2.4 MW split 32 ways
The press release leads with 400 kW per connector. The number that decides how the site actually behaves is 2.4 MW. Divide the installed capacity by the number of plugs and you get 75 kW per connector if every bay is occupied at once. Kempower distributes that pool dynamically, so one truck can pull the full 400 kW while the rest of the park is quiet. At seven in the morning, when a fleet arrives together, nobody gets 400 kW.
That is not a flaw in the hardware. It is how shared-power charging works. It does mean the hub is built for staggered use, and truck fleets are not famous for staggering.
The 45-minute figure and what it assumes
Kempower says a truck can recharge roughly 300 kWh during a 45-minute break, which corresponds to up to 240 km of additional range. Two numbers fall out of that. 300 kWh in 0.75 hours is an average of 400 kW for the entire stop. And 300 kWh over 240 km is 125 kWh/100 km, which is a realistic figure for a loaded 40-tonne artic.
The consumption is plausible. The power curve is the optimistic part. A truck averaging 300 kW over the same 45 minutes takes about 225 kWh, or roughly 180 km. Nobody has published a charging curve from this site yet, and we have no independent measurement of it. Treat the 240 km figure as a best case under suitable conditions, as Kempower itself words it.
240 km against the driver hours rule
UK driving rules mirror the EU: a 45-minute break after four and a half hours at the wheel. At a steady 80 km/h that stint covers 360 km. Even the optimistic 240 km top-up leaves a gap of around 120 km per cycle, and the realistic 180 km leaves a gap of about 180 km, half of the four-and-a-half-hour stint uncovered.
So the hub works as a top-up for trucks that charge overnight at a depot, not as a straight replacement for diesel on long-haul work. That is exactly the fleet profile Magna Park attracts: Amazon, Asda and Marks & Spencer distribution centres on one site, with vehicles returning to base.
Cost per 100 km at 125 kWh/100 km
Take Kempower's own implied consumption of 125 kWh/100 km and run it against three illustrative assumptions of our own as of November 2026: a depot night rate of around £0.25/kWh, a public HGV rate of £0.70/kWh and diesel at £1.45/litre. These are not tariffs quoted by Kempower or Electroway — the hub has published no tariff (see 'What is still missing'). At the depot rate, 100 km costs about £31. At the public HGV rate it costs £87.50. A diesel artic at 30 l/100 km and £1.45 per litre sits at about £43.50.
On those assumptions, break-even against that diesel figure lands at £0.35/kWh — a figure derived purely from the numbers above, so a different diesel price moves it proportionally. Above it, public charging costs the operator more per kilometre than burning fuel. The tariff, not the connector count, decides whether a hub like this gets used by fleets that have a depot alternative. You can run your own numbers in our charging cost calculator; the arithmetic scales directly if you swap in truck consumption.
Our supercharger database tracks 483 locations across Europe with prices, but every one of them is a car site. There is no comparable public price map for truck charging, which is part of why hub tariffs stay opaque.
Security and booking
The site runs a TAPA Level 2 security concept: 78 cameras, automatic number plate recognition, controlled access points and 24/7 monitoring. Bosch Road Services handles digital parking reservations through an app, a web portal and fleet management integration. Electroway is the first UK site on Bosch Secure Truck Parking to combine secured parking with electric charging. Rest areas, showers, washing facilities and a truck wash round out the offer, which matters more for driver acceptance than another 50 kW of peak power.
Kempower's second UK project this year
The Bedfordshire site was Kempower's first UK fast-charging installation, completed in August 2026 and financed through leasing partner DLL: eight CCS points up to 400 kW at a fuel station. Electroway is the second UK project described here — not Kempower's second installation overall — and the larger showcase. Keoma Energy says it plans around 20 further truck sites in the UK, with renewable generation to be integrated later.
The UK sits outside the EU's AFIR rules, so none of this is mandate-driven. It is a commercial bet on the Golden Triangle between the M1, M6 and M69. On the car side, charging assets are moving in the other direction: Mercedes sold 47 European charging locations to Electra this year, a reminder that owning sites and operating them are increasingly separate businesses.
What is still missing
The announcement did not include a charging tariff, and a tariff is what decides whether an operator routes a truck through Lutterworth or charges it back at the depot for a quarter of the price. Phase two, with megawatt charging up to 1.2 MW, is scheduled for early 2027. The long-term plan is around 200 connectors on the site. For now there are 32, and 2.4 MW behind them.