EVNet Fleet

Your vehicles and your chargers.
One platform.

Fleet management and charge point management in one system. Depot, home and public charging, with company energy and private energy kept apart. Built and run by the operator that installs the chargers and maintains them, not sold to you by a software company that never visits site.
Depot — overnight schedule
● Live
Bus 07School run
06:40ready
Ute 12Works depot
07:00ready
Van 03Service
07:30queued
Bus 09Charter
05:50ready
Car 21Home — driver
08:15ready
Site limit 96 kW · drawing 81 kW
Every vehicle charged by departure
Illustrative interface. Not a screenshot of the live product.

Operator built

We are a charge point operator. The platform is what we run our own network on, every day.

Open protocol

OCPP compliant and hardware independent. Your chargers are never locked to one brand, or to us.

One contract

Depot design, install, operation, software and reporting under a single accountable party.

Depot, home and public

Three places a fleet vehicle charges. One set of numbers at the end of the month.
The problem

Vehicles in one system. Chargers in another.
Nobody owns the gap.

Your telematics provider can tell you where every vehicle went. Your electrician can tell you what the switchboard will carry. Between those two answers sits every decision that determines whether your fleet electrification works, and no one is accountable for it.
01

The depot is the constraint

You can order the vehicles tomorrow. Whether the site can charge them all before the morning run is an electrical question, and it is the one that stops most fleet electrification programs.
02

Cost per kilometre goes dark

Telematics knows the distance. The switchboard knows the energy. The driver's home meter knows the rest. Without all three in one place you cannot prove what the transition actually saved.
03

Two vendors, no accountability

When a charger is down and a vehicle cannot run its route, the software vendor points at the installer, the installer points at the network, and your run still does not leave.
What EVNet Fleet does

The whole chain, in one place

Every fleet charging vendor in Australia owns a piece of this. Telematics providers own the left. Charging platforms own the middle. Fuel-card and reimbursement products own the right. EVNet Fleet is built to run the length of it, so the number that comes out the end is defensible.
01

Vehicle data

State of charge, distance and duty cycle from your existing telematics.
02

Suitability

Which vehicles can go electric on the routes they actually run.
03

Depot limit

Load managed against the supply the site really has, not the one on the drawing.
04

Departure time

Charged to the time it leaves, at the cheapest hours in between.
05

Driver access

RFID and app authorisation across depot, home and public.
06

Reimbursement

Company energy separated from the driver's own household use.
07

Cost per km

Energy cost per vehicle, per kilometre, and CO₂ abated.
One platform

Fleet management and charge point management, together

Fleet management

Your vehicles

  • Telematics integration
  • Vehicle, driver and depot records
  • Utilisation and duty cycle reporting
  • Energy cost per vehicle and per kilometre
  • Multi-site and multi-depot views
  • Home charging, company versus private separation
  • CO₂ abatement reporting to a government template
Charge point management

Your chargers

  • Live status and live session monitoring
  • OCPP compliant, vendor independent hardware
  • RFID access control
  • Load management across the depot
  • Billing, metering and revenue reporting
  • Remote diagnostics and fault alerts
  • Charge N Go public network access on the same credential
Home charging

The company car charges at home.
The private one should not be on your bill.

Drivers take the company EV home and plug in next to their own car, on their own electricity. EVNet Fleet meters the charger and separates company energy from private energy, so the business reimburses what it actually used and nothing else. Works on the driver's existing OCPP charger, or on one we supply.

What it does

  • One home charger serves the company EV and the driver's own EV, billed apart
  • Company sessions metered and attributed to the vehicle and the driver
  • Home, depot and public charging reconciled per vehicle in one statement
  • Any OCPP compliant unit connects, or we supply one
  • Reimbursement export your payroll can actually run
5.47c
per kilometre — the ATO shortcut rate for EV home charging, from 1 April 2026 (FBT year). It replaced the 4.20c rate set under PCG 2024/2.
It is an estimate. If you elect it for a vehicle you must ignore all other charging costs for that vehicle, including depot and public charging. For a fleet that charges in three places, that is not a small concession.
The alternative is actual electricity cost, which means separating the charger's consumption from the rest of the household. A metered charger does that by default. That is the difference between a method that is technically available and one you can actually run.
General information only, not tax advice. Confirm your position with your own tax adviser.
Who it is for

Fleets that have to run tomorrow morning

We are not built for every fleet in the country, and we would rather say so. EVNet Fleet is for organisations running vehicles that come home to a depot at night, or home to a driver's garage, where somebody has to answer for the energy bill.

Local government

Works depots, pool cars, plant and light commercial. 537 councils nationally, and effectively every one of them runs a depot with overnight parking.
Most councils have already moved corporate electricity to renewables. Fleet is what is left of the emissions footprint, and it is the hardest part. We handle the depot assessment, the load modelling against your actual duty cycles, the install through licensed partners, and the reporting your sustainability officer has to publish. Staged so you are not paying for capacity years before you need it.
The trigger
Vehicle replacement cycles and grant deadlines, not emissions targets. We do the grant application with you.

School bus and charter

Private operators running contracted school services and charter work. Nightly and midday depot returns, published timetables.
A school bus does roughly a third of the kilometres of a route bus and sits in the yard from mid-morning to mid-afternoon and from early evening to dawn. That means small batteries and slow AC charging, not a pantograph and a substation. Departure times are published a term in advance, which makes charge scheduling straightforward and makes a missed run inexcusable. We build to the timetable.
The trigger
Contract renewal, diesel cost, and whether the state will fund the transition. Not emissions.

Waste and council contractors

Fixed sub-150km routes, one depot, heavy idling, long municipal contract cycles.
Technically the best fit for depot charging in the country. Fixed routes mean predictable energy, and a single overnight window means the load management has to be right or the trucks do not roll. Where charging is part of a council waste tender, we work with the contractor before the bid rather than after it, so the depot cost in the submission is a real number.
The trigger
The council waste tender itself. Get the depot solved before the bid goes in.

Corporate pool and novated fleets

Banks, insurers, health services, universities, professional services. Cars in a car park, and cars in employees' garages.
The fastest moving segment, because chargers land on facilities opex rather than a capital request and the vehicles come through a lease. The FBT concession for electric vehicles is being phased down from 1 April 2027, which is pulling workplace and home charging decisions forward into this financial year. If your program includes home-garaged vehicles, the reimbursement problem arrives before the infrastructure does — and that is a problem we can solve without installing anything at all.
The trigger
The FBT phase-down from 1 April 2027, and the first payroll cycle where home charging reimbursement becomes somebody's job.

Trades and service SME

Fleets from around five vehicles up, returning to a yard or a workshop.
A fixed price package rather than a bespoke design: a set number of AC bays, a standard load controller, the EVNet Fleet subscription, and the grant paperwork done for you. Delivered through our licensed electrician partner network. If the vans go home with the drivers instead of to a yard, we start with the reimbursement side and leave the depot conversation for when you need it.
The trigger
Grant eligibility floors are low — a handful of vehicles can qualify. The money is the reason to move now.
The operator difference

We are not a software vendor.
We run the network the software manages.

Software companies sell you a dashboard and leave the hard part — the physical infrastructure and the power — to somebody else. We design the depot, coordinate the install through licensed electricians, operate the chargers for their full life, and report on all of it. EVNet is the system we depend on to run our own public network. If it fails, it fails us first.

We answer for the whole thing

One contract covering design, install, software, operation and maintenance. When something breaks there is no third party to point at.

Your public charging is not a separate bill

The same platform runs our public network. Your drivers charge on it with the credential they already have, and it lands in the same report.

Open, so you can leave

OCPP hardware and exportable data. We would rather earn the renewal than rely on the cost of switching. Ask us for the exit terms in writing.
For government and procurement teams

The questions your procurement team will ask

If you are buying under a council procurement contract, a state scheme or a tender, these are the clauses that decide it.

Open protocols

OCPP for chargers, OCPI for roaming. The standard anti-lock-in clause, and we support it.

Australian data residency

Where your fleet and driver data is hosted, and who can reach it.

Accessibility

WCAG 2.1 AA on the portal and driver app, and a non-app fallback so a driver without a phone can still charge.

Data portability and exit

Raw export and API access, and contractual exit provisions. Ask any vendor what happens to your data if they shut down.

Reporting to template

Per-vehicle and per-charger kWh, cost per session and per kilometre, uptime, utilisation, and CO₂ abatement.

Published SLA

Uptime commitment, response times, monitoring and remote diagnostics.

Licensed delivery

Electrical licences, WHS record, and a partner network that can attend site across our operating states.

One accountable party

Design, install, software and maintenance on a single contract, with one escalation path.
How to start

A free depot assessment

No obligation, no charge, and you keep the report whether or not you use us. Most fleets find out something about their site they did not know.
1

What your site supports today

Switchboard capacity, available supply, and how many vehicles you can charge right now without an upgrade. Often more than you think.
2

What the full fleet needs

Load modelled against your real duty cycles and departure times, staged so you are not paying for capacity years early or applying for a supply upgrade you do not need.
3

What it costs per vehicle

A proposal with real numbers: energy cost per vehicle per year, where it lands against diesel, and what any grant you qualify for takes off the top.
Get started

Tell us about your fleet

How many vehicles, how many depots, and what you run today. We will come back with what it would take — including whether you should be doing this at all yet.
EVNet Fleet is a Charge N Go product. Information on this page about the tax treatment of electric vehicle charging is general in nature and is not tax advice — confirm your position with your own tax adviser.

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