More vehicles. Lower cost. Operations protected.
TOGL is depot flexibility software for depot-based fleets, cutting charging costs, fitting more trucks, vans, and depot vehicles onto your existing grid connection, and protecting departure readiness.
- Van and light commercial depot fleet
- £1,000–£3,000modelled annual value, per vehicle per year
- eHGV
- £15,000–£34,000modelled annual value, per vehicle per year
Modelled against unmanaged charging. Around 40% of the modelled value is charging cost savings available through smart charging today; the remainder depends on demand charge reduction (in development) and flexibility revenue (planned). Indicative ranges only, subject to TOGL modelling. Actual value depends on duty cycle, battery size, tariff structure, site constraints, charging windows, integration availability, and flexibility market access.
The challenge
Electric fleets change the operating model.
Fleet electrification creates new questions around energy cost, charging windows, depot capacity, vehicle readiness, and operational risk. The challenge is not just plugging vehicles in. The challenge is charging them at the right time, in the right place, without compromising the job they need to do.
Charging cost
Peak-hour charging and capacity charges land on the bill months after the habits that caused them.
Depot capacity
The connection caps how many vehicles you can run, and the upgrade quote and the queue both arrive before the vehicles do.
Vehicle readiness
A saving that leaves a vehicle short for its shift has cost more than it saved.
Multi-site visibility
Vehicles move between depots and hubs, and charger-centric tools lose sight of them the moment they leave a managed site.
Public and third-party charging
Part of the fleet's energy is bought away from the depot, at prices nobody at base chose.
Future flexibility participation
The flexibility a depot creates is worth money, but only if it can be offered to markets without touching the schedule.
The difference
Your depot today vs your depot on TOGL.
Today
- Peak demand
- Unmanaged, spikes at shift end
- Energy cost
- Peak-hour rates, demand charges building
- Vehicles per connection
- Capped by unmanaged load
- Grid upgrade
- Likely needed as fleet grows
- Flexibility revenue
- No route to market
- Departure readiness
- Manual, uncertain
With TOGL
- Peak demand
- Load curve flattened around the connection limit
- Energy cost
- Shifted to cheap overnight windows
- Vehicles per connection
- More supported on the same grid capacity
- Grid upgrade
- Deferred or avoided
- Flexibility revenue
- Depot load offered to markets through aggregator partners (planned)
- Departure readiness
- Protected, operations come first
TOGL for fleets
Charging control that starts with the vehicle.
TOGL is designed around the asset itself. By using supported vehicle data and operational rules, TOGL can help fleets understand when charging can be shifted, where flexibility exists, and how to protect operational readiness.
If TOGL cannot reach a vehicle or a charger, it is still charged in line with the duty cycle it has to meet. Optimisation is what degrades, never readiness, and never your uptime depending on ours. What changes on the yard, the exception cases and the override path are set out on the drivers page.
Vehicle data
State of charge, readiness, location
Operational rules
Departure times, readiness thresholds, site limits
Tariff and energy signals
Time-of-use, peak avoidance, flexibility signals
TOGL orchestration
Optimised charging decisions that protect operations
Fleet types
Built across fleet types.
Commercial vans
Taxi fleets
Company cars
Mixed fleets
Depot-based fleets
eHGV fleets
In developmentBus fleets
PlannedPotential value
Where the value shows up.
Depot peak cut from about 700 kW to 250 kW in TOGL's 100-van model
Charging shifted into the cheapest overnight hours
One view of what charged, when, and at what cost
Readiness rules that outrank any price signal
A saving that is auditable rather than asserted
Future flexibility participation
Actual value depends on fleet size, duty cycle, tariff structure, charging behaviour, battery size, site constraints, integration availability, and market access.
How to start
Start with a controlled fleet assessment.
A TOGL fleet assessment takes two to three weeks, and needs three things from the depot: a vehicle and charger list, departure times per shift pattern, and the site’s connection capacity from the connection agreement. Full deployment timing depends on the integrations a site needs, so TOGL scopes that per depot.
Identify vehicles and charging locations
Confirm supported integrations
Define operational guardrails
Model charging flexibility
Test optimisation logic
Review value potential
Ready to see the numbers for your depot?
The useful version of this conversation uses your departure times, dwell windows and site connection capacity. Bring those and TOGL will walk through what changes on the yard and what does not. Or join early access to be onboarded as capabilities are released.
FAQ
Questions fleet operators ask
Can a depot add electric vehicles without upgrading its grid connection?
Often, yes. Unmanaged charging concentrates demand at the moment vehicles return, and TOGL models a 100-vehicle van depot peaking near 700 kW at that point, against roughly 250 kW when the same energy is spread across the overnight window. Lowering the peak rather than the energy is what lets more vehicles fit behind an existing connection and defers the cost of upgrading it. Illustrative modelling of a 100-vehicle van depot, not measured site data. Actual peaks depend on fleet size, battery capacity, charger ratings, dwell time, and departure schedules.
Will smart charging make vehicles miss their departure?
Departure readiness is a constraint TOGL optimises inside, not a target it trades against, so smart charging should never be the reason a vehicle misses its departure. The fleet sets the time each vehicle must be ready and the state of charge it needs, and TOGL only shifts charging into windows that still satisfy both. Depot operators also keep the manual override.
Where do the savings actually come from?
TOGL models depot value in three parts: charging cost savings from moving energy into cheaper windows, demand charge reduction from lowering the site peak, and flexibility revenue from making depot load available to energy markets. The first two are available through smart charging today. Flexibility market participation is planned and depends on market access, asset eligibility and aggregator relationships.
Does a fleet need to change its chargers to use TOGL?
No. TOGL requires no additional hardware for smart charging, depot load management and demand shifting, and works with existing chargers where an integration exists. Contact TOGL to confirm coverage for a specific charger or charge point management system.
How long does it take to get started with TOGL?
A TOGL fleet assessment takes two to three weeks and needs three things from the depot: a vehicle and charger list, departure times per shift pattern, and the site connection capacity. Full deployment timing depends on the integrations a site needs, so TOGL scopes that per depot rather than quoting a standard figure. Fleets can join the early access programme to be onboarded as capabilities are released.
What happens to charging if TOGL is unavailable?
Charging continues without TOGL. Charging control sits on top of a depot's own equipment rather than replacing it, so if TOGL cannot reach a vehicle or a charger the vehicle is still charged in line with the duty cycle it has to meet. Optimisation is what degrades, not readiness, and the manual path a depot already has stays available. Fallback behaviour is confirmed per site during integration and written into the deployment record.
Who earns the revenue when a depot's flexibility is dispatched?
TOGL's commercial model for flexibility is revenue share, so TOGL participates in the value created from flexibility activity alongside the asset owners and energy partners involved in it. No split is published. Flexibility market participation is a planned capability rather than a live one, and any route to market is partner-led, so the allocation between fleet, energy partner and TOGL is agreed per deployment rather than set by a standard rate card.