For many bus and coach operators, electrification can seem straightforward on the surface. Replace diesel vehicles with electric ones, install charging infrastructure, connect it to the grid, and start running cleaner services – right? In reality, installing the charging equipment is often the easy part. The real challenge is securing the power needed to run it.
Aurora CEO, Simon Reilly, recently sat down with Jonathan Welsh, the editor of Coach & Bus Week (Official) magazine to discuss why a successful electrification programme starts long before the first charger is installed.
As operators across Great Britain continue their transition towards zero-emission fleets, one lesson is becoming increasingly clear: it all starts with the network connection.
Why power infrastructure matters
When a depot moves from diesel to electric operation, its power requirements increase dramatically.
A depot charging dozens, or even hundreds, of vehicles requires a completely different level of electrical capacity than a traditional depot.
According to Aurora CEO Simon Reilly, many operators initially underestimate the complexity involved. He told the magazine that, “A lot of people assume you just get a cable, plug it into the grid at one end and into the depot at the other, and that’s it.”
In reality, there are numerous technical, regulatory, legal, and commercial considerations that need to be addressed before a depot can begin charging vehicles at scale.
This includes everything from connection design and network capacity to land rights, substations, future expansion planning, and ongoing operational management.
Understanding the role of an IDNO
One of the terms operators increasingly encounter during electrification projects is ‘IDNO’. It is just one of many energy industry acronyms thrown at operators during an electrification programme, which they are expected to understand.
An Independent Distribution Network Operator (IDNO) owns and operates electricity networks in much the same way as a traditional Distribution Network Operator (DNO), but with an important difference.
An IDNO can adopt and operate the new network infrastructure created as part of a project and, crucially, can provide an Asset Value Payment (AVP) in return.
The funding opportunity many operators overlook
Perhaps the most surprising aspect of the IDNO model for many operators is that it can contribute financially towards electrification projects.
Once a network is constructed and adopted, an IDNO can make an upfront Asset Value Payment (AV) to the project owner.
Simon explained that for a typical bus depot this can range from hundreds of thousands of pounds to more than £1 million.
For operators facing significant infrastructure investment requirements, that can make a meaningful difference.
As Simon noted during the interview, “That’s the real upside for bus operators in working with us. It effectively helps them fund the infrastructure costs of moving to electrification.”
In the example highlighted within the Bus & Coach Weekly feature, a 100-bus electric depot could require around £10 million of infrastructure investment. An AV payment of approximately £1 million could represent around 10% of that cost.
For many organisations, that additional capital can strengthen the business case to investors, improve project viability, and support future funding discussions.
Avoiding delays and stranded assets
One of the biggest frustrations operators face is having vehicles sitting idle because the infrastructure is not yet ready to support them.
Simon highlighted examples where electric buses were delivered and parked while operators waited for connections and charging infrastructure to be completed. “The last thing an operator wants is to have buses that they’ve ordered lined up unused,” he commented.
Delays to power infrastructure can have a direct impact on operational plans, fleet utilisation, and investment returns.
That is why planning grid connections early in the project lifecycle is becoming increasingly important.
The earlier operators understand their options, future capacity requirements, and connection strategy, the better positioned they are to avoid costly delays later.
Thinking beyond today’s requirements
Another common misconception is that operators must secure all future capacity on day one. In reality, many fleet transitions happen gradually.
An operator may only need enough power for 20 or 30 electric vehicles initially, with additional capacity required as the fleet expands over time.
This staged approach can often unlock opportunities to connect sooner while supporting future growth.
As Simon explained, the industry is increasingly exploring smarter approaches to capacity planning, helping organisations align infrastructure investment with actual fleet deployment rather than theoretical future demand.
For operators facing long waiting times for full capacity, this can be a significant advantage.
Managing energy costs in the long term
Electrification is not simply about securing power; it is also about managing it efficiently.
Many operators are now exploring technologies such as battery storage, rooftop solar generation, and energy management systems to optimise charging patterns and reduce long-term costs.
As Simon explained: “An energy management process can really help to reduce energy costs over time. By combining charging infrastructure with smart energy management, operators can make better use of cheaper electricity periods, reduce grid dependence, and maximise the value of on-site generation assets.”
A partnership approach
Perhaps the most important takeaway from the Bus & Coach Weekly feature is that electrification is no longer solely a transport challenge – it is an energy infrastructure challenge too.
Fleet operators remain experts in delivering passenger transport services, as they should. Energy specialists are there to help ensure the infrastructure behind those services is robust, scalable, and commercially sustainable.
As Simon concluded: “We’ve created a strong partnership with Stagecoach, and so they can stick to running bus networks while we run the electricity networks. It just makes sense.”
For fleet operators embarking on their own electrification journey, that may be the most valuable lesson of all.
The sooner power infrastructure becomes part of the conversation, the smoother the road to electrification is likely to be.
Insights are based on a recent feature in Bus & Coach Weekly.
To discuss why the grid connection may be the most important part of your electrification journey and how our team can support get in touch: info@aurora-utilities.co.uk
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