The utility builds to the meter. We build from the meter to your fleet.

Commercial EV fleet charging pairs utility make-ready infrastructure with behind-the-meter EV supply equipment installed by a C-10 electrical contractor. The utility builds and owns the infrastructure up to your meter; everything past the meter (load calculations, service and switchgear work, feeders, trenching, EVSE, commissioning, and network onboarding) is the electrical contractor scope. On the program side the 2026 picture is specific: PG&E EV Fleet is fully subscribed and its waitlist stopped accepting applications June 30, 2026, and in Silicon Valley Power territory (the City of Santa Clara) the Commercial Zero-Emission Vehicle Fleet Rebate closed December 22, 2025 with its July 1, 2026 check-back date passed and no relaunch announced. SVP does still list its EV Charging Station Incentive for commercial and multifamily sites, up to $150,000 per site, and we verify remaining funds at estimate. Cali Rollin Electric (C-10 #1144031) installs the customer-side infrastructure across all 15 cities in Santa Clara County.

PG&E EV Fleet is fully subscribed and is not accepting new applications. The waitlist stopped accepting applications on June 30, 2026. Participants already enrolled 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 meter; the customer-side design, installation, and commissioning from meter to charger is done by a C-10 electrical contractor. Cali Rollin Electric is C-10 #1144031. With the program closed, most fleet sites starting now run as a standard load addition and service extension, which we handle the same way: application, single-line, load schedule, and milestone tracking to energization.

On a to-the-meter utility program, the utility designs, builds, owns, and maintains all electrical infrastructure up to the customer meter. Everything on the customer side of that meter belongs to the C-10 electrical contractor: NEC 220 and Article 625 load calculations, panel and service upgrades, conduit and trenching, EVSE mounting and commissioning, permit close-out, and ongoing maintenance. The practical value is in the seam between the two. Our team sequences the customer-side scope against the utility make-ready milestone so the trenching, the gear delivery, and the utility construction date line up instead of colliding, and we select from the approved EVSE vendor list where a program requires one.

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, the same equipment, roughly 7.2 to 19.2 kW per port.) Cali Rollin Electric holds C-10 #1144031, with 15+ years in the trade installing commercial EV charging across Santa Clara County. Verify the license number directly with CSLB before you sign with anyone, on this project or any other.

Every Santa Clara County jurisdiction requires a plans-based electrical permit for commercial Level 2 charging above the over-the-counter threshold and for all DC fast charging. Plan review runs against California Electrical Code Article 625, the CALGreen provisions that apply to the building, the accessible-stall requirements in California Building Code Chapter 11B, and the local municipal electrical code chapter. Budget $750 to $2,500 or more for the permit depending on jurisdiction and job valuation, because each jurisdiction computes the electrical fee on its own basis, inspection time in San Jose, a percentage of the building permit fee in the County, device count or floor area in most other cities. Our team coordinates plan submission, plan-check responses, and inspection scheduling on every project, so the correction cycle does not land on your facility staff.

Commercial EV charger installation has to be performed by a C-10 electrical contractor in every Santa Clara County city. Cali Rollin Electric (C-10 #1144031, 408-614-4451) serves all 15 cities in the 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 in the trade and handles the full customer-side scope from load calculations through permit close-out and network commissioning.

Yes. The 2025 CALGreen code (Section 4.106.4.2.6, Hotels and Motels) 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 are permitted, with a 3.3 kW per-connected-charger simultaneous-power floor. New non-residential construction and major tenant improvements permitted in 2026 fall inside this mandate, which is why the charging scope belongs in the first plan submittal rather than a change order after framing.

The honest 2026 picture is program by program. Locally, the one open incentive in our footprint is Silicon Valley Power's EV Charging Station Incentive for commercial and multifamily sites, up to $150,000 per site, available inside SVP electric territory (the City of Santa Clara) with funding that can draw down without notice. Federally, the 48E Clean Electricity Investment Tax Credit for battery storage was preserved (full value for construction beginning through 2033), which is useful for depot storage that firms a fleet site against demand charges, and it is an IRS credit on the owner's return, so we point you to your CPA instead of promising a figure. On the vehicle side, California HVIP vouchers are open first-come. Once DC fast chargers are dispensing, LCFS credits generate ongoing per-kWh revenue through an aggregator. We map your specific site against what is actually open, never against an aggregator's outdated list.

Often, yes, and it is the first thing we test because it is usually the cheapest path. An Automatic Load Management System caps the total simultaneous draw across the ports, so a site can run more chargers than raw service capacity would otherwise support by spreading the energy across the overnight dwell window. Fleets that return to base and sit for eight or ten hours are ideal candidates. We model it against your real duty cycle: vehicle count, battery sizes, arrival and departure times, and the energy each truck actually needs before its next shift. Where the math does not close (a short dwell window, mid-shift charging, or a service already near its demand limit), we tell you that up front and price the service upgrade instead of selling a load-management scheme that will strand vehicles at 6 a.m.

VTA broke ground on the Cerone Microgrid Project at its Cerone Bus Division 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. It is a public example of the depot-microgrid architecture our team helps commercial fleet operators evaluate: generation and storage behind the meter, sized so the charging load does not set a punishing demand charge and does not wait on a distribution upgrade.

Bay Area commercial EV charging contractors fall into three groups. First, regional C-10 electrical contractors who self-perform the customer-side design and installation; Cali Rollin Electric is in this group, with a Santa Clara County footprint. Second, national turnkey networks (Qmerit, FSG, and similar) that sell the program and subcontract local installation crews, which puts a layer between you and the people in the trench. Third, specialized fleet operators (Hallcon, for example) who build and run their own depots rather than serving third-party fleet customers. ChargePoint, headquartered here in Santa Clara County, is one of the EVSE manufacturers our team specifies and installs, alongside ABB, Wallbox, and FLO.