EV chargers in Luxembourg apartment buildings: votes, steps, subsidies and the employer's role

In Luxembourg, every EV charger in a co-owned apartment building needs a vote at the general meeting: an absolute majority of all shares is enough for a private charger paid by the co-owner, while a collective installation paid by the co-ownership needs a double majority of three quarters. There is no automatic "right to plug" of the kind some neighbouring countries have.

This guide is written for company car drivers who live in an apartment building, and for their employers. It covers the majorities, the steps with the building manager (syndic) and the grid operator, the 2026 subsidies, tenants and cross-border workers, and what the company should decide before ordering the car. Voltaback, which reimburses home charging for more than 200 client companies, comes in at the end of the process: reimbursing every kWh at the right price, even on a shared meter.

No automatic right to plug: the general meeting decides

The legal framework is the amended law of 16 May 1975 on the co-ownership of buildings (loi portant statut de la copropriété des immeubles bâtis). It gives no individual right to connect a charger without consent. As soon as the works touch common parts, such as drilling a wall, running cable trays or connecting to the shared switchboard, the general meeting has to vote.

A refusal is not necessarily final. According to practitioners, a co-owner can challenge in court an unreasonable refusal of a reasonable project, for example a charger at their own cost that bothers nobody. That route is slow and uncertain and should be discussed with a lawyer. A well-prepared proposal that wins the vote is the better path.

The government has announced it wants to simplify voting rules for energy transition projects. Until a text is adopted, the majorities below apply. Source: Luxtoday, chargers in residential buildings.

Which majority for which decision?

In January 2026 the Klima-Agence published a practical sheet for building managers and co-owners. It separates four decisions.

Watch the absolute majority: it is counted on all shares, not only those present. An absent co-owner effectively counts as a "no", so collect proxies before the meeting. Source: Klima-Agence, practical sheet on charging in residential buildings (01/2026).

What it means in practice

Take a building with 1,000 shares (millièmes). Co-owners holding 620 shares are present or represented at the meeting, and 480 shares vote for your private charger.

• Simple majority of those present: 480 out of 620, so reached.
• Absolute majority of all shares: 480 out of 1,000, so not reached: 21 shares are missing.

Three more proxies from absent neighbours would have carried the vote. That is why preparation matters more than the debate on the day.

One private charger or a collective installation?

In a small building, a charger connected to the flat's own meter is usually the simplest option. Beyond about 20 parking spaces, the Klima-Agence recommends a dedicated shared meter for charging (an "EMOB" meter) and a collective smart charging system that shares the available power between cars.

Power is the bottleneck. The sheet's example: with 44 kW available for the whole building, you can run four 11 kW chargers at once, or around fifteen chargers with smart management that adjusts each one between 4 and 11 kW. A well-designed collective set-up stops the first driver from using up the capacity everyone else will need. For a company car profile, 4 kW overnight is usually enough: in ten hours, about 40 kWh go into the battery, more than 200 km of range.

The technical side: power, busbar and fire safety

Power comes first

Before asking for quotes, find out how much power the building can make available for charging. The electrician asks the grid operator for a connection approval, which sets this maximum. Every later decision, from the number of chargers to the need for load management, follows from that figure.

Pre-wiring with a busbar

A busbar is a flat conductor that carries and distributes power along the car park. Further charging points are connected one by one, without new costs for the co-ownership at each extension. In a building where two residents want to charge today and twenty in five years, it is often the most economical basic decision.

Fire safety in the underground car park

In buildings with more than 20 parking spaces, the project must also include:

• connection of the charging infrastructure to the fire alarm control panel, with programming and testing;
• suitable fire extinguishers for electrical risks (ABC powder or CO2), under the ITM-SST 1506 safety requirements;
• inspection by an approved control body, which is mandatory here.

For buildings with an operating permit, the syndic checks which requirements apply. These items cost money, but they are also the strongest answer to neighbours' safety concerns at the meeting.

The steps, from first email to commissioning

1. Survey the co-owners. The syndic asks who wants to charge now or later. The more interest, the stronger the case for a collective solution.
2. Get at least two quotes from approved electricians, split between the private part (charger, fitting) and the common part (cabling, load management, dedicated meter).
3. File a request with the grid operator. Any charger of 7 kW or more on three-phase, or above 4.6 kW on single-phase, must be declared in advance, through the myCreos portal for Creos. The other operators are the towns of Diekirch and Ettelbruck and Sudstroum.
4. Put the item on the general meeting agenda, with the quotes and the technical diagram. If the annual meeting has just taken place, ask for an extraordinary one.
5. Carry out the works. The electrician sends the end-of-works notification to the grid operator through the SmartyPro app.
6. Have the installation inspected by an approved control body. This is mandatory for covered car parks with more than 20 spaces, which must also be connected to the fire alarm system.
7. Claim the state subsidy on MyGuichet with the paid invoices.

Sources: Creos, charging your car, Klima-Agence, practical sheet.

How long does it take?

The bottleneck is almost always the general meeting, not the works. A realistic order of magnitude:

Count on three to six months in total if everything goes smoothly, so start when the car is ordered, not when it is delivered. For the cost of the installation itself, see our article on the price of installing a home charger.

Your file for the general meeting

A complete file disarms most objections. It should include:

• a description of the works and a plan of the cable route;
• the power available according to the grid operator and the charger's power;
• at least two quotes, split between private and common parts;
• a commitment that you pay for the works, the electricity and later maintenance;
• the rule for removal when you move out or sell;
• proof of the fire safety measures and inspection, where required;
• a note that other residents can connect later if a busbar is planned.

New buildings: pre-wiring is already required

Since June 2021, new residential buildings must include pre-wiring of parking spaces for charging and smart charging management. In a recent building, the job is mostly to fit a charger onto existing infrastructure, which makes the vote easier and the cost lower. Check with the syndic before asking for quotes. Source: Luxtoday.

On what grounds can the general meeting say no?

The general meeting decides freely as long as the majority is not reached. In practice, neighbours who vote no usually give one of these reasons:

• Power: the charger would use up the building's connection or the capacity needed by later users. Answer: load management or a cap at 4 kW.
• Fire safety: fear of battery fires in the underground car park. Answer: fire alarm connection, extinguishers, inspection by the control body.
• Cost: fear of paying for other people's chargers. Answer: private part at your own cost, own meter or billing through the load management system.
• Appearance and works: cable trays on visible walls. Answer: a cable route plan in the file.

A refusal that rests on none of these grounds, for a project that meets every condition, is the case where a court challenge may have a chance. Even then, it is a slow route.

Subsidies 2026 to 2030 for chargers in apartment buildings

The new subsidy scheme (bill 8577) covers invoices dated from 1 January 2026 to 31 December 2030. It has not yet been finally adopted, so amounts may still change before publication.

Main conditions: a new charger, above 3.7 kW, installed by an approved electrician, on a space not open to the public. From 1 January 2027, only chargers compliant with EN ISO 15118-20 will be subsidised. The claim must be filed within one year after 31 December of the invoice year.

Who can claim? The owner or the tenant of the space, or the syndic with a written mandate. For the collective system, the association of co-owners can claim if most shares belong to eligible persons. Source: Guichet.lu, subsidy for private charging stations (2026).

How the claim works

The claim consists of four forms on MyGuichet: two are completed by the service provider, two by the applicant. Attach the paid invoices of the e-mobility provider, of the fire alarm provider where relevant, of the control body and any other installation invoices. You can estimate the amount beforehand with the Klima-Agence subsidy simulator, and compare chargers and load management systems on its charger portal.

Worked subsidy example

Three cases with assumed prices, only to show how the caps work:

When the collective system is subsidised, each co-owner's share of the infrastructure falls accordingly. That is a good argument for winning a three-quarter majority.

A connected charger is not required to charge a company car, and a reinforced socket is often enough for daily use. Compare the options in our articles on the best reinforced socket for an EV and on connected chargers for fleets.

Tenants: how does it work?

Tenants have no vote at the general meeting. They go through their landlord, who submits the request to the syndic and votes on their behalf. A written agreement with the landlord covering the installation, what happens to the charger when the tenant leaves and who pays avoids disputes later.

The good news: a tenant who paid for the charger with the landlord's consent can claim the subsidy directly. Only one subsidy is granted per space, either to the owner or to the tenant. When occupants change, the new one can get a subsidy for a new charger if the old one was removed.

Cross-border workers: their country of residence's law applies

Almost half of employees in Luxembourg are cross-border workers. For them, none of the above applies: co-ownership follows the law of the country where the building stands, whether Belgium, Germany or France. Majorities, any right to plug and subsidies differ there, and Luxembourg subsidies only cover installations in Luxembourg.

For the employer, the takeaway is simple: the charging policy has to work whatever the driver's country of residence. That applies to installation, and even more to reimbursing electricity, whose price varies widely between countries.

In practice, ask a cross-border driver who lives in an apartment building four questions before the car arrives:

• Has the building already voted on charging, or is a request pending with the building manager?
• Is there a private parking space, and is it connected to the flat's own meter or to a shared one?
• Which local subsidy applies, and who will claim it, the driver or the landlord?
• Which electricity contract will the car's kWh be billed under, and at what price per kWh?

The answers decide the stopgap solution (office or public charging) and the reimbursement price, without the employer having to master three foreign co-ownership laws.

Company car driver in an apartment building: who pays, who signs?

The request and the vote always belong to the co-owner (or to the tenant's landlord). The employer cannot contact the syndic, vote or challenge a refusal. It can, however, remove almost every other obstacle.

What the employer can do:

• fund the charger or socket, by paying the electrician or reimbursing the employee against the invoice;
• help build the file: quotes, diagram, grid operator request;
• start the process when the car is ordered, to avoid months of public charging;
• plan a stopgap: charging at the company site or a public charging card.

No legal obligation. In Luxembourg, an employer does not have to install a charger at the home of an employee with an electric company car. The usual practice is to cover it in the car policy, paid by the company. Source: Pixie, home charger for a company car.

Four decisions to make before ordering the car

1. Who buys the charger? If the company buys and keeps ownership, the charger is a work tool linked to the car. If the employee buys it, they can claim the state subsidy and the company can top it up. No official text specifically addresses the tax treatment of that top-up, so have the set-up confirmed by your fiduciary.
2. What happens when the employee leaves? Returned, bought back or left in place. In a co-ownership, removal touches the common parts, so plan it in the agreement with the building.
3. How does the driver charge while the process runs? At the office, with a public charging card, or both.
4. How is electricity reimbursed? This question stays open for the whole life of the car.

After the installation: running costs, maintenance, moving out

The project does not end with the inspection. Three items come up over the years and should be settled from the start:

• Running costs of load management: in a collective installation, the co-ownership often pays a subscription for the management system and the kWh billing. Agree whether it is shared among all co-owners or only among users.
• Maintenance and faults: the private charger remains the responsibility of its owner. If it belongs to the employer, the car policy should say who calls and pays the electrician.
• Sale or moving out: the charger can stay, be removed or be sold to the buyer. If it is removed, the openings in common parts must be closed properly, especially fire-stopping.

Checklist for a company car driver in an apartment building

1. Ask the syndic whether pre-wiring or load management already exists.
2. Agree with the employer who buys the charger and who owns it.
3. Have the electrician ask the grid operator for the available power.
4. Get two quotes and put together the file for the meeting.
5. Collect proxies from absent neighbours before the meeting.
6. After installation, claim the subsidy on MyGuichet.
7. Register the car for charging reimbursement and upload the electricity contract.

Our guide to managing and reimbursing home charging across a fleet covers these choices fleet-wide. To get the installation priced, use our charger installation quote service: Voltaback does not install chargers, but helps you compare quotes from approved electricians.

Reimbursing electricity at real cost, even on a shared meter

Once the charger is running, the employee pays for the company car's electricity. Luxembourg has no official flat rate per kWh. In practice, under the Grand-Ducal regulation of 23 December 2016 on benefits in kind, a company car's electricity is a running cost covered by the flat-rate benefit in kind, provided the kWh actually charged are reimbursed at their real cost. No text from the tax administration (ACD) says this explicitly, so have it confirmed by your fiduciary.

In an apartment building, three situations exist side by side:

• charger on the flat's meter: the price is the one in the employee's contract, about €0.19 per kWh at night on a dual-rate offer in 2026 (energy, Creos network fee of €0.051 per kWh and 8 % VAT);
• charger on a dedicated shared meter: the co-ownership or an operator re-invoices the kWh, often at a different price per kWh plus a subscription;
• cross-border worker: the price in their country of residence, about €0.24 at night in Belgium on a dual-rate meter and €0.32 in Germany.

Worked example

An employee drives 15,000 km a year in a car using 18 kWh per 100 km, so 2,700 kWh charged at home. The building re-invoices charging on the shared meter at €0.30 per kWh (assumption for the example).

The shared meter, or the operator's statement, splits costs between co-owners. It does not show how many kWh went into the company car. Voltaback records every home charging session from the vehicle's data and applies the real price of the employee's contract, whether the charger sits on their own meter or the building's. Voltaback relies on the home's MID-certified meter, not on a standalone cable meter.

Special case: two cars on one charger

In many households, the company car and a private electric car share the same space or the same charger. A meter at the charging point then only sees the total. Only the company car's kWh may be reimbursed: anything paid above that is no longer a reimbursement of costs but, in principle, taxable salary. Measurement that starts from the vehicle itself separates the two cars automatically, without the driver having to assign each session.

To compare charging costs at home, at work and on public chargers, read our article on charging an electric car at home.

Voltaback: apartment building charging reimbursed at the right price

Your driver has their charger? What remains is reimbursing every kWh correctly, every month, for residents and cross-border workers alike. Voltaback does it without hardware: 100 % software, more than 48 car brands connected, measurement audited by an independent third party (1.22 % relative error), ISO 27001 certified since 2 December 2025 and GDPR compliant. The company never receives drivers' geolocation, and payroll gets a monthly export ready to import into your payroll software.

Discover home charging reimbursement or talk to our team to roll it out for your drivers who live in apartment buildings.