The oil shock is doing to electrification what Covid did to digital. The bottleneck is software.

Wojciech Andryszek

Covid made opting out of digital tools uneconomic. Adoption timelines collapsed from years to months. The oil shock is now doing the same to liquid fuel, and charging software (not vehicles or batteries) is the next constraint.

Airlines hedge their jet fuel. It's the first thing you learn about the industry. The second is that hedges work against noise, not against tankers refusing to leave the Gulf. CNN reported as much this week. Five years out, shocks like these tend to leave fingerprints all over an economy.

Five years ago, Covid didn't invent remote work, telemedicine, or e-commerce. It just made opting out impossible. Something similar is now happening to liquid fuel, and aviation is where the alarms went off first.

The Zoom call existed before 2020. So did Shopify, Peloton, DoorDash, electronic signatures, and telehealth. What the pandemic changed was the cost of refusing them. A GP who had avoided video consultations for a decade did one on Tuesday. Cloud ERP contracts that had sat unsigned on manufacturers' desks for years went through by Friday.

, surveying executives mid-pandemic, found that companies had compressed three to four years of digital adoption in customer interactions, supply chains, and internal operations into a matter of months. Digital product roadmaps moved forward by closer to seven.

Forcing functions doesn't invent technology. They shorten the runway. The tech is usually waiting already, the economics are usually close enough, and the only thing missing is a reason to stop deferring the decision. Then somebody cuts off the oil.

Why jet fuel is the trigger, not the story

Airlines show up first because they sit at the end of the most exposed supply chain in the global economy.

 puts jet fuel at close to 30% of the industry's operating expenses. There's no substitute you can drop into a 737 tomorrow. When Brent moves, earnings move with it.

And when a shooting war threatens the Strait of Hormuz, the move isn't gentle. Twenty million barrels of oil a day pass through that chokepoint, about a fifth of global petroleum consumption, per the

But airlines are just where it gets loud first. Road freight, maritime shipping, commercial fleets, municipal buses, last-mile delivery. Every sector on that list runs on refined hydrocarbons. The arithmetic the airlines just worked through applies to all of them.

A cost line that used to be merely volatile becomes one that's also strategically indefensible. The conversation changes. Procurement stops asking whether to electrify. The question becomes how fast.

. Money pencilled in for the 2030s quietly slides into this decade's budgets. Companies that were hedging politically against the transition stop mentioning that they ever were.

Not electric long-haul planes. That timeline hasn't changed. Short-haul electric and hybrid aviation, sustainable aviation fuels, hydrogen for specific routes. These are decade-long bets with physics to solve.

The ground transport side is different. It's already further along, and it moves first. Battery-electric cars reached

. Norway sits at 95.9%, which is basically the whole market.

China, meanwhile, has spent more than a decade building its EV industry as a national project and is now exporting the results. The

 counts 12.4 million electric cars produced there in 2024, over 70% of global output.

Commercial fleets, the part of the market that cares about total cost of ownership and not the showroom experience, have been running these numbers for years. At today's price, diesel barely wins. On the forward curves, it's already lost.

The trucks are coming too. Slower than the cars, faster than the sceptics think. IEA figures put electric medium- and heavy-duty truck sales past 90,000 globally in 2024, up nearly 80% year on year.

The cars are built. Batteries are rolling off the line in volume. The component supply chains are scaling, messily and loudly but scaling. The constraint has moved somewhere else.

Europe's public charging network grew by more than 35% in 2024, crossing one million points, according to the IEA. That sounds like progress, and it is. Hardware in the ground is a different thing from a charging session that actually completes.

Ask anyone running a charging network today what keeps them up at night. Almost never hardware. It's what sits behind the plug: 

 backends. eMSP apps that don't crash at peak. Roaming protocols so a driver in Warsaw can charge in Lisbon without a second account.

 balancing so a depot doesn't trip its own grid connection. Billing reconciliation across twenty payment providers. Authentication that actually works at minus ten degrees.

The Open Charge Alliance exists precisely to make all of this interoperable and unremarkable. It isn't there yet. 

 found that 14% of EV owners had shown up at a public charger and left without successfully charging. Nobody takes pictures of that layer. It's also where most of the things that go wrong, go wrong.

Building it is specialist work. That's the bet we've made at 

, working on exactly this layer for charge point operators and mobility service providers across Europe. The people actually doing this for a living stopped debating the transition a couple of years ago.

Timing is now the argument. Specifically, whether the software stack will be ready when the volume arrives.

Energy transitions don't happen on enthusiasm. Price makes them happen, specifically the moment the alternative becomes more expensive than the switch. Covid was that moment for digital. The oil shock is playing out the same mechanic in slower motion, across everything that currently burns.

Adoption is no longer the open question. The volume is coming. Whether the charging network and the software behind it can keep up is.

Why are airlines hit first by oil shocks?

IATA puts jet fuel at close to 30% of airline operating expenses. That's structurally higher than for most other industries. Aviation has no short-term substitute either: you can't drop a new fuel into a 737 tomorrow. When Brent moves, airline earnings move with it, which is why aviation is usually where oil shocks surface in the financial press before anywhere else does.

How much oil passes through the Strait of Hormuz?

About 20 million barrels per day in 2024, according to the U.S. EIA. That's about a fifth of global petroleum liquids consumption moving through a single chokepoint. The concentration is why geopolitical risk in the Gulf moves prices so quickly. The route carries both crude and refined products bound for Asia, Europe, and North America, with no easy alternative.

What's the real bottleneck for EV adoption today?

Increasingly, it's the software layer behind public charging, not vehicles or batteries. The IEA reports Europe's public charging network crossed one million points in 2024, a 35% year-on-year jump. JD Power's 2025 survey still found that 14% of EV owners had visited a charger and left without successfully charging. That gap is where protocols like OCPP, backend reliability, roaming, and load management live.

How is the oil shock like Covid for digital adoption?

Both function as forcing events rather than invention events. Covid didn't create Zoom, telehealth, or cloud ERP. It just made opting out of them uneconomic. McKinsey found adoption timelines compressed by three to four years in months. Oil volatility does the same thing to electrification. It doesn't invent EVs or chargers; it removes the option of deferring them.

Where does electric truck adoption actually stand?

Electric medium- and heavy-duty truck sales exceeded 90,000 globally in 2024, per the IEA, up nearly 80% year on year. The segment trails passenger vehicles but is on a steep curve. Total cost of ownership for fleets keeps narrowing the gap with diesel, and volatile fuel prices accelerate the math. Expect the pace to pick up, not slow down.

OCPP (Open Charge Point Protocol), maintained by the Open Charge Alliance, is the open standard that lets charging stations communicate with backend management systems. Together with OCPI (for roaming between networks), it's what makes public charging work across operators and borders. When drivers can't charge in another country or on another network, OCPP/OCPI implementations are usually where the failure sits.

The pandemic didn't invent Zoom or telemedicine — it just made opting out uneconomic. The oil shock is doing the same to electrification. Aviation feels it first, but the math runs through every fleet burning diesel. Vehicles and batteries are no longer the bottleneck. The software sitting behind the plug is. That's where the real race is being run.

The last pandemic forced digitalization. Now, the fuel crisis pushes electrification

In the Netherlands, ERE replaced HBE and pulled EV charging into fuel-supplier obligations.

The Netherlands' ERE scheme (live since January 2026) turns every public-charger kWh into a tradable CO₂ credit worth €0.06–0.18 per kWh. 

Chargers need an integrated MID meter by January 1, 2027. The real winners will be operators whose software stack feeds clean data into the NEa register.

From 1 January 2026, every kWh delivered into an electric vehicle at a Dutch public charger mints a new revenue stream. Not through the tariff. Through a tradable emission credit worth 1 kilogram of verified CO₂ reduction. The ERE (Emission Reduction Unit) system has replaced HBE and wired EV charging economics into fuel-supplier obligations. The spreadsheet just changed.

For CPOs, aggregators, and fleet operators, the implications run deeper than compliance. A charging session in the Netherlands now carries two revenue streams – energy sold and a compliance credit that can be traded. Margin models need to be rebuilt around that, and so does the reporting stack. Accurate metering and verifiable session data stop being a back-office concern.

. Article 25. The register is run by the 

The obligation ramps from 14.4% GHG-intensity reduction in 2026 to 27.1% by 2030, split into three non-fungible credit codes: LRE (road), BRE (inland shipping), ZRE (maritime). The 

 is 183 g CO₂eq/MJ, against 94 g CO₂eq/MJ for general fuel – which is why removing the 4× multiplier didn't gut the EV case.

Dutch public fast chargers have lived with low utilization for years. ERE doesn't fix that, but at April 2026 prices and the 2026 national renewable share of 50.5% (derived from 

A typical ultra-fast site with decent throughput lands a five- to low-six-figure annual ERE line. System-wide effects are modeled in 

MID meters and the 1 January 2027 deadline

Every booking must originate from a charger with a MID-certified meter built into the unit itself. However, external meters in the distribution cabinet can be problematic. A 

 showed that 52% of kilometers driven in the Netherlands come from private (home) electric vehicle chargers. 

However, meters from older models, such as the Easee Charge, EV Box Elvi, Wallbox Pulsar, Tesla Wall Connector Gen. 2, and go-e Gemini, are on the swap list. Exchanges cost €800–1,500 per point.

That's only the physical layer. The second, often underrated, is software.

Where CPMS, OCPP and OCPI decide ERE outcomes

ERE settles event by event. A session has to travel from the charger into the NEa register through a validated data chain, with energy metrics, timestamps, and renewable-origin proof where the 100% rate is claimed. A CPO's CPMS has to:

aggregate and normalize data from heterogeneous chargers (multiple vendors, multiple OCPP versions)

expose that data through OCPI to roaming and settlement counterparties

, the brokers that book EREs into the register

Operators who bought a SaaS CPMS a few years back are finding the vendor has no ERE roadmap, or that the custom-build quote is prohibitive. Platform migration to a solution with full control over data, in a licensed or bespoke model, is becoming a live procurement topic. 

The bigger the network, the louder the economics argue for system ownership and source access.

Dynamic pricing is the adjacent angle. ERE income lets operators subsidize off-peak tariffs without destroying margin – but that needs a tariff engine wired to network data and an ERE calculator running close to real time. Not an out-of-the-box feature.

Depot-charged EV fleets. The strongest B2B case

Biggest single wins go to fleets with their own depot charging and onsite PV documented at the same WOZ-registered address. Worked example, 100% verified renewable:

That's not a subsidy. It's the market price of a tradable right. For fleet operators, backend software (CPMS, settlement, emissions reporting) stops being a maintenance cost and starts landing directly on the P&L.

; 40–50 are operationally active, with commissions between 15% and 27.5%. Under the hood it's a data business: telematics ingest, NEa rule validation, batch booking, settlement. A broker without solid automation won't hold margin.

consolidation among brokers through 2026–2027 (M&A looks near-certain)

valuation premium for CPOs with compliant hardware and a mature CPMS

The pressure on EV software vendors is running hotter than on charger manufacturers.

Germany's THG-Quote and the French, Spanish and Italian transpositions of RED III each carry their own flavor. A single European carbon-credit market for transport doesn't exist and won't for several years. Cross-border fleets and networks have to plan for country-by-country compliance, not one API for everything.

That's regulatory risk – and an opportunity for anyone building a software layer ready to port to the next market. The Netherlands is first. Not last.

ERE is live and already rewriting the investment math. Most of the value won't go to the operator with the best hardware or the cheapest energy. It will go to the ones that control their own network data, integrate it into the NEa register without friction, and read the ERE price signal in hours rather than months. It's a test of digital infrastructure, not of steel in the ground.

The bottleneck is no longer the charger (alone).

It's the layer between the charger and the register. Session data has to be clean enough to report and fast enough to react when the price moves. CPOs running on a closed CPMS are now discovering they don't actually own the data their business depends on.

 develops CPMS platforms that operators actually own. The schema and the integrations with NEa and settlement systems. The decisions about what reaches the regulator and when. All of it stays with the operator.

Is the scheme actually in force, or still being debated?

In force. The Brandstoftransitieverplichting took effect on 1 January 2026 and the Eerste Kamer formally adopted the implementing legislation on 31 March 2026 with retroactive application.

Can businesses outside the Netherlands participate?

Only Dutch-registered operators with Dutch charging infrastructure and a Dutch grid connection can book EREs. Foreign-owned businesses operating Dutch subsidiaries can participate through those subsidiaries.

They convert automatically after the 2025 compliance year closes on 1 May 2026, at a rate of 1 HBE = 46 ERE, preserving category labels (advanced, Annex IX-B, conventional). No HBEs convert to ERE-E – new ERE-E can only be created from 2026-forward bookings.

No. The market is bilateral and OTC. Brokers publish indicative ranges (roughly €0.30–€0.47 per ERE in early 2026). From May 2026 onwards, the NEa will publish volume reports six times per year.

Is the ERE income from home charging taxable?

Tax treatment for private users is unclear pending 

guidance. Businesses should treat it as ordinary revenue.

How do I know if my charger has a MID meter?

. When in doubt, ask the manufacturer directly – installation-era documentation is the most reliable source.

When can solar panels increase my ERE yield?

Only for businesses, and only with a separate certified production meter 

 installed on the PV system, co-located with the charger on the same WOZ-registered property. For private users, solar panels have no effect on the ERE calculation.

External MID meters become non-compliant. Only chargers with integrated MID-certified meters (or a dedicated separate grid connection) can continue booking EREs. Expect hardware churn through 2026.

Is this something other EU member states will copy?

Some variation already exists (Germany's THG-Quote). Full harmonization isn't on the short-term EU agenda, but the ERE model is the most consumer-accessible implementation of RED III so far and is being studied by other national regulators.

https://eur-lex.europa.eu/eli/dir/2023/2413/oj


https://dieselnet.com/standards/eu/fuel_renewable.php

Energieverbruik uit hernieuwbare bronnen stijgt naar 20 procent:


https://www.cbs.nl/nl-nl/nieuws/2025/23/energieverbruik-uit-hernieuwbare-bronnen-stijgt-naar-20-procent

https://cedelft.eu/wp-content/uploads/sites/2/2025/04/CE_Delft_240338_Prijseffecten_ERE-systematiek_Def.pdf

https://www.emissionsauthority.nl/topics/renewable-energy-for-transport

Verbruik van hernieuwbare energie, 1990-2024 

https://www.clo.nl/indicatoren/nl038541-verbruik-van-hernieuwbare-energie-1990-2024

https://www.emissieautoriteit.nl/documenten/2026/02/02/lijst-van-inboekdienstverleners

In the Netherlands, the ERE (Emission Reduction Unit) system has replaced HBE and wired EV charging economics into fuel-supplier obligations. Here's what changes.

The Dutch ERE system in 2026. What CPOs and EV fleets need to know

In our recent blog post, we break down the case of pentests in the sphere of eMobility

Being an eMobility leader in various projects across multiple startups, Piotr was responsible for OCPI and OCPP integration as well as EMP and CPO platforms development. With extensive expertise in the open standards field and eMobility tech solutions, he is leading teams of experienced developers and contributing with invaluable knowledge and experience.

Piotr Majcher

While our CPO platform has successfully undergone penetration testing a while ago already, we thought it might be a good idea to shed some more light on the topic of such procedures within the eMobility software sphere, as it’s not really covered that much. Meanwhile, eMobility's reliance on interconnected software and hardware systems exposes it to unique cybersecurity vulnerabilities.

Electric vehicles require regular charging, available both at home and public stations, with the latter posing a higher hacking risk. Unlike fueling internal combustion engine vehicles, which is a simple transaction, EV charging involves direct data exchange between the vehicle and the charger. This connectivity opens ways for potential hackers to infiltrate and exploit these interactions.

This scenario unfolds when cybercriminals exploit vulnerabilities in the software or firmware of EV charging stations to gain unauthorized access. Once inside, they could manipulate charging rates, interrupt power supply, or even install ransomware, causing significant operational disruptions. The implications of such attacks are far-reaching, affecting not only the direct users of the compromised chargers but also the broader power grid, which could suffer from stability issues due to erratic charging patterns.

Generally, there are a few main areas that could fall victim to malicious intent.

At the heart of eMobility systems are vast amounts of data encompassing user behavior, payment information, vehicle telemetry, and charging habits. This data, essential for operational efficiency and personalized services, becomes a prime target for cyberattacks. Unauthorized access or manipulation of this data can lead to privacy breaches, financial fraud, and trust erosion among users.

eMobility ecosystems heavily rely on communication networks that link vehicles, charging stations, and backend systems. These networks, often encompassing Wi-Fi or near-field communication (NFC) technologies, can be exploited by hackers. For instance, man-in-the-middle attacks can intercept data transfers, while denial-of-service attacks can disrupt charging station operations.

Charging stations, as the physical touchpoints of the eMobility infrastructure, pose significant security risks. These stations, if compromised, can be used as entry points to the broader network. Cybercriminals could exploit vulnerabilities to manipulate charging processes, disable stations, or even use these points for broader network intrusions.

Hacking EV chargers can also pose threats to the power grid by allowing cybercriminals to manipulate charging behaviors and create instability. If hackers gain control over multiple chargers, they could orchestrate synchronized charging or discharging actions, leading to sudden surges or drops in electricity demand. This manipulation could disrupt the balance between supply and demand in the power grid, potentially causing localized or widespread blackouts.

While chargers hacking is not a common occurrence, there are some incidents that have already made the news with regards to ill-intended tampering with charging infrastructure. The first that comes to mind is when during the early stages of the conflict in Ukraine, hackers manipulated charging stations along the Moscow–Saint Petersburg motorway in Russia to display anti-Putin messages to users.

More recently, The Office for Product Safety and Standards in the UK notified Wallbox, the maker of the Copper SB electric car charger, that its product fails to meet existing cybersecurity regulations because of a hardware and operating system limitation, which could make it easier to hack.

Pen Test Partners, in their investigation, have also managed to identify and pinpoint numerous weak points.

Penetration testing, or pen testing, is a critical element in the cybersecurity domain, often termed ethical hacking. Its core objective is to identify and exploit system vulnerabilities to assess the robustness of security measures. This methodical process simulates cyberattacks targeting various components like computer systems, networks, or web applications, aiming to uncover any weak spots that could be leveraged by malicious entities.

Unlike traditional cybersecurity strategies that emphasize preventive and detective controls, penetration testing adopts a proactive and aggressive stance. It delves deep into the system to discover potential vulnerabilities that could be exploited by attackers, providing an invaluable perspective on the security landscape of the system.

The practice of penetration testing is categorized into three primary types, each differing by the level of knowledge pre-disclosed to the testers:

: In this approach, testers enter the scenario with no prior information about the system's infrastructure, mimicking an external cyberattacker's perspective. This lack of insider information means testers experience and interact with the system in the same way a real attacker would, ensuring that the assessment is unbiased and reflects potential external threats accurately.

 This type stands in contrast to black-box testing, offering complete transparency of the system's network and infrastructure to the testers. Such openness allows for an in-depth evaluation of the internal workings, including security protocols, system design, and the codebase. This comprehensive insight aids in pinpointing specific vulnerabilities and understanding how different elements of the system interconnect and affect overall security.

 Serving as a middle ground, gray-box testing equips the tester with limited system knowledge, similar to what a privileged user might possess. This partial insight facilitates a more nuanced assessment, enabling the identification of both external and internal security threats. By blending the external viewpoint of black-box testing with the detail-oriented approach of white-box testing, gray-box testing offers a balanced and comprehensive analysis of the system's security posture.

By understanding and employing these different types of penetration testing, organizations can significantly enhance their cybersecurity defenses, ensuring they are well-equipped to protect against and respond to potential cyber threats effectively.


Penetration testing offers numerous benefits for electric vehicle charging software, including Charge Point Operator platforms and eMobility Service Provider applications. Firstly, it enhances security by identifying and addressing vulnerabilities before they can be exploited by attackers, thus reducing the risk of data breaches and cyberattacks. This proactive approach helps in maintaining the integrity and availability of charging infrastructure, ensuring reliable service for users. By identifying potential security loopholes that could lead to unauthorized access or data leakage, penetration testing ensures that sensitive information, such as payment details, personal identifiers, and vehicle data, is safeguarded against cyber threats, thus minimizing the risk of identity theft,

Secondly, penetration testing builds trust among customers and stakeholders by demonstrating a commitment to cybersecurity. This is crucial for user retention and attracting new customers in the competitive eMobility market. By ensuring the security of CPO platforms and EMSP apps, providers can protect user data, including payment information and personal details, bolstering consumer confidence in their services.

Furthermore, regular penetration testing helps in compliance with regulatory requirements and industry standards, which are increasingly stringent in the eMobility sector. This compliance not only mitigates legal and financial risks but also positions the organization as a leader in cybersecurity within the eMobility industry.

In addition, penetration testing provides insights into the security posture of the software, allowing for better resource allocation and investment in cybersecurity measures. It helps in prioritizing the security needs, focusing on areas with critical vulnerabilities, and enhancing the overall resilience of the system against cyber threats.

As eMobility continues to evolve, with advancements in technology and increasing adoption, the cybersecurity landscape will also shift, presenting new challenges and threats. Penetration testing will remain a cornerstone in the defense strategy, adapting to counter these evolving threats effectively.

Looking ahead, the integration of more advanced technologies like AI and machine learning in penetration testing processes will likely enhance the detection and mitigation of cybersecurity threats. Additionally, regulatory bodies may impose stricter cybersecurity guidelines and standards for the eMobility sector, further emphasizing the need for robust penetration testing practices.

In conclusion, penetration testing is not just a technical necessity but a strategic imperative that supports the growth and sustainability of the eMobility ecosystem. By prioritizing and advancing these practices, the industry can navigate the complexities of the digital age with confidence, ensuring a secure and resilient future for eMobility.

In our recent blog post, we break down the case of pentests in the sphere of EV charging software solutions.

Penetration testing for EV charging software

See how adding EMSP services to existing businesses can enhance their ROI!

As an eMobility Business Consultant, Beniamin has had the opportunity to engage with many of our clients. Through numerous meetings, he has developed a profound understanding of the industry's preferences and challenges. He now applies this knowledge in his daily work and shares insights with others.


Beniamin Zwierzyński

While it’s well known that the digital charging ecosystem is a fairly complicated structure with many components, the strong foundation consists of two main types of products - Charge Point Management Systems and eMobility Service Provider Applications. While they’re often used solo by separate entities, considering adding another should come across many operators out there.

This time we’ll look into the possibilities of adding EMSP services and how that can be a smart move for many operators.

However, in order to do that, we must first differentiate the potential scenarios. The most prominent cases are:

adding EMSP to existing Charge Point Operators

adding EMSP offering to organizations which are not yet focused on EV charging

Operating and managing a charging network often requires significant capital investment and a high level of operational excellence. To run a successful charging stations network, companies must prioritize efficient utilization of their charging stations, ensuring they are used to their maximum potential. This involves monitoring and optimizing the usage patterns and managing the infrastructure to meet the demand and satisfy a broad range of EV drivers. Additionally, developing an effective and profitable B2B pricing strategy is crucial. This strategy should include things such as maintenance and other operational expenses.

Furthermore, companies must strategically plan their network expansion to capture new markets and serve more customers. This expansion should be data-driven, considering factors such as potential demand, competition, and the existing transportation infrastructure. Such expansion can i.e. involve an introduction of an EMSP app.

Adding EMSP app to a Charge Point Operator’s line of business - the benefits

An increase in charging stations utilization by adding a tool that will promote the network. Choosing an EMSP with features like route planner, operators can gain competitive advantage and improve ROI of their charging stations.

The opportunity to test different B2C pricing models, eliminate fees associated with eRoaming hubs and third-party eMobility Service Providers, ultimately leading to increased profit margins.

Differentiation from the competitors by introducing innovations like Autocharge or Plug&Charge, AI EV driver assistants or loyalty schemas without waiting for a third party EMSP to catch up

Getting qualitative and quantitative data of the EV driver behaviors. With right tools to analyze it, operators may grow their know-how and experience to improve charging stations settings and locations

Introducing EMSP app for non-EV charging businesses

The EV market is not only revolutionizing the automotive industry but is also creating new opportunities for sectors previously unconnected to eMobility. As the demand for electric vehicles increases, various industries that were once peripheral to the automotive sector are now finding synergies with eMobility, exploring how electric vehicles can complement and enhance their existing products and services. This shift is leading to innovative collaborations and expansions in services that cater to the evolving needs of EV owners and enthusiasts.

Business entities with a potential of introducing an EMSP app

There are many business that can consider adding EV charging services to their offering, among them, we can find:

Banking apps - a lot of financial institutions already provide options to buy mass communication tickets or pay toll fees. Giving access to public charging networks can be additional services and a way to keep users engaged. Moreover, easy payment system integration is an additional great benefit.

Insurance companies - one of the most important things in the communication insurance domain is retention of the customer. By providing the ability to charge their ‘just insured’ EV within their digital platform, insurance companies can keep the interest in the product for a longer time. Moreover, in such a scenario different loyalty schemas can be applied. 

Utility companies - it is another example of how providing additional services to a company's core offering can make customers more loyal to the company. There is also an important aspect of a well integrated payment system, where utility companies can send a single bill for multiple activities and services.

Selecting the right EMSP software is a critical decision for businesses looking to enter or expand in the electric vehicle (EV) charging market. This choice involves evaluating various factors that will significantly impact the service's success and user experience. There are three primary areas to consider when choosing the right provider: the features available to the EV driver, the business model of the EMSP, and the delivery model of the service. Each of these elements plays a vital role in how effectively an EMSP can meet the needs of both the business and its customers, influencing everything from user engagement to operational efficiency.

Features available to the EV driver - apart from the core charging functionality, features like route planning, loyalty programs and AI assistants will differentiate from other EMSPs

Business model - standalone, whitelabel EMSP application will not always be the best choice. There are aspects of data ownership, customer ownership, 3rd party risk assessment etc. This is why different business models must be considered - including SaaS, licensing or creating EMSP app from the ground up

Delivery model - standalone application vs headless EMSP app, incorporated in digital products. Especially for companies with existing solutions for their clients, adding a new application may be cumbersome for their users. This is where API first EMSP may play important role

To discuss more about different EMSP business and delivery models please feel free to 

 - with a wide range of successful deliveries of different EMSP we will be happy to help! You can also learn more about our EMSP app 

How to maximise ROI with an EMSP app?

See how map providers can contribute to the EV mass adoption!

Electric Vehicle adoption is surging. Amidst this change in global transportation, eMobility Service Providers are the key players, building communities and fostering brand identities for Charge Point Operators. While their roles are being constantly more recognized, beneath the surface, 

 play just as important but often underrated parts in the building of a future for the EV ecosystem.

Demand for EVs, while increasing, still comes with the persistent challenge of 

. Map providers can often alleviate this concern by offering real-time data on charging station locations in close neighborhoods or during a lengthy trip. With the use of advanced algorithms, they can enable drivers to confidently plan routes or show chargers availability. This is a crucial factor in making the driver more confident, reducing the range anxiety.

Map providers can also shape the perception of eMobility. By enhancing drivers' ability to visualize charging points on maps, they can accelerate EV adoption rates. This visualization becomes a key factor influencing societal perceptions and preferences toward more sustainable transportation. By visually showcasing a network of charging stations on maps, individuals can see the extensive infrastructure available, alleviating concerns about limited range and enabling more extended journeys. This also applies to the early stages of planning a trip, as the ability to visualize charging points along routes simplifies preparations and demonstrates the feasibility of EVs for various travel needs. Seeing a clear path with strategically located charging stations reassures the drivers that EVs can meet their transportation requirements without compromising convenience.

Another point worth to be made is about the place people use maps the most - the cars themselves. Integration of map provider services into the systems of car manufacturers not only improves vehicles’ attractiveness, but it also works great for the progression of eMobility. Such integrations can often streamline the navigation experience and provide route adjustments in response to real-time conditions. With such a cross-branch collaboration, both car manufacturers and  eMobility services can fully benefit. 

Highlighting Economic Incentives and Environmental Impact

Maps can incorporate visual cues related to economic incentives, such as tax credits, rebates, and reduced operational costs associated with EV ownership. By illustrating potential savings and financial benefits through visual representations, individuals can better evaluate the long-term value proposition of choosing an EV. Such visualizations can also emphasize the environmental impact of EVs through reduced emissions, energy efficiency, and sustainability metrics that resonate with eco-conscious individuals. By highlighting the broader societal benefits and environmental stewardship associated with EV adoption, maps can appeal to individuals' sense of responsibility and drive.

In certain instances, map providers transition into Electric Mobility Service Providers, offering a system where drivers can unlock and pay for charging directly from their car seats.

Envision an EV journey with a map service while helping find the best routes and overseeing your entire charging experience. As you approach a charging station, the integrated system guides you effortlessly to an available point. No more app navigation—simply plug in, authenticate through the in-car infotainment, and charging initiates.

Take it a step further and consider the integration of 

plug&charge into the map provider's system

. Arrive at a charging station, plug in, and the map provider, now an eMobility Service Provider, manages the entire transaction, from authentication to payment. The whole charging process becomes as simple as plugging the car in. Nothing more!

While there’s no question that eMobility Service Providers remain the driving force behind mass EV adoption by being the customer-facing side that creates and holds the driving community together, map providers certainly have a role to play. With the ability to shape the way many people view travelling by EVs, they can contribute to reducing range anxiety and thus, produce more customers for eMSPs.

Map Providers: Driving the eMobility Revolution

See a video recording of our recent webinar and learn about the future of eMobility!

After founding Solidstudio, Pawel was an originator in terms of pursuing expertise in eMobility. With the build-up of a solid knowledge-base on industry’s needs & wants, he now keeps a close eye on products’ development. He’s also hugely responsible for the business’ side and designs the business models for our products.

Paweł Małkowiak

Krzysztof is our Head of Products and he leads the technical development behind the suite of our ready-made solutions. Throughout the years in Solidstudio, he gained an invaluable insight into the eMobilty industry’s requirements and is now more than qualified to share his knowledge with others.

Krzysztof Ciombor

See our recent webinar exploring the future of eMobility software and the key market trends projected for 2024. Our featured speakers, Paweł Małkowiak and Krzysztof Ciombor, both industry experts with years of hands-on experience, provided valuable insights and expertise during this engaging online event.

Summary: Market forecasts for 2024 and beyond

During the webinar, Paweł and Krzysztof discussed the current state of eMobility, as well as some of the predictions and trends foreseen for the future. The debate included global data regarding EV sales and the potential growth of the charging network.

Projected growth for public chargers and EVs in Europe

As for the main part of the webinar, Krzysztof has shared an in-depth outlook on the digital ecosystem that runs in the background of the entire EV charging endeavour. This includes the digital solutions used by all parties involved (such as Charge Point Operators or eMobility Service Providers) and what are the open standards that facilitate different forms of connections between them. 

For those who look to deepen and standardize the knowledge on the topic of software within the sphere of eMobility, we highly recommend getting our ebook '

', which laid the foundations for the webinar.

Regarding the digital solutions, our experts also discussed the business side of obtaining them aka the business models through which the solutions are available for purchase. Here's where Paweł presented the main differences between SaaS and license and explained what works best for certain types of operators.

Finally, to sum everything up, Paweł and Krzystof went through the potential trends for the upcoming years, listing what might be worth taking a closer look:

2024 as cornerstone for mass adoption and meeting 2030 goals

more and more companies focusing on owning their own software

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The last pandemic forced digitalization. Now, the fuel crisis pushes electrification

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