Electric trucks are moving from trial projects into real fleet operations across Australia. The clearest sign yet came recently, when Zenobē and Woolworths announced a 148-vehicle electric truck lease described as Australia’s largest electric truck rollout to date.
Backed by the Clean Energy Finance Corporation, the deal put Foton T5 battery electric trucks into last-mile grocery delivery across New South Wales, Victoria, Queensland, Western Australia and South Australia, with first deliveries from May 2026 and the fleet rolling out progressively from there.
Deals at this scale change the conversation. For logistics companies, retailers, councils, waste operators and distribution centres, the focus is no longer only on vehicle range or battery size. The bigger question is becoming far more practical. Can the depot actually support the power needed to charge them?
Charging for electric trucks brings a very different energy profile to a site. A diesel fleet can refuel quickly without placing extra load on the building’s electrical infrastructure. An electric truck fleet is different. Every charger becomes a significant electrical load. Every charging session adds to the site’s demand. Every decision about timing, charger size and fleet scheduling can affect energy costs, grid capacity and operational reliability.
This is why depot power capacity is quickly becoming one of the biggest bottlenecks in electric truck adoption.
Key Points
Electric freight in Australia is moving beyond pilots, shown by the 148-truck Zenobē and Woolworths rollout described as the country’s largest to date.
Electric truck fleets change a depot’s energy profile because every charger becomes a significant electrical load that adds to site demand.
Depot power capacity is becoming a major constraint on rollout because sites have limits set by connection agreements, transformers and switchboards.
The main risk is often peak demand rather than total energy use because several trucks charging together can create sharp peaks that raise network charges.
Accurate metering and ongoing visibility help fleets understand spare capacity, shift charging to cheaper periods and plan staged upgrades with confidence.
SATEC NMI pattern approved meters and multi-circuit meters, together with the Expertpower platform, give depots the billing-grade data and site-wide visibility needed to scale charging safely.
The Depot Is Becoming An Energy Asset
For many fleet operators, the depot has traditionally been a place where vehicles are parked, serviced, loaded and dispatched. As electric trucks enter the fleet, the depot becomes an energy asset as well.
That shift changes how the site needs to be planned and managed. A distribution centre may already run refrigeration, lighting, conveyors, office loads, warehouse equipment, HVAC systems, solar PV or battery storage. Adding high capacity electric truck chargers can create new peaks on top of existing demand.
This matters because most commercial and industrial sites have a limit on how much power they can draw from the grid. That limit may be shaped by the site’s connection agreement, transformer capacity, main switchboard rating, local network constraints and the way existing electrical loads behave during the day.
A site may appear to have enough spare capacity on paper. The real picture can be very different once actual interval data, peak demand patterns and operational behaviour are reviewed.
Why Power Capacity Can Slow Electric Truck Rollout
When a business commits to electric trucks, the vehicles often attract the most attention. They are visible, measurable and easy to explain. The charging infrastructure behind them can be more complex.
A depot may support one or two chargers without major changes. Scaling from a few vehicles to a larger fleet can expose capacity limits very quickly. More trucks usually means more chargers, longer charging windows, higher total energy use and greater pressure on the electrical infrastructure.
The problem is not always total energy consumption. In many cases the bigger issue is demand. If several trucks begin charging at the same time, the site can create a sharp peak. That peak may trigger higher network charges, exceed site capacity or require expensive upgrades.
For fleet operators, this can turn charging for electric trucks into a planning challenge rather than a simple equipment purchase. The cost of chargers is only one part of the picture. The real project may also involve switchboard upgrades, transformer upgrades, network applications, trenching, cabling, protection changes, load management systems and ongoing energy monitoring.
The Cost Risk Of Unmanaged Charging
Electric truck charging can be planned carefully or it can quietly become a cost problem. Unmanaged charging often happens when vehicles are plugged in at the end of a shift and left to charge at full power. That may be convenient operationally yet it can be expensive electrically.
If the charging window overlaps with existing site peaks, the depot may pay more for demand. If trucks charge during higher tariff periods, energy costs may rise. If multiple chargers ramp up together, the site may experience avoidable peaks that better scheduling could have smoothed.
This is where good data becomes essential. Fleet managers need to know how much energy each charger is using, when charging occurs, how the charging load interacts with the rest of the site and whether there is enough capacity for future vehicles. Facilities teams need visibility across the whole electrical system rather than just the charger dashboard.
Charging for electric trucks is not only a transport issue. It is also an energy management issue.
Why Depot Planning Should Start With Measurement
Before adding chargers, businesses should understand how their site currently uses power. This includes daily load profiles, seasonal patterns, peak demand events and the difference between average demand and maximum demand.
Average energy use can be misleading. A site may show moderate consumption across the day then experience short sharp peaks during certain operations. Adding truck charging at the wrong time can make those peaks worse. Adding charging at the right time may allow the site to use existing capacity more effectively.
Good metering helps answer the questions that matter most before any investment is committed:
- How much spare capacity does the site really have?
- Which loads are driving existing peaks?
- Can charging be shifted to lower demand periods?
- Does the site need more capacity now or can staged upgrades support the first phase?
- How should energy costs be allocated across vehicles, tenants, departments or business units?
These answers are difficult to guess. They need accurate energy metering and ongoing visibility.
On-site Charging, Shared Hubs And The Capacity Question
Not every business will solve charging in the same way. Some operators will install chargers at their own depots. Others may use shared charging hubs, off-site facilities or a combination of depot and public charging.
The right model depends on routes, dwell time, vehicle type, depot space, grid availability and capital planning. For urban delivery fleets, depot or hub-based charging can be attractive because vehicles often return to a fixed location.
Last-mile grocery delivery of the kind Woolworths runs is a good example, because predictable routes, high vehicle use and overnight depot charging make the load easier to plan. For larger or more distributed fleets, charging may need to be planned across multiple sites.
In every model, capacity still matters. A shared charging hub needs robust electrical infrastructure and accurate billing. A depot needs visibility of total site load. A landlord may need to understand how to separate charging costs across tenants. A fleet operator may need to compare charging performance between sites.
The table below compares the three common charging models across the factors that most affect capacity and cost.
| Factor | Depot (On-site) Charging | Shared Charging Hub | Public / Off-site Charging |
|---|---|---|---|
| Best suited to | Fleets that return to a fixed base with long overnight dwell times | Fleets sharing infrastructure across operators or without depot space | Distributed or long-distance routes charging away from base |
| Capacity considerations | Site connection, transformer and switchboard limits must absorb new peaks | Hub needs robust supply and load management for many vehicles at once | Capacity managed by the charge point operator rather than the fleet |
| Cost and billing | Fleet pays site demand and energy charges then allocates cost internally | Costs shared across users so accurate sub-metering is essential | Priced per session usually at a higher rate per kWh |
| Energy visibility needs | Full view of charging load against total site demand | Accurate separation of each user’s consumption | Limited to charge point records supplied by the operator |
| Typical metering approach | Site and circuit level metering with power quality monitoring | NMI approved metering for billing plus multi-circuit monitoring | Handled by the operator’s own metering |
Leasing Models Still Depend On Site Visibility
The Zenobē and Woolworths deal uses an Electric Vehicle-as-a-Service model, which bundles vehicles, charging infrastructure, maintenance and battery services into a single lease. Models like this remove much of the upfront cost and operational uncertainty that have slowed fleet electrification decisions across Australian logistics.
Even so, the underlying power capacity still belongs to the site. A leasing partner can supply chargers yet the depot owner or operator still needs to understand total site load, allocate energy costs fairly and monitor power quality as charging scales. This is why site-level metering and monitoring remain important even when the vehicles and chargers are managed by a third party.
How SATEC Meters Support Electric Truck Depots
SATEC products are well suited to electric truck charging environments because they provide the visibility needed to plan, manage and scale electrical loads with confidence.
For sites where billing, allocation or compliance-grade data is required, the NMI pattern approved EM133-XM and BFM136 support accurate energy measurement under NMI M 6-1. This is particularly useful for shared depots, leased industrial sites, logistics parks and multi-user charging environments where energy costs need to be separated clearly.
Switchboards and distribution boards with multiple circuits are well matched to multi-circuit metering. The BFM136 can monitor chargers, building loads, solar, battery systems and other key circuits from a compact metering architecture. This value shows in retrofit projects where switchboard space is limited and operators need detailed visibility without installing a large number of individual meters.
Power quality monitoring matters just as much. High capacity charging infrastructure can place new demands on electrical systems. Power quality analysers such as the PM180 and PRO Series can help identify voltage events, harmonics, imbalance and other issues that may affect equipment performance, reliability or site planning.
Expertpower adds another important layer by turning meter data into usable information. Instead of relying only on charger-level reporting, businesses can view charging loads in the wider context of the site. This helps teams understand demand peaks, compare usage patterns, support cost allocation and make more informed decisions about future expansion.
For electric truck depots, the value is not simply measuring energy after the fact. The value is creating the visibility needed to avoid surprises.
Planning For Growth Instead Of Reacting To Constraints
Many electric truck projects will begin with a small number of vehicles. That is sensible. It allows operators to test routes, understand charging behaviour and build confidence. The challenge is making sure the depot is planned for the next stage as well.
Battery electric trucks are still a small share of the Australian market. Of the trucks and heavy vans sold across the country during 2026, under one per cent were electric. Large rollouts like the Woolworths fleet show the direction of travel, so depots that prepare early will be better placed as the share grows.
A site that works for three electric trucks may not work for thirty. Without accurate data, businesses can underestimate future demand or overinvest in infrastructure too early. Both outcomes are costly.
A staged approach is often more practical. First measure the existing site. Then model the likely charging load. Next install charging in phases with metering and monitoring from the beginning. As more trucks arrive, the operator can use real data to decide whether to adjust charging schedules, add load management, install battery storage, increase grid capacity or expand metering coverage.
This approach turns charging for electric trucks from a one-off installation into an ongoing energy strategy.
Why Fleet Electrification Depends On Depot Readiness
Electric trucks are an important part of the shift toward lower emission freight and logistics. They can reduce diesel use, lower local emissions and help businesses meet sustainability targets. The opportunity is real yet the infrastructure behind it must be taken seriously.
Depot power capacity is becoming the next major bottleneck because it affects cost, timing, reliability and scalability. Businesses that understand their energy profile early will be better placed to electrify with fewer surprises. Businesses that wait until chargers are already installed may find themselves dealing with avoidable constraints.
Charging for electric trucks is not just about plugging in vehicles. It is about preparing sites for a new class of electrical demand. With the right metering, monitoring and reporting in place, fleet operators can make better decisions, manage costs and build charging infrastructure that grows with the business.
For depots, distribution centres and logistics operators, the message is clear. The road to electric freight starts at the switchboard.
FAQs - Electric Truck Charging
Why is depot power capacity a bottleneck for electric trucks?
Every charger adds a significant load to the site, and several trucks charging together can create demand peaks that exceed the depot’s connection, transformer or switchboard limits.
Is peak demand or total energy the bigger cost risk?
Peak demand is often the bigger risk, because sharp simultaneous charging peaks can trigger higher network charges even when total energy use looks manageable.
Does a leasing model like Electric Vehicle-as-a-Service remove the need for metering?
No. A lease can supply the vehicles and chargers, yet the depot still needs site-level metering to understand total load, allocate energy costs and monitor power quality.
Are SATEC meters suitable for electric truck charging sites?
Yes. The NMI pattern approved BFM136 and EM133-XM suit billing and multi-circuit charger metering, while power quality analysers and Expertpower add the site-wide visibility depots need.
