Charging a fleet of electric company cars in Belgium

Charging a fleet of electric company cars means organising three charging locations under three different rules. At home, the employer reimburses at the CREG rate (set by Belgium's federal energy regulator) for the driver's region. At the office, the law already requires a minimum number of chargers depending on the size of the car park. On the road, a charging card centralises the invoices.

Where do you start when electrifying a fleet's charging?

With journeys, not with a charger catalogue. A fleet manager who orders twenty chargers before knowing where the cars sleep is equipping for a use that does not exist. Brussels Environment, whose charging infrastructure facilitator advises Brussels companies for free, publishes a nine-point approach; I boil it down to six steps, in the order they get decided.

1. Map the usage. For each driver: annual mileage, whether a home charger is possible, days spent at the office. A sales rep doing 40,000 km a year and an employee working from home three days out of five do not need the same thing.
2. Check the obligation that already applies to the car park. It depends on the region and the number of spaces (table below).
3. Have an electrician size the installation. Dynamic load management, which shares the available power between the cars plugged in, often avoids upgrading the grid connection. The installation is inspected by an approved body before it goes into service, and in Brussels any charger installed, modified or removed must be declared to Sibelga.
4. Write the car policy. Reimbursement of home charging, a smart charger required at the driver's home, access rules for office chargers.
5. Choose the charging card for journeys and for drivers without a home charger.
6. Review the figures every quarter. The CREG rate changes four times a year.

How many chargers does the law require in a company car park?

At least one once the car park exceeds 20 spaces, and more in Brussels. Each region has transposed the European Energy Performance of Buildings Directive in its own way. The law firm PwC Legal has listed the rules for all three regions; for Brussels, the ratios come from Brussels Environment. I applied these rules to an existing 50-space office car park.

Rules checked on 25 October 2026. New car parks and major renovations face heavier obligations.

The gap is striking. In Brussels, the same car park must already have two and a half times as many points as in Flanders, and three times more in 2035 than today. In Flanders, according to a summary by Mobiflow, the administrative fine reaches €2,000 per missing charger. The European recast of the directive, adopted in 2024, pushes these minimums higher: the legal obligation is a floor, rarely the right size for a fleet going electric.

What does home charging reimbursed at the CREG rate cost?

Between 32 and 38 euro cents per kilowatt-hour, depending on the driver's region. Each quarter, the tax authority publishes a maximum amount per kWh, aligned with the CREG's average residential price. Below that ceiling, the reimbursement adds no taxable benefit to the car's benefit in kind (BIK, "ATN" in French). The Q4 2026 amounts are set by circular 2026/C/86, reported by Partena Professional.

I priced a typical driver: 15,000 km a year, 17 kWh per 100 km measured at the charger, 60% of charging done at home. That makes 1,530 kWh a year at home.

Our own calculation, using the ceilings for 1 October to 31 December 2026 applied to a full year.

The last column deserves a pause. The employer can apply a single rate to the whole fleet, but that rate is then the lowest of the three regions, almost always the Flemish one, and the choice holds for the entire calendar year. The Walloon driver loses €84.76 a year, the Brussels driver €70.84. On a fleet of twenty cars, eight of them parked overnight in Flanders, six in Brussels and six in Wallonia, the company saves €933.61 a year, paid out of pocket by twelve drivers who may never notice.

I prefer the regional scale.

The mechanism from the driver's side is explained in our article on home charging a company car.

Should office chargers be open to staff members' private cars?

They can be, provided you bill. For a company car, free charging at the office is already included in the flat-rate benefit in kind and creates nothing extra. For an employee's private car, it is a different story: according to Securex (updated 23 January 2026), free charging is a taxable benefit in kind, valued at the real cost of the electricity, and private, commuting and business trips would have to be split to tax it correctly.

Nobody wants to keep that log.

The workable answer is a personal badge and billing per kWh. If the employee pays less than the quarterly flat rate published by the tax authority, the benefit equals the difference; if they pay that rate, there is nothing to declare. Opening chargers to outside visitors, as Brussels Environment encourages companies to do, also requires a system that bills every session.

Which charging card should a fleet choose for journeys?

The one that covers the networks your drivers actually pass, and that bills per driver. Shell Recharge, TotalEnergies, DKV Mobility, Plugsurfing, Powerdale and Eneco eMobility are among the players courting Belgian fleets; leasing companies distribute cards too, KBC Autolease for example with a hybrid fuel and charging card linked to the Shell Recharge network.

An awkward fact: on 25 October 2026, none of these players published a complete price list for its fleet cards. Card fees, session fees and the margin on the kWh are negotiated by quote. So I quote none of them, and I advise you to have each offer priced on the same log of real sessions. Points to check before signing:

• coverage of the fast-charging networks on your routes, Fastned, Ionity, Electra and Allego on the E40, E411 or E19;
• fees charged per session on another operator's chargers, which weigh heavily for a driver who charges often and little;
• a central invoice, broken down by driver and cost centre;
• remote blocking of a card, for the day a driver leaves the company with theirs;
• the option of handling office chargers and home reimbursement with the same provider, which saves reconciling three exports every month.

To compare the networks themselves, see our motorway fast-charging comparison and our guide to charging cards.

Increased deductions ended in 2024

A company charger installed today is deducted like any other investment, with no bonus. The increased deductions of 200% and then 150%, reserved for publicly accessible chargers, ended on 31 August 2024, and Brussels Environment points out that no grant exists in Belgium for installing a car charger. A supplier still selling on those advantages is working from an outdated brochure.

Four mistakes that cost a fleet dearly

• Installing office chargers before mapping who charges at home: part of the fleet will never plug in there.
• Handing over the car before the home charger. Without a charger that meters the car's kWh, the employer cannot reimburse without tax risk, and the driver fronts the electricity.
• Keeping last quarter's CREG scale: on 1 October 2026, the Brussels ceiling fell from 37.19 to 36.88 c/kWh.
• Letting staff members' private cars charge for free at the office without a badge, which creates a benefit in kind that nobody declares.

To choose the cars themselves, our guide to the electric company car and our guide to installing a home charger round out this plan.

Frequently asked questions