August brings fewer stories than our usual spread, but these four developments settle questions the sector has been carrying for years.
Germany’s BNetzA published the rule that finally makes home V2G economically viable. The Netherlands tabled legislation that will determine how half of its motorway charging market is allocated for the next fifteen years. Israel made real-time charging data a legal obligation, with no grace period. And the Electrification Action Plan we flagged in July is now out in full, committing to a 2026 AFIR review and V2G requirements for all new EVs from 2030.
This month’s funding updates cover California’s newly approved $95.2 million Clean Transportation Program plan and New York’s $35 million public sector charging program.
Here’s what changed in August and what it means for your operations.
Regulatory developments
Electrification Action Plan: the full package
We covered the EAP’s launch last month. The full package published on July 17 deserves a closer read for its charging commitments. It comprises the Electrification Action Plan itself (COM/2026/595), V2G regulatory sandbox guidance (SWD/2026/595), a synopsis report (SWD/2026/596), and a legislative proposal amending the Electricity Regulation (COM/2026/600) covering network charges, taxation, smart meters, and grid connection.
On charging infrastructure: AFIR will be reviewed in 2026 to accelerate e-HDV and depot charging rollout, with updated technical specifications mandating bidirectional capability. The Clean Transport Corridors initiative expands to additional TEN-T corridors, backed by a new European financial de-risking tool for e-HDV recharging. The plan targets 400,000 zero-emission trucks by 2030 and sufficient HDV charging grid connections for 40% battery-electric truck propulsion by 2040. Member States are encouraged to frontload RED credits to finance new recharging points, including depots, and to direct Social Climate Fund and ETS revenues toward social leasing schemes linked to subsidized home chargers and affordable public charging access.
On V2G: Three commitments confirm what we flagged in July, that the Commission considers bidirectional charging ready to move beyond pilot. The regulatory sandbox framework is live, referencing Utrecht’s ecosystem and the Dutch Bidirectional Charging Roadmap. Smart charging by default in EV supply contracts will be assessed by mid-2027. And V2G technical requirements, including standardized communication protocols, will apply to all new EVs from 2030. Commission analysis puts annual savings for BEV owners at €44 billion by 2040.
On network charges, smart meters, and grid connection: COM/2026/600 requires network tariffs to contain time-of-use and capacity elements, provide locational signals, and not disincentivize storage or demand response. Member States must ensure electricity is taxed no higher than natural gas. A Union-wide smart meter obligation requires 50% coverage by the end of 2030 and 75% by the end of 2033. The plan targets electricity-to-gas price ratios of at most 2.5 for households and 2 for industry by 2030, and 200 GW of storage capacity, up from around 55 GW today. On grid connections, where queues exist in at least 16 Member States, regulatory authorities gain powers to deter speculative requests, assess project maturity, and prioritize categories of system users, including transport sector participants.
Netherlands tables the Service Area Facilities Act
On June 30, the Dutch Minister of Infrastructure and Water Management submitted a legislative proposal to the Tweede Kamer establishing a permit-auction framework for charging infrastructure, convenience retail, and motor fuel sales across all 288 motorway service areas, with rollout between 2028 and 2047.
Two outcomes the EV charging sector pushed for survived. Charging infrastructure will be licensed under separate permits rather than bundled into the all-in-one concession model proposed for fuel stations, the same principle the Düsseldorf court established for German motorways in March. And each service area will be served by a single permit holder per category, rejecting a more permissive competition model that the Netherlands Authority for Consumers and Markets (ACM) had advanced. Both give CPOs and infrastructure financiers a degree of investment predictability going into the auctions.
The commercially decisive parameters are left to ministerial regulation not yet published: auction methodology, permit sequencing, evaluation criteria, and the structure of the model lease agreement, including its fixed and variable cost components. The timetable is tight. Primary rules must be in force by early 2027 to enable the first round covering 70 permits expiring in 2028, with 150 permits across 50% of all locations to be auctioned by 2030.
These auctions will define half the Dutch motorway charging market for fifteen years, which makes the subordinate rulemaking, not the bill itself, the real battleground. Industry representation in those discussions, and engagement with the parliamentary committee ahead of the September 9 scrutiny session, will shape the conditions under which CPOs can viably compete.
Germany: MiSpeL closes the V2G economics gap
On August 5, Germany’s Federal Network Agency (Bundesnetzagentur, BNetzA) published the near-final working draft of its MiSpeL regulation, “Marktintegration von Speichern und Ladepunkten” (Market Integration of Storage and Charging Points). It comprises the tenor, the Annex 1 delimitation option (Abgrenzungsoption), and the Annex 2 flat-rate option (Pauschaloption). The regulation is planned to take effect on 1 October 2026, with transitional provisions. A BNetzA workshop is scheduled for October 2.
MiSpeL is the missing piece that makes V2G economically viable in Germany. Under the previous regime, a battery storage system or bidirectional charging point lost its entire EEG subsidy entitlement, and its EnFG levy privileges, the moment a single kilowatt-hour of grid electricity entered the storage. This all-or-nothing exclusivity rule (§19(3a) EEG) confined home batteries and bidirectional EVs to pure PV buffer duty, stranding their flexibility potential.
MiSpeL replaces this with two options allowing mixed operation while preserving pro-rata EEG market premium payments for the renewable share. The delimitation option (§19(3b) EEG) uses quarter-hourly metering to separate “green” and “gray” flows, suited to larger installations with 15-minute interval billing capability. The flat-rate option (§19(3c) EEG) provides simplified allocation for residential PV systems up to 30 kWp with co-located storage or charging points, though it remains subject to EU State aid approval.
Critically, MiSpeL treats bidirectional EV charging points as functionally equivalent to stationary battery storage within a home energy management system. A V2G-capable EV can charge from the grid during low-price periods, discharge during peaks, and retain EEG subsidy eligibility for the PV-sourced share.
Combined with the November 2025 EnWG amendment removing the double network charge on re-fed stored electricity and the VDE-AR-N 4105:2026-03 technical rule in effect since March, MiSpeL closes the final regulatory gap in the German V2G stack. The one to watch now is BNetzA’s parallel proceeding on network charge methodology (AgNes), which will determine whether MiSpeL levy-privileged quantities also qualify for reduced network charges. That decision directly affects the V2G business case at scale.
All grid and metering operators must enable both options once MiSpeL takes effect, though until September 30, 2027, application requires operator agreement. Full automated market communication is expected from 2027.
Israel mandates real-time OCPI reporting for public EV charging stations
On 29 July 2026, the Israeli Ministry of Energy and Infrastructure published the Energy Sources Regulations (EV Charging Stations), 5786-2026, approved by the Knesset Economics Committee on 16 June 2026 following a draft published for public consultation. Effective 1 January 2027, every operator with 10 or more public sockets must connect all public sockets to a national database via the OCPI protocol, in the specific versions (2.2.1 or 2.3) set out in the Director’s separately published technical instructions. There is no grace period — a socket whose connection is not functioning correctly is legally treated as not connected at all.
The database is established under Tender 76/2025, replacing the Ministry’s voluntary Cello-operated repository with a mandatory framework. The winner must deliver a National Access Point for location and tariff data (Phase A, 8 months), an electronic roaming Hub connecting CPOs and EMSPs (Phase B, 20 months), and a data portal feeding the Ministry and data.gov.il (Phase C, 12 months). CPOs must push every data change within 60 seconds; the operator polls every 30 seconds as fallback. Required fields per socket include identifiers, geolocation, connector type, power ratings, vehicle types served, availability, tariffs, and payment methods. CPO connection is free; onboarding must complete within two weeks.
The tender imposes strict structural separation. The operator is prohibited from any affiliation with CPOs, eMSPs, or integration service providers active in Israel, and must provide equal, non-discriminatory service to all charging providers. The result is a mandatory OCPI integration obligation comparable to AFIR’s National Access Points, such as the Portuguese regime we covered in June, but materially tighter.
Funding and incentive updates
CEC approves $95.2 million Clean Transportation Program Investment Plan
On August 18, the California Energy Commission approved its annual Clean Transportation Program Investment Plan Update for FY2026 to 2027, allocating $95.2 million to accelerate ZEV infrastructure build-out, with projected allocations through 2028 to 2029. The program, reauthorized through 2035 by Assembly Bill 126, has disbursed more than $2.7 billion since 2008.
The approved allocations are $48 million for light-duty charging, focusing on DC fast charging and at-home or near-home charging; $30.2 million for medium- and heavy-duty ZEV infrastructure, targeting freight, port, public fleet, and school bus projects; $15 million for hydrogen refueling; and $2 million for workforce training and development. At least 50% of program funds must benefit low-income or disadvantaged communities. As of March 2026, more than 62% of historical disbursements met this threshold.
California now has more than 216,000 publicly available and shared charging ports, including more than 20,000 DC fast chargers, alongside an estimated 800,000-plus residential chargers. Program funding has supported more than 52,000 charging ports installed or planned, over 40 manufacturing projects, and more than 30 workforce training projects. The CEC will also release an updated statewide charging needs assessment and its first EV charger reliability report later this year, the first public output of the reliability standards that became enforceable in April.
NYSERDA opens $35 million Charge Ready NY public sector program
On August 14, New York announced $35 million is available for public sector entities to install and operate Level 2 EV chargers through the new Charge Ready NY Large Public Sector Project Program (PON 6141), administered by NYSERDA. Awards range from $1 million to $15 million per project.
Eligible applicants are public sector organizations: state agencies and authorities, local governments, and state or city university systems. Sites must be publicly owned and publicly accessible. Proposers may request up to 80% of eligible documented purchase and installation costs. Only equipment manufacturers and network service providers pre-approved by NYSERDA through RFQL 5312 are eligible. Proposals are due October 20, 2026, at 3:00 p.m. ET, with an informational webinar on September 15.
AMPECO is recognized as a network provider across leading US programs, including NYSERDA’s Charge Ready 2.0 and California’s CALeVIP, and is EPRI-listed for more than 20 utility programs nationwide, so clients on the platform enter these programs with a pre-qualified software stack. Find all available incentives in AMPECO’s incentive tracker.
Looking ahead
Each of this month’s answers comes with an asterisk. The Dutch bill leaves the auction rules to ministerial regulation, MiSpeL’s business case hinges on the parallel AgNes proceeding, and Israel’s technical instructions are being published separately. The direction is set. The terms are not.
Many of those terms will take shape this autumn, making the next few months a critical window for CPOs and eMSPs to engage.
Need help with V2G readiness in Germany, OCPI reporting in Israel, or US program applications?
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