March opens the most important policy window of the year for charging operators. The European Commission launched its statutory review of AFIR, with a call for evidence open until April 20. Price transparency, interoperability enforcement, heavy-duty infrastructure, and data access are all under scrutiny. This is the moment to put operational problems on the Commission’s radar, before any legislative proposal takes shape.
Two court rulings also changed the market this month. In Germany, a final ruling in Fastned v. Autobahn GmbH opened motorway charging to competition. Around 360 locations, roughly 90% of staffed German motorway service areas, must now go to EU-wide public tender. In the UK, a First-Tier Tribunal ruled that public EV charging qualifies for 5% VAT rather than 20%, with major billing implications across the CPO-EMSP chain.
Meanwhile, the Commission published the Industrial Accelerator Act (COM(2026)100) and new state aid rules for sustainable transport; the Council adopted the revised MID; Romania passed its first national AFIR law; and France moved forward with both EPBD transposition and a competition inquiry into Enedis. AMPECO is submitting detailed feedback to the AFIR review and co-signing a joint letter urging Australia to plan for heavy-duty freight charging.
Here’s what changed in March and what it means for your operations.
Regulatory developments
EU Commission opens AFIR review
The Commission has launched a mandatory statutory review of Regulation (EU) 2023/1804 (AFIR). The call for evidence is open until April 20, 2026. A report to Parliament and Council follows by the end of 2026, and legislative proposals could come next. The review focuses on whether infrastructure targets are still appropriate given current EV deployment data.
Four areas are under scrutiny: price transparency at public charging points, interoperability enforcement, the adequacy of heavy-duty vehicle infrastructure, and data access. The Commission acknowledges persistent gaps in all four.
What this means for operators:
- This is the main channel for getting operational problems in front of the Commission before legislation takes shape. Submissions grounded in concrete experience carry weight.
- Price transparency is on the table. The structural gap exposed by the Dutch NKL report we covered in February is exactly the kind of evidence the review needs.
- The review is also the natural vehicle for the new user roles proposed by the Sustainable Transport Forum, which would bring smart and bidirectional charging setups into AFIR’s scope.
- The deadline is April 20. Get in touch if you want to discuss a targeted submission.
German motorway charging opens to competition
On March 6, 2026, the Higher Regional Court of Düsseldorf (OLG Düsseldorf) issued a final ruling in Fastned v. Autobahn GmbH. Extending existing fuel concessions to cover EV charging without a competitive tender is unlawful. Petrol station rights do not extend to fast charging. Autobahn GmbH must now run EU-wide public tenders for charging at staffed motorway rest areas.
The four-year delay had real consequences. Some sites remain capped at 50 kW despite 300 kW capability. Around 360 locations, covering about 90% of staffed German motorway service areas, are now contestable. Tenders are expected later in 2026, though deployment will likely take several years.
This is the second German court ruling in two months to strike down procurement that shut out competition, after the Qwello v. Munich case in February.
What this means for operators:
- Around 360 premium motorway locations are opening to competition. Operators with high-power ambitions in Germany should start preparing for the tenders now.
- Tender design on pricing, interoperability, and hardware standards will decide who can compete and how. Operators should engage on these criteria before they are fixed.
- Expect a multi-year deployment timeline even after tenders are awarded. Factor that into network growth plans.
UK tribunal rules public EV charging qualifies for 5% VAT
A UK First-Tier Tribunal ruled in Charge My Street v. HMRC that public EV charging qualifies for the reduced 5% VAT rate, the same as domestic electricity, rather than the standard 20%.
The case turned on existing de minimis provisions. Supplies of up to 1,000 kWh per month, per charger, per customer, qualify as domestic use. The threshold applies per charger. A customer who uses 900 kWh at charger A and 900 kWh at charger B pays 5% at both. The 20% rate only applies when a single customer exceeds 1,000 kWh in a month at a single charger.
Several questions remain open: how VAT applies to ad-hoc anonymous sessions, how EMSP contract structures and domestic reverse charges work in CPO-EMSP relationships, and how revenue share agreements with third-party intermediaries for home reimbursement should be treated. AMPECO is assessing the implications across all of these areas.
HMRC has until April 12 to appeal. If it doesn’t, policy guidance is expected to follow. Until then, a gray area is likely.
EU publishes the Industrial Accelerator Act
The Commission has published its proposal for the Industrial Accelerator Act (COM(2026)100), following the leaked draft we covered in February. It introduces “Made in EU” and low-carbon requirements for public procurement and EV incentive schemes. EVs in public procurement must be assembled in the EU, with at least 70% EU-origin non-battery components.
No compliance obligations arise until the Regulation passes Council and Parliament.
What this means for operators:
- The demand risk remains. Cost increases or supply constraints could slow BEV uptake and reduce utilization.
- EVSE is not directly affected yet, but the framework signals possible future expansion. It belongs in long-term infrastructure planning.
- The Act also introduces FDI screening for large investments in batteries, EVs, and critical materials.
New EU state aid rules for sustainable transport
On March 16, 2026, the Commission adopted two instruments that modernize EU state aid rules for sustainable transport: the LMT Guidelines and the Transport Block Exemption Regulation (TBER). Both enter into force on March 30, 2026.
The package replaces the 2008 rules and extends coverage beyond rail to inland waterways and multimodal operations. Under the TBER, a wider range of aid measures no longer needs Commission pre-approval. Member States can act directly where conditions are met. New provisions also make financing easier for SMEs and new entrants, and more flexible rules apply to green and digital transition investments.
For CPOs, this means faster deployment cycles and easier access to financing for network growth and upgrades.
Council adopts the revised MID
The Council formally adopted the revised Measuring Instruments Directive on February 26, 2026, completing the process that reached provisional agreement in November.
Two provisions matter directly to EVSE operators. Cable replacement is explicitly addressed, but whether a swap avoids re-certification depends entirely on the scope of the original type approval. EVSE also gets a 48-month transitional period, longer than the 30 months that apply to other instruments.
The text enters into force on publication in the Official Journal of the EU, with Annex point (1) applying from August 27, 2026. The standard implementation timeline is generally 24 months from publication.
What this means for operators:
- Cable replacement is a procurement design question, not a maintenance one. Make sure replacement cables are covered by the original type approval when you buy hardware.
- The 48-month transition gives EVSE operators more time than other sectors. Use it to plan hardware refresh cycles rather than waiting for the deadline.
Pressure mounts over HDV gap in Clean Corporate Vehicles Regulation
The proposed amendment of the Clean Corporate Vehicles Regulation (COM/2025/994) currently excludes heavy-duty vehicles. It defers action to a future revision of the HDV CO₂ standards. This follows the corporate fleet mandate introduced in the EU Automotive Package in December.
Industry stakeholders are pushing for a dedicated legislative proposal for corporate HDV fleets. They point out that HDVs account for around 28% of all road transport CO₂ emissions despite their small share of the fleet. Without regulatory clarity, investment decisions risk locking in combustion technology well into the late 2030s.
The publication of IEC 63379 in February adds urgency. The technical framework for megawatt charging is now in place, which makes the missing regulatory mandate for corporate HDV fleets an increasingly visible gap.
Romania adopts first national law implementing AFIR
Romania’s national AFIR law introduces strict obligations, with penalties already defined. It marks a clear shift from policy to enforcement.
Key CPO obligations now in force:
- Ad-hoc access with no prior contract required
- Transparent, non-discriminatory pricing
- A physical contactless payment terminal on all public fast chargers above 50 kW
- ISO 15118 on all new public AC and DC chargers installed after January 8, 2026
- Tethered cables on all public DC charging points
- Digital connectivity and free data reporting through the National Access Point
What this means for operators:
- With penalties defined, operators in Romania should audit sites against each obligation now rather than waiting for enforcement.
- Chargers installed after January 8, 2026, need ISO 15118. Check that recent installations comply.
France: Enedis under scrutiny over residential EV charging
France’s Cour des comptes is preparing a report on the EV charging ecosystem, due later this year. Enedis, EDF’s fully owned grid operator, is firmly in its sights.
Since June 2023, Enedis has marketed a commercial EV charging installation service (“Réseau électrique auto”) for multi-unit residential buildings. It competes directly with private operators such as Waat, Zeplug, and Izy by EDF. Within two years, it has captured 9% of the equipped co-ownership market and reportedly wins 30% of votes at residents’ general assemblies. Enedis has openly targeted 50% of co-ownerships in its deployment plan.
Private operators argue the playing field is uneven. Enedis holds a statutory monopoly on grid connection, which gives it structural advantages in the market it now competes in commercially. The inquiry will assess whether this dual role, as regulated infrastructure operator and commercial installer, is compatible with fair competition rules.
The outcome could shape how residential EV charging rollout is governed across France. It may also feed into EU-level discussions on separating network and service activities under AFIR’s interoperability framework. Dual roles are drawing growing scrutiny, as the A2A case in Italy showed in January.
France: EPBD transposition takes a usage-based approach
France is transposing the Energy Performance of Buildings Directive through a draft law (Article 45) now in Parliament. The transposition deadline is May 29, 2026. The DGEC has chosen a usage-based rather than mechanical transposition, with four key mechanisms:
- Power-output equivalences: 50 kW counts as 5 charging points and 150 kW as 10, reducing the number of physical units required.
- Pooling between adjacent car parks: anticipated, but the wording is incomplete. Definitions and scope still need to be clarified.
- Progressive ramp-up: the obligation is met with 1 point per 20 spaces, plus a contractual commitment to scale up once utilization passes a threshold. The threshold will be set by ministerial order, and the DGEC has invited industry feedback on it.
- A cap at 1,000 spaces for very large car parks.
Switzerland authorizes dynamic grid tariffs
As of January 1, 2026, revised Swiss grid rules (StromVV Art. 18 and StromVG Art. 14) allow grid operators to introduce dynamic network tariffs for end consumers. Three models join the existing base tariff: a non-degressive energy component (at least 70% of total costs), a next-day grid load tariff with a non-dynamic opt-out, and a time-variable capacity tariff with at least four daily values, fixed annually.
Smart meters are required. Consumers without one stay on the base tariff. Any consumer price advantage must reflect actual operator cost savings.
Adoption is limited so far. EKZ in Zurich is among the first to offer an opt-in, with broader rollout expected from 2027. For CPOs in Switzerland, this creates an opportunity to optimize charging schedules against grid load signals. It is also a compliance consideration where pricing models interact with dynamic network cost pass-through.
South Australia: demand response compliance now mandatory
Since July 1, 2024, all newly installed EVSE in residential, commercial, and workplace settings in South Australia must meet demand response standards. Public charging is exempt. Compliant EVSE must accept remote curtailment through OCPP 1.6 V2 or equivalent.
From July 1, 2026, bidirectional chargers must support OCPP 2.1. No products are on the approved list yet.
Funding and incentive updates
Germany’s €4.6 billion EV incentive scheme signals demand growth
Germany’s new EV incentive scheme, backed by €4.6 billion in EU funding, is expected to support up to 800,000 additional EVs by 2029. It includes no direct infrastructure funding. But the demand-side impact is significant for CPOs, especially in urban and suburban areas, where private adoption will drive public charging utilization.
Australia and New Zealand build V2G momentum
Australia’s CSIRO has invested AU$3 million to expand its Renewable Energy Integration Facility, increasing its capacity to test and commercialize V2G and bidirectional charging technologies. The upgraded facility can now simulate microgrids, grid faults, and large-scale scenarios that combine renewables, storage, and EVs. That speeds up grid-integration testing and real-world validation ahead of commercial deployment.
In New Zealand, the Energy Efficiency and Conservation Authority (EECA) issued a request for information in Q1 2026, seeking organizations for future V2X trials. The aim is to build the evidence base for how EVs can both consume and supply electricity for homes and the grid.
AMPECO leadership and advocacy
AMPECO joins Mexico Investment & Policy Dialogue
AMPECO took part in the Mexico Investment & Policy Dialogue, organized by EV100 and WBCSD. The roundtable brought together business, government, and finance leaders to identify concrete steps toward zero-emission freight in Mexico, from heavy-duty freight corridors to light-duty urban fleet electrification. The session built on the policy enablers in Mexico’s National Electric Mobility Strategy (ENME) and focused on aligning investment across the value chain.
AMPECO co-signs joint letter to Australian ministers on heavy-duty charging
A coalition of more than 100 businesses and industry groups wrote to Australia’s Transport and Energy ministries. The letter urges the government to fast-track the transition to electric heavy-duty vehicles and develop a nationwide plan for high-capacity freight charging, including potential co-investment with industry. AMPECO joined as a charging management software provider with a direct stake in the infrastructure buildout.
Petar Georgiev joins EU Climate Pact Ambassador summit in Brussels
Petar Georgiev, AMPECO’s VP Corporate Affairs and Sustainability, joined fellow Climate Pact Ambassadors at the European Commission’s Charlemagne building from March 23 to 25 for the annual summit. He took part in a high-level session on the future of EU industrial cooperation, representing the EV charging industry
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