EV charger grants for businesses in Europe: what is still open in 2026, country by country

In 2026, direct grants for company charge points have become the exception in Europe. The Netherlands still pays a fixed amount per charge point through SPRILA until 18 December 2026, Luxembourg ran calls for projects and an SME scheme that closed during the year, and the UK pays up to £500 per socket until 31 March 2027. Belgium, Germany, Spain, Italy and Portugal now support company chargers mainly through tax deductions and depreciation, or not at all.

This guide is for finance, facilities and fleet teams who want to know exactly what money is still on the table before ordering charge points, in each European country where they operate. It covers each scheme with its amount, deadline and who applies, the tax levers that replace grants, a comparison table, a worked example in euros, and how to build the business case once the grants are gone. It also explains why the cheapest kWh for a company car, the one charged at the driver's home, needs no grant at all: that is the energy Voltaback reimburses at its real cost.

The European picture in 2026

Three trends explain why grants for company chargers have shrunk:

• The market no longer needs a push. Chargers are cheaper and more common than when the first national programmes started around 2020. Governments have moved money to public fast charging, apartment buildings and heavy vehicles.
• Obligations replaced incentives. The recast Energy Performance of Buildings Directive (EU) 2024/1275 requires recharging points in non-residential car parks, with a first deadline on 1 January 2027 for existing buildings with more than 20 spaces. A charge point that the law requires is usually not eligible for a grant. The details are in our article on workplace charging requirements.
• EU funding targets public access. The Connecting Europe Facility's Alternative Fuels Infrastructure Facility funds publicly accessible charging along the trans-European transport network, not chargers reserved for a company's own staff and vehicles.

A new EU text points in the same direction. The Clean Corporate Vehicles proposal, tabled by the Commission in December 2025 (procedure 2025/0421(COD)), would set national targets for the share of zero- and low-emission vehicles in new cars and vans registered by large companies from 2030, and would limit national financial support to zero- and low-emission vehicles from 2028. It was still being negotiated in autumn 2026. Source: European Economic and Social Committee, Clean corporate vehicles.

In short: expect fewer grants and more obligations. Plan the project on its own merits, then take whatever support is still available.

Netherlands: SPRILA, KIA and what no longer applies

The Netherlands is the only large continental market with a national grant for private company charge points in 2026.

SPRILA

The SPRILA scheme (Subsidieregeling Private Laadinfrastructuur), run by RVO, pays a fixed amount per charge point installed on private ground for company vehicles. SMEs receive double the amount paid to large companies. Applications for 2026 are accepted from 20 January to 18 December 2026 at noon, with eHerkenning level 3, first come first served within the available budget; an oversubscribed application moves to the next opening, which RVO expects at the end of January 2027.

A battery feeding the charge points can also be supported, at 60 € per kWh of storage (85 € for SMEs). The minimum application is 2,500 € per location, so a single AC charge point for a large company does not qualify on its own. Source: RVO, SPRILA.

Tax levers in the Netherlands

• KIA (small-scale investment allowance): an extra deduction of 28 % for total investments in the year between 2,901 € and 71,683 €, tapering above. It counts all the year's investments, not just the chargers. Source: Belastingdienst.
• MIA and Vamil no longer apply to charge points in 2026: RVO removed them from the Milieulijst and refers charging infrastructure to SPRILA. Some websites still claim otherwise. Source: RVO, MIA\Vamil for transport.
• ERE certificates: electricity delivered to vehicles through a charge point with a MID meter can generate renewable energy units, sold each year through a registered party. The income is modest per kWh but recurring.
• VAT: recoverable for VAT-registered businesses at 21 %.

Belgium: deductions, not premiums

Belgium supports company charge points through corporate tax, not through grants.

• Deductibility of the charger: a charge point bought by a company is depreciated and deducted at 100 % if acquired until 31 December 2029; the rate falls to 75 % for chargers bought, leased or rented from 1 January 2030, the same rate as an emission-free car bought that year.
• The increased deduction of 200 % then 150 % applied only to smart charge points open to the public, for investments from 1 September 2021 to 31 August 2024. It has ended. A charge point in a closed company car park never qualified.
• The basic investment deduction of 10 %, since 2025, can apply to a charger as new fixed asset, for small companies and self-employed people only. Large companies have no right to it.
• The thematic investment deduction covers charging infrastructure for trucks, buses and ships, not for passenger cars.
• The federal tax reduction for private home chargers (45 %, then 30 %, then 15 %) ended on 31 August 2024.
• Regional premiums: no general premium for a private company charge point was found in Flanders, Wallonia or Brussels in 2026. Some municipalities pay their own; ask for the official reference in any quote that promises a "regional charger premium".

Sources: Vlaanderen.be, tax advantage for charging stations, SBB, basic investment deduction, VLAIO subsidy database.

Germany: federal grants closed, tax levers open

Germany has no federal grant for company charge points in 2026.

The apartment building programme pays up to 1,300 € per space for pre-cabling, 1,500 € with a wallbox and 2,000 € with a bidirectional charge point. It is relevant to a company that owns staff housing, not to a company car park. Sources: Federal Government, charging in apartment buildings, laden-im-mehrparteienhaus.de.

Some Länder, municipalities and municipal utilities (Stadtwerke) run their own programmes, usually with short windows, a ban on cumulation and a commitment to operate the charger for several years.

The tax levers matter more:

• Declining-balance depreciation: movable assets acquired after 30 June 2025 and before 1 January 2028 can be depreciated at up to 30 % of the residual value per year (§ 7 (2) EStG), instead of straight-line. It is a cash-flow advantage, not a grant. Source: § 7 EStG.
• Chargers at employees' homes: a wallbox lent by the employer is tax-free for the employee (§ 3 no. 46 EStG); a wallbox given or subsidised can be taxed at a flat 25 % wage tax rate (§ 40 (2) EStG), free of social security contributions. Free charging at the workplace is tax-free too. Source: BMF letter of 11 November 2025.

Luxembourg: calls for projects and an SME scheme

Luxembourg has the most generous framework in relative terms, but its 2026 windows have closed.

A trading company cannot claim the private charger subsidy for its own chargers, but its drivers who live in Luxembourg can claim it for a charger at home. Sources: guichet.lu, SME aid, guichet.lu, private chargers 2026.

Watch for new calls in early 2027: the framework law of 26 July 2022 remains in force.

Spain, Italy and Portugal

Southern Europe's charger programmes have mostly ended or moved to households.

Spain

• MOVES III ended on 31 December 2025. The new Programa Auto+ (Royal Decree 609/2026) supports the purchase of vehicles, not charge points.
• Free depreciation (additional provision 18 of the Corporate Tax Law) applies to new charge points that enter into operation in tax periods from 2024 to 2026: the company can deduct the investment at its own pace. Source: Corporate Tax Law (BOE).
• Municipal tax rebates on the construction tax (ICIO), property tax (IBI) or business activity tax (IAE) exist in many municipalities, depending on their own bylaws.
• Regional calls occasionally appear; check your autonomous community.
• Employees can deduct 15 % of the cost of a home charger from personal income tax until 31 December 2026.

Italy

• The 40 % contribution for businesses and professionals managed by Invitalia had no open window in 2026; the last one ran in 2024.
• The home charger bonus 2026 (MIMIT) closed early on 27 October 2026, funds exhausted. It concerned individuals and condominiums.
• Regional and Chamber of Commerce calls appear regularly, often for SMEs under the de minimis rule.
• The hyper-depreciation of the 2026 Budget Law has a GSE procedure; whether charge points qualify is uncertain and should be confirmed with your adviser.

Source: Fiscal Focus, early closure of the home charger bonus.

Portugal

• The Fundo Ambiental supported chargers for individuals and condominiums (80 % up to 800 € for the charger and 80 % up to 1,000 € for installation, in 2025 and 2026). That call closed on 27 July 2026. It did not cover company fleets.
• New support for 2027 has been announced for households and micro-enterprises, with rules not yet published.
• The real support for companies is tax: an electric company car avoids autonomous taxation (0 % for a BEV up to 62,500 €), VAT on its purchase is deductible, and it is exempt from the annual circulation tax.

Source: Fundo Ambiental.

United Kingdom: the Workplace Charging Scheme

The UK, outside the EU, still runs a direct grant for workplaces.

• Workplace Charging Scheme (WCS): up to £500 per socket for installations from 1 April 2026 (£350 before), up to 75 % of the cost, 40 sockets maximum across all sites, for businesses, charities and public bodies with dedicated off-street parking. Work must be done by an OZEV-authorised installer within 180 days of the voucher. Sockets required by building regulations or a planning condition are not eligible. Deadline: 31 March 2027.
• 100 % first-year allowance on new charge point equipment, extended to 31 March 2027 for Corporation Tax and 5 April 2027 for Income Tax.
• Households: renters and flat owners with private parking can claim up to £500 for a home charger, until 31 March 2027.

Sources: GOV.UK, Workplace Charging Scheme, GOV.UK, first-year allowances. Our UK site covers the scheme in detail.

How grant applications work across Europe

National schemes differ in amount, but most share the same mechanics. Knowing them avoids the most common reasons for refusal.

• Apply before you order. Luxembourg's SME scheme and calls for projects, and most regional programmes in Germany, Spain and Italy, refuse projects where works or orders started before the application. In the UK, the voucher must exist before the installation. A signed quote is usually fine; a signed order often is not.
• First come, first served. SPRILA and many regional calls allocate the budget in order of arrival. A complete file on the first day of a window has a better chance than a perfect file a month later.
• Operating commitments. Grants usually require the charge points to stay in service for several years (five years in Luxembourg), sometimes with renewable electricity, and forbid resale. Moving offices during that period can trigger a repayment.
• No double funding. Most schemes forbid cumulation with another grant for the same cost. Tax deductions and depreciation remain available on the net amount.
• State aid limits. Regional and Chamber of Commerce schemes in Italy and elsewhere often fall under the EU de minimis regulation, which caps the total public support a company can receive over three years. Your other grants count towards that cap.
• Proof of payment. The grant is usually paid after commissioning, on paid invoices. Keep the installer's commissioning report, the grid operator's approval and photos of the installation.
• Qualified installers. The UK requires an OZEV-authorised installer; Belgium requires an inspection by an approved body; Luxembourg and Germany require an approved electrician and a grid notification. A non-compliant installation can lose the grant even after the work is done.

Leasing, renting or charging-as-a-service: does it change the grant?

Many companies no longer buy their charge points. They lease them, or pay an operator per month or per kWh. The choice affects who can claim support:

In Belgium, the rent of an operating lease is deducted in full in the year, and a charger leased from 1 January 2030 follows the 75 % rate. In Luxembourg, a leasing company can claim the private charger subsidy only for an eligible lessee and must pass the full amount on. In every country, ask the provider in writing whether a grant was received and how it is reflected in the price, so you do not pay for a subsidy you never see.

Grants by country: summary

Worked example: 10 AC charge points in three countries

Take a company that installs 10 AC charge points of 11 kW on its own car park, for 500,000 € of total investment in the year (so above the KIA ceiling in the Netherlands). Assume 2,500 € per charge point installed, so 25,000 € in total, and a corporate tax rate of 25 %.

All three companies also deduct the depreciation itself over the life of the charger; the table shows only what goes beyond normal depreciation. Rates and ceilings must be confirmed with your adviser for your year and your company size.

The lesson: in 2026, a grant can cut the hardware cost by a third in the Netherlands and by nothing in most other countries. The decision cannot rest on the grant.

The business case without grants

A grant lowers the price of a socket. It does not change how many sockets you need. Size the project first, then subtract the grant.

Step 1: count the vehicles that need to charge at work. Pool cars, vans that return to a depot every night, and company car drivers who cannot charge at home (flats without a space, on-street parking). Company cars that sleep on a private driveway charge at home most nights.

Step 2: size sockets on dwell time. A car parked 8 hours a day on an 11 kW socket can take far more than a day's driving needs; a 7 kW socket already delivers up to 56 kWh, about 300 km. With load management, one socket often serves two or three pool vehicles in rotation.

Step 3: check the grid connection. Adding 10 charge points at 11 kW is 110 kW of potential load. Load management can keep the peak far below that; a connection upgrade costs more than any grant, and in the Netherlands grid congestion can delay it by years.

Step 4: compare over 5 years. Installation, back-office, maintenance, and the electricity at your business tariff, against the home kWh reimbursed at the driver's cost. Our recommendation tool for charging installations suggests the right equipment for each vehicle profile.

The step-by-step project plan is in our guide to workplace EV charger installation.

Which route for which company

The mistake to avoid: buying sockets because of the grant

The grant creates a bias: "we get 800 € per charge point, so let's install 30". But every socket then costs back-office and maintenance every month for as long as it stays in service, and a large array may require a grid upgrade that no grant covers.

Take 50 company cars. If 40 drivers charge at home and 10 vehicles are pool cars, 6 sockets with load management usually cover the pool. Installing 25 sockets "because the grant is there" adds 19 sockets. At 2,500 € each minus an 800 € SPRILA grant, that is about 32,300 € of net installation for capacity that will sit idle, before its running costs.

Meanwhile, the 40 drivers still charge at home, and that energy still has to be reimbursed.

Grants for drivers at home

Most company car energy is charged at home, and home is where most remaining household grants are:

A company cannot claim these for its drivers, but it can tell drivers they exist. For a driver in a flat, the grant may decide whether a charger is installed at all; see our guide to charging rights in apartment buildings. Typical home installation prices are in our home charger installation cost guide.

The cheapest kWh needs no grant

Home charging is the cheapest energy a fleet can buy: a night kWh on a dual-rate contract costs about 0.24 € in Belgium and about 0.19 € in Luxembourg, against 0.50 € or more on public fast chargers. No grant is needed, because the charge point is already there, or the driver uses an existing socket. What the company needs is a clean way to measure and reimburse it.

That is what Voltaback does. The software reads each home charging session from the car's own data, for more than 48 car brands, and reimburses the driver at the real cost of their contract, or at the local flat rate where one exists. Voltaback relies on the home's MID-certified meter, not on a standalone cable meter, so no new hardware is needed. Voltaback does not install chargers, but helps drivers get installer quotes when one is missing. See how home charging reimbursement works.

For the full investment picture, read how to depreciate company vehicles.

Checklist before you order charge points

1. List your sites, the vehicles that sleep there and the drivers without home charging.
2. Check the EPBD duty for each building: the mandatory points may not be eligible for grants.
3. Check open windows: SPRILA (until 18 December 2026), the UK WCS (until 31 March 2027), regional calls in Germany, Spain and Italy, the next Luxembourg calls.
4. Apply before ordering where the scheme requires it (Luxembourg, SPRILA timing, UK voucher).
5. Ask your adviser which tax levers apply to your company size and year: KIA, basic investment deduction, declining-balance or free depreciation.
6. Size sockets on dwell time and load management, not on the grant ceiling.
7. Plan the home charging policy at the same time, since it covers most of the fleet's energy.

Before you order charge points

Grants pay for sockets, not for the right decision. Count where your vehicles really sleep, size each site on that, take the support that is still open, and reimburse home charging at its real cost.

Book a demo and we will show you how much of your fleet's energy is already charged at home.