ERE for fleets and depots: from load profile to business case

What a fleet with depot charging can generate in ERE income depends on three links: how much kWh is actually eligible, which ERE price applies at the moment of sale, and what commission or fee your provider charges. This article works through that using an example depot with 25 company vans - with explicit assumptions, a commission-sensitivity table and the audit trail you need to substantiate the figures. The amounts are explicitly indicative, not a quote or a guarantee.

From load profile to eligible kWh

Not every metered kWh at a depot is automatically ERE-eligible. To count, a charging session must come from an integrated, MID-certified meter, with verifiable per-session data, on a connection the business owns or is demonstrably authorised for, located in the Netherlands. At a depot with multiple charge points - sometimes installed in different years, with different charger brands - it is quite possible that not every point meets every requirement. Think of an older charging hub with an external meter, which will not count at all from 1 January 2027, or a single charge point whose connection is not yet clearly linked to the business.

For the worked example below we assume a depot with 25 company vans that mostly charge overnight on-site, averaging 3,000 kWh per vehicle per year. That is an assumption for illustration, not an average from our own data - use your own load profile for a real estimate.

Worked example: from kWh to euros (25 company vans)

Step by step, with every assumption explicit:

1. Total metered charging volume: 25 vehicles × 3,000 kWh = 75,000 kWh per year.
2. Assumed eligible share: for this example we assume 90%, because some charge points do not (yet) meet every requirement. That is 67,500 kWh.
3. Conversion to EREs: 67,500 kWh × 0.33269 = roughly 22,450 EREs.
4. Value at the current price band (€0.21-€0.41 per ERE, as of 7 September 2026):

Commission	€0.21/ERE (lower bound)	€0.31/ERE (current price)	€0.41/ERE (upper bound)
15%	€4,010	€5,920	€7,820
20%	€3,770	€5,570	€7,360
25%	€3,540	€5,220	€6,900

At the current price and a commission between 15% and 25%, that works out to roughly €209 to €237 per van per year, net. This is a worked example based on the stated assumptions, not a quote: your actual earnings depend on your own charging volume, the share actually accepted, the price at the time of sale, and your provider’s terms.

Commission sensitivity: the effect of your provider

The table above shows that the gap between 15% and 25% commission at this depot ranges from around €470 a year at the lower end of the price band to around €920 at the upper end; at the current price of €0.31 it comes to roughly €700 a year. For a single private charge point that euro difference is small; for a fleet, every percentage point of commission counts across a much larger volume.

Not every provider works with a percentage. Some charge a fixed annual fee, a fixed price per kWh, or a guaranteed minimum per kWh instead of a commission. At high volumes such a fixed structure can work out better than a percentage - but worse at low volumes. So don’t just compare the headline commission rate; work out what it actually means at your expected volume.

The audit trail a depot needs

With a fleet running multiple charge points and possibly multiple drivers, a solid audit trail matters more than for a single private charge point:

• Ownership or authorisation per connection - especially relevant if the depot charges across multiple addresses.
• A register of charge points with brand, model and MID status per meter.
• Session data per charge point, per day, in kWh - kept year-round, not requested only after the fact.
• Linking sessions to vehicles or drivers, if multiple drivers share the same charge point.
• Internal responsibility: who within the business is authorised to register and handle any corrections.
• An overview of 1 January 2027 status per charge point: integrated meter, or still an external one.

Without this record-keeping, it is harder to quickly substantiate which kWh actually qualify during a check - by your provider or, ultimately, the NEa.

What this model is not

This worked example illustrates the mechanics - load profile to kWh to ERE to euros - with explicit assumptions about the number of vehicles, consumption per vehicle and the eligible share. It is not a quote, not a guaranteed amount, and not a forecast of the future ERE price. Your actual earnings depend on your exact charging volume, the share of sessions actually accepted, the price at the time of sale, and your provider’s terms - including any reserves or extra costs.

Choosing a provider for a fleet

A few things matter more for a fleet than for a single private charge point: payout frequency (quarterly versus annual makes a real difference to cash flow at this volume), whether the provider has experience with multiple charge points and possibly multiple sites, and how transparent the statement is per charge point. Compare providers that offer business participation with multiple charge points side by side, and ask explicitly how they handle charge points that do not (yet) meet every requirement.