EV Charging Networks Editing and Proofreading Services

A driver plugs in at a motorway services and has no idea what it will cost. The price is per kilowatt-hour, or per minute, or both, with a connection fee, an overstay charge that starts at some point they will not notice, and a different rate on the app than on the card reader. They will find out when the payment clears. No other retail transaction in the country works like this, and drivers have noticed.

We edit what charge point operators and e-mobility providers produce — pricing and tariff information for chargers and apps, terms of use and payment terms, roaming and interoperability descriptions, session receipts and billing explanations, reliability and uptime commitments, fault reporting and refund procedures, subscription and membership terms, site host and landlord agreements, installation and grid connection documentation, accessibility information for charge points, network expansion and planning material, and customer support content. Our editors work on the information a driver needs before they plug in.

Pricing information at the point of use is where this industry loses public trust, and the failure is that operators publish a rate rather than a cost. A driver does not want a tariff structure; they want to know what a charge will cost them. We work through these so the price is expressed in the terms a driver thinks in — pence per kilowatt-hour and an example of what a typical charge costs, since a per-minute rate is unusable by anybody who does not know their vehicle's charging curve; so any per-minute element is stated with why it exists and when it applies, given that a driver whose car tapers to 20 kW is paying a rate designed for one charging at 150 kW; so overstay and idle fees are stated with the grace period, the rate and how the driver will be told, because these produce the complaints that reach the press; so the difference between app, contactless and roaming prices is shown side by side rather than in three documents; so the price shown before the session starts is the price charged, with any pre-authorisation explained as a hold rather than a charge; and so a broken charger's refund route is on the unit itself. Networks that publish this way are chosen by drivers who have been caught out elsewhere.

Everything you send is treated in confidence, including pricing, contracts and network information. We are editors rather than consumer law, energy or pricing advisers, and we offer no view on your tariffs, terms or obligations. What we can do is let a driver work out the cost before they plug in.