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

Being an eMobility leader in various projects across multiple startups, Piotr was responsible for OCPI and OCPP integration as well as EMP and CPO platforms development. With extensive expertise in the open standards field and eMobility tech solutions, he is leading teams of experienced developers and contributing with invaluable knowledge and experience.

Piotr Majcher

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.

While looking for the best software (like 

) it is crucial to check its scalability and comprehensiveness. That is i.e. the integration with Open Standards or functionality of RFID-based charging. Namely, such core features are later to define an effectively-operating charging maintenance solution.

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.

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Ebook - The Growing concept of e-Mobility

Two actively supported independent open standards for EV roaming.

In a search for interoperability, the e-mobility market players need to speak the same language. Demand for coherent infrastructure is dictated by rapid EV penetration. Several factors, such as local policies and incentives, contribute to an enthusiastic approval of electrically-powered vehicles. Hence, the focus has been transferred to the network and its ability to create open, accessible infrastructure. To match the pace - resonate with market expectations and work together to create an accessible, open environment - the new order needs EV roaming.

EV roaming is something users cannot see but witness, and whether knowingly or not, appreciate. Open standards create the road to consistent and complete e-roaming. With a large pool of contributors, up-to-date and secure solutions are available at hand to any participant in the rapidly growing e-mobility market. To understand the role of open standards in e-mobility here are explanations for widely approved models.

Note: In the e-mobility world there are four main open standards facilitating e-roaming. Two are developed and maintained by non-commercial hub operator and independent knowledge board - OCPI Open Charge Point Interface and OCHP - Open Clearing House Protocol & OCHPDirect. Two others were developed by commercial roaming hub operators. These are OICP Open InterCharge Protocol designed by Hubject and eMIP - eMobility Interoperation Protocol maintained by GIREVE.


Originally developed by eViolin, a Dutch association of Charging Station Operators and eMobility Service Providers, that pursues national roaming with international connection, using open standards. In cooperation with ElaadNL -  the knowledge and innovation center in the field of Smart Charging and the charging infrastructure in the Netherlands - major Dutch grid operators. Initially governed by the Nederlands Kennisplatform Laadinfrastructuur (NKL) - Netherlands Knowledge Platform for Public Charging Infrastructure - a partnership of business organizations, governmental figures, and research institutes. From May 2020 the OCPI is managed and maintained by the EVRoaming Foundation. Open Charge Point Interface offers p2p and any roaming hub integration business model.

OCPI is registration-free, openly available at no cost. Published under the Creative Commons Attribution-NoDerivatives 4.0 International Public License. Hence, the distribution is free when given proper credit. Although blocks the distribution of the modified versions of the protocol. The most recent version (v2.2) was released in October 2019. Open Charge Point Interface offers a modular set-up, a very convenient way of deployment - it is up to the individual decision which modules to include. It also covers a variant check, a significant factor for peer-to-peer mutuality as there is no fundamental actor applying updates or completing to support previous protocol versions.

Open Charge Point Interface is the only, so far, set on JSON/rest and is a real-time protocol. It maintains synchronous and asynchronous operations.

Open Charge Point Interface carries multiple explications for Eichrecht (German calibration law for electric vehicle charging), as recommended by the top European e-mobility providers - Has-to-be, Alfen, eBee, and Mennekes. In March 2021 EVRoaming Foundation announced the start of the first independent Roaming Agreement pool. The organization aims to support setting up trusted agreements between parties, for either p2p or via a (virtual) roaming Hub. The pool is available for all Full Contributors (The foundation distinguishes the following membership classification categories: Full Contributor, Associate Contributor, Sponsors, and Managing Contributors).

The protocol’s documentation describes market roles as follows:

The EV user connects to a charge point in can be provided information from the MSP

The e-mobility service provider (eMSP), grants EV services to EV users. eMSP connects to Charge Point Operator (CPO) to offer e-roaming services.

The CPO manages, maintains, and operates charge points (charge stations), on the technical and administrative side. CPO is open to connecting to MSPs to offer roaming services.

The e-mobility service provider ensures charge point location information.

The eMSP influences smart charging sessions depending on extra sources of information.

The purpose of a roaming hub is to facilitate information exchange between market players. In this division Open Charge Point Interface supports:

Roaming via hub - OCPI facilitates data exchange between eMSPs and CPOs via hubs, for this operation, the protocol offers a separate hub supporting module.

Roaming peer-to-peer (p2p) - Both eMobility Service Providers and Charge Point Operators can correlate immediately via OCPI. Separate interfaces are designed for eMSPs and CPOs.

Authorization - The token module in the OCPI architecture supplies Charge Point Operators with the knowledge of any token information of eMSP. There are two ways to execute authorization, which could be real-time or via a whitelist.

Reservation - On the eMSP side, the OCPI offers to make and cancel a reservation.

Billing - OCPI supports the basis for invoicing - sending CDRs - Charge Detail Records.

Tariff information - The protocol supports the exchange of the key details related to energy tariffs. Complex tariff calculations depend on the time charged and energy. All this information is included in the tariff module.

Static charge point information - This covers: IDs, CPOs, charge point site, host, charge point name, charge point location details (name, address, geocode, type, image, platform level, directions), nearby facilities, link to a website, time zone, opening times, current availability status, scheduled availability status, accessibility, tariffs, authorization modes, payment methods, terms and conditions, charge mode, connector type, maximum power, voltage, amperage, energy mix, remote start/stop, reservation, smart charging support, and the last update mark.

Real-time charge point information - Stats: available, blocked, charging, inoperative, out of order, planned, removed, and reserved.

Session information (real-time & static) - Covers: sessions ID, start time, end time, energy consumed, CDR ID, authorization method, location, charge point ID, meter ID, currency, charging periods, total cost, sessions status, and last update. The same information can also be in real-time.

CDR information - CDR IDs, time, duration, finish status, and more.

Callibration law (Eichrecht) support - OCPI maintains the exchange of signed meter data which can be used to conform to Eichrecht - German calibration law.

Remote start/stop - The start and stop of any charging session can be done remotely via the eMSP app.

Smart charging - Several charging profiles are supported by OCPI: the cheapest charging, the fastest charging, the most environmentally-friendly charging, or no particular choices. The preferences can be registered per session by the user. The CPO can accept or decline the option. Although the smart charging profile module does provide certain options, these cannot be ensured, since other factors influence the charging session.

OCPI’s ultimate goal is to allow any EV driver to charge at any charging station in the EU. In fact, the protocol is used intensively throughout Europe (Netherlands, Belgium, Luxembourg, UK, Germany, France, Spain, Italy, Denmark, Austria, Poland), but not limited. It also gains recognition, among others, in the USA, Canada, South Africa, and India. The protocol is gaining acceptance in ever-widening circles and the number of countries is steadily increasing.

OCHP - Open Clearing House Protocol and OCHPDirect

OCHP is the second protocol that offers a hub or p2p connection. Integration with hubs is done via OCHP, and the direct peer-to-peer connection is possible with OCHPDirect. The solution is maintained and expanded by Smartlab Innovationsgesellschaft GmbH.

and ElaadNL (ElaadNL also supports aforementioned OCPI), organizations established by German and Dutch entities. OCHP is used by the roaming hub e-clearing.net (e-clearing.net also offers connectivity via mentioned above OCPI) operated by Smartlab and owned by Smartlab and ElaadNL. As a not-for-profit platform, the main interest of e-clearing.net is to develop the e-mobility market. Both available current versions OCHP v1.4 and OCHPDirect v0.2.6 were released in August 2016 (In October 2020 OCHP introduced to members the newest update 1.5, but no further public information was provided, the valid version remains 1.4).

The OCHP documentation is free to download and does not demand registration. Thanks to the MIT license, the protocol allows for open distribution and alteration. The administration of the OCHP lies on the Smartlab/ElaadNL side, which has the remaining right to apply and execute edits to the protocol. Prior and complete implementation testing needs to be conducted before a participant gains access to the e-clearing.net roaming platform. To support a coherent development of the OCHP protocol each year developers collect user feedback.

The Open Clearing House Protocol is based on the SOAP (Simple Object Access Protocol) computer protocol. It largely relies on asynchronous communication (opposed to real-time communications, as for OCPI). For instance, e-clearing.net does not store transaction data. Instead of real-time authentication, OCHP forms lists of users who are allowed to authenticate. This approach allows avoiding a single point of failure (SPOF) - if the roaming hub breaks down, charging sessions remain active.

The OCHP protocol documentation describes the following market roles:

The EV user, that has a direct or indirect contract with an eMobility Service Provider, charges an EV at a charge point/charge station.

The eMSP grants access to charge points/charge stations to the EV owner. The eMSP provides the EV user access via an RFID card or certificates. The service is supported by CPOs. The CPO operates charge points and acts as a contract agent for the eMSP. Each charging session is settled between the eMSP and the CPO under agreed conditions.

The parking spot operator (PSO) owns and operates the parking spots with access to the charging infrastructure operated by the CPO. The PSO offers a parking spot where a charge point is located and can supply information on location and availability to the CPO.

The clearinghouse operator (hub operator), runs a software platform to enable data exchange between MSPs, CPOs, and NSPs*.

*The documentation of OCHP protocol also distinguishes the role of the Navigation Service Provider (NSP), similar or equivalent to the role of Charge Point Operator. It applies to service towards the EV user for searching, locating, and routing to charge points. The party may have contracts with CPOs or MSPs.

Roaming via hub - Hub’s roaming platform connects the associated partners. OCHP is used by the roaming hub e-clearing.net, but the documentation does not specify if the roaming hub should necessarily be run by e-clearing.net.

Authorization - EV owners are recognized by tokens. The eMSP supplies a list with contract IDs of registered EV users to the hub, that can later be downloaded by CPOs. If an EV is charged at a CPO, the operator’s system checks the ID against the roaming authorization list downloaded from the roaming hub.

Billing - Charge detail records (CDRs) collect charge data, hence CDRs describe the billing. The CPO exports the CDRs to the roaming hub. The hub performs a basic plausibility check. Correct CDRs are forwarded to the eMSP. In case the CDRs fail the validation of reliability check, are sent back to the CPO for the fixing. Besides, the roaming hub also archives CDRs.

Static charge point information - OCHP can be applied to show the charge point ID, CPO, charge point site owner, charge point location (name, address, geocode, type, image), nearby facilitates, link to a website, time zone, current status, scheduled availability status, accessibility, tariffs, authorization forms, payment options, charge mode, connector type, maximum power, guaranteed power, voltage, support phone number, reservation possibility, the maximum time for the reservation, languages of the interface, user feedback form, and the time of the last update. Besides, the tariff model can handle complex advanced tariff schemes based on time of the day, date, charged energy, charging speed, and duration based on input from CPO. The CPO supplies static charge point information to the roaming hub, which can be then processed and transferred to contracted EV owners by eMSP.

Real-time charge point information - OCHP provides the current status of a charge point (available, reserved, occupied, blocked, out of order, unknown). OCHP divides real-time from static data. The dynamic data is stored in a separate database, dedicated to this kind of access. Real-time charge point information is sent to the roaming hub, then is transferred to the signed users of an eMSP.

Session information - refers to CDR ID, charge point ID, token ID, contract ID, CDR status, start time, end time, duration, charge point address, charge point type, connector type, tariffs, meter ID, total cost, and currency.

Remote start/stop - Charging sessions can be controlled via an eMSP app.


The OCHPDirect (dedicated for p2p connections) supports the following functionalities:

Roaming peer-to-peer - Achieving e-roaming is possible without a connection with a hub.

Authorization - Charging sessions can be controlled via an eMSP app.

Real-time sessions information - Start of a charging session, end of a charging session, metering information, power management information, handy invoicing.

Remote start/stop - The charging process can be controlled when stationary started via the eMSP application.

E-clearing.net, unlike commercially orientated hubs, is an open platform that facilitates the exchange of roaming authorization, charge transaction, and charge point information data (all transactions are free). At the moment, e-clearing.net requires only a fee for joining the platform.


Why apply at least one open standard? To save time and open your network to a larger number of users, increase opportunities and reap profits. Or, in other words, applying open EV roaming charging software protects against being excluded from the market. Both, Open Charge Point Interface and Open Clearing House Protocol & OCHPDirect are classified as stable, reliable, and secure solutions. The growing number of countries that support the development and promotion of both solutions indicate openness, independence, and royalty-freedom. Open and modern approach contributes to fast penetration and enthusiastic approval. Many countries are in the early phase of charging infrastructure development. Open standards are meant to facilitate rapid growth and ensure up-to-date functionality.

OCPI and OCHP support installing a public open charging network

Open Charge Point Interface and Open Clearing House Protocol are developed and supervised by non-commercial organizations. Demand for roaming includes cross-border connectivity. The future of the open network will largely depend on the willingness of partners to collaborate and regulatory guidance. For instance, some countries already established conditions for operation on the domestic market. Slovakia requires new parties within three months of the commissioning of the recharging points, to be connected to any roaming platform that connects more than 80 operators. In Norway, Oslo authorities formed an open policy for sharing with third parties. Berlin expects every Charge Point Operator operating a recharging point in the public domain to register it in a central authentication platform managed by the city, offering access to the customers of each eMobility Service Provider under comparable conditions. To meet the conditions, it is necessary to open a network. Following the 2050 EU strategy, soon it might be mandatory to provide seamless connection on large networks in the Union.

An extensive scientific analysis of the four most commonly developed protocols in terms of the search for the ideal protocol can be found 

Two actively supported independent open standards for EV roaming. Discover cross-border e-mobility standards for accessible charging network.

EV roaming with open standards - OCPI and OCHP 

Pros and cons of custom and ready-made charging software

. Wandering through the web of available options, as it is the same for any software, you face the challenge: will the ready-made solution meet your expectations, or maybe it is worth investing in an individual solution that covers 100% of your business needs? Trust me, you are not alone. Having heard this dilemma repeatedly I’ve decided to gather critical thoughts on both sides and present the outcomes.


Stating with some brief basic explanation - Charge Point Operator can be defined as an owner or administrator of charging hardware and software. With a market booming and demanding infrastructure, IT providers offer off-the-shelf solutions.

What are the benefits of a custom CPO platform?

A custom solution is especially beneficial for operators who want to keep the processes 100% up to specific demands. The backend management system for Charge Point Operators is what sets the business on a path to success. The whole charging network demands a properly tailored solution that adequately covers business relations and dependencies. Specifically, in the e-mobility world, supportive backend software should embody device management, business insight, and customer relationship management.

 is a tool for monitoring and managing emerging issues promptly and efficiently. In addition to real-time alerts, it also allows framing price schemes.

provides a transparent glimpse into key metrics on how the charging network is performing. The insights should be given at a fixed frequency and the dashboard should be flexible enough to support deep and extensive business intelligence.

The customer* relationship management module

 stores users’ data, billing information, and contracts.* Here pointing out ‘customer’ we have in mind, eMobility Service Providers.

With customization comes independence. The e-mobility market evolves steadily, hence the charging network needs to follow the novelties and recent updates. Setting focus on what the future can bring, how the trends evolve, and which standards to follow will ease interoperability and scalability. Being self-reliant allows faster implementation of new features, 

 The backend system should provide accurate information in the BI area, consumer behavior and preferences, as well as malfunctions and enable remote repairs. This applies to the basic approach but forward-thinking resonates with more advanced supplements.

The essence of the EV charging business must be met and this is what off-the-shelf software suppliers offer. However, the goal is to develop standards of work and find repetitive behaviors. Based on that, the processes can be adjusted and refined for future changes. The custom approach puts the company one step ahead, ensures better responsiveness, explores specific niches thus finding ways to exploit new opportunities. The e-mobility market reaches a point where multiple operators offer the same or similar services. Further steps towards establishing a pole position, are detailed segmentation and prompt meeting particular divisions' needs.

One of the advantages of a custom solution is access to and control over the source code. This means the upgrades and new deployments are set and prioritized by the owner. Taking a step further, a strong point for which it is good to choose a custom solution is a case when a company intends to do something unique and addresses some existing problem with one and only innovation. Then the chance that it will be covered by some ready-made solution is very low - so it needs to be customized. If there are some patented resolutions, then these certainly will not fit into a ready-made solution.

What are the cons of a custom CPO platform?

The matter of the cost of developing a custom solution depends on the scale. Operating on a relatively small market or having a limited number of charge points will not necessarily require custom software. If so, a ready-made solution will cover our needs and work well. However, if the business assumptions reach forward, addressing the needs of a particular niche or out-of-the-box explications, here customization will be vital.

Besides the cost of a tailor-made solution, the other con is timing. The individual approach requires careful evaluation. This incorporates the whole development process, with a discovery phase, technical clarification, usability design, iterative product development, and further support. Matching technology with business goals and flexible product design to incorporate required changes on-demand fast and seamlessly. Whether it’s eMSP or CPO platform, 

 requires time and commitment from business and IT representatives. Although the initial outlay is large, this approach allows you to identify pain points at an early stage, hence better estimate time and effort, and thus avoid unnecessary expenditures.

Off-the-shelf CPO platform strengths and limitations

Operating on a general course could be successfully supported by vendor-dependent software. These solutions usually cover ongoing common market demands. When working on a relatively small scale, it may perform well. So, the question is ‘Do I really need a custom solution?’. As an alternative, you can acquire an off-the-shelf product. The arguments in favor of purchasing a ready-made solution are faster implementation, lower up-front costs, and your business needs are considered as regular (don't include much specific or novel). In this case, off-the-shelf software will remain more cost-efficient for your business. Usually, ready-made software is the best choice for small business that needs budget resolution.

The difference lies in the vendor’s business goals. The speed of change for upgrades and security updates is affected by the business case and objectives set by the supplier. A question here is whether our needs will be a key priority while obtaining a steady product line. Usually, the ready-made solutions providers are familiar with common issues and offer a broad range of features and modules to cover market requirements. However, some of the offered specialties might be unnecessary for our business case, we still have to pay for them.

Providers supply crucial overview for general purposes. Most of the offered white-labeled CPO platforms offer a dashboard for monitoring stations’ condition, notifications about malfunctions, statistics and insights into charging courses and tariff revenue, transaction reporting, insights into driver behavior and expenses. In their respective limitations, pre-built software vendors supply fine analytics-powered platforms for business accounts. This enables monitoring and optimizing EV charging infrastructure, e.g. identifying charging trends. Access to historical data enables informed decision-making. With some sort of customization, off-the-shelf products also offer to create brand recognition. For the aspiring player or with limited funds, implementing a turnkey solution may be a great starting point.

However, becoming a vendor-locked-in also may cause future turbulences in the matter of transition. This should be kept in mind. The aforementioned applies to charging providers willing to switch in the future to another software. When reaching the decision, to change the provider or switch to a tailored solution, may cause turbulences (unless integration is done through open standards, but even that's not always enough). Still, limiting opportunities will not be an obstacle in every situation.

The individual case to take into consideration is whether the vendor company stock performs well. It is worth checking out if the long-term business partnership is going to execute adequately. Long-term stability will depend on the number of customers and the level of satisfaction. In the dynamic market, staying up-to-date is one of the key factors of success. Being trapped on an obsolete version that no longer responds to market and business needs will quickly generate a loss. Make sure your partner sets the right focus and follows market demands and recent updates.

At this point, my recommendation is to take some time to define and evaluate your business goals. Finding answers to the nagging questions - how do we want to operate, what are our expectations and what do we want to achieve over the first year of existence and the next five years. Add the unknowns - predictions of how the market may evolve and what the expectations of partners and users are. This will help plan the resources and reveal potential areas of focus. Perhaps an additional niche will be discovered that is worth developing. The e-mobility market is 

 and now is a good time for a profound analysis. Some answers can be provided by open standards development organizations. Be familiar with OCPP, OICP, and OCPI standards. Follow the recent trends and updates to make sure you respond to market requirements accurately. This will help you scale fast. Besides, don’t forget about your defined personas, final recipients of your service. Whether it’s off-the-shelf or custom-made, it won't work if we don't 

 to user requirements. Letting ourselves off the hook will quickly put us out of business. If having difficulties recognizing your needs, don’t hesitate to leave a message. We’ll gladly help!


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

Experienced content writer with over 4 years of experience in the energy sector and many industry-related publications released.

Gabriela Stawiarska

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…

Do most member states consider electricity as a good or as a service? Are there any visible trends?

The only thing I can say, if companies are interested there is from the EU committee open information available. And that's the only thing I can say and you will see that as Pawel was saying, they also don't agree yet, but that information is available and can be shared.

To summarize, there are those guidelines from the European Commission from 2018, according to which the supply of electricity supply is regarded as supply of goods. However, there are a few member states where it is considered a service. But I believe mostly it is considered to supply imports. But it's only a trend. Now we need to have VAT directive changes, which I believe will come out in the next few years.

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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