Charging at work is where it makes most sense: the car sits still for eight hours and slow charging costs a fraction of rapid. We install the whole car park, with access by profile and consumption charged to whoever it belongs to.
The pattern repeats. The company installs two chargers for the first electric cars in the workforce. It works well for a few months. Then there are six electric cars and two points, and the awkward questions arrive: who has the right to use them, whether it is a benefit for everyone or only for whoever got there first, and whether the company is paying for somebody’s private car’s electricity.
And when somebody asks about extending, the answer is that there is no contracted power left, because the two chargers were hung wherever they could be instead of planning the whole car park.
What started as a gesture ends up an HR matter and an unbudgeted cost.
How many points your supply admits with balancing, and how to grow later without opening up again.
Employees, directors, fleet, visitors or suppliers, each with their own terms and their own time bands.
Every session is tied to its user. You can split by department, charge it to the fleet or bill the employee for the share that belongs to them.
Points reserved for visitors or for company vehicles in a specific time band.
Occupancy by band, energy delivered and cost. That is what tells you when an extension is needed and when it is not.
Infrastructure sized for the electric cars the workforce is going to have, not for today’s.
Ten cars in a company car park do not need ten times the power of one. They sit still for eight hours and none of them arrives empty: most only need to replace the commute from home to work. With dynamic balancing, the system shares the available power between the connected cars and respects the limit of the supply.
In practice, most companies take far more points than they think without touching their contracted power, which is where the real cost sits.
It is the decision that avoids the internal conflict, and it is not technical: it is company policy, except that you have to be able to execute it. The installation allows the company vehicle’s consumption to go to the company, the employee’s private car to be charged or billed to them, and the visitor’s to be billed separately. It is defined once and applies itself.
Almost no company needs today the points it will need in five years. The cheap way to resolve that is to build the common infrastructure for the whole car park and equip only the bays needed now. Adding a point later is a matter of connecting; without that foresight, it is opening up again.
A company car park almost never has a single audience. There are usually employees with private cars, the company’s own vehicles, visitors and sometimes suppliers. Each should have different terms, and doing that by hand does not scale.
It is resolved with profiles: who can charge, in which band, at what price and with what priority. An employee charges during their working day, a visitor only while their meeting lasts, and company vehicles get priority first thing if that is needed.
If the company also wants to open the car park outside working hours, that is one more rule, not a different installation.
The regulation sets a minimum number of charge points in non-residential car parks above a certain size, and in buildings undergoing refurbishment. Specifically: in existing buildings, article 4 of Spanish Royal Decree-Law 29/2021 requires one charging station for every 40 parking spaces or part thereof (up to 1,000 spaces, plus one more for each additional 100) in car parks with more than twenty spaces, and its deadline expired on 1 January 2023. For new build and refurbishment the rule is section HE 6 of the Spanish Building Code, which also requires ducting prepared for at least 20 % of the spaces.
Registration of the installation with the region, with a certificate from an authorised installer. We handle it.
Calls under Plan MOVES included installation in company car parks, with amounts and deadlines set by each region. It is worth knowing that this programme is no longer open: MOVES III stopped accepting applications on 31 December 2025, and the Auto+ Programme that replaces it only subsidises the purchase of the vehicle, not the installation. The one national scheme that does fund infrastructure, MOVES Corredores de Recarga, is aimed at operators of publicly accessible charging alongside eligible stretches of road, and its first application window closed on 10 February 2026. For an installation of your own, today you have to look at the regional schemes, which neither open at the same time nor cover the same things.
We visit the site, measure the power available in the supply and define which solution fits. With no commitment.
We size for what you will need five years from now, not for what you need today. Extending later costs more than planning for it now.
Technical report or full project, certification before the authorities, and dealings with the distribution network operator if the power needs upgrading. We handle it.
Works, assembly and real charging tests with a vehicle.
Tariff and access permission configuration, registration on the management platform and handover of the full documentation. From here the network is live and monitored.
On commissioning day everything works. The problem shows up later: the connection drops, a user forces the connector, the firmware falls behind, the electricity tariff changes and nobody adjusts the prices.
That is why we monitor every point we install and respond to any incident without waiting for your call.
Fewer than people tend to think, if it is sized properly. The cars sit still for eight hours and do not arrive empty, so with balancing the same supply serves considerably more vehicles than an unmanaged installation would allow. In the technical survey we work it out against your real power and your headcount.
Yes, and you can also not charge them, or charge only above a certain consumption. Every session is tied to its user, so whatever policy you decide can be applied without anybody keeping track by hand.
Yes. Access is defined by profile and by time band, so you can reserve specific points at specific times and release them the rest of the day.
It is the most frequent case in urban areas and it can be resolved, but it changes the approach: you have to establish which supply the installation hangs off and what agreement exists with the building owner or the car park operator. It is the first thing we look at in the survey.
It does, but a fleet has needs of its own (guaranteed charging every night, cost control per vehicle and charging away from base) and deserves a separate approach.
Technical survey at no cost. We measure the available power, work out how many points your car park takes and tell you which incentives you can apply for.