Delivered work and planned work, kept separate on purpose. Every line carries a status, and forward dates are half-years because that is the resolution we can actually stand behind.
How to read this page
Why depots
The shape of this roadmap follows from one choice: start where the flexibility is easiest to contract and hardest to fake, then widen.
A depot puts dozens of large controllable loads behind one connection, under one operator, with one commercial agreement. Contracting the same capacity across domestic properties takes thousands of relationships.
Commercial vehicles return to the same site, at roughly the same time, and sit for hours. That combination of dwell time and predictability is what makes load genuinely shiftable rather than theoretically shiftable.
Grid connection queues and capacity limits, not vehicle availability and not charger cost, are what hold up fleet electrification. Software that makes an existing connection go further addresses the constraint that actually binds.
To H1 2026
Delivered
1 live
H2 2026
Depot optimisation in production
4 in development
H1 2027
Heavy transport and the depot view
3 in development, 2 planned
H2 2027
Flexibility market participation
3 planned
2028
Scale and adjacent assets
3 planned
Delivered
To H1 2026
What is in production today. Anything not on this list is not built yet, whatever else the site says.
Vehicle data integration for supported passenger vehicle brands, via integration partners. Current supported list available on request.
Planned
Sequenced by dependency, not by ambition. Items gated on someone else’s delivery, chiefly OEM data access and flexibility market entry, are labelled planned however much we want them sooner.
H2 2026
Turning the orchestration core into something a depot runs on daily, at a small number of sites, properly instrumented.
Readiness-first orchestration core: departure times and charge requirements as hard constraints, with charging scheduled inside what remains.
Depot load management against a site capacity limit, so charging schedules respect the connection rather than assuming headroom.
Time-of-use optimisation against real tariffs, with the cost outcome measured against an unmanaged baseline rather than modelled.
Charger and CPMS integration breadth sufficient to deploy without replacing existing depot hardware.
H1 2027
eHGV and bus depots, brought forward from 2028: the largest controllable batteries in any depot, and the hardest operational constraints to satisfy. The views that make a charging schedule legible to the people running the yard land in the same window.
eHGV depot orchestration, in active development alongside a major truck OEM, a national fuel and energy retailer, and an infrastructure financier.
Bus depot support: high vehicle counts, tight turnaround windows, and fixed timetables as scheduling constraints.
Heavy vehicle data access, gated on OEM API availability rather than on our own delivery.
Grid connection assessment for heavy depots, where charging power per vehicle makes the connection the binding constraint.
Depot readiness view: fleet-wide charge state, departure times, and exceptions raised before the shift, in the depot display and the driver-facing app.
H2 2027
Depot load becoming dispatchable capacity. Dependent on market access and aggregator relationships, so dated as an intention rather than a commitment.
Depot flexibility offered into UK markets through aggregator partners, with readiness rules still taking precedence over any dispatch instruction.
Settlement and reporting good enough for an operator to audit flexibility revenue rather than take it on trust.
Multi-site portfolio view, so an operator with several depots is one counterparty rather than several.
2028
Deliberately a single annual bucket. At this distance a half-year date would be invented precision.
Enterprise deployments across UK and Ireland fleet and energy partners.
Selected European markets, sequenced by flexibility market structure rather than by fleet size.
Adjacent depot assets brought into the same optimisation: site batteries, HVAC, and other controllable site loads.
Beyond 2028
Once a depot’s charging is dispatchable, the rest of the site is the same problem with different assets. Batteries, controllable loads and on-site generation all sit behind the same connection, under the same operator, subject to the same capacity limit.
That is an expansion of scope, not a change of business. It comes after depot charging works and is worth paying for, which is why it sits here rather than in the funded plan.
Depot fleets
Site batteries
Controllable site loads
Depot generation
On vehicle-to-grid: TOGL delivers value through smart charging, depot load management and demand shifting. Our full position on V2G is on the platform page.
The H2 2026 work is being built with a small number of depot operators. If your sites are capacity-constrained and your departure schedule is tight, that is the useful conversation.