For vans parked at a depot overnight, start by matching the energy each vehicle must add with its parking window. A 7 kW or 22 kW AC chargepoint is often sufficient, but the van’s onboard AC charger sets the power it can actually accept. A 22 kW unit will not make a van charge at 22 kW if that vehicle is limited to 7 kW or 11 kW.
Before buying chargepoints, check the depot’s spare electrical capacity, how many vans may charge simultaneously, and whether static or dynamic load management can keep demand within the site limit. Have a competent installer survey the supply, metering, cable routes, earthing, civil works, parking layout and future expansion. For a multi-point project, involve the local distribution network operator (DNO) early. The UK funding position is date-sensitive: the next Depot Charging Scheme window was expected to run from 28 October 2026 to 29 January 2027, but its terms and grant rates were not confirmed when the official listing was checked.
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How many kW charger does an electric van need?
Choose the charger from three numbers: the energy the van needs before its next shift, the time it will remain plugged in, and the vehicle’s maximum AC charging rate. A simple planning estimate is:
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Charging time (hours) ≈ energy to add (kWh) ÷ charging power (kW).
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This is an approximation. Real sessions vary with the vehicle, battery state, temperature, charging controls and the power available at the site. Use the van manufacturer’s specification for its maximum AC input, not just the rating printed on the chargepoint.
| AC chargepoint rating | Energy example | Illustrative time | What controls the actual result |
|---|---|---|---|
| 7 kW | 50 kWh added | About seven hours | The van’s onboard AC limit, charging conditions and the energy actually required |
| 22 kW | 50 kWh added | Just over two hours | The van must be able to accept 22 kW AC; otherwise its onboard charger limits the session |
The 50 kWh figures are Energy Saving Trust’s worked illustration, with the page checked on 13 October 2026. They are not a promise of real-world time. A vehicle limited to 7 kW will take roughly the 7 kW time even when connected to a 22 kW point.
Use the next-shift requirement, not the battery’s headline capacity
A van arriving with 30 kWh still available does not need a full battery-sized refill. Record typical arrival state of charge, kilometres per shift, payload and weather-related variation, then estimate the kWh that must be restored before departure. Build a margin for late returns or an unplanned extra route, but do not size every point as if every battery arrives empty.
Check the van’s onboard AC charger
Chargepoint power and vehicle acceptance are separate specifications. Energy Saving Trust notes that most new vehicles’ onboard chargers accept up to 11 kW, while exact limits vary by model. Confirm whether each van accepts 7 kW, 11 kW or 22 kW AC, and whether any optional equipment changes that limit. A higher-rated point can still be useful for future vehicles or shared equipment, but it does not override today’s onboard limit.
Can I charge an electric van overnight at a depot?
Usually, yes, if the energy required fits the available parking window and the site can supply the planned power. UK government network guidance says that when a vehicle is parked for about eight hours overnight, slow or fast charging may be more cost-effective and sufficient than rapid charging. Compare the fleet’s actual duty cycle before paying for high-power equipment.
An overnight plan should specify:
- Arrival and departure times for each shift pattern.
- Expected kWh required by each van, rather than only battery capacity.
- The vehicle’s maximum AC input.
- How many vans may be charging at the same time.
- What happens when a van returns late or needs an emergency top-up.
If a van normally has eight hours at the depot and needs less energy than a 7 kW point can deliver in that period, a 22 kW point may add little operational value unless the vehicle accepts the higher rate or the parking window is occasionally shorter.
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7 kW or 22 kW AC: which is better for a fleet?
| Question | 7 kW AC | 22 kW AC |
|---|---|---|
| Electrical supply | Typically compatible with a single-phase arrangement, subject to the site design | Requires a 400 V three-phase supply, according to Energy Saving Trust |
| Best fit | Long overnight parking and vans whose onboard charger is limited to 7 kW | Shorter parking windows, vehicles that accept 22 kW, or a site designed for higher AC throughput |
| Vehicle limitation | Faster charging is impossible if the van accepts less than 7 kW | A 7 kW- or 11 kW-limited van will not use the full 22 kW rating |
| Site implications | Lower power per active point, but multiple simultaneous points can still exceed spare capacity | Higher potential demand and a stronger case for three-phase capacity checks and load management |
When 7 kW is the sensible starting point
Choose 7 kW AC when vans remain parked for most of a shift or overnight, their specifications do not exceed that rate, and the depot has limited spare capacity. It can also simplify an initial installation, although the installer must still verify the supply, protection, cable routes and building regulations. A lower-rated point is not automatically cheaper or easier: trenching, distribution equipment, metering and civil work can dominate a project.
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When 22 kW earns its place
22 kW can reduce the charging window for compatible vans, support vehicles that return for only a few hours, and leave headroom for future models. It needs 400 V three-phase power and may require a network connection or site upgrade. If the current vans accept only 7 kW or 11 kW, specify the reason for installing 22 kW—future fleet change, shared use or a short operating window—rather than assuming the rating alone improves today’s charging.
How much electrical capacity does a depot need?
Do not multiply the number of chargepoints by their nameplate rating and assume that figure is available. First establish the depot’s existing maximum demand and spare capacity, then model coincident demand: the power that could be requested when several vans, lighting, refrigeration, workshop tools, heating or other loads operate together.
A site assessment should document:
- The incoming supply arrangement, service capacity and metered supply point.
- Half-hourly or other available demand data, including seasonal peaks.
- Distribution-board and switchgear ratings, protection and spare ways.
- The number and rating of proposed chargepoints and the likely simultaneous use.
- Whether a new connection, service upgrade or building electrical control-room work is needed.
The Office for Zero Emission Vehicles’ chargepoint infrastructure specification describes several ways to achieve appropriate power: a local supply, a network upgrade, load balancing, or upgrades to a building’s electrical control room. Which route is suitable can only be established for the particular depot.
Static and dynamic load management
Load management allows several chargepoints to share a constrained site supply. It does not create additional energy; it controls how the available power is allocated and may reduce the need for an immediate capacity upgrade.
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|---|---|---|---|
| Static load management | Distributes a fixed ceiling of spare capacity among active chargepoints | Predictable maximum demand and straightforward operating rules | It may leave capacity unused when other site loads fall, and charging can be slower when many vans connect |
| Dynamic load management | Measures other site demand and gives chargepoints more or less power as the building load changes | Can support more points or higher rates while staying within a configured site limit | Needs compatible metering, controls and commissioning; performance depends on the complete site design |
Energy Saving Trust’s load-management guide gives an illustrative case in which 32 kW of spare capacity is shared across up to six active 22 kW chargepoints. That example, checked on 13 October 2026, demonstrates the principle rather than prescribing a six-point, 32 kW design for every depot. Your installer must set limits from measured supply data and the DNO’s connection conditions.
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What load management cannot do
- It cannot make a vehicle accept more AC power than its onboard charger allows.
- It cannot remove every need for a new cable, transformer, protection or network connection.
- It cannot guarantee that every van receives full rated power at the same time.
- It cannot compensate for an unsafe parking layout or undersized cabling.
Installation planning: a depot checklist
Use a qualified commercial chargepoint installer. For multiple chargepoints, involve the DNO early rather than waiting until equipment has been ordered. A practical sequence is:
- Map the fleet and duty cycles. List each van model, AC acceptance, arrival state of charge, required energy and departure deadline. Separate overnight vehicles from those that need a mid-shift top-up.
- Measure the site’s electrical position. Confirm the incoming supply, metering location, spare capacity, existing peak demand, distribution boards and any planned building loads.
- Choose provisional charger ratings. Compare 7 kW and 22 kW AC against the vehicle limits and parking windows. Identify any need for rapid DC as a separate operational case.
- Model simultaneous charging. Decide how many vans may connect together, set a site power ceiling, and test static and dynamic load-management scenarios.
- Ask the DNO about the connection. A multi-point depot may need approval, a new connection, reinforcement or protection changes. Obtain the DNO’s requirements before finalising civil and electrical drawings.
- Survey the physical layout. Mark charger positions, bay dimensions, reversing paths, pedestrian routes, cable reach and the location of future points. Keep cables away from trip hazards and moving vehicles.
- Design containment, earthing and protection. Specify cable routes, ducts, bollards or other protection, earthing and bonding, isolation, signage and access for inspection. The installer must apply the standards and regulations relevant to the equipment and building.
- Plan civil works and reinstatement. Identify excavation, ducting, foundations, drainage, surfaces, traffic management and any work in a controlled yard.
- Install future capacity where practical. The UK fleet grant specification describes cabling to future chargepoint locations and provision for appropriate power. Installing ducts or routes during the first build can avoid reopening the yard later, but the design must still be justified for the site.
- Commission and hand over. Test each point, verify load-management limits, record protection settings, provide user instructions and retain as-built drawings, certificates and maintenance contacts.
Parking and cable safety
Place points so a van can reach its charge inlet without a cable crossing a pedestrian path or a route used by forklifts and other vehicles. Consider both inlet positions and the possibility that different van models place them in different locations. Protect equipment from impact, keep emergency access clear and provide lighting sufficient for night connection. A tidy cable route is a safety control, not just a cosmetic detail.
When should the DNO be involved?
Contact the DNO at the planning stage for a project with multiple chargepoints, a substantial increase in demand, 22 kW three-phase equipment, or uncertainty about the existing service. The DNO can confirm the available connection capacity, point of connection, metering requirements, protection conditions, lead times and any reinforcement cost. An installer can coordinate the application, but the depot operator remains responsible for allowing time and budget for the network process.
Do not assume that a high-capacity building supply is available merely because the site has three-phase electricity. The usable capacity depends on the service, existing demand, switchgear, cable routes and the DNO’s connection agreement.
AC charging versus rapid DC
| Factor | AC depot charging | Rapid DC charging |
|---|---|---|
| Typical use case | Long dwell times such as overnight or a full shift | Short dwell times, high daily energy demand or shift-based top-ups |
| Power conversion | The van’s onboard charger converts AC to battery DC and limits acceptance | The chargepoint supplies DC directly to the battery system, subject to the vehicle’s DC limits |
| Site impact | Often lower power per point, especially at 7 kW or 11 kW, but several points still create significant demand | Higher connection and equipment demands; network and civil work may be more substantial |
| Decision test | Does the parking window cover the required energy? | Is avoiding downtime worth the additional equipment, connection and operating cost? |
Government network guidance recommends assessing actual energy need and operating pattern before choosing rapid charging. A fleet that can recover its required energy overnight may gain little from rapid DC, while a van that returns briefly between shifts may justify it. Compare the cost of downtime with the complete installed cost and the ongoing demand implications; do not compare only the charger’s advertised peak power.
Smart charging and electricity tariffs
Smart charging can schedule or throttle sessions so vehicles charge within a defined window, avoid a site peak or respond to a time-of-use tariff. Potential savings depend on the tariff, charging schedule, vehicle availability and the controls installed. A schedule that delays every van until a cheap period is unsuitable if departures are fixed or if several vehicles need more energy than the window can deliver.
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Set operational priorities in the control system: for example, a van leaving first may receive priority, while a vehicle with a later departure can charge more slowly. Document override rules for urgent routes and ensure drivers know how to report a failed or interrupted session.
UK grants and what the dates mean
The Department for Transport’s official Depot Charging Scheme listing describes support for eligible UK fleets operating battery-electric vans, HGVs or coaches. The first application window closed on 30 June 2026. The listing expected a further window from 28 October 2026 to 29 January 2027 for projects beginning from April 2027, but explicitly said that future terms and grant rates were not confirmed. Check the live GOV.UK listing immediately before committing to a project; eligibility, deadlines and rates can change.
Do not confuse that scheme with the staff and fleet car-park grant specification in the government chargepoint infrastructure guidance. That section states that installer claims closed on 26 May 2026. Its technical requirements—such as a metered supply point, safe unobstructed cabling, cabling to future locations, appropriate power, and compliance with electrical-safety and building regulations—are useful design references, but they do not guarantee funding for a new project.
Costs: what can and cannot be stated in advance
There is no single current UK price for a commercial AC EV chargepoint installation. Total cost depends on the number and rating of points, trench length, surfaces, distribution equipment, metering, load-management hardware, DNO work, protection, civils and commissioning. Obtain site-specific quotations that separate equipment, installation, network charges, software or support, and ongoing maintenance.
Energy Saving Trust’s business-charging page contains electricity and installed-chargepoint examples, but its commercial electricity figure is marked accurate as of December 2022 and the page was last updated on 9 April 2025. Those historical examples should not be presented as current tariffs or quotations. Use current supplier offers and your own half-hourly demand data when modelling operating cost.
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A small overnight fleet
If every van remains parked for eight hours, requires a modest energy refill and accepts no more than 7 kW AC, begin with a 7 kW design and verify that simultaneous demand fits the site. Include ducts, distribution capacity and bay space for future points even if the first phase is small.
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Vans with 11 kW onboard chargers
Most new vehicles can accept up to 11 kW according to Energy Saving Trust, but model specifications vary. An 11 kW-capable van connected to a 22 kW point will normally be limited by its onboard charger. Decide whether 22 kW hardware is justified by future fleet changes or shorter dwell times; otherwise, allocate capacity to more appropriately sized points.
Short dwell times and high daily mileage
If vans return for only a brief window and need substantial energy before the next route, model rapid DC alongside AC. Include the cost of downtime, the DNO connection, demand charges where applicable, and whether an operational change could create a longer overnight window. A rapid charger is a duty-cycle decision, not a default upgrade.
Common mistakes and fixes
- Buying by chargepoint rating alone: check every van’s onboard AC limit and required kWh.
- Assuming all vans can use 22 kW: verify the model specification and the need for 400 V three-phase supply.
- Ignoring coincident demand: obtain site-load data and model the moment when all planned points and building loads operate together.
- Treating load management as a substitute for design: confirm whether the supply, protection, cabling and DNO connection remain adequate under the control strategy.
- Leaving the DNO until after purchase: seek a connection assessment before ordering equipment with long lead times.
- Routing cables through traffic paths: redesign bays, containment and protection so pedestrians and vehicles are not exposed to trip or impact hazards.
- Using old tariff or installation examples as today’s budget: request current, itemised quotations and tariffs.
- Relying on an assumed grant: verify the live scheme page, window, eligibility and confirmed rate before signing a contract.
Commissioning and day-to-day management
At handover, keep a schedule showing each chargepoint ID, protective device, maximum configured power, firmware or control-system details, bay allocation and maintenance contact. Test a session from connection through authorisation, power sharing, pause and restart. Confirm that a loss of communications leaves the site in a safe state and that an authorised local override exists for operational emergencies.
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Bottom line for a UK electric-van depot
Start with the van’s energy requirement and parking window, then select 7 kW or 22 kW AC around the vehicle’s onboard limit. Overnight fleets often have enough time for AC charging, while rapid DC is reserved for short dwell times or unusually high energy demand. Confirm three-phase supply before specifying 22 kW, calculate simultaneous site demand, and use static or dynamic load management where it fits the electrical design. A professional survey, early DNO discussion, safe cable layout and provision for future bays matter as much as the charger itself. Treat grant dates and rates as provisional until the current official listing confirms them.
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