Infrastructure · Commercial EV Fleet Charging · Santa Clara County
PG&E builds to the meter.
We build from the meter to your fleet.
Customer-side C-10 contractor for commercial EV fleet charging across Santa Clara County. Realistic timelines, honest incentive landscape, no OEM lock-in.
Our team handles the behind-the-meter scope on PG&E EV Fleet projects (fully subscribed; waitlist closed June 30, 2026) and standard Rule 21 fleet charging installs in SVP and CPAU territories. NEC Article 625 documented on every project. OCPP-compatible EVSE, never locked to one network.
- C-10 #1144031Licensed
- Bonded& Insured
- 15+ YearsExperience
- Santa Clara CountyService Area
The Incentive Landscape (As of July 8, 2026)
Honest Status on Every Fleet Charging Program in Our Footprint
Most contractors lead with “claim your rebate” framing. The reality in mid-2026 is more honest than that: PG&E's EV Fleet program is at maximum enrollment with the waitlist closed, and SVP's commercial fleet rebate is between funding cycles. Here's what's actually open, what just closed, and what your project plan should assume.
Fully subscribed; waitlist closed Jun 30, 2026
PG&E's EV Fleet program is fully subscribed; the waitlist stopped accepting applications June 30, 2026, and the program is not accepting new applications. Participants commit to a 5-year vehicle and charging plan, a 10-year operating commitment, and 5 years of EV usage data reporting. PG&E builds the make-ready up to the meter; our team handles every component on the customer side.
Closed since Dec 22, 2025
Silicon Valley Power's Commercial Zero-Emission Vehicle Fleet Rebate stopped accepting new applications December 22, 2025. SVP territory is Santa Clara only. The July 1, 2026 check-back date has passed with no relaunch announced, so we verify current status at estimate. Closed program, listed here so Santa Clara fleet operators know not to plan around it for mid-2026 deployments.
Verify remaining funds at estimate
Silicon Valley Power's Level 1 / Level 2 charging incentive (multifamily and commercial), up to $150,000 maximum per site, is listed as available on SVP's incentives page as of July 8, 2026. Equity-eligibility increases stack on the base cap. Funding can draw down without notice, so we verify remaining funds at your estimate before you count on it.
Next windows open Oct 7, 2026 & Feb 24, 2027
The prior CalEVIP Fast Charge California Project application window closed January 29, 2026, and the Golden State Priority Project allocation has been closed since its March 2024 funding-notification milestone. But the CEC announced a new $55.2M CalEVIP round on May 28, 2026, with two statewide application windows opening October 7, 2026 and February 24, 2027. It targets publicly accessible DC fast charging (150 kW and up) at ready-to-build sites, not residential and not typical Level 2 depot charging, so it fits fleet hosts adding public fast-charge capacity. We map shovel-ready sites to the window that fits.
Full credit for construction beginning through 2033
The Clean Electricity Investment Tax Credit (48E) for battery storage was preserved under the 2025 federal budget law: full value for construction beginning through 2033, then a phase-down (22.5% in 2034, 15% in 2035). Standalone depot storage that firms a fleet-charging site against demand charges and utility-timeline risk is the durable federal play here. It is an IRS credit on the site owner's return, not a CRE rebate and not a guaranteed dollar figure. Post-2025 content-sourcing (FEOC) rules apply, so we point you to your CPA to size it against your project.
Key Dates
- →Jul 1, 2026: SVP commercial fleet rebate check-back
- →Aug 31, 2026: CARB ACF amendments OAL submission deadline
- →Oct 7, 2026: CalEVIP Fast Charge California window opens
- →Jun 30, 2026: PG&E EV Fleet waitlist closed (fully subscribed)
- →Jan 2027: SLG fleet 50% ZEV purchase target effective
What's Actually Open
Five Active Pathways Worth Building Your Plan Around
Not every program closed in late 2025. PG&E Flex Connect, HVIP vouchers on the vehicle side, LCFS revenue once chargers are dispensing, CPAU multifamily for Palo Alto buildings, and the 2025 CALGreen new-construction trigger are all live. Each shapes the project plan differently.
Conditional-use grid connection that can compress site-energization timelines when the existing service has headroom. PG&E reported approximately 35 site analyses per quarter in 2025, with about 5 sites operational mid-2025 and a 10-site target by year-end 2025. PepsiCo's Fresno site unlocked 4.5 MW of enhanced capacity 18 months early through the program. Best fit for fleet sites where the standard PG&E EV Fleet timeline doesn't pencil.
California's Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) is open and funding voucher requests first-come, first-served in mid-2026, with funding released in waves that can fully reserve without notice. Published amounts run from $7,500 (Class 2b) up to $552,000 (fuel-cell transit buses with adders) and depend on the specific vehicle and catalog eligibility. Treat any figure as 'up to,' not guaranteed. A separate LCFS-funded point-of-sale commercial truck rebate also opened June 26, 2026; stacking rules with HVIP are still settling, so we verify current terms before you count on either. Both are vehicle-side. We coordinate with your vehicle-acquisition timeline so charging is energized before the trucks arrive.
California's Low Carbon Fuel Standard generates credits for electricity dispensed to EVs, monetized through an aggregator at a credit price that moves weekly. It hovered near $66/MT in spring 2026, so we model a range, never a fixed payout. The Fast Charging Infrastructure (FCI) pathway adds up to 10 years of capacity-based credits, but it applies to networked DC fast chargers permitted on or after January 1, 2022 only (20% multiplier for Public/Shared access, 10% for Private) with a December 31, 2030 first-come deadline on the LMD-FCI allocation. Level 2 depot charging does not earn FCI capacity credits (it uses the separate base LCFS pathway). Capped at 2.5% of statewide LCFS deficits (0.5% per-entity sub-cap); from the 2026 data year forward, all transactions require third-party ARB-accredited verification.
City of Palo Alto Utilities funds multifamily EV chargers at up to $8,000 per EVSE, capped at 75% of project cost and $80,000 per service address (10-port maximum), under CPAU's Ordinance 5324 eligibility rules. It applies to properties of four or more units with shared parking that are CPAU electric customers (Palo Alto only). Public-charger usage at City of Palo Alto stations is billed at $0.24 per kWh with an overstay fee. We verify current per-port terms before quoting.
2025 CALGreen Sections 4.106.4.2.6.1 and 4.106.4.2.6.2 require new hotels and motels to provide EV-ready receptacle infrastructure on 40% of parking spaces and installed Level 2 chargers on 25% of spaces: 65% of stalls with EV provision in total. Automatic Load Management Systems (ALMS) are permitted, with a 3.3 kW per-connected-charger simultaneous-power floor. New non-residential construction and major tenant improvements built or permitted in 2026 are inside this mandate.
Who We Serve
Six Fleet-Charging Segments Across Santa Clara County
Each fleet segment has its own duty cycle, procurement calendar, and grid constraint. We don't treat last-mile delivery like school-bus depot make-ready. The site walk maps the customer-side scope to your operational reality.
Amazon, USPS, regional couriers. High-cycle return-to-base operations with overnight depot charging. Load-management software pairs well with Level 2 + select DCFC for top-up.
VTA broke ground on the Cerone Microgrid Project at its Cerone Bus Division in north San Jose in September 2025: 1.5 MW rooftop solar PV plus 1 MW / 4 MWh battery storage for 35 battery-electric buses scheduled for 2026 delivery. Public-sector procurement, Buy America considerations, NFPA 70E discipline at every step.
Cities, counties, school districts, and 501(c)(3) operators. State and Local Government fleets remain on a 50% ZEV-purchase target effective January 2027 and 100% ZEV by 2030 per the September 2025 CARB ACF amendments. Public-sector demand for fleet charging make-ready is durable on the new timeline.
The federal EPA Clean School Bus program is paused and under revamp, and BAAQMD's dedicated bus-charger solicitation has closed, but e-bus depot make-ready stays fundable in-territory through Carl Moyer, AB 617 Community Air Protection, and California HVIP. We point districts to the channels that are actually live, and phase work around K-12 procurement calendars and summer-break execution windows.
Mixed-duty trucks, service vans, lift gates. Sub-metered depot charging with telematics integration for fleet-management reporting. C-10 #1144031 sign-off on every install.
EV charging as a tenant-attraction and guest-loyalty amenity. 2025 CALGreen now obligates hotels and motels on new construction; existing properties retrofit on their own timeline. Multifamily falls under CPAU and SVP per-port incentive structures where territory applies.
Code, Standards, Permits
Every Install Documented to NEC Article 625 + NFPA 70E
Commercial EV charging is a code-heavy install. Article 625 governs the branch-circuit math; CALGreen governs new-construction provisioning; NFPA 70E governs the energized-work discipline. We document all three on every project.
| C-10 license requirement | California's Contractors State License Board requires a C-10 Electrical Contractor license for every EV charging equipment installation, including Level 2 ('Class 2' is a lay term for the same equipment) and DCFC. We're C-10 #1144031. |
| NEC Article 625 | Article 625 of the National Electrical Code governs EV charging system installation: branch-circuit and feeder calculations at 125% of continuous load, disconnect requirements, ventilation provisions, and equipment marking. Every CRE EV install is calc'd and documented to Article 625. |
| Voltage architecture | Level 2 single-phase (7.2–19.2 kW per port) for typical depot and workplace overnight charging. DCFC three-phase 480V for opportunity charging, MD/HD vehicles, and bus transit applications. We size the service, coordinate the transformer, and document the load schedule. |
| Open Charge Point Protocol | OCPP 1.6 and 2.0.1 specified across the EVSE brands we install (ChargePoint, ABB, Wallbox, FLO, others). OCPP is the open vendor-neutral protocol, no lock-in to a single network operator. We confirm OCPP compatibility at spec. |
| NFPA 70E | Energized-work discipline on every panel and switchgear interaction. Arc-flash hazard analysis on commercial service work. PPE category documented in the job hazard analysis before work begins. |
| Permits | Plans-based electrical permits required for Level 2 (over the OTC threshold) and all DCFC in every Santa Clara County jurisdiction. San José Municipal Code Chapter 17.88 plus CEC Article 625 apply in San Jose. Permit pricing typically runs $500–$1,000 depending on jurisdiction. |
Multi-Utility Footprint
- →PG&E: 13 of 15 SCC cities
- →SVP: Santa Clara only (Silicon Valley Power)
- →CPAU: Palo Alto only (City of Palo Alto Utilities)
Each utility runs its own interconnection process, tariff, and rebate timeline. We map your project to the right utility on the site walk, and pull the latest tariff before pricing.
Discuss Your SiteTimeline Reality
Ranges From the AHJ + the Utility, Not Marketing Copy
Commercial fleet charging is a long-pole-item project. The vehicle side is only fast if the charging side has already been thought through. These are the ranges that show up on actual Santa Clara County projects.
| PG&E EV Fleet application → energization | 9 – 13 months |
| San Jose PBCE standard plan review | 40+ weeks |
| San Jose expedited plan review (small projects) | 10 – 12 weeks |
| San Jose third-party express plan check | 2 – 3 business days |
| Other SCC city electrical plan review | 2 – 8 weeks typical |
| Service-constrained site with new transformer | 12 – 24+ months |
| Behind-the-meter construction window (typical) | 2 – 4 months |
| Inspection + commissioning + OCPP onboarding | 1 – 4 weeks |
The Long Pole
- →Transformer headroom: site-specific, biggest schedule risk
- →PG&E EV Fleet milestone: 9-13 months coordination typical
- →SJ PBCE plan check: 40+ weeks standard; expedited 10-12
- →Long-lead switchgear: ordered against PG&E construction milestone
Service-constrained sites that need a new transformer can extend the timeline to 12-24+ months. Flex Connect is the tool we look at first to compress that window where service headroom exists.
How a CRE Commercial Fleet-Charging Project Runs
Eight Steps: Walk, Plan, Apply, Permit, Procure, Install, Inspect, Register
Commercial fleet charging looks simple from the outside and has eight serial moving parts on the inside. Our process front-loads the long-pole items (utility application, transformer assessment, permit submittal) so the install itself runs clean and the trucks arrive to energized chargers.
Why Cali Rollin Electric
Customer-Side C-10 Specialist for Commercial EV Fleet Charging
The customer-side scope on a PG&E EV Fleet project is a long-pole list of code, utility coordination, permit, switchgear, and OCPP work. Most contractors will install EVSE; fewer will sit on a 9–13 month PG&E milestone schedule and document every step to NEC Article 625. That gap is where we built our commercial EV fleet practice.
C-10 #1144031. 15+ years on the trade. Tesla Certified Installer. NFPA 70E energized-work discipline. 408-614-4451.
Credentials
- →C-10 #1144031: California State License Board
- →Tesla Certified Installer
- →DBE Certified: Disadvantaged Business Enterprise
- →Fully insured + bonded
- →15+ years: trade experience
Frequently Asked Questions
Commercial EV Fleet Charging: FAQ
What does commercial EV fleet charging involve in Santa Clara County?+
Commercial EV fleet charging in Santa Clara County pairs utility make-ready infrastructure with behind-the-meter EV supply equipment installed by a California-licensed C-10 electrical contractor. PG&E's EV Fleet program is the dominant pathway for medium- and heavy-duty fleet operators and is fully subscribed: the waitlist stopped accepting applications June 30, 2026, and the program is not accepting new applications. Inside Silicon Valley Power territory (Santa Clara), the Commercial Zero-Emission Vehicle Fleet Rebate (up to $250,000 for commercial; up to $500,000 for municipal/nonprofit) closed December 22, 2025, and its July 1, 2026 check-back date has passed with no relaunch announced. Cali Rollin Electric (C-10 #1144031) installs the customer-side infrastructure across all 15 cities in Santa Clara County.
Is the PG&E EV Fleet program accepting new applications, and which contractors can do the work?+
PG&E's EV Fleet program is fully subscribed and is not accepting new applications. The waitlist stopped accepting applications June 30, 2026. Participants commit to a 5-year vehicle and charging plan, a 10-year operating commitment, and 5 years of EV usage data reporting. PG&E builds and maintains the infrastructure up to the customer's meter; the customer's licensed C-10 electrical contractor handles the behind-the-meter design, installation, and commissioning from meter to charger. Cali Rollin Electric is C-10 #1144031.
What is the role of an electrical contractor in the PG&E EV Fleet program?+
Under the PG&E EV Fleet program, PG&E designs, builds, owns, and maintains all electrical infrastructure up to the customer's meter ("to-the-meter"). The customer's licensed C-10 electrical contractor handles every component on the customer side of the meter: load calculations, panel and service upgrades, conduit and trenching, EVSE mounting and commissioning, permit close-out, and ongoing maintenance. Our team coordinates the customer-side scope with PG&E's make-ready timeline and selects from PG&E-approved EVSE vendors.
Do you need a C-10 contractor for Level 2 EV fleet charging installation in California?+
Yes. California's Contractors State License Board requires a C-10 Electrical Contractor license for EV charging equipment installation, including Level 2 fleet chargers. ("Class 2" is a lay term for Level 2, same equipment, ~7–19.2 kW per port.) Cali Rollin Electric is licensed C-10 #1144031 with 15+ years of trade experience installing commercial EV charging across Santa Clara County.
What permits are required for a fleet EV charging installation in San Jose?+
San Jose's Development Services Permit Center requires plans-based electrical permits for Level 2 and higher commercial EV charging stations, reviewed under San José Municipal Code Chapter 17.88 and California Electrical Code Article 625. Permit pricing in Santa Clara County typically runs $500-$1,000 depending on jurisdiction and project scope. Our team coordinates plan submission, plan-check responses, and inspection scheduling on every project.
Who installs commercial EV chargers across Santa Clara County?+
Commercial EV charger installation must be performed by a California-licensed C-10 electrical contractor in every Santa Clara County city. Cali Rollin Electric (C-10 #1144031, 408-614-4451) serves all 15 cities in Santa Clara County: San Jose, Sunnyvale, Santa Clara, Mountain View, Cupertino, Palo Alto, Los Altos, Los Altos Hills, Los Gatos, Saratoga, Campbell, Monte Sereno, Milpitas, Gilroy, and Morgan Hill. Our team carries 15+ years of commercial electrical trade experience and handles the full scope from load calculations through permit close-out.
Does the 2025 CALGreen code require EV charging at new commercial construction?+
Yes, the 2025 CALGreen code (Sections 4.106.4.2.6.1 and 4.106.4.2.6.2) requires new hotels and motels to provide EV-ready receptacle infrastructure on 40% of parking spaces plus installed Level 2 chargers on 25% of parking spaces, totaling 65% of stalls with EV provision. Automatic Load Management Systems (ALMS) are permitted, with a 3.3 kW per connected charger floor.
Which incentives are still available for commercial EV fleet charging in Santa Clara County in 2026?+
The honest 2026 picture is program-by-program. On the federal side, the 48E Clean Electricity Investment Tax Credit for battery storage was preserved (full value for construction beginning through 2033), useful for depot storage that firms a fleet site, and it is an IRS credit on the owner's return, so we point you to your CPA rather than promise a figure. California's HVIP vouchers (vehicle-side) are open first-come, LCFS credits generate ongoing per-kWh revenue once DC fast chargers are dispensing, and SVCE-territory businesses may qualify for SVCE's commercial EV charging and building-electrification rebates (heat pump HVAC, heat pump water heating, and induction) where eligible. We map your specific site against what is actually open, never against an aggregator's outdated list.
What's happening with VTA's electric bus charging in San Jose?+
VTA broke ground on the Cerone Microgrid Project at its Cerone Bus Division in north San Jose in September 2025. The microgrid includes 1.5 MW of rooftop solar PV plus 1 MW / 4 MWh of battery storage to support 35 battery-electric buses scheduled for 2026 delivery. The project is a public example of the depot-microgrid architecture our team helps commercial fleet operators evaluate.
Which commercial EV charging contractors serve the Bay Area, and how do they differ?+
Bay Area commercial EV charging contractors fall into three groups: (1) regional C-10 electrical contractors who handle customer-side design and installation (Cali Rollin Electric is in this group, with a Santa Clara County footprint); (2) national turnkey networks (Qmerit, FSG) that subcontract local installation crews; and (3) specialized fleet operators (Hallcon's San Jose EV Operations Center, for example) who run their own depots rather than serving third-party fleet customers. ChargePoint, headquartered in Campbell, California (Santa Clara County), is one of the EVSE OEMs our team specifies and installs.
Start With the Site Walk
The fastest first step is a 1–3 day fleet site walk. Bring your most recent utility bill, your fleet rollout plan (vehicle counts + arrival dates), and any existing single-line documentation if you have it.
Schedule a Fleet Site WalkGet In Touch
Commercial Fleet Charging Consultation
Include your facility address, vehicle counts by class, arrival dates, and your most recent utility bill if available. Our team will follow up to schedule the site walk and map your project against the open programs.
- →Customer-side C-10: meter to charger, owned
- →PG&E EV Fleet: behind-the-meter coordination
- →Tesla Certified: Wall Connector + Universal
- →OCPP-compatible: no network lock-in
Commercial EV Fleet Charging
Customer-Side C-10. Realistic Timeline. From Meter to Fleet.
Commercial EV Fleet Charging Service Area: Santa Clara County (15 cities)