A fleet cannot afford a vehicle failing to leave in the morning. We size the infrastructure by the real charging window, not by the number of vehicles, and with priorities so that those leaving first are always ready.
The mistake is almost always the same: multiplying the number of vehicles by the power of the charger. Twenty vans at 22 kW is 440 kW, a figure that demands a substation and turns a viable project into an impossible one.
But a fleet does not charge like that. The vehicles come back to base staggered, they sit still for eight to fourteen hours and almost none arrives empty: they replace what they used that day. What has to be calculated is not instantaneous power, it is total energy to replace divided by the time window available.
And there is a second problem only fleets have: not all vehicles are equal. The one leaving at six in the morning on a long route cannot depend on there having been power left over. The installation has to know who to prioritise.
Energy to replace, hours available and the pattern of returns to base. Not a multiplication by number of vehicles.
Those leaving earlier or running long routes charge first. The system manages it by itself every night.
The fleet is electrified in batches, and the infrastructure is built once for the total expected.
The objective of the contract is not kilowatts installed: it is that each vehicle has the charge it needs at the time it leaves.
Every session tied to its vehicle and its driver, so the real energy cost can be allocated per unit and per route.
Base, driver’s home and public network, resolved as a single system.
Twenty vehicles replacing 40 kWh each within a ten-hour window need 80 kW on average, well distributed, not 440 kW simultaneously. With managed charging, the system spreads the available power across the night and completes them all before departure time.
That difference is what separates a project needing a substation from one that fits in the supply you already have.
A real fleet has shifts, routes of different lengths and critical vehicles. The installation has to be able to say that the van on the long route is completed come what may, and that the one leaving at midday can wait. It is configured once per vehicle profile and the system applies it every night without anybody intervening.
In commercial and company-car fleets, a good share of the charging happens at the driver’s home. If that is not resolved, two problems appear: the driver is out of pocket and the company loses traceability of that consumption.
It is resolved by recording that charging and reimbursing it automatically against real consumption, with no receipts. That part is covered by Cargea, which brings the three scenarios together in a single monthly invoice.
No fleet charges in a single place, and treating it as three separate problems is what generates the chaos of receipts and spreadsheets.
All three end up in a single monthly invoice broken down by vehicle and driver, managed from Cargea.
This is what we install and operate: the base infrastructure, sized by charging window and with priorities.
Consumption is recorded and reimbursed automatically, with nobody out of pocket and no receipts to submit.
The driver starts the session with the app and the charge goes into the same billing as the rest.
It applies just as it does in any non-residential car park above a certain size. 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. We handle it.
Calls under Plan MOVES covered both the purchase of vehicles and the charging infrastructure associated with fleets. 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.
In a fleet, moreover, maintenance is not optional: a point down at a base means a vehicle that does not leave.
Far less than what comes out of multiplying twenty by the power of the charger. What has to be calculated is the energy to be replaced each night divided by the hours of window available. With managed charging, a fleet that on paper demanded hundreds of kilowatts usually fits in the existing supply.
With priorities by vehicle profile. You define which units have to be full at what time, and the system shares the power each night to meet it. The commitment is not about kilowatts installed, it is about vehicles ready at departure time.
Their home charging is recorded and reimbursed automatically against real consumption, without them being out of pocket or submitting receipts. It goes into the same billing as the rest.
That is the recommended approach, and it is why the infrastructure is sized for the total expected even if only the bays of the first phase are equipped. Adding points later is a matter of connecting; without that foresight, it means opening up again.
It is the reason maintenance is not optional in a fleet. Monitoring detects the outage, the incident opens by itself and the system redistributes the load towards the available points so that the next day’s departure is not affected.
Technical survey at no cost. With your routes, your schedules and your available power we work out what infrastructure you actually need. It is almost always less than it looks.