway, but not only. There was a filed, joint open letter to the European Commission, which demands ban of the registration of combustion vehicles up to 2030. And this letter was prepared by a group of nine member states: Austria, Belgium and Denmark and Greece, Netherlands, Malta, Ireland, Lithuania and Luxembourg. So we may assume that the states declare that. Nevertheless, even if the European Commission wants to ban this registration of combustion engines, they will probably do that and perform some measures and activities to ban this registration.

Even if in this group there is no Germany but the experience so far shows that Germany will also play a key role in the European Council because they are very cautious about raising the bar for vehicle facturers., We may see a direct course from a Volkswagen Group - a largest car manufacturer in Europe, and it may mean the Germany will finally stop acting as a brake and will support a more ambitious policy to reduce the emission.

There is also a Renewable Energy Directive. And today, it must be stated that a majority of European Union member countries have not incentivized the use of electricity as, for instance, bio fuels, even despite that, obviously, electricity is the cleanest alternative to oil and it's even cleaner than biofuels.

This directive was refreshed and offers a chance to move away from the biofuels and to cleaner fuels. This creation of this credit system would, and I believe will help in increasing the rise of renewable fuels, since this electricity requires a separate infrastructure to be introduced to the market and everyone needs financing to implement that. It is important that the deadline for transposition of this directive in the member countries expires in June 2021. So this is happening now.

There is also energy performance of the buildings directive, which obligates new buildings and the buildings undergoing major renovations to either install charging stations or assure the installation of ducting infrastructure in parking spaces. So it also helps the growth of electric mobility.

Last but not least - in December 2010, 20 European Union proposed the revision of the directive to set the highest standards in the world for the  acquisitions of raw materials from which batteries come and the recycling of batteries, especially car ones. And it will help us have the whole Europe to be self-sufficient too, because right now we have a little problem with getting and exporting, importing lithium, cobalt Netco, which are required for battery production. And by 2014,, battery production will be mainly obtained from the recycled European batteries. So it's a huge boost finally to end this topic, referring to the legislation which committed to European Union climate neutrality by 2050. The European Commission proposed to increase the 2030 greenhouse gas reduction target to 55%. These kind of activities are very crucial for the growth of electro mobility, and I believe that will help us to have a cleaner planet.

In my opinion, there are two important things like Pawel said. All you have to do is legislation in which you are definitely focused on stimulation and support of electric mobility, like similar legislation regarding buildings, parking. Those requirements will definitely show several issues and ensure that you have the right, i.e. to get a charging infrastructure, a parking garages, etc. for buildings that it should be. On the other side, we see influence, which will come from the revised Alternative Fuel Directive. That will come in 2023 and actually the whole market is busy with that. The good thing is from one point of view, that it will be more strict in a way that the first alternative fuel directive, they gave too much room for the different implementations. This will be more strict. The kinds of sites that I see is that if the changes are too big, it will also not support all the new infrastructure which is needed. I mean, currently we talk about approximately 150 000 new charging points that need to be installed every year to meet targets. So we talk about 3000 chargers per week at least to meet the targets. So I hope the whole market, especially with its alternative fuel directive, contains a lot of different aspects like Pawel said, this is this very wide subject legislation. But I hope that it will be more strict that we are also part of that fight for your own foundation, but also in all kinds of ways that it will indeed help the market. But it's definitely one of the things to keep an eye on, the developments which are going on there.

When it comes to network fees and network development, can we witness something that could be called the road to unification?

We have a lot of different networks across Europe and then there is indeed a challenge. One of them is indeed based on the fees because you have different ways you make use of roaming hooks, you can do with peer to peer. You need to connect an operator with service providers to ensure that the service providers get access to the networks and finally, to the EV drivers. There are all kinds of arrangements there, to be honest, I don't expect many regulations on the fees. And I do hope and do currently already see that because of the competition, the fees will not be raised extremely. But it is a complicated market. From that point of view, unification will be done. But I don't expect it directly on the fees because finally, that is also up to the market. As an EV driver, you have the choice to choose your own insurance provider, a service provider, you have the choice to choose the different operators. But of course, it's a big market with a lot of money involved where companies make choices. So I do see that the next networks connect to each other. But in the concrete fees that you need to pay, for example, to roaming or to a service provider or the service provider to an operator, I don't expect there will be much of a registration from the EU site.

It would be good and that's maybe an interesting view that if the consumer authorities would keep an eye on it. There are in all countries and also by the EU, there are authorities to look at to assure honest competition. And I think that's an important role. But in my opinion, that role is not yet taken or not yet managed. I think it would be good to have those types of organizations more proactive in this, because there are definitely threats. I mean, if we look at the current developments via the car industry, like I'm using the 15118 ISO protocol, which is a possibility that via your car, you can directly connect to networks. In itself, it's not a bad development. But if it would exclude certain service providers or other parts of the market, then you get an issue. And I know that from their point of view, I don't think that the fees need to be regulated, but I hope that the authorities will keep an eye on it and assure that an open, valid or equal competition landscape will be there. And that's actually what could help in this

From the point of view of operators and the Union, what regulations can soon arise?

Yeah, well, I think regarding the operator, some mean the biggest regulations that also Pawel mentioned earlier, tax regulations are definitely a hot topic which will influence them, which was actually also rare for a long time. We were not really involved in this. I think at this moment, countries unite there and talk more or less with one vote or work together on that. The alternative fuel directive, which we have, which will have impact. We work together with a lot of companies and the Sustainable Transport Forum, where the EU is thinking about the legislation, about short term data formats, those kinds of things. So there are things which will definitely have an impact on the operator and which might also influence the way that they work. I mean, if I currently see, for example, that you need to offer outlook charging. So that means the ability to charge without subscription cards, those kinds of activities or activities will have an influence. There is another movement where you see that companies, or rather countries, will demand certain displays or certain information that need to be shared with EV drivers. Well, that's quite often it's either shared directly or via the service providers.

So there are a lot of things which are coming to the operators which will influence their work. We all need to catch up with the legislation, but also with improved and updated protocols and connections. So, yeah, I expect a lot of developments there. And I'm not sure if everything will directly be an improvement, because also to be able to say for a long time we as markets did not have maybe the right the right focus. And then you see that the EU, for example, takes the lead and says, well, we need to share data via national exit points. It simply requires that all operators need to open their network and share all the public SMI public infrastructure information towards our national exit point. And so you see these kinds of movements going on and that will have impacts on the way operators work.

It's another wide problem and wide question. I think I will come out with one very important regulation, which I believe will soon arise. First of all, it must be stated that the regulations which regard EV charging infrastructure and mobility, must respond to the real problems which are faced currently by EV owners and CPO’s and eMSP’s and among other areas of law. I believe that especially crucial and urgent for the development of the European single market for EV charging infrastructure may be considered to the VAT directive, particularly when it comes to cross-border transactions to e-roaming. And the industry is currently confronted with very uncertainties regarding the correct interpretation of European Union, especially VAT directive and national VAT laws. Furthermore, the existing VAT regime has turned out to be a major obstacle to the development of this integrated European trudging infrastructure market, because currently there is a big issue that EV charging can be seen either as a supplier of the goods, especially electricity, or as a supplier of service in terms of VAT. This distinction is very important because the VAT directive and after that national VAT rules for six different rules for supplies of goods and supplies of services when it comes to the determination of the place where the transaction is taxable.

Of course, there are some guidelines which were issued by the European Commission in 2019 on the subject that were issued on the request of Italy and France. However, they are not transported to directive or a national law. Now, according to these guidelines, CPO should be regarded (when it comes to e-roaming) as a supplier of electricity in the meaning of this VAT directive. From the point of view of European Union Commission e-roaming (CPO) is making a supply of electricity to the eMSP, who in turn makes the supply of the same electricity to the EV driver. However, it's only the view of European Commission. It's not a hard law. Some member states don't comply with the statement. And we are having issues where it is. It is regarded as supply of services, performing services, and it's a big problem for the unification of the market. And I believe that VAT committee, which is making a new VAT directive, it should be and now is scheduled to reconvene the opinion of the commission and today will decide in this directive, either commission's guidelines are right and they will be transferred into the directive and then all the member states will and must comply with this directive. However, now there are no binding guidelines, no binding regulations, and we are having big trouble with this. This problem regarding that and its complexity led to a situation where most industry members are reluctant to offer charging services to other member states. It's a big issue and I believe it will be changed in the coming years.


When it comes to open network across Europe, what is an optimistic and realistic scenario of forming this one bit in European Union?

I'm actually quite optimistic. I mean, I want to be optimistic. But I think we are not there yet. Let me be clear about that. We are working very hard and that means the whole market: the whole ecosystem, the companies but also the governments. We are all working very hard to achieve and to support an open, better network with the right information to EV drivers, but also possibility for competition, possibility to earn money, connectivity. So that’s the combination actually that we talk about here. There are things that need to improve and that we need to solve but we are working on that. If I look at where we are now and the fact that in the past I needed eight or more different cards and tokens to charge my vehicle across Europe - now, I can do it with two.So it is definitely improving. Networks are more connected to each other. They talk to each other in different standardization bodies. Also regarding the legislation, they definitely work together more and more. By the way, and I also think that's an important actor, which was quite often forgotten, but now we work together with those organizations, which are the communities of EV drivers. Finally, that's the group we do it for. We see that we really work together there. So I'm positive that in the next year or so, together with the EU, I mean, we all talk to each other. I think that's a big achievement - we don't talk about each other, but with each other. And that's a different level. So, the only thing I hope for and it’s a bit of a concern is that not only the main countries, so not only Netherlands, France or Germany, but also the other countries. I mean, it would be great if countries like Poland, like Czech Republic, etc. could also catch up and join and participate. And I know that from the EU also with their self funding mechanisms, they focus now on those countries to support the network. So they really look at the gaps where infrastructure is not yet good enough or where more needs are to be added. That way we can really ensure that it will be a real covering network and not only from a few countries. But again, I mean, we have huge targets. We have huge challenges. The biggest challenge might be the ability to install enough charging infrastructure. I mean, don't underestimate it. If you need to install a few thousand chargers per week in countries, it's going to be a real challenge. But we’ll get there. The next step for us is looking at busses, trucks or vans that are definitely the next important things, which will also have a huge impact on the charging infrastructure.

I totally agree. I believe that we are at a great point. We are after the biggest outbreaks of pandemic. We did it. We managed to survive. We are growing. There are more and more EV users on the European streets. So I believe the worst part is behind us. I believe everything is in our hands. I also believe that the goals we have are very demanding. They demand appointing a set of regulations and targets of member states, companies, consumers in the right direction. But I believe the commission, especially European Parliament is doing a great job in adopting common standards. The standards ensure the interoperability and coordination and support for the member states and the deployment and development of electrical charging infrastructure and while this targeting infrastructure grows. Also, the number of EVs on the European streets will also grow. So I believe we did a very good job and we are on the right pathway to reach these goals. Moreover, in the near future, we may expect some new solutions and regulations which will open this electromobility market, in a world of tokens and cryptocurrencies. And I'm glad to announce that at this point Nexity, together with a partner from our Capital Group - Columbus Energy, we are introducing to the market a solution which enables the tokenization of electricity from renewable energy sources; photovoltaic. It enables its balancing and also its further resell, not only to the neighbors, but also to every interested entity, as well as the purchase of the services of companies from our capital group. So, ladies and gentlemen, I believe the future is now and we are on the right path for this.

Where to look for legal guidance when deciding to enter a new market?

 I can tell you about it in my own example, because we are expanding to other markets. And first of all, we are searching contacts with associations, which conduct and care for electromobility in other countries. We are reaching out to them, contacting them and talking with them. Very often such associations provide us with different bulletins, guidelines for starting, growing and expanding in the foreign market. So I think and I believe that's a good way to go.

Now, I agree that definitely industry bodies or organizations or branch organizations are a good starting point. I also have to admit that this is definitely one of the challenges because it is hard to find single places where you can find all the information, all regulations and legislation. Partially, it is EU regulation. Also, a lot of things like the tech issues are not even solved yet, but we got a lot of questions about it. But there are a lot of discussions going on and you can't wait to start until everything is solved and there is national legislation and regulations. And then you also have the non-directed or the non-legislation parts which are simply the agreements between parties. So what Pawel is saying is definitely good to start with organizations like EV Roaming Foundation or other organizations. Finally, if you go to a certain country and try to get in touch with those countries and do good research on it. Also legislation and these kinds of things change on a regular basis. I mean, especially if we look at all kinds of incentives, it is very hard to keep track of all that. So, you need to do it also on a national level and investigate the possibilities. Unfortunately, I can't say there is one website where you can find all the information. There are good websites. I mean, look at the European Alternative Fuel Observatory, which can definitely be a good starting point. Still you need to look on national level and also maybe on the EU level to find the lost situation.


When creating a pan-European MSP offer, do companies need to create legal structures into every country that they offer access to the charging station in order to manage VAT requirements?

Oh, it's a little bit of a hard question to answer from the top of my head, and I believe we could provide a proper answer after checking and reading some interpretations in this regard. But I believe that the proper answer is that it depends mainly on the place of the taxation. And then I believe you don't need to meet any additional entities in the foreign country to provide your services. However, it is difficult to answer because of this VAT problem, which I mentioned earlier. And in every country, it must be checked if the roaming and roaming services are considered, services or are they considered goods. And I believe in the near future we may check the legislation in the different countries and provide you with some information on our blog.

There was the advice from a group of countries which was also something as guidance adopted by the U.S. on regulations, so to look at it as selling energy as a good but recently, Italy sent a big report with the question to reconsider it and to consider selling electricity for charging stations as a service. That can depend a lot on how you deal with that. The same as Pawel was saying, where do you deliver the energy? That's also a discussion. I mean, an operator in Poland active in Germany, where does he deliver the energy? So that's another discussion. In general what I normally advise, is that at the moment you get considerable volume, reasonable volume. The question is then what's reasonable? Having your own or legal company in a certain country can never harm when the volume is still small. It's probably too much effort, but it is a delicate discussion as Pawel was saying. Your options are waiting until the EU agrees, but then you can't do business for the next two years.

Are any directives being made that you are aware of, that will regulate the exception right for roaming partners throughout the EU? Small EMSPs are getting less chances to roam with large operators, which slows the development down.

It's a bit of an open market and I know where the question comes from because I also hear those issues and I see it. But it is a bit of a challenge. Do you also want it to be EU regulated? It's a bit of what I mentioned. I think that we have the authorities in the different countries who should definitely keep a good eye on honest and open competition and the possibilities for that. But if a certain operator is asking a large high fee to an EMSP and it can indeed be that bit maybe blocking or may be making it more difficult to enter the market for that EMSP. But there can be good reasons. I mean, if volumes are low, then it is not really strange to ask for a higher fee but these are difficult discussions. Almost on a daily or weekly basis I get those questions: can you do something about it? It is hard to do, and I think, do you want to get the EU to say “well, now we put a certain cap on it”. I mean, what's reasonable? You always get those kinds of discussions. Maybe Pawel will know something about it from a legal perspective. But we do stimulate the companies to be reasonable to each other and I think maybe branch organizations can play a role that the companies that are members of those organizations assure a kind of equal playing field. So that if you are a member, then you need to comply or apply to do all those business. I know where the question comes from, but it is hard, it's the market…

Learn about the legal aspects of charging network expansion and business approach towards state legislatures and incentives while entering e-Mobility markets.

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