A park does not chase per-pile yield. It pursues three things: employees who stop complaining, production and transport that never stop, and an electricity bill that behaves. Parks also hold a structural advantage — a large dedicated transformer, and the upgrade decision sits inside the company rather than in a residents' application queue. The trap is different: charging load lands on top of production load. The day shift is both the production peak and the charging peak; stack them carelessly and demand-charge penalties follow. So park charging is a scheduling problem before it is an electrical one.
Three load classes, designed separately
- Staff e-bikes — centralised shelters. The largest volume: estimate 20–35% of headcount riding, one 20–40 port shelter in an edge yard or by the dormitories, with canopy, extinguishers and monitoring. Charging inside workshops or warehouses is categorically banned.
- Staff and visitor cars — AC. 7kW units at 10–20% of parking bays; a shift is long enough to fill on AC.
- Logistics, forklifts and shuttles — DC on a schedule. The class that separates parks from civilian sites: short charging windows, 60–120kW units, and a charging plan reversed out of the dispatch timetable.
Each class meters separately — staff charging books to welfare cost, logistics to operations, visitors stand alone — and the platform exports per-class statements so finance never untangles them by hand.
Electricity economics: valley tariffs and the demand ceiling
Industrial tariffs swing 2–3 times between peak and valley hours, which makes charging a directly optimisable cost item. Our toolkit: fleets charge in the valley (usually overnight) with daytime reserved for emergency top-ups; a load scheduler trims charging power automatically as the site approaches its demand ceiling, avoiding the surcharge band; shelter banks start in batches after shift end instead of all at once. At survey we pull twelve months of bills and load curves and compute the annual tariff increment under each strategy — the worst outcome in a park project is discovering after commissioning that the bill grew faster than the plan.
Safety boundaries, written down
- Charging areas keep safe distance from workshops, warehouses and hazardous-materials storage; nothing inside the buildings, ever.
- No occupation of fire lanes; hydrants and extinguishers stay reachable.
- Dedicated circuits, per-port RCD and overload protection, IP54+ outdoors.
- Shelters in non-combustible materials with extinguishers and a fire-sand box, tied into site CCTV.
- A management notice on the wall naming the responsible person, opening hours and banned items.
For plants with safety-standardisation or certification audits, we supply the paper trail: equipment certificates, earth-resistance test records, RCD function tests.
Timeline, models and the 3–5 year reserve
Cadence: survey 3–5 working days; internal approvals across admin, equipment, safety and finance in 1–3 weeks; construction 10–20 days — about 25–35 days where the park's own transformer removes external upgrades. Operations: 7×24 monitoring with 4-hour response and 24-hour attendance, plus a monthly equipment health report and a quarterly site inspection for continuous-production plants. Models split by purpose: welfare charging is usually self-purchased; a logistics charging station is a heavier asset that suits operator-build or joint investment. Two forward-looking details close the design: reserve for 3–5 years of fleet electrification in transformer margin and tray routes — half-empty today, cheap to fill later; and when buying DC units, read the total power and its gun-allocation strategy, not the single-gun headline — two units with the same label can deliver very different fleets.
Common questions
- Will charging push our demand charge into a higher band?
- Not if it is scheduled. We model charging against your 12-month load curves, then apply valley-hour fleet charging, batch-started shelters and an automatic load scheduler near the demand ceiling. The proposal shows the annual tariff increment per strategy before anything is built.
- Where can staff e-bike charging go on our site?
- In edge yards or near dormitories as 20-40 port shelters with fire equipment and monitoring - never inside workshops or warehouses, and clear of fire lanes and hazardous storage.
- Should the company buy the chargers or let you invest?
- Split by purpose: welfare charging is usually self-purchased with all revenue retained; heavier logistics DC stations suit our operator-build model (zero investment, revenue share) or joint investment, sized off the dispatch timetable.