The Charge Point Podcast

Summary
Europe’s public charging market is growing up. After more than a decade of building networks on grants, optimism and guesswork, charge point operators (CPOs) now face investors who expect returns, prime locations that are filling up fast, and a market heading for consolidation. The question every CPO board is asking is simple: what actually makes a charging network profitable?
Ole Henrik Hannisdahl has seen that question from every angle. He joined Norway’s EV programme in 2009, took over as CEO of Grønn Kontakt (later Mer Norway) in 2014, and grew it from three employees and a customer list in Excel to around 300,000 customers and a solidly positive EBITDA. Today, he is the founder of Chargalytics, a market intelligence platform that models charging demand, location quality and CPO performance from millions of real charging sessions. He also advises companies across the EV charging industry.
In this conversation with host Christophe Lephilibert, Ole Henrik breaks CPO profitability down into three factors: location, execution and capital. He explains why EBITDA can mislead investors in an asset-heavy business, why the operator behind a site matters as much as the site itself, and why property owners are set to win as Europe’s CPO market consolidates. Along the way, he shares what Norway can still teach the rest of Europe, the lessons the industry learned the hard way on roaming, and the two decisions he would take on day one as CEO of a large European CPO.
What you’ll learn
Why EBITDA is a misleading measure of CPO profitability, and why EBIT and disciplined capital deployment decide whether a charging network creates value.
How the Erlang C queuing model explains why charging networks deliver less queuing and higher utilisation as EV density and hub size grow.
What the Chargalytics CPO execution score reveals: fuel retailers and Tesla earn about twice as much from the same location as asset-focused operators.
Why a stronger retail strategy, including treating marketing as an investment, is the fastest way to lift returns on a network that is already built.
How a four-box model of CPO archetypes (property owners versus tenants, charging for profit versus charging for synergies) predicts who wins as the market consolidates.
Why fast charging is priced as a convenience product, and why drivers kept topping up at shopping centres near home even as battery sizes grew.
What Norway, with BEVs at around 95 percent of new car sales, shows about scaling, grid capacity and user expectations.
Why public money should mostly stay out of compliance networks, and why many early coverage sites are now being abandoned at reinvestment time.
Notable quotes
“If you’re a reasonably decent operator, you should be able to get an EBITDA of 60 to even close to 70%. But EBIT is where the game is, because you are doing something very asset heavy, something very capital intensive.” - Ole Henrik Hannisdahl
“Every CPO that doesn’t operate on their own property will have to renegotiate essentially their entire network at some point. And every time you renegotiate your network, you’re in slightly worse position, I think, than last time.” - Ole Henrik Hannisdahl
“I fully expect to see a McDonald’s charging arm at some point over the next 10 years.” - Ole Henrik Hannisdahl
About the guest
Ole Henrik Hannisdahl is the founder of Chargalytics and one of the most experienced voices in European EV charging. He started in e-mobility in 2009 as project lead for Grønn Bil, Norway’s programme to put 200,000 EVs on the road. He then led Grønn Kontakt and Mer Norway as CEO from 2014 to 2021, expanding the business into Sweden, Germany and the UK. Through Chargalytics, he now provides market intelligence, CPO benchmarking and location analytics to charge point operators, investors and other industry players, alongside advisory work for companies in and beyond EV charging.
Links
Ole Henrik Hannisdahl on LinkedIn: https://www.linkedin.com/in/hannisdahl/
Chargalytics: https://www.chargalytics.com
What does it take for a CPO to be profitable? (2023) https://www.chargalytics.com/deep-dives/what-does-it-take-for-a-cpo-to-be-profitable
The Consolidation Game: What Do Future CPOs Look Like? https://www.chargalytics.com/deep-dives/the-consolidation-game-what-do-future-cpos-look-like
The third plug is worth more than the twelfth (Erlang C and site utilisation): https://www.chargalytics.com/deep-dives/plugs-versus-power-erlang-2026
Related listening
Episode 18 with Osprey Charging and Powerdot on CPO branding and marketing, and Episode 55 with ORLEN on how a fuel retailer scales its charging network.
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Subscribe & Stay Updated:
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🫱🏻‍🫲🏼 And you can follow us on Linkedin by clicking here and connect with Christophe here.
⚡ Let’s keep the conversation—and the electrons—flowing.

Summary
Solar, battery storage and EV charging used to be planned as three separate projects, each with its own business case. That is changing quickly. Rising energy prices and slow grid connections are pushing charge point operators across Europe to design PV, BESS and chargers together as one integrated system. For CPOs planning high-power sites, the question is shifting from how many chargers to buy towards how to design the whole site around the grid, the energy and the vehicles to come.
In Episode 61 of the Charge Point Podcast, Christophe Lephilibert speaks with Christos Tsegkis, Regional Manager EV Charging for DACH, the Nordics and Southeastern Europe at Sungrow. Sungrow started in PV inverters, then expanded into battery storage and now builds EV chargers from AC up to megawatt class. Christos works with CPOs, logistics companies and investors who are combining solar, storage and charging, and he sees first-hand how large operators like E.ON Drive Infrastructure now buy BESS and charging as one solution.
The conversation covers why the combination of PV, storage and charging has become so attractive, how on-site batteries reduce dependence on DSO approvals, and who should orchestrate energy flows on a complex site. Christos explains how a field-level EMS and an intelligent external EMS work together, what changes for storage once electric trucks charge at megawatt level, and the one piece of advice he gives every CPO before investing in BESS.
What you’ll learn
Why large CPOs now ask for combined PV, BESS and EV charging solutions from the start of a project.
How grid connection approvals have become the common bottleneck for charging projects across Europe, and why mature markets like Germany and the Nordics feel it first.
How a battery on site lets CPOs keep building and serve peak demand while waiting for grid expansion.
What Sungrow’s BESS deployments with E.ON Drive Infrastructure signal about the direction of the European charging market.
How Sungrow’s internal EMS orchestrates its own products in the field, and where an external EMS adds intelligence on dynamic tariffs, markets and the grid.
Why Norway’s early move to dynamic tariffs shows how energy management lifts the return on a charging site.
How the role of storage moves from peak shaving to dynamic power allocation once many trucks charge at megawatt level at the same time.
Why Christos advises CPOs to plan for the next two to three years and design each site around its specific location.
Chapters
00:00 Welcome to the Charge Point Podcast
00:38 Intro: a little sunshine for the rainy season
02:20 Christos’s journey from solar and wind to e-mobility
04:14 From PV inverters to megawatt chargers: Sungrow’s evolution
06:15 Why PV, storage and charging is a winning combination
08:07 Grid bottlenecks: how storage reduces dependence on DSOs
12:06 Sungrow PowerStack: the typical BESS setup for charging sites
13:31 Orchestration: who decides where every kilowatt hour goes?
15:24 E.ON Drive Infrastructure and the end of standalone projects
17:52 Megawatt charging for trucks: from peak shaving to dynamic power allocation
20:39 Christos’s advice for CPOs planning their next high-power sites
22:21 Key takeaways and wrap-up
Notable quotes
“It comes down always on the DSOs. Some of the DSOs might provide more capacity on a higher pace. Some others, they are a bit slowing down the process. So this is a bottleneck for everyone.” - Christos Tsegkis, Sungrow
“If you have megawatt chargers with also 10 or 20 power stacks in one location, then we are talking about dynamic tariffs. We are talking about how we can optimise the whole ecosystem by having also an intelligent EMS in between.” - Christos Tsegkis, Sungrow
“It’s not about if I’m going to buy five chargers and five BESS, but how I will optimise the design based on a specific location.” - Christos Tsegkis, Sungrow
About the guest
Christos Tsegkis is Regional Manager EV Charging for DACH, the Nordics and Southeastern Europe at Sungrow, based at the company’s European headquarters in Munich. He began his career in solar and wind energy almost 14 years ago and has focused on electric mobility since 2019. Christos joined Sungrow three years ago as Business Development Manager for EV charging in DACH and Southeastern Europe, and now leads the company’s EV charging business across three regions, helping CPOs and fleet operators combine solar, battery storage and charging into integrated, scalable solutions.
Christos Tsegkis on LinkedIn: https://www.linkedin.com/in/christos-tsegkis-1696aa3a/
Sungrow: https://en.sungrowpower.com/
Electrive interview with Christos
Free on-demand masterclass: co-located BESS for CPOs
Co-located batteries are now part of almost every CPO conversation, but connecting and controlling them is still the first big hurdle. In our on-demand masterclass, FLEXECHARGE shows how to solve the connect challenge and unlock value stacking with peak shaving, arbitrage, flexibility revenues and DNO curtailment, with real examples from Recharge, Q8 and other CPOs.
Watch it here: https://www.flexecharge.com/resources/webinars/the-power-of-co-located-batteries-unlocking-the-full-revenue-potential
Related listening
For more on battery economics at fast-charging sites, listen to Episode 54 with Ryan Fisher of BloombergNEF, and to Episode 56 with Michel Verschuere of Yuso on why grid congestion makes co-located BESS essential for CPOs.
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You can get more information on our website.

Give us some stars please
🌟 If you enjoyed the episode, please give it a 5-stars note and leave us a review.

Get in Touch:
Do you have suggestions for future guests or topics? Reach out to us at hello@flexecharge.com. 
Subscribe & Stay Updated:
🔔 Make sure to subscribe to the Charge Point Podcast to stay updated on the latest trends and developments in the world of EV charging and energy.
📩 You can subscribe to our Newsletter, The Charge Point Journal, by clicking here.
🫱🏻‍🫲🏼 And you can follow us on Linkedin by clicking here and connect with Christophe here.
⚡ Let’s keep the conversation—and the electrons—flowing.

Summary
Most conversations about EV charging infrastructure focus on chargers, power and grid connections. Far fewer look at backend architecture, even though it decides whether a site keeps charging when something goes wrong. In the traditional setup, each charger talks to a single charge point management system (CPMS) over OCPP. If that one connection drops, transactions, remote commands and monitoring can stop with it. For critical sites like electric bus depots, and for CPOs migrating networks after an acquisition, that single point of failure is a real business risk.
In this episode of the Charge Point Podcast, Christophe Lephilibert speaks with two guests from inside FLEXECHARGE. Szymon Żmijewski is the software developer who built broker forking, FLEXECHARGE's OCPP proxy feature for backend redundancy, designed in close collaboration with Daimler Buses for bus depot operations. Jan Köster, CCO and co-founder of FLEXECHARGE, brings the commercial view from six years of working with CPOs on load management and energy management.
Together, they explain how broker forking lets one OCPP proxy maintain connections to a primary, a fallback and a service backend at the same time, why preserving transaction state matters more than simply reconnecting, and how the same architecture lets CPOs migrate between CPMS platforms gradually instead of in one risky switch. They also zoom out to CPO consolidation and specialisation across Europe, and Jan shares the three industry trends he is watching most closely.
Chapters

What you'll learn
Why the traditional one-charger, one-backend model creates a single point of failure that can paralyse an entire charging site when the internet connection drops.
How broker forking routes OCPP traffic to three backends, a primary, a secondary fallback and a service backend, each with a distinct role.
How a fallback backend keeps charging sessions running at a bus depot when the connection to the primary CPMS is lost.
Why OCPP 1.6 transaction IDs make multi-backend operation hard, and how a mapping layer in the broker keeps three backends in sync without the charger noticing.
How the service backend separates monitoring and diagnostics from operations, and how real-world use led to a whitelist of messages it is allowed to send.
How broker forking turns a CPMS migration after an acquisition into a controlled, gradual move with sandbox testing.
Why Jan sees three trends shaping the market: the shift from hardware to controllable energy assets, the specialisation of CPOs and their tech stacks, and standardisation as the key to winning the consolidation game.
Why an OCPP proxy with forking can match the reliability of a direct Modbus integration with the charger.
Notable quotes
"The primary purpose of a charging site is not to be connected to the internet, it's to charge cars. So when the internet connection fails and that paralyzes the whole site, that creates a serious problem." - Szymon Żmijewski, FLEXECHARGE
"The charger thinks that there's only one ID, each of the backends think that there's only one ID, but we internally know that actually there's three different IDs." - Szymon Żmijewski, FLEXECHARGE
"The CPOs have realized if they handle each charging site as an individual project, there's no chance to scale. And the ones that have figured it out to standardize are the ones that are taking the lead in the consolidation game." - Jan Köster, FLEXECHARGE
About the guests
Szymon Żmijewski is a software developer at FLEXECHARGE, the European EV charging software and hardware company, where he works on energy management solutions and hardware integrations for charge point operators. He is the developer behind broker forking, the OCPP proxy feature that gives CPOs backend redundancy, and has worked hands-on on the state preservation and transaction ID mapping that make multi-backend OCPP setups reliable in real-world fleet environments.
Jan Köster is CCO and co-founder of FLEXECHARGE, where he leads sales, business development and account management. He has helped grow FLEXECHARGE from load management for small customers into a comprehensive energy management platform for CPOs, with features like broker forking. With a commercial background in industrial control systems for heating, ventilation and lighting, he brings a practical view of the reliability and scalability that critical charging infrastructure demands.
Szymon Żmijewski on LinkedIn: https://www.linkedin.com/in/szymon-zmijewski/
Jan Köster on LinkedIn: https://www.linkedin.com/in/jankoester/
Related listening: Episode 13 with FLEXECHARGE CEO and co-founder Max Brandt, on how the company evolved into a vendor-independent grid-integration platform.
Got some feedback or questions? Text us!
You can get more information on our website.

Give us some stars please
🌟 If you enjoyed the episode, please give it a 5-stars note and leave us a review.

Get in Touch:
Do you have suggestions for future guests or topics? Reach out to us at hello@flexecharge.com. 
Subscribe & Stay Updated:
🔔 Make sure to subscribe to the Charge Point Podcast to stay updated on the latest trends and developments in the world of EV charging and energy.
📩 You can subscribe to our Newsletter, The Charge Point Journal, by clicking here.
🫱🏻‍🫲🏼 And you can follow us on Linkedin by clicking here and connect with Christophe here.
⚡ Let’s keep the conversation—and the electrons—flowing.

Summary
For decades, the energy sector and the mobility sector evolved on separate tracks. Electrification has now merged them, and EV charging sites sit exactly where they meet. For charge point operators, that creates a new kind of asset: a vehicle that has a trip to make, but also a flexible load that can respond to imbalance prices, balancing markets and grid constraints. The question is no longer whether EV flexibility has value, but how CPOs can capture it reliably without compromising the driver.
In Episode 59 of The Charge Point Podcast, Christophe Lephilibert speaks with Cedric De Cauwer, professor at the Vrije Universiteit Brussel (VUB) and researcher at MOBI, the university's electromobility research centre, which is approaching 50 years of work in e-mobility. Cedric started his PhD at MOBI on EV range estimation and gradually moved to grid integration of electric vehicles, which is now his main research domain. His recent work applies reinforcement learning and AI to EV charging, co-located batteries and flexibility services.
The conversation covers what his research reveals about smart charging, the Belgian imbalance market, value stacking with co-located batteries, and why aFRR is particularly difficult for EVs. Cedric explains why the use case matters more than the market, why sites like long-term airport parking and truck depots are natural flexibility candidates, and what his new large-scale coordination project aims to solve. He closes with practical advice for CPOs from two perspectives: as a researcher and as a long-time EV driver.
What you'll learn
How reinforcement learning applied to the Belgian imbalance market cut charging costs in simulations, and even reached negative charging prices.
Why the driver is the defining variable in EV flexibility, and why every revenue gain has to be balanced against meeting the driver's charging needs.
Why involving drivers is about more than financial incentives: reducing friction in the user interface and gradually building their understanding matters just as much.
Why a co-located battery rarely pays off on a single use case such as peak shaving, and how value stacking multiple services improves the return on investment.
Why aFRR remains lucrative but is especially hard for EVs, since capacity reservation clashes with unpredictable vehicle availability.
Why the real potential lies in treating the EV as a mobility asset first, and using energy services to fulfil its charging needs in a smarter way.
Which use cases make flexibility more predictable, from long-term airport parking to depots, compared with public charging.
What it will take to coordinate tens of thousands of EVs at once, including aligning TSO and DSO needs and handling data exchange at scale.
Chapters
00:00 Intro: smart charging, AI and the 50% question
02:27 Cedric's origin story: from EV range estimation to grid integration
03:36 What sparked his interest in where mobility meets energy
05:30 Reinforcement learning in the Belgian balancing market
08:54 Negative charging prices and the driver trade-off
10:15 Involving and educating EV drivers
12:36 Co-located batteries and value stacking at charging sites
15:58 ChargePoint Radar break
16:25 The most lucrative ancillary services: aFRR vs the imbalance market
19:17 Treating the EV as a mobility asset first, energy asset second
22:24 What control and planning CPOs need for flexibility revenue
24:40 Airports as virtual power plants, and depot charging
25:36 Next research project: coordinating tens of thousands of EVs
28:56 Innovations to watch in the next 3 to 5 years, including V2G
31:39 Advice for CPOs from a researcher and a long-time EV driver
34:10 Outro and key takeaways
Notable quotes
"In our simulations, we even got to a negative price, meaning that we were earning to charge. However, at a slight cost, and that cost was not always being able to fully charge the vehicle." - Cedric De Cauwer
"Look first at the obvious one, the smart charging one, and do that on more scale. Increasing self-consumption, reducing peaks, peak shaving, arbitrage. These are low-hanging fruits." - Cedric De Cauwer
"As an EV driver, I would say reliability. Make your network reliable, make sure that it works all the time. That is what will make you stand out as a CPO." - Cedric De Cauwer
About the guest
Cedric De Cauwer is a professor at the Vrije Universiteit Brussel (VUB) and a researcher at MOBI, one of Europe's leading electromobility research centres, with a multidisciplinary team of more than 120 specialists. Trained as an electromechanical engineer, he completed his PhD at MOBI on the range estimation of electric vehicles before shifting his focus to the integration of EVs into the electricity grid. His research covers smart charging, vehicle-to-grid, co-located battery storage, flexibility markets and AI-based energy management, including a new project on large-scale coordination of EV charging for grid balancing and congestion management.
Cedric De Cauwer on LinkedIn: https://www.linkedin.com/in/cedric-de-cauwer-8ab22488/
MOBI, Vrije Universiteit Brussel: https://mobi.research.vub.be/
Related listening
For the operator side of imbalance-market arbitrage and co-located batteries in Belgium, listen to Episode 56 with Yuso.
Got some feedback or questions? Text us!
You can get more information on our website.

Give us some stars please
🌟 If you enjoyed the episode, please give it a 5-stars note and leave us a review.

Get in Touch:
Do you have suggestions for future guests or topics? Reach out to us at hello@flexecharge.com. 
Subscribe & Stay Updated:
🔔 Make sure to subscribe to the Charge Point Podcast to stay updated on the latest trends and developments in the world of EV charging and energy.
📩 You can subscribe to our Newsletter, The Charge Point Journal, by clicking here.
🫱🏻‍🫲🏼 And you can follow us on Linkedin by clicking here and connect with Christophe here.
⚡ Let’s keep the conversation—and the electrons—flowing.

Public charging, not battery technology, is quietly becoming the biggest obstacle to electrifying Europe's trucking fleet. A truck can't simply pull up to a standard DC charger built for cars; it needs dedicated infrastructure delivering 600 kilowatts, 800 kilowatts, or even a full megawatt, sized to refill a battery inside the driver's mandatory 45-minute regulatory break. Building that infrastructure at scale, along the right corridors, with the right grid capacity, is a very different challenge than rolling out passenger-car charging, and it's one Europe has barely started solving.
Louis Dupasquier is uniquely placed to talk through it. He's the CEO of both Voltix and Easy Charge, two charging companies inside the Vinci Group, giving him an end-to-end view that spans small-format AC networks on French streets and the E-Born network in the southeast, all the way up to the megawatt-class truck charging stations Voltix is now building along Europe's highways. Louis's path here runs through the French Ministry of Energy, six years at Vinci deploying thousands of high-power chargers across the French motorway network, and the 2023 founding of Voltix specifically to tackle truck charging. Weeks before this episode went live, Voltix and its parent Vinci Concessions closed close to 90 million euros, alongside Épopée Gestion and ADEME Investissement, to fund the network's next phase.
In this conversation, Louis explains why 2025 was the tipping-point year for electric trucks, how France and Germany are each building their own path to TCO parity with diesel, why Germany's fragmented grid landscape makes connections so much harder than in France, and why he thinks Europe's grid connection rules need to change entirely. He also lays out Voltix's rollout plan across five European countries through 2028, and makes the case for why megawatt charging matters even beyond the regulatory break itself.
CHAPTERS
0:00 – Intro & episode overview
 2:14 – Louis Dupasquier's path: from the French Ministry of Energy to double CEO at Vinci
 4:29 – Why Voltix exists: the case for battery-electric trucks over hydrogen and biofuel
 6:04 – The 2023 study that defined the bottleneck: public charging for trucks
 9:14 – The 2025 tipping point: the Mercedes eActros 600 and real-world proof
 13:43 – TCO parity in France vs. Germany, and the coming EU carbon price on road transport
 16:21 – Grid bottlenecks: why France is an "El Dorado" and Germany's grid is fragmented
 23:06 – What makes Voltix different: Vinci's infrastructure DNA and operational excellence
 26:05 – Public charging only: en-route and destination charging for long-haul trucks
 29:23 – The rollout plan: first station in Vierzon, and the 2027-2028 roadmap
 31:03 – Expanding to five countries: Spain, Germany, Denmark, and Sweden
 33:05 – Megawatt charging, MCS vs. CCS, and the future of induction charging
 37:51 – Recap, the 90 million euro funding update, and closing thoughts
WHAT YOU'LL LEARN
Why public charging infrastructure, not battery technology, is the real bottleneck standing between Europe and electric long-haul trucking.
Why 2025 was a turning point for the industry, driven by real-world performance data from Mercedes' eActros 600 on long-haul routes.
How France has built a policy framework, purchase subsidies, depot-charging installation subsidies, and fiscal over-amortization, that already gets regional electric trucks to TCO parity with diesel.
Why Germany's toll exemption for electric trucks makes it just as strong a TCO story as France's, despite a much more fragmented grid to navigate.
How the EU's planned expansion of carbon pricing to road transport, expected around 2028, will further tilt the TCO math toward electric.
Why Louis argues Europe needs to abandon "first come, first served" grid connections in favor of anticipatory planning, using Vinci Autoroute's own highway grid-connection strategy as a working example.
How Voltix is using battery storage as a bridge to open charging stations even where grid connections are limited or delayed.
Why Voltix is building every station with both MCS and CCS connectors, and Louis's case for why a full megawatt of charging power could eventually let truck charging happen outside of drivers' regulatory breaks entirely.
NOTABLE QUOTES
"We cannot charge a truck with a tractor with its trailer on a DC charger for light vehicles. It just doesn't fit. So we need a dedicated infrastructure to charge electric trucks." — Louis Dupasquier
"One of the rules, the European mindset we have to change, is the first-arrived, first-served rule. We have to plan the grid connections. We know we will need power everywhere. We should not wait anymore for people to ask for it." — Louis Dupasquier
"We are not an energy company. We are not an oil company. We are not an electrician. We are not a gas company. But we are an infrastructure manager." — Louis Dupasquier
ABOUT THE GUEST
Louis Dupasquier is the CEO of Voltix, the Vinci Concessions company building megawatt-class public charging stations dedicated to electric trucks across Europe, and CEO of Easy Charge, a Vinci Group company operating public high-power charging networks for CPOs in France, including the E-Born network across the southeast of the country. Louis began his career as a civil servant at the French Ministry of Energy, working on nuclear power, offshore wind, and hydroelectric concessions, before joining Vinci roughly six years ago to lead deployment of thousands of high-power chargers across the French highway network starting in 2020. He founded Voltix in 2023 to address what he identifies as the central bottleneck to truck electrification: dedicated, high-power public charging infrastructure along Europe's main freight corridors. Under his leadership, Voltix has secured two rounds of EU CEF-AFIF funding and, most recently, a near-90-million-euro investment from Vinci Concessions, Épopée Gestion, and ADEME Investissement, with its first station set to open in Vierzon, France in autumn 2026.
Connect with Louis Dupasquier: https://www.linkedin.com/in/louisdupasquier/
 Voltix: https://www.voltix-charging.com/
RELATED LISTENING
For more on the grid-connection challenges facing truck fleet electrification, listen to Episode 51 with Martin of INTERFACE Nordics, who dug into the same grid-constraint and depot-charging communication problems Louis raises here, from a Nordic market perspective.
Got some feedback or questions? Text us!
You can get more information on our website.

Give us some stars please
🌟 If you enjoyed the episode, please give it a 5-stars note and leave us a review.

Get in Touch:
Do you have suggestions for future guests or topics? Reach out to us at hello@flexecharge.com. 
Subscribe & Stay Updated:
🔔 Make sure to subscribe to the Charge Point Podcast to stay updated on the latest trends and developments in the world of EV charging and energy.
📩 You can subscribe to our Newsletter, The Charge Point Journal, by clicking here.
🫱🏻‍🫲🏼 And you can follow us on Linkedin by clicking here and connect with Christophe here.
⚡ Let’s keep the conversation—and the electrons—flowing.