What is the Netherlands notification regulation for VVE EV charging?

The notification regulation (notificatieregeling) allows VVE members in the Netherlands to install EV charging points by notifying the board with a compliant work plan. No ALV approval required if safety requirements are met. Expected implementation: mid-2026, possibly 1 May 2026 according to Aedes, though RVO suggests end 2026/early 2027. ABN AMRO Verzekeringen indicated 1 January 2026 already in effect for some building requirements.

The regulation stems from EPBD IV (European directive on energy performance of buildings). Members submit notification plus work plan demonstrating safety compliance. If the plan meets technical standards, the board cannot refuse installation. This bypasses traditional ALV approval processes that could take months.

Critical context for boards

Without preparation, this creates uncoordinated installations, fire safety violations, grid overload, and significantly higher costs than collective infrastructure. The VVE Belang raised these concerns during the regulation’s development, noting boards lack technical expertise to assess work plans and face enormous administrative burden without clear evaluation criteria.

Why must VVE boards in the Netherlands prepare before the notification regulation takes effect?

Three reasons: fire safety requirements under Bouwbesluit 2024, electrical grid capacity constraints, and cost control through coordination.

Fire safety is non-negotiable. Since 1 January 2024, Bouwbesluit explicitly bans Mode 1/2 charging (standard plug sockets) in Dutch parking garages. Required:

  • Mode 3/4 charging points (proper chargers with integrated safety)
  • Central emergency stop button for all charging points
  • Floor plan showing all charging point locations
  • Full NEN1010 compliance

EV fires burn for hours versus minutes for conventional vehicles. The January 2026 Hellevoetsluis parking garage fire intensified VVE concerns. Some Dutch fire departments advise against garage charging, though this contradicts regulatory direction. Insurance companies acknowledge higher fire risk and may require additional prevention measures or increase premiums.

Grid capacity typically insufficient.

Dutch parking garages often lack electrical capacity for multiple 11kW chargers (approximately 16A each) without expensive upgrades costing €10,000-€50,000+ depending on building size. Individual member installations won’t consider collective capacity. Result: grid overload requiring emergency intervention at higher cost than planned infrastructure.

Coordination prevents fragmented systems.

Once members install individually, unified load balancing becomes impossible. You’ll have multiple incompatible charger brands, no centralised billing system, inconsistent emergency stop implementation, and no economies of scale. This scenario frequently appears in Dutch VVE Reddit discussions, with boards describing chaos from simultaneous notification requests after regulation implementation.

What are Dutch building code requirements for VVE EV charging in 2026?

Bouwbesluit 2024 sets mandatory requirements for buildings in the Netherlands, effective 1 January 2024:

Existing parking garages:

  • Mode 1/2 charging (regular plug sockets) explicitly banned
  • Must use Mode 3/4 charging points (proper chargers)
  • Central emergency stop button required for all charging points
  • Floor plan showing all charging point locations mandatory
  • NEN1010 compliance required for all electrical installations

New buildings (from 29 May 2026):

  • Buildings with 3+ parking spaces must have minimum 1 functioning charging point
  • 50% of parking spaces must have pre-cabling (voorbekabeling) for future chargers
  • Remaining 50% must have basic provisions (leidingdoorvoeren) for cable routing

Major renovations:

  • Pre-cabling required for all parking spaces
  • No functioning charger required, but infrastructure must be installation-ready

These requirements apply regardless of the notification regulation. VVE boards cannot accept work plans that violate Bouwbesluit 2024, even if members claim otherwise. Liability falls on the VVE if non-compliant installations cause incidents.

How do we assess grid capacity for EV charging in our Dutch VVE building?

Hire a qualified electrician for formal assessment before any charging infrastructure decisions. Cost: typically €800-€2,000 depending on building complexity. SVVE subsidy covers 75% of this cost (explained below).

Required assessment outputs:

  • Total available capacity in amperes for parking garage
  • Current baseload consumption from building systems
  • Maximum simultaneous charging capacity without grid upgrades
  • Cost estimates for capacity expansion if needed
  • Load balancing system requirements and costs
  • Whether dynamic load management can defer infrastructure upgrades

Typical findings in Netherlands:

VVE with 50 parking spaces might have 150A available. Single 11kW charger draws approximately 16A. Without load balancing: 8-9 simultaneous chargers possible. With dynamic load balancing: potentially 15-20 chargers, as simultaneous maximum-power charging rarely occurs.

 

Load balancing systems monitor real-time electricity consumption and dynamically allocate available capacity amongst chargers. Modern systems can operate from as low as 6A, making them viable even in buildings with severely limited grid capacity. When building baseload increases (lifts, lighting, ventilation), charging power automatically reduces to prevent overload. This delays or eliminates expensive grid upgrades.

Don’t estimate capacity. Don’t accept vendor claims without verification. Get independent assessment from electrician not affiliated with charging hardware vendors.

What infrastructure approaches exist for VVE EV charging in the Netherlands?

Two fundamentally different models with different risk profiles:

Model 1: Proprietary ecosystem (single vendor)

  • Single manufacturer provides hardware, cloud platform, billing system, support
  • Everything works together seamlessly within vendor’s closed ecosystem
  • If vendor raises prices, you cannot switch without replacing all hardware
  • If vendor declares bankruptcy, entire system stops functioning
  • Hardware replacement cost: €2,000-€3,000 per device to switch vendors

This scenario occurred multiple times in Dutch charging market 2022-2025. Several vendors went bankrupt or withdrew, leaving VVEs with non-functioning infrastructure. Examples documented in industry publications and VVE community discussions.

Model 2: Open protocol approach with CPO

  • CPO (Charge Point Operator) handles billing, reimbursement, access control, and member support
  • Local* OCPP-compliant hardware from any manufacturer works with any CPO
  • Hardware choice independent from operational management
  • If hardware vendor fails, chargers continue operating
  • If CPO service unsatisfactory, switch providers without replacing hardware

*Some hardware claims to be OCPP, but it’s still routed through its own proprietary cloud environment, resulting in same situation as model 1.
Most Dutch VVEs use the CPO model because it separates billing/reimbursement administration (which VVE boards lack time for) from hardware infrastructure (which needs reliability). The CPO charges €5-€10 per charger per month regardless of hardware brand, handling all member reimbursement calculations and electricity cost allocation.

Cost comparison (realistic VVE scenario)

Proprietary Model:

  • Initial hardware cost: €1,500-€1,800 per charger
  • CPO/management fee: Included or €8-€12 per month
  • Vendor failure cost: €2,000-€3,000 per device replacement
  • Switching CPO cost: €2,000-€3,000 per device replacement
  • 10-year cost (20 chargers): €30,000-€36,000 + €19,200-€28,800 management + catastrophic failure risk = €49,200-€64,800 + replacement risk

Open Protocol + CPO:

  • Initial hardware cost: €1,050-€1,400 per charger (20-30% less)
  • CPO/management fee: €5-€10 per month per charger
  • Vendor failure cost: €0 (continue with existing hardware)
  • Switching CPO cost: €0-€150 per device (configuration)
  • 10-year cost (20 chargers): €21,000-€28,000 + €12,000-€24,000 management = €33,000-€52,000 no replacement risk

The open protocol approach typically costs €16,000-€13,000 less over 10 years whilst eliminating catastrophic failure risk. The hardware savings (20-30% cheaper) combined with competitive CPO pricing more than offsets any perceived convenience of single-vendor solutions.
For VVE boards (volunteers without technical expertise), the CPO model eliminates both technical management burden and single-vendor dependency risk.

What is OCPP and why does it matter for Dutch VVE EV charging? 

OCPP (Open Charge Point Protocol) is an open communication standard allowing any charger to work with any CPO, similar to how USB allows any device to connect to any computer. Developed by Open Charge Alliance, maintained as industry standard. 

Two OCPP implementations:

  • Cloud-based OCPP: Charger connects to CPO via internet connection 
  • Local OCPP (OCPP native): Charger includes local controller, continues functioning if internet fails 

Why local OCPP matters for VVEs: 

  • Load balancing continues during internet outages (prevents grid overload even when connection drops) 
  • Emergency stop functionality remains operational (fire safety requirement under Bouwbesluit) 
  • Billing data stored locally until connection restored (no member disputes over missing data) 
  • Access control continues working (prevents unauthorised usage during network issues) 

For Dutch VVEs, local OCPP provides resilience that cloud-dependent systems cannot match. When a CPO’s servers experience downtime or your building’s internet fails, chargers with local controllers continue managing load balancing and safety functions autonomously. This matters particularly for fire safety compliance, as emergency stop systems must remain operational regardless of network status. 

Important qualification: Not all OCPP implementations are equal. Some manufacturers implement OCPP but limit functionality when used with third-party CPOs. This creates “soft lock-in” where the charger technically supports OCPP but critical features only work with the manufacturer’s own platform. 

Before purchasing OCPP-compliant hardware, verify: 

  • Full load balancing functionality with any OCPP 1.6J or 2.0.1 compliant CPO 
  • Smart charging capabilities work independently of manufacturer’s platform 
  • OTA (over-the-air) updates delivered via OCPP, not manufacturer-specific protocol 
  • Emergency stop integration works via OCPP commands 
  • Solar integration (if relevant) operates through standard OCPP, not proprietary API 

Chargers with genuine local OCPP capability can receive firmware updates, manage load balancing, and integrate with building systems entirely through the open protocol. This prevents situations where you’re technically using an “open” standard but practically locked into one vendor’s ecosystem through feature restrictions. 

What is MID certification and why is it legally required for Dutch VVE EV charging? 

MID (Measuring Instruments Directive) certification ensures charging meters meet EU accuracy standards for commercial billing. Under Dutch (EU) law, you cannot legally bill VVE members for electricity consumption based on non-MID-certified measurements. 

Legal requirement: Any electricity metering used for billing purposes in the Netherlands must be MID-certified. This applies to VVE charging infrastructure where members pay for electricity consumed. Non-MID measurements are indicative only, not legally valid for invoicing. 

MID marking: Certified chargers display “M” symbol followed by year of certification (e.g., “M23” for 2023 certification). Check charger specifications or physical device before purchase. Some manufacturers integrate MID certification as standard across their product range, eliminating the risk of accidentally purchasing non-compliant hardware. 

ERE eligibility: From January 2026, homeowners and businesses in the Netherlands can earn Emission Reduction Units (EREs) by selling certificates representing verified renewable electricity used for EV charging. Requirements: 

  • MID-certified charger (measurement accuracy required) 
  • Meter ownership determines who claims EREs 
  • In VVE buildings, if electricity meter owned by VVE, only VVE can claim EREs as business entity 

ERE income potential: €50-€150 annual income per charger depending on market prices and charging volume. For VVE with 20 chargers: potentially €1,000-€3,000 annual revenue. This requires proper administrative setup, registration with ERE service provider, and consistent data reporting. Many CPOs offer ERE management as part of their service, handling registration and reporting automatically. 

Critical for VVEs: Verify meter ownership before infrastructure decisions. In many Dutch VVE parking garages, electricity meters are collectively owned. This means individual members cannot claim ERE income even with MID-certified chargers, but VVE as business entity can, creating collective revenue opportunity that offsets CPO management fees partially. 

What subsidies exist for VVE EV charging infrastructure in the Netherlands in 2026?

SVVE subsidy (Stimuleringsregeling VVE Verduurzaming): 

  • VVEs can receive up to 75% reimbursement for professional advice on charging infrastructure 
  • Maximum €10,000 reimbursement per advice project 
  • Covers grid capacity assessments, technical planning, policy development 
  • Available now (budget subject to availability) 
  • Apply through RVO (Rijksdienst voor Ondernemend Nederland) 

ERE program (Emission Reduction Units): 

  • Not a subsidy, but ongoing revenue opportunity 
  • VVEs with MID-certified chargers and VVE-owned meters can earn €50-€150 per charger annually 
  • Requires registration with ERE service provider 
  • Charger must have MID certification and proper data reporting 
  • VVE as business entity claims EREs, not individual members 
  • Many CPOs integrate ERE management into their service, automating this process 

No direct homeowner subsidies: In 2025-2026, no direct financial support exists for individual Dutch homeowners installing private charging points in VVE buildings. The MIA tax deduction (€209M annual budget 2025) applies only to business investments. 

Insurance considerations: Some Dutch insurers offer premium reductions for VVEs implementing comprehensive fire safety measures beyond minimum requirements. This isn’t a subsidy but can offset infrastructure costs over time. 

SVVE subsidy alone justifies professional assessment rather than making infrastructure decisions without expert input. Spending €1,500 on assessment to receive €1,125 subsidy reimbursement provides proper technical foundation at €375 net cost. 

What technical features should VVE boards prioritise when selecting charging hardware?

Beyond OCPP compliance and MID certification (both legally essential), several technical features significantly affect long-term VVE satisfaction: 

Local load balancing capability: The ability to manage power distribution locally within the charger itself, rather than depending entirely on cloud servers. This ensures load balancing continues functioning during internet outages. Systems capable of operating from 6A minimum allow VVEs with limited grid capacity to support more charging points without expensive electrical upgrades. 

Solar integration readiness: For VVEs considering or already operating solar installations, chargers that can prioritise solar-generated electricity reduce grid dependence and lower operating costs. This integration should work through standard OCPP protocols, not proprietary APIs requiring specific inverter brands. 

White-label flexibility: Some charging hardware supports complete branding customisation, allowing VVEs to present unified building identity rather than displaying manufacturer logos. This seems minor but matters for building aesthetics and creates professional appearance. 

OTA updates via OCPP: Firmware updates delivered through the open protocol rather than manufacturer-specific connections ensure chargers remain current regardless of vendor’s ongoing business status. If a manufacturer withdraws from the Dutch market, chargers receiving updates via OCPP continue benefiting from security patches and feature improvements through the CPO. 

Quality manufacturing standards: Chargers manufactured in countries with stringent quality controls (Scandinavian production, German engineering) typically demonstrate higher reliability than those from regions with less rigorous standards. For VVE boards, reliability matters more than features. A cheaper charger requiring frequent service calls creates more administrative burden than slightly more expensive hardware that operates trouble-free for years. 

Compact installation requirements: Parking spaces in Dutch VVEs are often tight. Chargers with minimal protrusion and flexible mounting options (wall, pedestal, column-mounted) accommodate varied parking garage configurations. Some designs allow cable management that prevents trip hazards whilst keeping cables accessible. 

The intersection of these features creates “future-proof” infrastructure that adapts as VVE needs evolve, regulatory requirements change, and new technologies emerge (like V2G or smart grid integration). Choosing hardware solely on initialprice without considering these factors often leads to replacement needs within 5-7 years. 

What should VVE boards do now to prepare for the notification regulation?

Immediate actions (before regulation takes effect mid-2026):

  1. Commission grid capacity assessment through independent electrician (€800-€2,000, 75% SVVE subsidy available). Obtain written report showing available capacity, upgrade costs, load balancing requirements. Specifically request analysis of whether load balancing from 6A minimum could defer grid upgrades. 
  2. Develop VVE charging policy covering technical standards (OCPP compliance with verified third-party CPO compatibility, MID certification as mandatory, emergency stop integration, local load balancing capability), installation approval process, cost allocation between individual owners and collective VVE funds, safety protocols and insurance requirements, maintenance responsibilities, CPO selection criteria. 
  3. Update huishoudelijk reglement to include EV charging provisions. Specify which infrastructure costs are collective responsibility versus individual member expense. Define notification requirements beyond minimum legal standard. Include provisions for CPO selection and member reimbursement processes. 
  4. Research CPO options for Dutch market. Compare pricing (typically €5-€10 per charger monthly), services included (billing, reimbursement calculation, member support, ERE management), OCPP certification and hardware compatibility, customer references from other VVEs, contract terms and switching flexibility. Select CPO before hardware decisions, as this determines which technical features matter most. 
  5. Inform all members about upcoming regulation via newsletter or general communication. Explain VVE’s coordinated approach, why individual installations create problems, timeline for infrastructure preparation, and estimated costs. Be transparent about hardware options (members should understand open protocol benefits, not feel forced into specific brand). 
  6. Consult your insurer about fire safety requirements for EV charging. Ask whether charging infrastructure affects premiums, what additional safety measures might reduce costs, whether they require specific technical standards beyond Bouwbesluit 2024, and if emergency stop systems with local operation (not cloud-dependent) provide premium advantages. 

After regulation takes effect:

When notification requests arrive, having infrastructure and policy ready means efficient accommodation. Without preparation, each request becomes administrative burden and potential member conflict source. 

Budget allocation guidance: For VVE with 50 parking spaces expecting 15-20 eventual charging points: 

  • Initial assessment and planning: €1,500-€3,000 (75% SVVE subsidy = €375-€750 net cost) 
  • Shared infrastructure (load balancing system, emergency stop, floor plan): €5,000-€15,000 
  • Individual charger hardware: €1,050-€1,400 each (member responsibility typically) 
  • CPO management: €5-€10 per charger monthly (member responsibility via reimbursement) 
  • Potential grid upgrade if needed: €10,000-€50,000+ (collective responsibility typically) 

Exact cost allocation depends on splitsingsakte and ALV decisions. Some VVEs make load balancing infrastructure collective cost (benefits all members) whilst individual hardware remains member expense. Others split costs proportionally based on parking space ownership. 

What happens if our VVE board does nothing before the notification regulation?

Several Dutch VVEs are taking “wait and see” approach. Documented consequences from early regulation implementation and similar scenarios: 

Scenario: Members install chargers individually under notification regulation without coordinated VVE infrastructure. 

Result: 

  • Five different charger brands with incompatible management systems (no unified billing possible) 
  • No centralised load balancing (grid overload risk, expensive emergency upgrades required) 
  • Billing disputes over electricity costs (no consistent allocation method, manual meter readings) 
  • Fire safety compliance questions (inconsistent emergency stop implementation, liability concerns) 
  • Insurance complications (insurer wants unified safety system, may increase premiums or deny claims) 
  • Higher total costs (no economies of scale, reactive problem-solving, emergency service charges) 

Documented example from various VVE forum discussions:

One board received eight notification requests within two weeks after members learned about regulation. No infrastructure, no policy, no technical capacity to evaluate work plans. Board called emergency ALV meetings, hired consultants reactively at €8,000 cost (no subsidy applied as assessment done under time pressure), discovered grid capacity supported only six chargers maximum without €35,000 upgrade. Members who’d already begun installations demanded VVE pay upgrade costs. Disputes escalated to legal mediation. 

Another example: VVE allowed individual installations without coordination. First five members installed different charger brands (Alfen, Wallbox, Easee, Tesla, generic Chinese model). Each required separate billing system or manual reimbursement calculation. When sixth member attempted installation, grid overload occurred, tripping main circuit breaker for entire parking garage overnight. Emergency electrician callout: €2,500. Grid upgrade required: €28,000. Members blamed board for lack of coordination. Two members with cheaper Chinese chargers discovered devices weren’t MID-certified after installation, meaning VVE couldn’t legally bill them for electricity, requiring hardware replacement at member expense. 

Fire safety example: VVE with 12 individual installations, no unified emergency stop. Fire inspection during building certification renewal noted non-compliance with Bouwbesluit 2024 emergency stop requirements. Inspector issued correction order with 90-day compliance deadline. Retrofitting emergency stop system across 12 incompatible chargers: €6,500. Two chargers couldn’t integrate with emergency stop solution (proprietary cloud systems incompatible with local control), required complete replacement: €4,000. Total unplanned cost: €10,500 that could have been avoided with coordinated infrastructure. 

These scenarios are preventable through proactive planning costing significantly less than reactive problem-solving. 

Where can VVE boards get help with EV charging infrastructure preparation?

CPO providers

Major Dutch Charge Point Operators (Alva Charging, Q-charge, others) offer free consultation on infrastructure requirements. They’re incentivised to help you establish infrastructure (future customers) but don’t lock you into hardware decisions. Many provide detailed cost modelling and can connect you with VVEs already using their services. 

VVE Belang

Dutch VVE interest organisation that actively lobbied on notification regulation development. Provides policy guidance, connects boards with other VVEs managing similar challenges, offers template documents for huishoudelijkreglement updates and member communication. Regularly publishes updates on regulation implementation timeline. 

RVO (Rijksdienst voor Ondernemend Nederland)

Government agency managing SVVE subsidy applications. Website provides information on subsidy eligibility, application process, and approved consultant lists. Note: RVO indicated work plan requirements would be clarified “after summer 2025” but as of February 2026, specific criteria remain undefined. 

Independent consultants

Several Dutch firms specialise in VVE energy infrastructure (EV charging, solar, heat pumps). SVVE subsidy covers 75% of consultation costs. Verify consultant is independent (not tied to specific hardware vendors or receiving commissions) before engagement. Request examples of VVE policies they’ve developed and references from boards they’ve advised. 

Professional associations

Nederlandse Vereniging van Makelaars (NVM) and Vereniging van Beheerders van Vastgoed (VvB) offer resources for VVE boards managing infrastructure transitions. Some local VVE beheerders provide charging infrastructure consultation as part of management services, particularly helpful for understanding how charging policies integrate with existing building regulations. 

Electricians and installers

Choose electricians with VVE experience and specific EV charging knowledge. Request proof of NEN1010 compliance expertise and Bouwbesluit 2024 familiarity. Verify whether they maintain independence from hardware vendors or receive commissions for specific brand recommendations. Best practice: separate grid assessment (independent electrician) from installation quotes (may come from vendor-affiliated installers). 

The notification regulation is arriving mid-2026. The question isn’t whether to prepare but whether to prepare proactively (controlled costs, coordinated approach, member satisfaction, lower insurance premiums) or reactively (chaos, disputes, higher costs, potential liability, emergency ALV meetings). Board members serve voluntarily, but inadequate preparation creates problems consuming enormous board time fixing what could have been prevented for less money with better outcomes. 

 

Essential resources:

  • VVE Laadloket: vveladen.nl (comprehensive VVE charging guidance, CPO comparison) 
  • SVVE subsidy information: rvo.nl (75% reimbursement for advice costs, up to €10,000) 
  • Bouwbesluit 2024 requirements: rijksoverheid.nl (legal fire safety standards, emergency stop requirements) 

(explains mechanism clearly, commercial source) 

  • VVE Belang: vvebelang.nl (VVE advocacy organisation, policy templates)