The Tool Desk
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Because no particular van, battery, country, depot or route is specified here, the method below is a framework. Connector, charging power, legal driving limits, station coverage and electrical capacity must be confirmed for your vehicle and market.
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What a workable electric-van route plan must answer
A route plan is complete only when a dispatcher can answer these questions before the driver leaves:
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- What SoC will the van have on arrival at every stop and at the depot?
- Where can it charge, with a compatible connector and sufficient power?
- How long will charging take, and does that time overlap a loading task, legal break or other unavoidable dwell?
- What happens if a delivery takes longer, a queue forms, a charger is unavailable or consumption is worse than forecast?
These answers should be recorded as operating limits rather than left to a navigation app’s default settings. Rated range is a reference value; it is not a route, a charging guarantee or a reserve policy.
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Collect duty-cycle data before choosing stops
Use several representative days for each vehicle and route family. A single unusually light or mild day can make an apparently safe plan fail in winter, in congestion or with a full load.
Vehicle and battery information
- Van model, battery capacity and battery configuration.
- Usable energy rather than only the nominal pack size, if the manufacturer provides both.
- Maximum AC and DC charging power, connector type and any battery-temperature limits.
- Observed consumption from telematics or the van’s trip records, preferably separated by season and payload.
- Battery age, health indicators and any charging-power taper near a high SoC.
Route and workload information
- Distance for every leg, number of stops and the spacing between stops.
- Average and peak speeds, motorway or urban proportions, traffic patterns and likely idling.
- Elevation changes, steep grades, road restrictions and surfaces that affect speed.
- Payload at departure and how it changes after each delivery or collection.
- Hours in service, legally required breaks, loading windows and time at each customer.
- Non-driving energy use such as cabin heating or cooling, refrigeration, lift gates, pumps, telematics and lights.
- Time available at the depot before the next shift and any time when a public stop is operationally acceptable.
The U.S. Department of Energy’s fleet toolkit identifies route distance, stops, speeds, climate, topography, operating hours and charging downtime as core inputs. PTV’s commercial planning documentation also treats payload, weather, elevation, traffic, restrictions and driver behaviour as energy-model inputs. The point is not to collect data for its own sake: each item explains a difference between a laboratory range figure and the energy your route will actually consume.
Estimate energy leg by leg
Build the plan around energy consumed on each leg, then update the forecast after every stop. A simple worksheet can use this sequence:
- Record the starting SoC and the usable battery energy associated with it.
- Estimate energy for the next leg using observed consumption for similar speed, weather, elevation and payload conditions.
- Subtract that energy and any planned auxiliary use from the starting energy.
- Record the predicted arrival SoC, delivery dwell and payload after unloading.
- Repeat for every leg until the van returns to base or reaches a charging stop.
Where actual data exist, use them ahead of a generic consumption constant. Route-planning systems may combine battery state, vehicle charging limits, road attributes, speed, distance and elevation; some also model weather, payload and battery ageing. Ask what inputs a tool actually uses instead of assuming that an “EV” setting covers them all.
A practical worksheet
| Field | What to record | Why it matters |
|---|---|---|
| Leg | Origin, destination and planned distance | Creates a checkable sequence rather than one tour-average estimate. |
| Conditions | Temperature, rain, wind, elevation, traffic and speed pattern | Explains consumption changes that distance alone cannot. |
| Payload | Mass or a consistent payload category at departure | Energy demand usually changes as goods are delivered or collected. |
| Auxiliaries | Heating, air conditioning, refrigeration, lift equipment and idling | These loads reduce driving energy available from the battery. |
| Predicted arrival SoC | SoC after the leg and before any charging | Shows whether the next leg and the planned charger are reachable. |
| Actual arrival SoC | Telematics or dashboard reading | Provides the correction data for the next planning cycle. |
Keep predicted and actual values together. If the van repeatedly arrives below forecast on a particular road, in a particular temperature band or with a particular payload, change that route’s assumptions rather than treating the discrepancy as driver error.
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Set a reserve and operating limits deliberately
Choose two limits: the lowest acceptable arrival SoC and the maximum tour distance or duration. The first protects against uncertainty; the second prevents a schedule from depending on a battery being nearly empty at the end of a long day.
There is no universal reserve percentage. The appropriate margin depends on measured consumption, weather variability, payload, battery condition, traffic volatility, charger reliability and the consequences of being late. A lower reserve can reduce stops, but it leaves less room for a detour, a queue, a closed road or a failed charging session.
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- Cold or very hot weather, especially when heating or cooling will run continuously.
- Uncertain payload, repeated uphill legs or high-speed roads.
- Routes with few alternative chargers or long detours between stations.
- Vehicles with ageing batteries or inconsistent charging performance.
- Time-critical deliveries where a recovery stop would disrupt the entire shift.
Factors that may permit a tighter margin
- Well-measured, repeatable routes with stable payload and traffic.
- Several compatible chargers near the route and a depot available as a fallback.
- Reliable live status data and a dispatch process that can reroute promptly.
ChargePoint’s consumer guidance illustrates a 20–30% end-of-trip SoC example, but it also notes that its planner does not automatically detect cold weather or towing. Treat that figure as an example, not a fleet rule. Set your own threshold from operating data and document who can approve a departure below it.
Decide between depot and en-route charging
Depot charging and public charging solve different scheduling problems. Compare them against the actual duty cycle rather than choosing one as a matter of preference.
| Consideration | Depot charging | En-route or public charging |
|---|---|---|
| Best fit | Return-to-base routes with predictable dwell before the next shift. | Long tours, split shifts or operations without enough depot dwell. |
| Energy certainty | Equipment and access can be controlled by the operator. | Depends on station status, queues, access rules and network coverage. |
| Site constraints | Requires electrical capacity, parking layout, utility coordination and compatible hardware. | Requires a reachable station with suitable connector and power. |
| Schedule effect | Usually uses non-operating time if the vehicle returns to base. | Can add a detour, waiting time or a dwell that must be aligned with work. |
| Fallback | Another bay, a portable unit where permitted, or a revised departure schedule. | A second station, a shorter tour or a controlled return to depot. |
The Department of Energy describes Level 2 equipment as an option for many fleet facilities and overnight charging, and notes that portable Level 1 or Level 2 equipment can add flexibility. A portable Level 2 EV charger is only a possible category, not a universal answer: confirm the van connector, charge rate, receptacle, electrical capacity, local installation rules, dwell time and vehicle-maker requirements. Equipment must be compatible with both the vehicle and the charging provider.
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When depot charging is sufficient
Calculate the energy used during the tour, compare it with the energy that can be delivered during the available depot dwell, and include the next shift’s required starting SoC. If the van returns with enough time and power to replenish before departure, an en-route stop may add needless risk and downtime.
When an en-route stop is necessary
Plan one when the next leg cannot be completed while maintaining the chosen reserve, when the shift exceeds the usable depot window, or when the vehicle cannot return to base between tours. The stop must be reachable at the planned arrival SoC, not merely appear near the route on a map.
Place charging stops inside the workday
Charging is most efficient operationally when it replaces idle time rather than creating new idle time. HERE Technologies describes adapting electric-vehicle tour planning to range limits, en-route charging and breaks that coincide with charging intervals.
- List unavoidable dwell: loading, unloading, customer appointments, driver breaks, legal rest and depot handovers.
- Find compatible charging locations within a safe detour of those dwell points.
- Check whether the planned dwell is long enough for the energy required, including any charging-rate taper.
- Assign a time window and a fallback location for each critical stop.
- Tell the driver what SoC or time condition permits leaving; do not assume the battery will always reach a fixed percentage at a fixed speed.
A short stop at a high-power charger may be less useful than a slower charger beside a long loading appointment. Conversely, a low-power unit cannot rescue a route when the van has only a brief break. Match power, dwell and required energy together.
Check a public charger before committing the route
For every en-route station, verify:
- Connector type and whether the van can accept the station’s power.
- Usable charging power, access hours, payment or fleet-account requirements and any vehicle-size restrictions.
- Current availability, queue risk and whether a second compatible station is nearby.
- Detour distance, road restrictions and the SoC required to reach both the station and the next safe fallback.
- Time needed to add the planned energy, not simply the station’s advertised maximum.
Live status is a planning input, not a guarantee. Recheck shortly before departure and give dispatch permission to substitute the fallback when the primary station is occupied or offline.
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Choose route-planning software by capability
Provider descriptions are capability statements; verify current coverage, commercial terms and performance with your specific van, geography and duty cycle.
| Capability | Questions to ask | Why it affects operations |
|---|---|---|
| Vehicle coverage | Does it support the exact model, battery configuration, connector and charging limits? | A generic vehicle profile can produce a misleading SoC forecast. |
| Consumption model | Can it use payload, elevation, weather, traffic, speed, auxiliary loads and battery condition? | Those variables can change energy per leg materially. |
| Stop and window logic | Can it model multiple deliveries, service times and customer windows? | A mathematically short route can still be operationally impossible. |
| Charging automation | Are stops inserted automatically, or must they be entered as jobs? Does the system recalculate SoC after charging? | An unupdated post-charge state can invalidate every later leg. |
| Station data | Does it show connector compatibility, charge duration, live status and reservations? | Static map data cannot show a queue or an outage. |
| Integration | Can it exchange dispatch, telematics, navigation and driver status data? | Manual re-entry delays corrections and increases dispatch errors. |
| Geography and support | Are the relevant roads, stations, languages and service arrangements covered? | Coverage varies by country and product edition. |
Examples of documented approaches
- PTV describes van models, route and payload simulations, weather and battery-ageing scenarios, and charging optimisation.
- HERE documents energy-aware tour planning and charging-stop jobs, while noting that its tour planner does not automatically update distance and battery level after a charging job.
- TomTom’s electric-vehicle routing documentation describes charging-stop planning from vehicle state, charging capability and consumption characteristics, with route adjustments during the drive.
Ask each provider to demonstrate a representative route with your payload changes, charging limits, time windows and fallback rules. A feature list does not prove that the model reflects your operation.
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Before departure
- Confirm starting SoC, battery condition alerts and the day’s payload.
- Check weather, traffic, road closures and any planned high-energy auxiliary use.
- Verify each critical station’s live status, access and connector.
- Confirm the reserve threshold, charging time window and fallback stop in dispatch instructions.
- Ensure the driver knows when to call dispatch rather than continuing below the agreed limit.
During the tour
- Compare actual SoC with the forecast at each delivery.
- Record unusual queues, detours, idling, temperature or payload changes.
- Trigger the fallback before the van reaches a point where it cannot reach either charger.
- After charging, confirm the dashboard SoC and the planned energy added before leaving.
After the tour
- Save actual distance, energy used, arrival SoC, charging duration and delivered payload.
- Separate charger-related delay from driving or customer delay.
- Update the route model for the relevant season, traffic pattern and payload class.
Diagnose common planning failures
The van reaches the first stop much lower than forecast
Check temperature, wind, speed, elevation, payload, tyre condition, congestion and auxiliary loads. If the difference is repeatable, revise the route’s consumption profile and reserve instead of merely adding an unscheduled stop every day.
The planned charger is reachable but the schedule still fails
The energy calculation may be correct while the dwell assumption is not. Check queue time, payment or access delays, charging-rate taper, station power sharing and the time required to walk to or from the customer.
The route planner shows a safe post-charge leg that is not safe in practice
Confirm whether the software recalculated battery state after the charging job. HERE documents a case where distance and battery level are not automatically updated after charging; a dispatcher may need to model the post-charge state explicitly.
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A public stop becomes unavailable
Use the preselected fallback only if the van can reach it while preserving the reserve. Otherwise shorten the tour, return to depot or escalate before the battery reaches the no-recovery point.
Winter or summer routes fail despite working in mild weather
Create seasonal profiles. Include heating or cooling energy, weather-related traffic, wind, reduced battery performance and changed payload or delivery patterns. Do not apply a mild-weather consumption figure to every month.
How to validate the plan over time
Run the route under representative conditions before making it a standard schedule. Compare predicted and actual arrival SoC, charging duration, station access time, customer dwell and total tour duration. Repeat in materially different seasons and with the heaviest normal payload.
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Set a review trigger for a sustained mismatch, a battery-health change, a new charger, a route restriction or a change in delivery windows. Keep the version of the vehicle profile and the date of each assumption so dispatchers know which plan is current.
The UK government’s page on van-fleet driving and charging patterns, published 24 December 2024, says documented evidence on van-fleet driving and charging patterns remains limited; its policy references may also reflect the administration before the July 2024 UK general election. That limitation makes local operating data especially important. A dated national statistic should not be substituted for your fleet’s measurements: the same page reports that transport accounted for 16% of all UK CO2 emissions in 2020, a historical UK-wide context figure rather than a current route-planning parameter.
A concise decision framework
- Measure: collect route, payload, weather, speed, elevation, auxiliary and dwell data.
- Model: forecast energy and arrival SoC for every leg using observed performance where possible.
- Protect: set a reserve and a maximum tour limit based on disruption consequences.
- Schedule: place depot or public charging inside existing dwell and time windows.
- Verify: confirm connector, power, access, live status and a reachable fallback.
- Learn: compare actual results with the plan and update seasonal and payload assumptions.
The Bottom Line
A reliable electric delivery-van route is a measured energy plan with deliberate reserve, compatible charging, workable dwell and a fallback. Build it from the van’s real duty cycle, then keep correcting it with actual SoC and charger performance.
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