Michigan’s Inductive Charging Roadway

The future of EV infrastructure might be unfolding in Michigan. At Munro & Associates, we recently took a firsthand look at an ambitious project redefining how electric vehicles are charged: the inductive charging roadway pilot at Michigan Central. By embedding wireless charging technology into the road itself, Michigan is positioning itself at the forefront of dynamic EV infrastructure—pioneering not only a new way to refuel but reshaping how EV fleets operate.

What Is Inductive Charging?

Inductive charging works by transferring energy wirelessly between two coils—one embedded in the road and the other installed on the vehicle. Basically, it’s a scaled-up version of the same technology found in wireless phone chargers. The system includes static zones where parked vehicles can charge, and dynamic sections that energize vehicles in motion.

This technology opens the door to vehicles that charge continuously throughout their routes, minimizing downtime and enabling smaller, more affordable battery packs.

The Pilot at Michigan Central

The Munro team toured the site alongside Michele Mueller from the Michigan Department of Transportation (MDOT). The project, announced under Governor Gretchen Whitmer’s administration, is the first public inductive charging road in the United States.

The setup includes:

Static inductive pads for parked charging (e.g., at bus stops or logistics depots)
Dynamic road segments that charge moving vehicles
Multiple embedded coils beneath the pavement, each independently wired
A secure, smart control system that enables vehicle-to-infrastructure communication

MDOT collaborated with Electreon, the tech partner providing the embedded coils and control cabinets. The system is modular—only the coils directly under a moving vehicle are energized, minimizing energy loss and increasing safety.

Use Cases: Fleet Efficiency and Urban Transit

One of the most compelling benefits of this infrastructure is the extension of EV range without conventional charging stops.

Transit Applications

Imagine a city bus route. Instead of returning to a depot to recharge, buses receive small, continuous charges while loading passengers or cruising along their route. As a result, this strategy can reduce battery sizes and operational costs.

Last-Mile Delivery

The same principle applies to delivery fleets—UPS has already joined the pilot. Vehicles make regular rounds, return for pickups, and receive wireless top-ups at the depot or along key delivery paths. Fleets benefit from:

Reduced battery size and cost
Less charging downtime
Increased route flexibility

As Michele Mueller noted, it’s not about charging from 0% to 100% but topping up energy consumed during the latest trip—like sipping fuel rather than guzzling it.

Engineering Considerations and Safety

The technical foundation of Michigan’s inductive roadway is built on a few smart choices:

Coils embedded 4 inches below the surface for durability and maintenance ease
Individual wiring per coil, ensuring one damaged section doesn’t take down the whole system
Magnetic shielding around coils to prevent stray electromagnetic fields
Security handshakes between vehicle and infrastructure to authorize charging

These systems are season-tested—engineers are evaluating performance under rain, snow, and ice to ensure year-round reliability in Michigan’s tough climate.

Moreover, the alignment between coils and receivers is crucial, just like with wireless phone charging. Engineers are studying how misalignment affects charge rates and whether full alignment is even necessary in practical applications. Early test results have exceeded expectations.

Vehicle Integration and Efficiency

Each vehicle is equipped with a receiver—one or multiple depending on the vehicle size. A van might have one; a full-size transit bus may require three. Once installed, these receivers are connected to the vehicle’s battery system. Then, as a vehicle approaches the powered road segment, the system detects it, verifies authorization, and begins charging.

Dr. Steven Tonger of Electreon highlighted that this isn’t just concept—it’s been tested in Sweden and Italy at speeds up to 60–75 mph. The system works on the move and can differentiate between multiple vehicles using the same stretch of road simultaneously. Each user is metered and charged accordingly, enabling viable commercial models for public roads.

As for efficiency? Dr. Tonger reported:

Static mode: ~90% efficiency, comparable to plug-in charging
Dynamic mode: ~85%+, impressive given no physical connection

This efficiency is achieved by minimizing unnecessary energy conversions and maintaining tight tolerances across air gaps.

Future Scalability and Global Interest

Michigan isn’t just testing a prototype—it’s laying the foundation for a national and international model. MDOT is actively sharing data, construction techniques, and performance metrics with other U.S. states and global partners in Europe, Australia, Japan, and beyond.

Phase two of the project will expand dynamic charging along Michigan Avenue, a transit-heavy corridor. The goal is to fully integrate inductive charging into public transit operations. The hope is that lessons learned here can inform full-scale deployments elsewhere.

Business Model and Cost Reduction

Unlike traditional charging stations, this infrastructure works continuously across high-utilization routes. Because the system only energizes when a vehicle is above the coil, energy waste is minimized. And since usage can be shared across many vehicles, the cost per kilowatt-hour drops significantly.

Additional cost savings come from:

Smaller battery packs reducing vehicle manufacturing costs
No need for high-capacity depot chargers
Lower maintenance compared to plug-in systems with heavy cabling

For fleet operators and municipalities, this changes the equation—operational efficiency meets long-term scalability.