Jack Fielder, Chief Commercial Officer at myenergi, speaks to Transport + Energy about the company’s products, plans for the future, and the domestic charging “gap” in fleet electrification.
Could you provide a brief description of your company and your work?
myenergi designs and manufactures smart energy products in the UK, including zappi (smart EV charger), libbi (home battery storage), eddi (solar diverter) and harvi (energy monitoring). We have over 350,000 households connected across Europe.
My role covers the commercial side of the business, including the software, data and commercial models that make those products more valuable over time. A growing part of that work is fleet home charging, where we help large employers make domestic EV charging reliable, cost-effective and properly accounted for. We also operate Gridpay, our flexibility platform, which allows chargers plugged in overnight to earn additional value by supporting the electricity grid.
Could you provide a broad overview of the domestic charging “gap” in fleet electrification?
The gap is straightforward: installing a home charger does not, on its own, mean home charging actually happens. Fleet managers invest in home infrastructure for eligible drivers, but a significant proportion of those drivers continue to default to public charging out of habit, convenience or simply because nothing prompts them to do otherwise.
That matters commercially. Average rapid-charge costs are north of 60p per kWh. The same energy at home on a smart tariff can be closer to 8p. Across a fleet of thousands, that gap between what drivers could be paying and what they are actually paying runs into hundreds of thousands of pounds a year. The charger is on the wall. The behaviour has not followed. Closing that gap is where the real value sits.
I understand that you have worked with Openreach on a solution for the company. Could you give some details of that?
Openreach is deploying one of the UK’s largest field-engineer EV fleets, with thousands of zappi chargers installed at engineers’ homes across the country, from central Birmingham to the Isle of Lewis. We were selected because the problem they needed to solve was a domestic energy problem, not just a hardware procurement exercise. They needed a charger that integrates properly with home energy tariffs, a national installation network that can reach every postcode, and clean session-level data so finance teams can reimburse drivers fairly through Allstar.
The partnership has highlighted that installing a charger does not automatically guarantee charging behaviour changes. Some drivers continue to rely heavily on public charging despite having access to home charging, demonstrating that hardware alone is not enough. That insight has shaped how we think about behaviour change, overnight optimisation and the value of turning those plugged-in chargers into a flexibility asset through Gridpay.
What innovations would you like to see/think will be seen in the domestic charging sector in the next 2, 5, 10 years?
In the next two years, the biggest shift will be tariff-aware charging becoming the norm rather than the exception. Smart chargers that genuinely integrate with time-of-use tariffs, rather than just having a timer, will make a material difference to fleet economics. Within five years, I expect vehicle-to-grid (V2G) to move from pilot to commercially available. A parked fleet van, plugged in overnight, should be able to export stored energy back to the grid and earn revenue for the fleet. We are currently developing V2G, helping unlock new opportunities for EVs to support the grid and reduce energy costs
Over ten years, the distinction between fleet charging, home energy management and grid services will blur. A home with an EV, battery storage and solar will be a small energy asset. The fleet operator, the homeowner and the grid will all benefit from that asset being managed intelligently, and the commercial models to share that value will mature significantly.
What additional incentives, policy interventions, or funding would you like to see from the UK Government on EV charging?
Three things stand out. First, policy should explicitly recognise home charging as critical fleet infrastructure, not just a consumer benefit. That means clearer guidance on reimbursement, energy trading consent, and how flexibility revenue from home-based fleet chargers should be treated for tax purposes. Secondly, the existing OZEV home charger grants should be extended and simplified. The administrative burden of claiming is disproportionate for large fleet rollouts, and the value per charger has not kept pace with install costs. Third, time-of-use tariff adoption should be incentivised, not just available. If government wants to reduce grid strain from mass EV charging, the cheapest intervention is making sure drivers are on the right tariff and their charger can actually use it.
How do you see the sector changing in the next few years?
The companies that will lead in fleet electrification are the ones that treat home charging as a managed service, not a one-off procurement. The conversation is moving from “which charger should we buy?” to “how do we reduce avoidable public charging, improve driver experience, get better data, and eventually turn those home chargers into an additional value stream?”
That shift benefits suppliers who understand the domestic energy environment rather than just the hardware. Fleet managers will increasingly expect their home-charging partner to deliver cost visibility, behaviour-change tools and a route to flexibility revenue. The sector will consolidate around those who can provide all of that in one relationship, rather than expecting the fleet to stitch it together from separate suppliers.
Jack Fielder is Chief Commercial Officer of myenergi, he will be speaking at the upcoming Transport + Energy Fleet Electrification Forum on 8 July at Warwick Conferences. Find out more about the event here.
LinkedIn: linkedin.com/in/jack-fielder-51176565
Company website: myenergi.com
