IN Brief:
- Prologis and PragmaCharge are building a dedicated electric heavy-truck charging hub at MercaValencia.
- The site has a secured 4MW grid connection and will be developed in two phases.
- When complete, it will provide capacity for up to 48 electric heavy goods vehicles charging simultaneously.
Prologis and PragmaCharge are developing a dedicated electric heavy-truck charging hub at MercaValencia, next to the Port of Valencia, as high-power freight charging moves further into logistics-scale electrical infrastructure.
The 12,500m² site is already under construction and will be delivered in two phases. The first phase is expected to become operational in the third quarter of 2026 with 14 high-power charging ports. A second phase will expand the facility to 48 charging ports, with full completion targeted for the first quarter of 2027.
The site has secured a 4MW grid connection and will combine dedicated charging space with PragmaCharge’s dynamic charging management software. Prologis will develop and own the infrastructure, while PragmaCharge will lease and operate the hub as part of its Electric Truck-as-a-Service model.
MercaValencia gives the project a strong operational base. The site sits next to the Port of Valencia, one of Spain’s most important logistics gateways, with local, regional, and long-distance freight activity concentrated around the area. Heavy-duty charging infrastructure becomes more useful when it is aligned with routes, dwell times, driver rest periods, depot movements, and cargo-handling schedules.
High-power truck charging differs materially from passenger-car charging. Power levels are higher, charging windows are tied to fleet schedules, and site reliability has a direct effect on transport availability. A charging hub serving electric HGVs needs incoming capacity, transformer provision, switchgear, cable routing, charger spacing, traffic management, digital control, maintenance access, and a clear expansion pathway.
The 4MW connection gives the Valencia project a defined starting point, while dynamic charging management will become increasingly important as utilisation rises. The software layer can allocate power between vehicles, manage queueing, balance fleet priorities, and support public-access charging where the site serves more than one contracted operator.
Freight electrification is already taking several infrastructure forms. Return-to-base fleets are using depot charging where routes are predictable, while high-power truck facilities are being added around logistics hubs and trunk routes. UK depot projects have shown how high-power charging must be designed around vehicle scheduling, yard layout, electrical capacity, and fleet operations, while bidirectional megawatt charging trials are beginning to test how heavy vehicles could eventually interact with the grid as flexible assets.
Valencia represents a strategic hub model. Depot charging remains essential for many operators, but public and semi-public high-power charging locations are needed for longer routes, shared logistics corridors, port operations, and companies that cannot install sufficient capacity at every site.
Port-adjacent charging also changes grid planning. Freight electrification can create concentrated demand close to industrial estates, logistics parks, cold-chain facilities, terminals, warehouses, and urban distribution routes. These areas may already have large electrical loads, but existing demand does not guarantee spare capacity. New charging hubs may require reinforcement, new substations, storage buffers, flexible connection agreements, or staged buildouts aligned with network upgrades.
Phased delivery gives the Valencia project an opportunity to refine operation before the full charging capacity is installed. Phase one can establish data around vehicle arrival times, charging duration, peak coincidence, power allocation, and customer behaviour. That evidence can then inform the larger second phase, where simultaneous charging capacity increases substantially.
The project also shows how logistics real estate and energy infrastructure are converging. Warehouses and freight parks are no longer simply property assets with electrical services attached. They are becoming energy sites that may include truck charging, rooftop solar, battery storage, grid services, energy management, and resilient power systems.
Heavy-duty charging hubs still face a demanding commercial test. Fleet operators must be confident that charging capacity, turnaround times, access arrangements, and reliability match transport schedules. Charger availability that might be inconvenient in passenger-car networks can become operationally serious in freight.
Valencia’s hub treats electric HGV charging as core logistics infrastructure. Its success will depend on power availability, charger uptime, software control, fleet adoption, and expansion without major redesign. As more European freight corridors electrify, the electrical design of logistics locations will sit closer to route planning, property development, and fleet procurement.
