{"id":4282,"date":"2026-11-09T15:53:27","date_gmt":"2026-11-09T14:53:27","guid":{"rendered":"https:\/\/www.nextmobility.be\/post\/tarif-creg-recharge-domicile-voiture-de-societe\/"},"modified":"2026-11-09T15:57:34","modified_gmt":"2026-11-09T14:57:34","slug":"creg-rate-home-charging-company-car","status":"publish","type":"post","link":"https:\/\/www.nextmobility.be\/en\/post\/creg-rate-home-charging-company-car\/","title":{"rendered":"CREG rate: reimbursing home charging without sending your drivers to public chargers"},"content":{"rendered":"\n<p class=\"wp-block-paragraph\">The CREG rate is the maximum amount per kWh that a Belgian employer can reimburse, with no additional taxable benefit, for home charging of an electric or plug-in hybrid company car. It changes every quarter and depends on the region where the employee lives.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">It was designed to keep things simple. It also has a design flaw: it is calculated on past prices. When electricity prices rise, the employee pays part of the charging of his company car out of his own pocket, and some drivers draw the most logical conclusion in the world: charge somewhere else, at a public charger paid for with the employer&#8217;s charging card.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">This article gives the CREG rates since 2025, explains where the gap comes from, what it costs the employer, and what a car policy can provide to avoid it.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">1. The CREG rate in brief: who sets it and who it applies to<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The CREG, Belgium&#8217;s federal electricity and gas regulator, calculates an average household electricity price every month, region by region and all-in: energy, network costs, levies and VAT. On that basis, the Federal Public Service Finance sets a maximum amount per kWh for each quarter, published on <a href=\"https:\/\/www.creg.be\/nl\/consumenten\/prijzen-en-tarieven\/tarief-voor-terugbetaling-thuisladen-bedrijfswagens\">the CREG website<\/a>. That amount is what companies call the CREG rate.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">It is often described as a &#8220;flat rate&#8221;, and the term is misleading. Nothing is flat about the total: what is fixed is the maximum price per kWh. The amount reimbursed depends on the kWh actually charged.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Four rules are enough to apply it correctly:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>The home address decides.<\/strong> What counts is the region where the employee lives, not the employer&#8217;s region.<\/li>\n\n\n\n<li><strong>The quarter of the charging session decides.<\/strong> A session in December is reimbursed at the fourth-quarter rate, even if it is paid in January.<\/li>\n\n\n\n<li><strong>Only measured kWh count.<\/strong> The charging station or smart cable must record and report the electricity charged into the company car. An estimate is not enough.<\/li>\n\n\n\n<li><strong>The car policy must provide for it.<\/strong> Without a reimbursement clause in the policy, the reimbursement in principle becomes a separate taxable benefit.<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">The scheme was introduced by circular 2024\/C\/77 of 5 December 2024, tolerated for 2025 and made permanent the same year.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">The CREG rate quarter by quarter (euro cents per kWh)<\/h3>\n\n\n\n<figure class=\"wp-block-table\"><table class=\"has-fixed-layout\"><thead><tr><th>Quarter<\/th><th>Flanders<\/th><th>Brussels<\/th><th>Wallonia<\/th><\/tr><\/thead><tbody><tr><td>Q1 2025<\/td><td>28,22<\/td><td>32,94<\/td><td>32,56<\/td><\/tr><tr><td>Q2 2025<\/td><td>31,94<\/td><td>35,85<\/td><td>36,18<\/td><\/tr><tr><td>Q3 2025<\/td><td>34,56<\/td><td>37,87<\/td><td>38,43<\/td><\/tr><tr><td>Q4 2025<\/td><td>30,70<\/td><td>33,56<\/td><td>34,57<\/td><\/tr><tr><td>Q1 2026<\/td><td>31,32<\/td><td>34,26<\/td><td>35,23<\/td><\/tr><tr><td>Q2 2026<\/td><td>31,91<\/td><td>35,55<\/td><td>36,36<\/td><\/tr><tr><td>Q3 2026<\/td><td>32,22<\/td><td>37,19<\/td><td>37,83<\/td><\/tr><tr><td>Q4 2026<\/td><td>32,25<\/td><td>36,88<\/td><td>37,79<\/td><\/tr><tr><td><strong>Q1 2027<\/strong><\/td><td><strong>36,16<\/strong><\/td><td><strong>41,36<\/strong><\/td><td><strong>41,88<\/strong><\/td><\/tr><\/tbody><\/table><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">In the first quarter of 2027, the CREG rate rises by 12 % in Flanders and Brussels, and by 11 % in Wallonia. A Brussels employee who charges 200 kWh a month will be reimbursed at most 82,72 \u20ac a month, against 73,76 \u20ac this quarter.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">2. Why the CREG rate can cost the employee money (or earn him some)<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The CREG rate for a quarter is the average of three months of prices, taken with a delay. The rate for the first quarter of 2025, for example, was based on the prices of August, September and October 2024. Between the moment prices move and the moment the reimbursement follows, two to four months go by.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">When prices fall, the delay works in the employee&#8217;s favour: he is reimbursed on past prices that are higher than what he pays. That is what happened at the end of 2025, when the Brussels rate fell from 37,87 to 33,56 euro cents.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">When prices rise, it works the other way. In October 2026, according to the CREG as quoted by <a href=\"https:\/\/www.lecho.be\/monargent\/travail\/les-travailleurs-peuvent-perdre-de-l-argent-en-rechargeant-leur-voiture-de-societe-electrique-a-domicile\/10698419.html\">L&#8217;Echo<\/a>, a household with an electric car paid on average 45,11 euro cents per kWh in Brussels and 44,99 euro cents in Wallonia, while the CREG rate for the quarter is 36,88 and 37,79 euro cents. For a 60 kWh charging session:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>in Brussels, the employee pays 27,07 \u20ac and gets 22,13 \u20ac back: he loses 4,94 \u20ac;<\/li>\n\n\n\n<li>in Wallonia, he pays 26,99 \u20ac and gets 22,67 \u20ac back: he loses 4,32 \u20ac.<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">The 1 January rate closes part of the gap. If October prices persist, about 2 \u20ac per 60 kWh session remains, in Brussels as in Wallonia.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Nobody knows whether these gaps even out over the year. But an employee who sees them on his bill does not need to know that to change his behaviour.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">In Flanders, the capacity tariff comes on top. The CREG rate takes it into account, but spread over the kWh of an average household. For the rate to cover car charging as well, the charging must not create consumption peaks: good charging management is needed (section 3).<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">3. The contract and the time of charging make the difference<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The CREG rate is an average. What each employee actually pays depends on two things the employer does not set: his electricity contract, and when he charges.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">The electricity contract<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">An employee whose contract is more expensive than the average loses money on his charging, whatever the quarter. One whose contract is cheaper makes money. And the gaps between contracts are wide: in the example published by the CREG for October 2026, electricity contracts on the market ranged from 570 \u20ac to 1.026 \u20ac a year for average consumption. The most expensive costs 80 % more than the cheapest.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Many households stay with the same supplier for years, sometimes on a product that is no longer even sold. With an electric car to charge, that inertia is paid for at every kWh. Checking a contract is simple:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>the <a href=\"https:\/\/www.cregscan.be\/fr\"><strong>CREG Scan<\/strong><\/a>, free and neutral, positions an existing contract against the market, with the last energy bill at hand;<\/li>\n\n\n\n<li>the comparison tools of the regional regulators, <a href=\"https:\/\/www.vtest.be\/\"><strong>V-test<\/strong><\/a> in Flanders, <a href=\"https:\/\/brugel.brussels\/outils\/brusim-2\"><strong>Brusim<\/strong><\/a> in Brussels and <a href=\"https:\/\/www.compacwape.be\/\"><strong>CompaCWaPE<\/strong><\/a> in Wallonia, show the contracts available today;<\/li>\n\n\n\n<li>switching supplier is free, and the new supplier handles the switch.<\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">The time of charging<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Energy supplier Eneco analysed almost 120.000 home charging sessions of its customers over a year and a half (<a href=\"https:\/\/news.bepublic.be\/studie-thuislaadgedrag-eneco-slimladen-ontlast-het-elektriciteitsnet-tot-twee-derde-tijdens-de-avondpiek\">study published on 9 October 2026<\/a>). Among drivers whose charging is managed, at night or during solar production hours, 8 in 10 do better than the CREG rate: they are reimbursed more than they pay. Among those who plug in when they get home and let the car charge straight away, often in the middle of the evening peak, 6 in 10 do worse.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Eneco sells precisely a managed charging service, and its study should be read as such. It nonetheless confirms a simple mechanism: with a dual-rate or dynamic contract, the CREG rate favours off-peak charging and penalises charging at 6 pm.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The Flemish capacity tariff, in force since 2023, makes the network bill depend on monthly consumption peaks. A session started on arrival home, while the oven and the hob are on, creates a peak that weighs on the bill well beyond that evening. A charging station programmed to charge at night, or limited in power during peak hours, avoids it.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">4. When charging leaves home: what the employer pays<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">A driver who loses money by charging at home has an alternative that costs him nothing: the public charger, paid for with the charging card his employer gave him.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The phenomenon has been documented since 2025. According to a study by operator MobilityPlus reported by De Tijd, 26 % of employees with a home charger used it three times a month at most, or never. Among the reasons given: the capacity tariff in Flanders and uncertainty about what the new reimbursement method would bring in.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">For the employer, the difference is clear. A 60 kWh session reimbursed at this quarter&#8217;s Brussels CREG rate costs 22,13 \u20ac. The same session on a fast charger, at a public price between 0,54 and 0,75 \u20ac per kWh (Electra app in Belgium), costs between 32,40 \u20ac and 45 \u20ac.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">What does this add up to nationally? An analysis by Blossom, a home charging provider, quoted by L&#8217;Echo and De Tijd on 4 November 2026, puts the loss at 100 million euros a year for Belgian companies. The National Social Security Office counts 234.472 electric company cars: the average loss would therefore be slightly over 400 \u20ac per car per year. The method has not been published, and Blossom has a commercial interest in bringing charging back home. The right figure for a company is that of its own fleet, and it can be measured.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">And the driver&#8217;s time?<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The driver does not pay for public charging. He pays with something else: his time.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The same driver who hesitates for a long time before choosing the bigger battery, to save three quarters of an hour on the way to his holidays, is sometimes ready to lose half an hour every week charging elsewhere. Take a cautious assumption: 60 kWh charged per week, about 350 km, and half an hour of detour and waiting each time.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>What he avoids losing on his charging: 4,94 \u20ac a week in Brussels this quarter, or 257 \u20ac a year.<\/li>\n\n\n\n<li>What it costs him in time: 26 hours a year.<\/li>\n\n\n\n<li>What his hour is therefore worth: less than 10 \u20ac.<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">Compare that with the bigger battery. In our French-language LinkedIn series &#8220;Tu pr\u00e9f\u00e8res&#8221; on 3 November, we calculated that it saves almost 3 hours a year, at about 520 \u20ac per hour saved. In one case, people pay a lot to save time; in the other, they lose a lot of time to save little.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Supermarket chargers do not really change the calculation: they are often taken, and they force you to do your shopping at the pace of the battery rather than the fridge.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">By contrast, switching supplier takes a few minutes, once, and solves the problem for every charge that follows.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Not everyone can charge at home<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">This reasoning assumes a charger at home. Some drivers do not have one: a flat without parking, a co-ownership that refuses the installation, on-street parking. For them, public charging is not a choice, and it is not necessarily more expensive. For slow charging, the prices of public chargers in Brussels vary widely from one operator and one location to another, and some sit at the level of the average price paid by a Brussels household in October (45,11 euro cents per kWh), or even below. The difference lies in fast charging, and in the driver who has a charger and does not use it.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">To give an order of magnitude: every 1.000 kWh charged on a fast charger at 0,75 \u20ac instead of at home at the Brussels CREG rate costs the employer 381 \u20ac more.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">5. Actual cost or CREG rate: the two methods, and why we recommend only one<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The CREG rate is a ceiling, not an obligation. The tax authorities accept two methods.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Reimbursing the actual cost.<\/strong> The employer reimburses what the electricity actually cost the employee, based on his energy contract and with supporting evidence. On paper, it is the fairest method. In practice, it is an operational headache: a different contract for each employee, prices that change, dynamic contracts that vary hour by hour, and as many supporting documents to check. We do not recommend it.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Reimbursing at the CREG rate.<\/strong> The employer multiplies the measured kWh by the CREG rate for the quarter and the region of residence, or by a lower amount. No bill is required. It is the most widely used method, and the one we recommend.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">In both cases, the same conditions apply: a charging station that measures and reports the company car&#8217;s consumption, a car policy that provides for the reimbursement, and a reimbursement limited to that car&#8217;s electricity.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">The single national rate: a simplification that no longer is one<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">A company may apply one rate to all its employees, whatever their region. In that case, the rate may not exceed the lowest of the three, that of Flanders, and the choice applies for the whole calendar year.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">This quarter, the single rate is 32,25 euro cents. A Brussels employee is then reimbursed 4,63 euro cents per kWh less than his regional ceiling, a Walloon employee 5,54 euro cents less. In the first quarter of 2027, the gap will rise to 5,20 euro cents for Brussels and 5,72 euro cents for Wallonia.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The single rate made sense when everything had to be calculated by hand. Today, home charging management services apply the rate for the right region and quarter automatically. Keeping a single rate means accepting a gap that nothing justifies any more, and that pushes part of the fleet towards public chargers.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">6. What employers can do now<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">None of this needs to wait for a reform, and none of it requires changing the reimbursement method.<\/p>\n\n\n\n<ol class=\"wp-block-list\">\n<li><strong>Explain to drivers how to check and switch their contract.<\/strong> It is the most powerful lever and the least used. A driver whose contract is in the cheaper half of the market has no reason left to avoid his charger.<\/li>\n\n\n\n<li><strong>Help them set up their charger.<\/strong> Night-time scheduling, power limits during peak hours, and in Flanders a clear explanation of the capacity tariff.<\/li>\n\n\n\n<li><strong>Apply the regional rate for the right quarter.<\/strong> The rate is updated four times a year. A reimbursement stuck on an old quarter, or a single national rate, creates exactly the gap that sends drivers to public chargers.<\/li>\n\n\n\n<li><strong>Measure what actually happens.<\/strong> The split of kWh between home, office and public chargers, driver by driver, can be read in charging station data and charging card statements. It is the only basis for knowing whether the problem exists in your fleet, and what it costs.<\/li>\n\n\n\n<li><strong>Raise awareness regularly.<\/strong> In the companies we support, what works best is a short session for drivers: how to switch supplier simply, how to manage a home charger with the capacity tariff. Worth repeating when prices move, because last year&#8217;s good contract is not necessarily still a good one.<\/li>\n<\/ol>\n\n\n\n<p class=\"wp-block-paragraph\">The car policy says how drivers should charge. The statements say how they do.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">7. The weight of charging in the TCO of a company car<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Energy is the TCO item the employer controls least, because it depends on each driver&#8217;s behaviour. Two identical cars, with the same lease, can have different TCOs depending on whether they are charged 80 % or 40 % at home.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Our <a href=\"https:\/\/www.nextmobility.be\/en\/company-car-tco-calculator\/\">company car TCO calculator<\/a> lets you vary the charging mix (home, office, public charger) and the price of each source, and see the effect on TCO1, TCO2 and TCO3. The assumptions are visible and can be changed: it is the quickest way to put an order of magnitude on your own fleet before touching the policy.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">For the difference between the three TCO levels, and the one used for the mobility budget, see our article <a href=\"\/en\/post\/tco1-tco2-tco3-company-car-mobility-budget\/\">TCO1, TCO2, TCO3: which company car cost counts for the Belgian mobility budget<\/a>.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Frequently asked questions about the CREG rate<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>What is the CREG rate in the first quarter of 2027?<\/strong><br>36,16 euro cents per kWh in Flanders, 41,36 euro cents in Brussels and 41,88 euro cents in Wallonia, for charging sessions from 1 January to 31 March 2027.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Does the CREG rate depend on the workplace or the home address?<\/strong><br>On the employee&#8217;s home address at the time of charging.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Does the CREG rate also apply to plug-in hybrids?<\/strong><br>Yes, it applies to home charging of electric and plug-in hybrid company cars.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Can the employer reimburse more than the CREG rate?<\/strong><br>Yes, if he reimburses the actual cost and can prove it. An amount per kWh above the CREG rate, or a reimbursement without a communicating charger or a clause in the car policy, in principle becomes a taxable benefit.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>How do I know whether my electricity contract is too expensive?<\/strong><br>The CREG Scan, a free tool from the CREG, positions your current contract against the market based on your last bill. The regional comparison tools (V-test, Brusim, CompaCWaPE) then show the contracts available. Switching supplier is free.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Does the CREG rate apply to public chargers?<\/strong><br>No. It only covers home charging. Public charging goes through the charging card provided by the employer.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n\n<p class=\"wp-block-paragraph\">Want to know how charging is really split in your fleet, or organise a session for your drivers? It is one of the components of our <a href=\"https:\/\/www.nextmobility.be\/en\/supporting-you\/\">support assignments<\/a>.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n\n<h2 class=\"wp-block-heading\">Sources (consulted on 09\/11\/2026)<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>CREG, home charging reimbursement rate for company cars, creg.be: 2026 and Q1 2027 rates.<\/li>\n\n\n\n<li>FLEET.be, CREG rates Q1 2027, 03\/11\/2026: 2025 history, 200 kWh example, single rate.<\/li>\n\n\n\n<li>L&#8217;Echo, &#8220;Les travailleurs peuvent perdre de l&#8217;argent en rechargeant leur voiture de soci\u00e9t\u00e9 \u00e9lectrique \u00e0 domicile&#8221;, 04\/11\/2026: average prices October 2026, Blossom analysis, number of electric company cars (National Social Security Office).<\/li>\n\n\n\n<li>Baumal Expertise: calculation method (three-month average, two-month delay).<\/li>\n\n\n\n<li>Eneco, press release of 09\/10\/2026: study of almost 120.000 home charging sessions.<\/li>\n\n\n\n<li>FLEET.be and Business AM (2025): MobilityPlus study reported by De Tijd.<\/li>\n\n\n\n<li>Circular 2024\/C\/77 of 05\/12\/2024; Partena Professional, RSM, OECCBB: conditions for the reimbursement.<\/li>\n\n\n\n<li>CREG, CREG Scan page: spread of contracts in October 2026, free switching, regional comparison tools.<\/li>\n\n\n\n<li>Seety, map of public chargers in Brussels (viewed on 09\/11\/2026): displayed prices from 0,32 to 0,91 \u20ac\/kWh.<\/li>\n\n\n\n<li>Next Mobility, LinkedIn post &#8220;Tu pr\u00e9f\u00e8res&#8221;, episode 2, 03\/11\/2026: bigger battery on the Skoda Peaq, about 3 hours saved per year at about 520 \u20ac per hour.<\/li>\n\n\n\n<li>Time lost calculation: Next Mobility assumption of 60 kWh per week (about 350 km at 17 kWh\/100 km) and 30 minutes of detour and waiting per public charging session; 4,94 \u20ac \u00d7 52 = 257 \u20ac; 0,5 h \u00d7 52 = 26 h; 257 \/ 26 = 9,88 \u20ac\/h.<\/li>\n\n\n\n<li>Electra, help page on charging prices: prices in Belgium via the app.<\/li>\n<\/ul>\n","protected":false},"excerpt":{"rendered":"<p>The CREG rate is the maximum amount per kWh that a Belgian employer can reimburse, with no additional taxable benefit, for home charging of an electric or plug-in hybrid company car. It changes every quarter and depends on the region where the employee lives. It was designed to keep things simple. It also has a [&hellip;]<\/p>\n","protected":false},"author":3,"featured_media":4276,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[1],"tags":[],"class_list":["post-4282","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-post"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.3 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>CREG rate 2027: reimbursing company car home charging - Next Mobility<\/title>\n<meta name=\"description\" content=\"CREG rate 2026 and 2027 for home charging a Belgian company car: why it can cost the driver money, and how to avoid it.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" 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