Public sector powers new depots for hydrogen and battery‑electric buses
A planned operating yard will add medium‑voltage gear, transformers and DC chargers for hydrogen and battery buses, underscoring rising demand for depot power.
A planned operating yard will add medium‑voltage gear, transformers and DC chargers for hydrogen and battery buses, underscoring rising demand for depot power.
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Regionalverkehr Köln (RVK) has signalled plans for GMH Charging Infrastructure, a project to equip a new operating yard for hydrogen fuel cell and battery‑electric buses. The scope covers delivery, assembly and commissioning of the site’s electrical backbone: medium‑voltage fields, transformers, low‑voltage distribution, DC chargers, and load and charging management. Published as a prior information notice in October 2025, it points to the grid‑heavy investments now required to run zero‑emission bus fleets at scale.
The notice places the emphasis on power systems and controls. Rather than focusing on vehicles, it sets out the depot infrastructure needed to run them reliably. A medium‑voltage interface, step‑down transformers and low‑voltage distribution anchor the site to the grid. DC chargers and a site‑wide load and charging management system sit on top of that foundation.
In practice, that means integrating several disciplines into one coherent build:
The yard is designed to serve both battery‑electric and hydrogen fuel cell buses. While the notice does not detail hydrogen refuelling, the electrical elements named are the same building blocks now common across major depot upgrades.
Across recent projects, German operators have moved from pilots to multi‑dozen charging points and depot‑wide power upgrades. In June 2022, a Karlsruhe scheme set out a covered e‑charging and parking facility with 32 spaces and its own transformer system, with 32 charging points managed to deliver 75 kVA continuously and up to 150 kVA at peak via a charging management system (Bus garage construction work).
Scale brings its own requirements. In May 2022, a Hamburg framework sought 78 DC charging points with options for a further 100, specifying at least 150 kW per outlet, dynamic control, and adherence to ISO 15118 and OCPP for interoperability and “plug and charge” capability (Electrical equipment and apparatus). Hydrogen‑adjacent operations are also entering scope: in October 2022, Heidelberg’s depot tender covered charging for electric buses and fuel‑cell range‑extender buses, mixing 22 charging points at 85 kW with four at 150 kW and adding cable dispensers on swivel arms to suit the layout (Electrical equipment and apparatus).
These precedents illustrate a baseline that RVK’s operating yard is likely to consider: depot‑scale power, DC charging around the 150 kW mark, and a control layer that can schedule energy use across dozens of vehicles. They also show the growing attention to site ergonomics and safety, such as overhead cable delivery to keep walkways clear and mobile chargers for workshops. In August 2023, Havelbus combined 18 fast DC points (about 150–180 kW), two mobile 50 kW chargers, and overhead cable reels to avoid trip hazards between vehicles (Rechargers).
Modern depots are as much software as steelwork. The Hamburg framework cited above mandated ISO 15118 for vehicle‑to‑infrastructure communication and OCPP for charge‑point control. In May 2023, ASEAG in Aachen required a backend for monitoring and control using OCPP 1.6J and paired that with an availability contract of five years, underscoring the need for long‑term performance as fleets grow (Electrical machinery, apparatus, equipment and consumables; lighting).
Phased control strategies are also common. In October 2023, a Leverkusen and Bergisch Gladbach project for depot charging of 46 battery‑electric buses and preconditioning of 10 fuel‑cell hybrid buses required a simplified charging management system to run initially, pending integration with a higher‑level depot system (Electrical machinery, apparatus, equipment and consumables; lighting). In December 2024, a Neuss procurement similarly bundled options for a charging and load management system alongside the charging points themselves (Charging Infrastructure Procurement). For RVK, the explicit inclusion of a load and charging management system in the plan mirrors this shift: software is central to balancing depot power with operational needs.
High‑capacity depots are reshaping grid interfaces. In November 2023, a Bremen tender bundled 52 DC charging points with medium‑voltage GIS systems, cast‑resin transformers and a 4,000 A low‑voltage system, reflecting how electrical works dominate the bill of quantities (BLMT Charging Infrastructure). Also in November 2023, Nürnberg planned to fast‑charge 52 e‑buses at a depot designed for a total connected load of 6.4 MVA, from a 20 kV medium‑voltage connection through to chargers and cabling (Design, delivery and construction of a charging infrastructure for the fast charging of 52 electric buses).
Operators are also using site‑specific solutions to fit power equipment into constrained depots. In February 2025, a Mönchengladbach project set out a medium‑voltage ring, new energy centres and high‑power chargers installed on the roof of a storage hall, showing how civil and electrical design must adapt to available space (Charging Infrastructure Expansion). Beyond bus depots, similar grid‑and‑controls packages are now being planned on public campuses that pair charging with on‑site generation; in October 2025, a Schleswig‑Holstein campus project combined power‑supply upgrades with charging expansion and photovoltaic integration (Charging Infrastructure Planning).
The pace of conversion is also visible in programme‑based tenders. In April 2024, the Dahme‑Spreewald operator sought planning and construction of 16 depot charging points as part of a fleet conversion to emission‑free technologies by 2025, explicitly bundling software and maintenance services (Charging infrastructure for 16 low‑floor buses). And in February 2025, Berlin moved to deliver electrical installations for e‑bus charging at two depots, including charging stations, transformers and secondary systems—another sign that multi‑site builds are becoming routine (Electrical Installations for E‑bus Charging).
RVK’s prior information notice marks the start of a formal process to deliver a power‑first operating yard for mixed hydrogen and battery‑electric fleets. The next documents to watch for are the technical specifications: the number and rating of DC chargers, the approach to load management, communication standards, and how works will be phased. Given the direction of recent projects, attention will also fall on grid capacity, long‑term availability commitments, and how the depot’s control systems are set up to scale with the fleet.
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