Charging cable connected to the rear of a white electric car on a residential street.

EV charging recruitment · Belgium

EV charging recruitment in Belgium

We recruit across EV charging in Belgium, a small country running three separate charging markets. Flanders, Wallonia and Brussels have their own concessions, their own targets and their own grid problems, and Flanders holds several times the charge points of the other two combined.

What pulled the whole market forward this year was not infrastructure policy. It was tax. Fossil fuel company cars lost their deductibility outright on 1 January 2026, and nearly eight in ten new company cars registered in the first quarter were fully electric. The fleets moved first and the charging is catching up.

Clients we have helped

The niches inside the niche

EV charging is not one market

Public charging, depot charging, the software platforms and the hardware manufacturers all hire differently, and people rarely move between them. Whichever one you sit in, the hiring problem next door is not your hiring problem.

Public charging and CPOs: You are hiring grid connection, siting and field service across an estate that is dispersed by design, and so is everyone you are bidding against for the same people.
Bus, truck and depot charging: If you build the charging, the people who genuinely understand megawatt charging sit with a handful of specialist providers, and you already know who they are. If you run the fleet, the expertise you need is one line inside a generalist operations role, so it has no job title to advertise against.
eMSPs, roaming and charging software: You are hiring like a software business, not an energy one, which means you lose people to fintech on salary before you reach offer. The one thing you cannot hire generically is roaming and protocol interoperability.
Charge point manufacturers: Design is not usually where it hurts. Certification, compliance and the units already in the field are, and the gap that keeps reappearing is embedded firmware and after-sales engineering.
Home and domestic installation: You are not competing with other charging businesses for electricians, you are competing with solar and heat pumps for the same qualified trades, and the qualification itself is becoming the constraint rather than the experience.
Fleet and workplace charging: Almost never its own job title, so when you need it you are hiring out of consultancies and specialist installers rather than from a business that looks like yours. The buyer sits in fleet or facilities rather than energy, which changes who the hire has to convince.

Our Approach

How we work here

Recruitment fundamentals travel. Markets do not. Belgium is three language and regulatory markets in one, so a search that only runs in Dutch misses Wallonia entirely and a search in English misses almost everything. The public employment services carry roles the commercial boards never see, which matters here more than anywhere else we work, because that is where the installer market actually advertises.

Before you brief anyone

Two questions worth answering first

Hiring from outside the sector means persuading somebody to change industry, and that turns on two things most businesses have never written down.

Why should a good engineer come into EV charging rather than any other part of the transition? And why should they come to you rather than the operator down the road?

Most cannot answer either, because most are offering the same things: a growing market, a good team, interesting work. None of that is a reason to move.

A business that hires on skills alone, without knowing whether the person actually cares about the transition, is usually hiring for the same role again sooner than it planned.

Why Hiring Here Is Different

Why hiring here is different from anywhere else

The government has already classified the shortage for you.

In most markets we have to infer that a role is hard to fill. In Flanders you do not have to infer it. The public employment service labels shortage occupations itself, and charge point installation carries that label. One Flemish charging installation specialist is currently running near-identical installer and service technician postings across at least ten separate regions at once, several of them open since December 2025 and still being edited nine months later, every one of them officially tagged as a shortage occupation. That is a government classification of hard to fill sitting alongside a posting pattern that says the same thing. We have not found stronger evidence of scarcity in any market in this programme. The demand behind it did not come from charging policy. It came from the company car tax cliff on 1 January, and where it shows up in hiring is not where people expect. The big leasing companies are not advertising a single charging role. The businesses hiring are the workplace and depot installers who serve those fleets, and the operators opening land acquisition and business development roles. One more thing worth knowing, because it saves time. A concession award is not a hiring signal. Both regional concessions changed hands in the last year, and neither winner is running a visible technical hiring wave. The work goes to the installers underneath them, which is where you have to look.

Source: Nearly eight in ten new company cars are electric
Source: Ultra-fast charging along Flemish motorways

Talent Scarcity

Where the pressure is right now

Charge point installers and service technicians. Officially classified as a shortage occupation by the Flemish public employment service, which is a government designation rather than our inference. One specialist is running the same two titles across at least ten regions simultaneously, some open for more than nine months. If you are hiring here, assume you are competing with a business that has already failed to fill the role ten times over.

Workplace and depot charging delivery. Where the company car tax change actually lands. The leasing businesses are not hiring for it, the installers serving their fleets are, and the buyer sits in fleet or facilities rather than energy, which changes who the hire has to convince.

Land acquisition and business development for the regional concessions. Two multi-year programmes are now running across two regions under different operators, and both need sites before they need engineers. This is a property and municipal relationship job rather than a technical one.

Grid and connection coordination, which has no job title here. We checked all three distribution operators directly on their own career pages and none carries a connection or congestion titled role. The capability exists inside general engineering and project roles, so finding it means reading the work rather than the title.

Anything that has run past seven weeks. A straightforward Belgian charging hire closes in four to six. Past that the brief is usually the problem rather than the market, though in the installer market that assumption needs testing against a genuine national shortage.

Based on live vacancy activity across the Belgian charging market. Reviewed 14 September 2026, updated monthly.

Market Intelligence

The market right now

9 July 2026

Twenty thousand new points in six months

Belgium held 126,045 public charging points at the end of June 2026, up from 106,677 at the start of the year, a rise of nearly 20,000 in six months and a run rate of a little over 3,000 new public points a month. For a country this size that is a heavy build rate, and it is being delivered through three separate regional programmes rather than one.

Source: 20,000 extra charge points in six months .
8 May 2026

Tax did what infrastructure policy could not

From 1 January 2026 fossil fuel company cars bought, leased or hired in Belgium lost fiscal deductibility entirely, while electric vehicles keep full deductibility for anything acquired before 2027. In the first quarter of 2026, 78.3% of new company cars registered were fully electric, up from 64.8% across the whole of 2025. Wallonia posted the sharpest gain, closing the gap with Flanders because of the tax rather than any regional build-out.

Source: Nearly eight in ten new company cars are electric .
1 July 2026

Both regional concessions have changed hands

Flanders awarded its replacement public charging concession in December 2025, with one operator taking roughly two thirds of around 8,000 public AC points. Wallonia’s ten-year concession runs to 2038 across close to all 242 municipalities, and the first of more than 3,000 public poles were switched on from 1 July 2026. Two multi-year delivery programmes are starting at once, in two regions, under two different operators.

Source: Flemish public charging concession awarded , First poles switched on under the Walloon concession .
24 April 2026

The grid answer is flexibility, not a queue

Belgium has not copied the Dutch approach of ranking who gets connected. What operates instead is a flexible connection contract: full requested capacity granted, with the network operator able to call for temporary curtailment when congestion threatens. By April 2026 this had unlocked offers for 760 stalled connection applications, and businesses installing charging infrastructure are explicitly among those being offered it. Charging is not formally ranked last here. It is being folded into a general mechanism.

Source: Grid congestion solution for nearly 800 companies , Are flexible connection contracts a real solution .
13 March 2026

Wallonia’s network is genuinely strained

The Walloon distribution operator reports around 700 high-voltage clients waiting for connection, with battery park connection requests up 280% between 2024 and 2025. The transmission operator is quadrupling planned Walloon investment to €2.6 billion for 2026 to 2030, and the two main distributors are committing a further €2.8 billion between them. That is a network catching up with demand rather than one ahead of it.

Source: Investigation into the saturated electricity network .

Market intelligence reviewed 14 September 2026.

TalentPilot

We would rather you needed us less

Most agencies are built so that you call them again. The model only works while hiring stays hard for you, which means nobody selling it has much reason to make it easier.

We took the opposite bet, and not only out of principle. A business that hires well on its own stays a client for years and brings us the roles that are genuinely difficult. A business that depends on an agency resents every invoice and leaves the first time somebody undercuts us. The second kind of relationship is worth less and lasts less long.

So we built TalentPilot. Twenty-one tools across planning, attracting, hiring and keeping people: map the roles before they become urgent, see where the people actually are, write the advert properly, run a consistent interview, and know which of your new starters is at risk before they resign.

And one thing almost nobody has. Every week, the real reasons candidates said no. Not a summary. The actual objections: the money, the location, the counter-offer, the part of the role that put them off. Most businesses never find out, which is why they keep making the same hire the same way.

Everything on this page is one market on one date. Our clients see their own, continuously.

What is left for us is the work that genuinely needs a search. That is the part we are good at, and the part worth paying for.

See how TalentPilot works

How a search runs

You see it as we see it

Before we start: The brief and the target companies are agreed in writing. You know which businesses we are approaching and which we are not, before anyone is contacted.
Every week: The outreach, the response levels, where each person sits in the process, and the reasons anyone said no. The money, the location, the counter-offer, the part of the role that put them off.
When it stalls: You hear it from us. A search that has gone quiet is a conversation about the brief, not a report we delay until you ask.

What happens when you get in touch

A first call is a conversation about your hiring plan. Half an hour, with the consultant who runs this market for us.

We will tell you what we are seeing in your part of it: where the difficulty sits, which roles are moving and what people are actually being paid. You get that whether you decide to work with us or not.

If there is something we can help with, we will say what it would take and roughly how long. If there isn't, we will say so and point you at whoever is better placed.

No slide deck, no pitch, and nobody will chase you afterwards.

For Employers

Build the team that delivers.

Book a Discovery Call

For Candidates

Find your place in the transition.

Explore Open Roles

If you work in this market

What we are seeing from the other side

The same searches, read from the candidate side.

Charge point installers: Your trade is officially classified as a shortage occupation and employers are advertising the same role across ten regions at a time. Very few people in this position realise how much leverage that gives them on rate, van, tools and travel.
Workplace and depot specialists: The company car tax change has made every Belgian fleet an electric fleet, and somebody has to charge them. If you can handle a depot connection and a facilities manager in the same conversation you are in demand across all three regions.
People who understand the connection process: Undervalued here because it has no job title, which means it never appears in a search. Say explicitly that you have carried a connection through a distribution operator, because the people hiring you cannot find it any other way.
Where it leads: Installation into service management and regional supervision, depot work into fleet and operations leadership, and site acquisition into development. The regional concessions run for a decade, so the work has a long horizon behind it.

Questions

Clear answers for the next step.

What EV charging roles do you recruit for in Belgium?

Installation and service engineering, workplace and depot charging delivery, project and site management, connection coordination, land acquisition, network operations, product and software, and commercial leadership. We work all three regions, in Dutch, French and English.

Why is Belgium three markets rather than one?

Because Flanders, Wallonia and Brussels run separate concessions, separate targets and separate grid situations, and Flanders holds several times the charge points of the other two. A national figure tells you very little about where a specific role actually sits.

What is a knelpuntberoep and why does it matter to hiring?

It is the Flemish public employment service’s own classification for a shortage occupation, and charge point installation carries it. It means the difficulty is officially recognised rather than something a recruiter is claiming, and it should change what you expect to pay and how long you expect to wait.

Did the company car tax change really move the market?

Yes, and faster than infrastructure policy did. Fossil fuel company cars lost deductibility entirely on 1 January 2026 and 78.3% of new company cars registered in the first quarter were fully electric, against 64.8% for the whole of 2025. The fleets moved first, which is why workplace and depot charging is where the hiring is.

Does winning a concession mean a company is hiring?

Not on its own. Both Belgian regional concessions changed hands inside the last year and neither winner is running a visible technical hiring wave. The delivery work sits with the installers underneath them, which is a different set of employers entirely.