How much does it cost to install EV chargers at a warehouse?

For a small fleet of 5-10 vehicles using AC Level 2 chargers (22 kW), expect $30,000-$100,000 total including hardware, electrical works, and minor supply upgrades. A medium fleet of 20-50 vehicles typically costs $200,000-$650,000 including DC fast chargers and potential transformer upgrades. Per-vehicle charging infrastructure costs range from $6,000 to $15,000 depending on existing electrical capacity.

Do I need three-phase power for commercial EV charging?

Yes, for any practical commercial setup. Single-phase power limits you to 7.4 kW per charger - far too slow for fleet operations. Three-phase (415V) enables 22 kW AC chargers and is required for all DC fast chargers. Most Australian warehouses and commercial premises already have three-phase supply.

What are demand charges and how do they affect commercial EV charging costs?

Demand charges are billed on your peak electricity draw (kW or kVA) in a billing period, typically $8-$25 per kVA per month. Charging 10 vehicles simultaneously at 22 kW creates a 220 kW peak that could add $1,760-$5,500 per month in demand charges alone. Smart charging, load management, and off-peak scheduling are essential to control this cost.

Is there government funding for commercial EV charging infrastructure?

Yes. ARENA's Driving the Nation Fund ($500 million) supports commercial and fleet charging projects through competitive funding rounds. The CEFC offers concessional loans for fleet electrification. Several states offer grants: NSW has fleet incentive programs, Victoria has Sustainability Victoria grants, QLD offers workplace charger co-funding, and Tasmania has ChargeSmart grants. Programs change frequently - check current availability before planning.

Should I use AC or DC chargers for fleet depot charging?

For vehicles parked overnight (8+ hours), AC Level 2 at 22 kW is the most cost-effective choice - a van gets 150-180 kWh overnight, enough for most last-mile routes. DC fast chargers (50-150 kW) are worth adding for opportunity charging during the day or for vehicles that need rapid top-ups between shifts. Most depots use a mix of both.

Can I pair solar panels with commercial EV charging?

Yes, and the economics are strong. A 100 kW rooftop solar system on a warehouse costs $80,000-$120,000, generates approximately 400 kWh per day on average, and pays for itself in 3-5 years. Self-consuming solar for EV charging avoids both retail electricity costs and low feed-in tariffs (typically 3-8 c/kWh). Adding battery storage enables solar charging during evening and overnight hours.

Commercial EV Charging Australia: Warehouse Guide

Most content about EV charging in Australia focuses on home chargers and residential installations. This guide is for the other side: warehouse operators, fleet managers, logistics companies, and commercial property owners who need to charge multiple vehicles reliably, affordably, and at scale.

Commercial EV charging is a different problem from residential charging. The electrical loads are larger, demand charges can dominate your electricity bill, and getting the infrastructure wrong costs tens of thousands of dollars. Getting it right saves more.

Who this guide is for

Warehouse and distribution centre operators transitioning delivery fleets to electric
Fleet managers running commercial vehicle fleets (vans, light trucks, passenger vehicles)
Commercial property owners adding EV charging for tenants or employees
Logistics companies setting up depot charging for last-mile delivery vehicles

If you are a homeowner looking for a home EV charger, see our EV charger comparison page instead. For apartment buildings and strata, see our strata EV charger guide.

The two types of commercial charging

Depot charging (overnight, AC Level 2)

Most commercial fleets return to a depot or warehouse overnight. Vehicles sit for 8-12 hours. This is the primary charging window and where AC Level 2 chargers at 22 kW on three-phase power are the workhorses.

A 22 kW charger delivers approximately 176 kWh over 8 hours. That is enough to fully charge most electric vans and light trucks (60-80 kWh batteries) with headroom, or add 300+ km of range to passenger EVs.

This is the most cost-effective charging approach. AC chargers are cheaper to buy ($3,000-$8,000 installed per unit), cheaper to maintain, and when scheduled to off-peak hours, cheaper to run.

Opportunity charging (daytime, DC fast)

DC fast chargers (50-150 kW) serve a different purpose: rapid top-ups for vehicles between shifts, during loading/unloading, or when a vehicle returns mid-day and needs to go back out.

A 50 kW DC charger adds roughly 200 km of range per hour. A 150 kW charger can take an electric van from 20% to 80% in under 30 minutes.

DC chargers cost significantly more ($30,000-$60,000 for 50 kW, $80,000-$150,000 for 150 kW, installed) and draw more power, increasing demand charges. Most depots install one or two DC chargers alongside a larger bank of AC chargers.

Charger hardware for commercial use

Residential chargers are not built for commercial environments. Commercial chargers need higher IP ratings (dust and water protection), OCPP connectivity for fleet management, RFID or app-based access control, and robust construction that survives forklift traffic and weather exposure.

AC chargers (7-22 kW) for fleet depots

Brand	Model	Output	Key features
ABB	Terra AC	22 kW	OCPP 2.0.1, three-phase, IP54, commercial-grade
Schneider Electric	EVlink Pro AC	7.4-22 kW	Integrated load management, EcoStruxure platform
Delta Electronics	AC Mini Plus / AC Max	7.4-22 kW	Dynamic load balancing built-in
KEBA	KeContact P30	7.4-22 kW	MID-metered (for billing), OCPP, popular in fleet installs
Autel	MaxiCharger AC	7-22 kW	Competitive pricing, growing Australian distributor network

DC fast chargers (50-350 kW) for opportunity charging

Brand	Model	Output	Key features
Tritium	RTM75, PKM150	50-175 kW	Australian-designed (Brisbane), liquid-cooled, modular
ABB	Terra 54 / Terra HP	50-350 kW	CCS2, wide power range for mixed fleet needs
Kempower	Satellite system	40-400 kW	Dynamic power sharing across multiple outlets from one power unit
Delta	City / Ultra Fast	50-200 kW	Growing Australian presence via installer partnerships

Connector standard: All DC chargers in Australia use CCS Combo 2 (CCS2). AC chargers use Type 2. CHAdeMO is legacy and only relevant for older Nissan Leaf models.

Critical specification: Insist on OCPP 2.0.1 support. OCPP (Open Charge Point Protocol) is the industry standard for remote management, smart charging profiles, and fleet scheduling. OCPP 1.6J is the current baseline but 2.0.1 adds better load management and ISO 15118 support for Plug & Charge. Buying a non-OCPP charger for commercial use locks you into a single vendor’s proprietary platform.

Electrical infrastructure — the part most people underestimate

The chargers are the visible cost. The electrical infrastructure behind them is often the larger expense and the longer lead time.

Three-phase power is non-negotiable

Single-phase power (230V) limits each charger to 7.4 kW. For a fleet of 10 vehicles, that means 10+ hours per vehicle per night and total site load management headaches. It is not viable for commercial fleet charging.

Three-phase power (415V) enables 22 kW per AC charger and is required for every DC fast charger. Most Australian warehouses and commercial premises already have three-phase supply. The question is whether the existing supply is large enough.

Supply capacity and upgrades

Scenario	Typical existing supply	Upgrade needed	Cost range
Small warehouse, 3-4 chargers	100A three-phase	Switchboard modification only	$0-$5,000
Medium depot, 10-20 chargers	100-200A three-phase	Supply upgrade to 200-300A	$5,000-$25,000
Large depot, 20-50 chargers	200A three-phase	New transformer or kiosk substation	$50,000-$250,000
Major hub, 50+ chargers	Varies	Dedicated 11kV/22kV supply	$150,000-$500,000+

Lead times matter. A switchboard modification takes 1-2 weeks. A DNSP supply upgrade application — through Ausgrid (NSW), Jemena (VIC), Energex (QLD), SA Power Networks (SA), Western Power (WA), or your local distributor — takes 3-6 months. A new transformer or substation can take 6-12 months. Start the electrical assessment before you order chargers.

Step 1 of any commercial EV charging project is an electrical capacity assessment. An accredited electrician measures your current supply, your existing building loads, and calculates how many chargers you can support without an upgrade. This assessment costs $1,000-$3,000 and can save you from ordering infrastructure you cannot power.

Demand charges — the cost trap nobody warns you about

This is the single biggest ongoing cost mistake in commercial EV charging.

How demand charges work

Commercial electricity bills in Australia include two main components:

Energy charges — what you pay per kWh consumed (typically 8-30 c/kWh depending on time of use)
Demand charges — what you pay based on your peak electricity draw (kW or kVA) in a billing period

Demand charges are based on the highest 30-minute average demand in the billing period. They typically range from $8-$25 per kVA per month depending on your network area and tariff.

Why this matters for EV charging

If 10 vehicles all start charging at 22 kW when they return to the depot at 5pm, your site’s peak demand spikes by 220 kW. If that sets a new demand peak for the month, you pay demand charges on that 220 kW for the entire billing period.

Example: 220 kW additional demand × $15/kVA/month = $3,300 per month in demand charges — on top of the energy cost of the actual electricity consumed.

Over a year, that is $39,600 in demand charges alone. The electricity to charge the same vehicles at off-peak rates (say 10 c/kWh, 50 kWh per vehicle, 260 working days) costs roughly $13,000. The demand charges are three times the energy cost.

How to control demand charges

1. Stagger charging start times. Instead of all chargers activating at 5pm, schedule them sequentially: first batch at 6pm, second at 10pm, third at 2am. This flattens your demand profile.

2. Use smart charging with dynamic load balancing. Modern fleet charging platforms distribute available capacity across chargers in real time, ensuring total site demand never exceeds a set limit. Key platforms:

Schneider EcoStruxure EV Charging Expert — manages up to 200 chargers per site, integrates with building management systems, time-of-use aware scheduling
ABB ChargerSync — fleet scheduling, energy allocation, OCPP cloud management
Kempower ChargEye — designed specifically for depots, dynamic power sharing from a central power unit to multiple satellite dispensers
ChargePilot (The Mobility House) — fleet-focused, integrates solar and battery signals

3. Charge during off-peak windows. Most commercial TOU tariffs have off-peak periods from 10pm to 7am where both energy rates and network charges are lowest. Schedule the bulk of fleet charging into this window.

4. Add on-site battery storage for peak shaving. A battery system can absorb demand spikes by discharging during peak periods and recharging from the grid (or solar) during off-peak. This directly reduces the demand charge component of your bill. A 100 kWh / 50 kW commercial battery system costs $60,000-$100,000 but can save $15,000-$30,000 per year in demand charges for a medium fleet.

5. Negotiate your tariff. Some DNSPs offer dedicated EV charging tariffs or controlled load tariffs for separately metered EV infrastructure. Ask your electricity retailer and DNSP what options exist. A separate meter for EV charging ($2,000-$5,000 to install) can sometimes access cheaper tariff structures.

Solar integration — the economics are compelling

Warehouses have large, flat rooftops. Large, flat rooftops are ideal for solar panels. The combination of commercial solar and EV fleet charging is one of the strongest financial cases in Australian commercial energy.

The numbers

A 100 kW rooftop solar system on a warehouse:

Costs: $80,000-$120,000 installed
Generates: approximately 400 kWh per day (annual average, varies by location — more in QLD, less in VIC/TAS)
Payback: 3-5 years when self-consumed
Lifespan: 25+ years with degradation to approximately 80% output

Without EV charging, excess solar is exported to the grid at feed-in tariffs of 3-8 c/kWh — a poor return. With EV charging, that same solar displaces retail electricity at 20-35 c/kWh. Every kWh of solar used for EV charging instead of exported saves 15-30 cents.

Integration approaches

Direct solar-to-EV (daytime charging): If some fleet vehicles are parked during the day (pool vehicles, shift workers, vehicles loading/unloading), route solar directly to chargers. Requires smart energy management to prioritise solar self-consumption.

Solar + battery + overnight charging: Most fleet vehicles charge overnight when there is no solar generation. A battery system stores daytime solar and discharges it to chargers at night. This maximises self-consumption and reduces demand charges. A 200 kWh commercial battery adds $100,000-$200,000 but dramatically changes the economics.

Solar carports: For sites with large outdoor parking areas, solar carports serve dual purpose — generation plus vehicle shade. Cost premium of $1,500-$2,500 per kW over standard rooftop due to structural requirements, but attractive for employee or visitor parking areas.

Brands that integrate well

Fronius inverters pair with their Wattpilot EV charger for seamless solar-to-EV routing
SolarEdge offers an integrated inverter-charger ecosystem
Schneider Electric EcoStruxure manages solar, battery, building loads, and EV charging on one platform

For detailed solar system sizing and costs, see our solar panels hub.

Installation costs — what to budget

Small fleet: 5-10 vehicles

Typical for a small warehouse, delivery company, or trades business.

Component	Cost range
5-10 × AC 22 kW chargers (hardware)	$15,000-$40,000
Electrical works (cabling, switchboard, metering)	$10,000-$30,000
Minor supply upgrade (if needed)	$0-$15,000
Smart charging software (annual)	$1,000-$5,000/yr
Civil works (trenching, bollards, signage)	$5,000-$15,000
Total	$30,000-$100,000

Per-vehicle infrastructure cost: approximately $6,000-$10,000.

Medium fleet: 20-50 vehicles

Typical for a logistics company, council fleet, or medium commercial operation.

Component	Cost range
20-50 × AC 22 kW chargers	$60,000-$150,000
2-4 × DC 50-75 kW fast chargers	$60,000-$200,000
Electrical infrastructure (switchboard, sub-distribution)	$30,000-$80,000
Supply upgrade or new transformer	$25,000-$150,000
Smart charging / fleet management platform	$5,000-$20,000/yr
Civil works, signage, safety	$15,000-$40,000
Total	$200,000-$650,000

Per-vehicle infrastructure cost: approximately $8,000-$15,000.

Large depot: 50+ vehicles

Bus depots, major logistics hubs, large council fleets.

Component	Cost range
50+ chargers (mix of AC and DC)	$200,000-$1,000,000+
High-voltage supply or kiosk substation	$150,000-$500,000
On-site battery storage (peak shaving)	$100,000-$500,000
Energy management system	$20,000-$50,000/yr
Civil works, safety, depot redesign	$50,000-$200,000
Total	$500,000-$2,500,000+

Per-vehicle infrastructure cost: approximately $10,000-$30,000.

Note: These are indicative ranges. Costs vary significantly based on existing electrical capacity, site layout, soil conditions for trenching, and local labour rates. Get at least three quotes from accredited commercial EV charging installers.

Funding and incentives

ARENA — Driving the Nation Fund

ARENA administers a $500 million fund for EV charging and hydrogen infrastructure. While much of the funding targets public highway charging, some streams cover fleet and depot charging:

Depot charging infrastructure for commercial fleets
Smart charging and vehicle-to-grid trials
Multi-dwelling and commercial precinct charging

Funding is competitive and project-based. You typically need to apply during open funding rounds or partner with an ARENA-registered project. Check arena.gov.au for current open rounds.

CEFC — concessional finance

The Clean Energy Finance Corporation offers below-market-rate loans for fleet electrification and charging infrastructure. CEFC finance is accessed through partnered lenders and is available for large commercial projects (typically $5 million+). Smaller businesses may access CEFC-backed loans through participating banks.

State programs

State-level grants and incentives for commercial EV charging change frequently. As of early 2026:

State	Program	What it covers
NSW	EV Fleets Incentive Program	Grants for fleet charging infrastructure, expanded to include trucks up to 23 tonnes
VIC	Sustainability Victoria grants	Up to $50,000 for fleet charging infrastructure (when rounds are open)
QLD	Workplace charger co-funding	Co-funding for workplace and fleet chargers through various programs
SA	Smart charging trials	SA Power Networks tariff incentives for managed EV charging
ACT	Sustainable Household Scheme	Loans for EV chargers (primarily residential, some commercial eligibility)
TAS	ChargeSmart Grants	$2,000-$5,000 per outlet for destination and workplace chargers
WA	Charge Up Workplace pilot	Workplace charging support under state EV strategy

Check current availability. Several of these programs operate in rounds and may be closed or refreshed by the time you read this. Always verify on the relevant state energy or transport department website before including grants in your project budget.

For federal EV incentives including the FBT exemption (relevant for employee vehicles), see our federal EV incentives guide.

Fleet management and smart charging

Charging a fleet of vehicles is not the same as charging 20 individual cars. Fleet charging requires coordination between vehicle routes, charge levels, departure times, and grid constraints.

What fleet charging software does

Schedules charging based on each vehicle’s next departure time and required state of charge
Balances load across chargers to stay within site electrical limits
Prioritises vehicles that need charge most urgently
Shifts charging to off-peak periods to minimise electricity costs
Integrates with telematics (Geotab, Smartrak, Teletrac Navman) so route data informs charging needs
Reports on energy consumption, costs, and charging efficiency per vehicle

Key platforms available in Australia

Kempower ChargEye: Purpose-built for depots. A central power unit distributes power dynamically to satellite charging posts — only vehicles actively charging draw power, and the system redistributes as vehicles complete charging.

Schneider EcoStruxure EV Charging Expert: Enterprise-grade platform managing up to 200 chargers per site. Integrates with building management systems and supports time-of-use scheduling.

The Mobility House (ChargePilot): Fleet-focused platform that integrates solar generation, battery storage, and grid signals to optimise charging costs. V2G-ready for future bidirectional applications.

OCPP-based platforms (Evnex, others): Lighter-weight options for smaller fleets that need basic scheduling and load management without enterprise complexity.

Vehicle-to-grid (V2G) — the future revenue opportunity

Vehicle-to-grid technology allows electric vehicles to export stored energy back to the building or the electricity grid. For commercial fleets with large battery capacities sitting idle for hours, V2G represents a potential revenue stream.

Where V2G stands in Australia

V2G is still in pilot stage in Australia as of early 2026. Key developments:

ARENA-funded REVS project (Realising Electric Vehicle-to-Grid Services): Demonstrated technical feasibility using Nissan Leaf vehicles and CHAdeMO bidirectional chargers
SA Power Networks V2G trial: Tested grid services from EV batteries in South Australia
ISO 15118-20 standard (which enables bidirectional charging over CCS2) is the key enabler for mass-market V2G. Adoption is still in early stages.

The commercial case

A fleet of 20 electric vans, each with a 60 kWh battery, represents 1,200 kWh of mobile storage. During AEMO wholesale price spikes (which can exceed $1,000/MWh during summer peaks), exporting even a fraction of that storage has significant value.

More practically, vehicle-to-building (V2B) — using fleet batteries to power the warehouse during peak demand periods — directly reduces demand charges. A single van discharging 30 kW for 2 hours during a peak event avoids setting a new demand peak for the month.

Barriers

OEM warranty concerns: Most manufacturers do not explicitly cover battery degradation from V2G cycling. BYD and Nissan have been more accommodating than others.
Hardware availability: Bidirectional chargers for CCS2 vehicles are limited. The Wallbox Quasar 2 ($7,000-$9,000) is one of few available in Australia.
Regulatory framework: Aggregation platforms and market access rules for V2G are still being developed by AEMO and state regulators.

Recommendation: Design your electrical infrastructure to be V2G-ready (bidirectional-capable wiring, appropriate metering) even if you do not deploy V2G immediately. The retrofit cost is much higher than building it in from the start.

The implementation sequence

Getting commercial EV charging right requires doing things in the right order. Here is the sequence that avoids the most common and expensive mistakes:

1. Assess your fleet requirements. How many vehicles? What battery sizes? What daily range requirements? When do vehicles return and depart? This determines how many chargers you need and what power levels.

2. Get an electrical capacity assessment. Before anything else, an accredited electrician assesses your existing supply. This determines whether you need a supply upgrade — and if so, you need to start the DNSP application early because it has the longest lead time.

3. Model the demand charge impact. Ask your electricity retailer for your current demand profile and tariff structure. Model what adding EV charging does to your demand charges. This informs whether you need smart charging, battery storage, or a tariff change.

4. Design the charging layout. Charger placement, cable routing, trenching paths, bollard protection, signage, and lighting. Account for vehicle turning circles, loading dock access, and pedestrian safety zones.

5. Select chargers and a management platform. Prioritise OCPP 2.0.1 compatibility, appropriate IP ratings for your environment, and a fleet management platform that integrates with your operations.

6. Apply for grants. If state or federal funding rounds are open, apply before committing capital. Grant applications can take 2-4 months to assess.

7. Install and commission. Electrical works first, then charger mounting and commissioning. Allow 2-8 weeks for installation depending on complexity.

8. Optimise. Once operational, review your demand profile monthly. Adjust charging schedules, load limits, and solar integration settings based on real data rather than modelled assumptions.

The bottom line

Commercial EV charging at a warehouse or depot is not a plug-and-play exercise. The electrical infrastructure, demand charge management, and fleet scheduling are where the complexity — and the cost savings — sit.

The businesses that get the best outcomes start with an electrical assessment, model the demand charge impact before installing anything, use smart charging to control costs, and integrate solar generation where their roof space allows it.

For a small fleet (5-10 vehicles), budget $30,000-$100,000 for infrastructure. For a medium fleet (20-50 vehicles), budget $200,000-$650,000. These numbers are real, but so are the fuel savings — commercial EVs running on off-peak electricity or solar cost 3-5 cents per kilometre versus 12-18 cents per kilometre for diesel.

If your fleet vehicles are also salary-packaged to employees, the FBT exemption adds further savings. For the full picture of federal incentives available to businesses, see our federal EV incentives guide. To compare home charger options for employees who charge at home, see our EV charger comparison.

Commercial EV Charging for Warehouses and Fleets in Australia: The Practical Guide