The planner lays the trip over the motorway network, checks every section against mapped truck charging hubs and adds up charging time, driving-time breaks and daily rest. The result: arrival time electric versus diesel, charging stops with state of charge and minutes, energy and charging costs – including overnight charging, your own depot and partner depots. The interactive planner currently covers the German and central-European corridor network; a UK map with Milence, Electric Freightway and Aegis sites follows. Until then, this page gives the method and the corridors where an electric run already works today.
“Feasible electric” states the extra time versus diesel and how much charging time falls within mandatory breaks. “Not feasible without interruption” states the gap in kilometres and kWh – options are a larger battery, an e-trailer, planned locations or departing with a full battery. The figures go into the TCO calculator as the public charging share.
Work out what would have to stand along the route for the run to work regardless of the public roll-out: partner depots with 200 kW where the truck recharges while loading and unloading (~£50k per point, 70 % fundable under the Depot Charging Scheme), own 400 kW HPC points for the mandatory break (~£160k) or MCS (~£390k). A single point needs one to two full charges a day to pay for itself – which is why the route is, in doubt, not a network question but a partner question: shippers with their own yard, logistics networks and hauliers on the return leg share investment and utilisation.
Charging hubs: Milence, GRIDSERVE Electric Freightway, Aegis Energy, ZEHID consortia (as of September 2026). Driving and rest times: assimilated Regulation (EC) 561/2006 and GB domestic rules.
Short, concrete answers. Figures from the Electric Hub, as of September 2026.
Antwort
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