The tool estimates the annual charging infrastructure required on each German or cross-border road edge. The model first translates road freight activity into edge-level charging demand, then assigns concrete charging capacity in two steps: logistics halls first, public parking sites second. Costs are calculated bottom-up for every electrified site and then aggregated by edge and for the full network.
The central interpretation is: an edge does not need to be covered only by parking sites. Logistics halls can already supply part of the edge demand. Parking sites then fill the remaining target while always meeting the selected minimum parking contribution.
For every edge e, charging demand is derived from annual truck traffic, edge length and the usable driving range within the selected SoC window.
Demand_e is the annual number of equivalent truck charging events caused by the freight activity on edge e. The model assumes 100% BEV truck traffic.
For each charger type, the charging time is calculated over the selected SoC window. Up to 80% SoC, power is constant. Above 80%, the charging curve tapers exponentially.
The average charger is calculated separately for parking sites and logistics halls, using the selected charger shares in the charging configuration.
For parking sites, annual capacity per built charger follows directly from operating time, charger utilization and operating days.
Only halls above Minimum hall size are eligible. On each edge, eligible halls are sorted by hall area in descending order. The model electrifies only the selected Top halls per edge share.
For every selected hall, the number of docks is estimated from hall area and the selected dock density. A selected share of those docks is electrified.
After logistics halls have been considered, the model calculates how much charging capacity must still be supplied by parking sites. Two rules apply at the same time.
First, parking sites must provide at least the selected Minimum demand percentage covered of the original edge demand. This remains true even if logistics halls already exceed the edge demand. Second, the combined capacity from logistics halls and parking sites may target up to the selected Maximum edge demand supplied.
Example: if edge demand is 100, logistics halls provide 50, minimum parking coverage is 30%, and maximum edge demand supplied is 130%, then parking target is max(0, 30, 130 − 50) = 80. If logistics halls provide 120 instead, parking target is max(0, 30, 130 − 120) = 30.
Parking sites are processed edge by edge. Within one edge, sites are sorted by full-build cost per charger. The model then electrifies sites in that order until the calculated parking target is reached. The final required site may be only partially electrified.
Each electrified parking site and logistics hall receives the same cost categories: grid connection, substations, chargers and BESS. Parking sites use the parking charger mix; logistics halls use the logistics charger mix.
Coverage is intentionally not capped at 100%. Some edges can exceed the original edge demand because logistics halls and parking sites may jointly supply more than the base demand. This is relevant when comparing the spatial distribution of infrastructure costs.
If an eligible German or cross-border edge has no concrete parking site or logistics hall, the tool keeps a fallback estimate from V13. The fallback applies the average cost per supplied truck charging event from all concrete edges to the demand of the edge without concrete sites. This is not a physical site decision; it is a residual cost estimate.