Timetable
Pull-outs, returns, required energy and operating reserve define when each bus must be ready and how much charging can move.
Electric bus depots
More electric buses.
Make the connection count.
Late returns and early pull-outs can leave little room to move charging. TOGL is planning support that coordinates charging within the depot power already available, then uses cheaper tariff periods only when duties allow.
A coordinated plan may create capacity for more buses. It depends on the timetable, site load, chargers and connection.
Bus duties set the boundary. The charging plan works inside it.
Connection first, timetable throughout
Use the power you have when buses can take it.
The site connection and other depot demand set the available envelope. Within it, the timetable decides which bus can charge and when. Lower tariff periods come next. Optional turn-up can be considered during eligible daytime layovers, after readiness and site limits are protected.
01 / Work within the connection
Three buses to charge.
Power for two at once.
Each bus needs 180 kWh before 06:00. There is 120 kW available for charging after other depot demand. The question is when to charge, not simply how many chargers are installed.
A busy depot. A fixed connection.
Three buses would request 180 kW together. Only 120 kW is available, so the plan needs to change.
Arrival · request exceeds capacity
Front panels: red = waiting · green = charging · teal = complete
Bus 1ConnectedBus 2ConnectedBus 3Connected
180 kW requested at onceAvailable for charging 120 kW
Time / 24-hour clock
222300010203040506
Electricity tariff
StandardLower cost 00:00–05:00Standard
Bus 1180 kWh · leaves 06:00
Bus 2180 kWh · leaves 06:00
Bus 3180 kWh · leaves 06:00
The request is too large for this connection.
Three buses at 60 kW would ask for 180 kW at once, above the 120 kW available. These red blocks show a request, not energy the depot can actually deliver.
Illustrative three-bus plan. Assumes all buses are connected by 22:00, constant 60 kW delivered to each battery and a fixed 120 kW charging allowance after other site demand and charging losses. Targets include reserve. Real dwell times, battery acceptance and site load determine how many buses fit.
02 / An opportunity between duties
Back at base?
There may be value in charging sooner.
If a bus returns during the day, an eligible grid request could pay for extra demand at that time. It needs enough time parked, room in the battery and spare connection capacity. It is an opportunity to assess, not income every timetable can provide.
A little room between duties.
12:00–15:00 · A three-hour layover, with only 90 minutes of charging needed.
Connected · room to move
A break between duties
- Back at base
- 12:00
- Next departure
- 15:00
- Energy needed
- 90 kWh
- Effective charging power
- 60 kW
12:0012:3013:0013:3014:0014:3015:00
Grid request 12:00–13:00Increase demand
Each interval is 30 minutes. Lime marks increased demand during the event.
90 kWh before the 15:00 departure.
This bus has a three-hour layover and needs 90 minutes of charging. The original plan leaves time at the start that an eligible turn-up event could use.
Illustrative opportunity, not a live TOGL service. Assumes adequate charging headroom and battery acceptance throughout. Access and payments depend on location, service availability, an accepted baseline, metering and verified delivery. No battery export or additional energy consumption is assumed.
03 / Share spare daytime charging
A bus depot between peaks.
A useful stop for a truck.
A truck already travelling nearby could book a spare charger while buses are out in service. If an eligible turn-up request overlaps that stop, its charging could also support the grid. The opportunity starts with a useful charge, not a detour made just to chase a payment.
Bus duties come firstReserve power and bays for returning buses
A visiting electric truckBook a compatible bay in the spare window
01 / Match the stopNearby truck. Genuine energy need.
Check the route, driver time, access rules, charger compatibility and next departure.
02 / Reserve the headroomProtect the bus operation.
Agree a booking, maximum power and hand-back time, allowing for buses returning early.
03 / Check the whole returnCharging value plus eligible event income.
Compare the payment with electricity, hosting fees, detour and time costs. Agree how value is shared and delivery is measured.
A shared charging concept to explore with bus operators, truck fleets and energy partners. It is not a live TOGL booking network. A visiting truck does not automatically qualify for flexibility payment: participation must meet the service baseline and metering rules.
Three operator inputs
The plan starts with what the depot must deliver.
Bus charging cannot be separated from service. These inputs show where demand can move and where it cannot.
Depot power
The connection, building load, charger access and simultaneous charging limits set the power available to the fleet.
Tariff
Usable lower-cost windows matter only where a bus has enough dwell time to take the energy it needs before its next duty.
Optional daytime turn-up
More demand, only when the bus needs the energy.
Turn-up means increasing demand at an eligible requested time. A bus needs genuine energy headroom, sufficient connection capacity, battery acceptance and enough layover to charge without compromising its next duty.
Commercial value depends on the agreed baseline, market access and the request itself. It is not universally available, and this planned bus scope does not include vehicle-to-grid export. A shared depot charging opportunity could also be explored where spare capacity, safe access for nearby trucks, bus-first priorities and the net economics all work.
Connection headroomExtra demand must stay within the site limit.
Energy to takeThe battery must need and accept the additional charge.
Time before pull-outThe layover must leave the bus ready for service.
Commercial eligibilityPayment depends on the baseline and available market route.
Plan the integration around the operation
Bring us your timetable and depot constraints.
Bus support is planned. Talk to us about your timetable, depot and integration needs.
FAQ
Questions bus operators ask
Is TOGL ready for bus depots today?
Bus support is planned. Talk to us about your timetable, depot and integration requirements so that future support can reflect your operation.
Can the same grid connection support more electric buses?
Sometimes. Coordinating charger demand can make better use of available capacity, but the result depends on the connection, other depot load, charger access, duty energy and dwell time. An assessment is needed before saying how many buses may fit.
What does daytime turn-up mean for a bus depot?
Turn-up means drawing more power at an eligible requested time. It needs a real energy requirement, connection headroom, battery acceptance and enough layover before the next duty. Any payment depends on the commercial baseline and market access, so it will not be available at every depot or on every day.