Russell Olive, UK director at vaylens says that private charging infrastructure is being opened up.
The EV infrastructure debate in the UK has become obsessed with one metric: public charger numbers.
Every quarter we look at how many have been installed, how quickly the network is growing and whether we are on track for 2030. Those numbers matter. But if we only look at public installations, we are missing a large and growing part of the picture.
Because while the spotlight stays on public charging, something else is happening in parallel. Private infrastructure is being opened up. Organisations are starting to share. And for fleets, that is changing the practical reality of electrification. If we fail to recognise this layer, we risk misunderstanding both the current state of readiness and the future direction of the EV ecosystem.
Public charging is not the whole story
Recent figures from Zapmap show continued growth in public charge point deployment, with thousands of new charge points added and year-on-year growth approaching 20%. On paper, that appears encouraging. Yet when you speak to fleet operators, you still hear the same hesitation. “The infrastructure isn’t there yet.” “We can’t rely on public charging.” “It’s too expensive.”
The issue is not simply the number of chargers. It is about predictability, cost, and operational fit.
Public charging is essential, particularly for en-route top-ups and long-distance travel. But for fleet operators, it is increasingly becoming a premium, convenience option rather than the backbone of day-to-day electrification. Much like motorway fuel stations in the internal combustion engine era, public rapid charging often carries a price premium. It is there when you need it, but it is not where you want to build your entire cost model. This is where shared infrastructure enters the conversation.
A more realistic charging hierarchy
What we are seeing in practice is a layered charging model:
- Home charging (where available) comes first.
- Depot charging comes second.
- Shared infrastructure comes third.
- Public charging last.
For many fleets, home charging is the most cost-effective option because vehicles can charge overnight using lower-cost electricity. However, it is not universally available. Many drivers do not have access to off-street parking or a private driveway, meaning home charging cannot be relied upon as the sole solution for every fleet vehicle.
This means depot charging remains the priority for most fleet strategies. It gives fleets control over cost, timing, and energy management. However, not every organisation has the capital, grid capacity, or physical space to install sufficient depot infrastructure immediately. Others find that their existing depot chargers are under-used outside core operating hours. Shared charging bridges this gap.
Across the UK, local authorities, utilities, police forces and large enterprises are beginning to open under-utilised charge points to trusted partners and neighbouring fleets. This is not full public access. It is controlled, permission-based sharing, and often limited to specific businesses, time windows or pre-agreed tariffs.
The model is pragmatic. If a site’s charging assets are only 50% utilised, why not improve that utilisation? Why not support neighbouring businesses on their electrification journey at the same time?
For fleets, the impact is significant. Access to shared infrastructure can accelerate the transition timeline. It reduces the need to delay vehicle orders due to perceived charging gaps. It can lower charging costs compared to public networks. And crucially, it provides confidence.
Cost and practicality matter
There is also a commercial reality. Public rapid charging can be expensive. If a fleet engineer in London has the choice between a high-cost public charger and a pre-agreed shared site at a lower rate, the decision is straightforward.
This does not mean public networks disappear in importance. They remain essential for resilience and national coverage. But they may increasingly function as a premium fallback rather than the everyday solution.
Even if public charger targets are met, fleets are unlikely to abandon cheaper, predictable alternatives. Where home or depot charging is available, it will naturally take priority due to its lower cost and operational control. If shared infrastructure offers better economics and greater certainty, it will continue to attract demand. That is why I do not see shared charging as a short-term workaround. I see it becoming a permanent layer in the ecosystem.
The real barrier is confidence
Infrastructure is often cited as the number one barrier to fleet electrification. In reality, it is usually confidence. Some organisations will always move early. Others will hold back until legislation forces their hand. In between sits a large group that wants to transition but is unsure how to start or scale.
When those operators discover that private infrastructure is being opened up locally, it can change their outlook. It gives them breathing space. Combined with home and depot charging, it reduces the need to overbuild depot capacity on day one. It makes phased transition feel achievable.
Shared charging does not solve everything. It is not the complete answer to national infrastructure gaps. But it gives fleets flexibility. And flexibility builds confidence.
In many cases, revenue is not even the main driver for the organisations opening their sites. Large enterprises are unlikely to transform their balance sheet by sharing chargers. The motivation is often improved utilisation, sustainability commitments and supporting local partners. Any income simply off sets costs. That collaborative mindset is important. It signals maturity in the market.
Data still sits at the centre
Access to infrastructure is one part of the transition. Understanding demand is another. Organisations need the ability to define who can access their chargers, at what times and at what price. They need clear reporting, billing and usage data. They need confidence that sharing will not compromise their own operational needs.
This is where software plays a critical role. Managed access platforms enable controlled invitations rather than open roaming. They allow asset owners to retain priority access while monetising surplus capacity. They simplify reimbursement and reporting for participating fleets.
More broadly, the same data-led approach that supports shared charging can also accelerate fleet transition planning. By analysing telematics, duty cycles and energy demand together, operators can identify which vehicles can electrify today and which require further infrastructure support. They can stagger return times, optimise load management and automate charging decisions rather than relying on manual processes.
When vehicles, chargers and energy systems are connected intelligently, the transition becomes less daunting and more manageable.
Rethinking how we measure readiness
The UK has made genuine progress on EV infrastructure. Public charger counts are visible and politically salient. Shared infrastructure is less visible but increasingly impactful. If we continue to assess readiness solely through the lens of public installations, we risk underestimating the capacity already available – and the opportunities to expand it through collaboration.
For fleet operators, the message is clear: electrification is no longer a binary question of “Is there enough public infrastructure?” It is about understanding the full spectrum of charging options available – home, depot, shared and public – and building a strategy that uses each layer intelligently.
Shared charging isn’t a niche workaround. It is reshaping how power is accessed, priced and prioritised. As this semi-public layer grows, it will ease pressure on the public network, improve asset utilisation and help more organisations move from hesitation to action.