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 (waitlist accepting applications through 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 May 25, 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 on a waitlist, SVP's commercial fleet rebate is closed until July, and the federal 30C operational deadline lands June 30. Here's what's actually open, what just closed, and what your project plan should assume.
Waitlist closes Jun 30, 2026
PG&E's EV Fleet program is approaching maximum enrollment. Applications for the waitlist will be accepted until June 30, 2026; PG&E will contact applicants if a spot becomes available. 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. Check back July 1, 2026 for next-cycle terms. Closed program — listed here so Santa Clara fleet operators know not to plan around it for mid-2026 deployments.
Not accepting new applications
Silicon Valley Power's $150,000-per-site Level 1 / Level 2 charging incentive (multifamily and commercial) is currently fully subscribed. Equity-eligibility increases were stacked on the base cap before the program filled. Status documented on SVP's incentives page; we'll re-quote the moment a re-open notice is posted.
Closed Jan 29, 2026, 5:00 PM PT
The CalEVIP Fast Charge California Project closed its application window on Thursday, January 29, 2026, at 5:00 PM PT. Applications are no longer being accepted. The Golden State Priority Project allocation has also been closed since the March 2024 funding-notification milestone. We track CARB and CEC announcements for the next CalEVIP solicitation.
Operational-by deadline 36 days from May 25, 2026
The federal 30C alternative-fuel-vehicle-refueling-property tax credit requires the equipment to be operational by June 30, 2026. With PG&E EV Fleet coordination commonly running 9–13 months, projects that haven't already started construction will not realistically place into service by the deadline. Eligibility is also restricted to low-income or non-urban census tracts under IRS Notice 2024-20. We mention 30C here as historic context, not as a current call to action.
Key Dates
- →Jun 30, 2026— PG&E EV Fleet waitlist deadline + 30C operational deadline
- →Jul 1, 2026— SVP commercial fleet rebate + MBARD EVIP check-back
- →Aug 31, 2026— CARB ACF amendments OAL submission deadline
- →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 reopened December 16, 2025 at 9:00 a.m. PT. Currently accepting voucher requests on a first-come, first-served basis. Voucher amounts range from $7,500 (Class 2b) to $552,000 (school/transit buses with adders) — full HVIP-published voucher table available on californiahvip.org. 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. For the week of May 11–17, 2026, the ARB weekly LCFS report listed weighted-average credit prices of $66.39/MT (all transfer types) and $65.83/MT (non-zero transfers). The Fast Charging Infrastructure (FCI) pathway adds up to 10 years of capacity-based credits for chargers permitted on or after January 1, 2022 — 20% multiplier for Public/Shared access, 10% multiplier for Private access. Capped at 2.5% of statewide LCFS deficits (0.5% per-entity sub-cap); starting with the 2026 data year, all transactions require third-party ARB-accredited verification.
City of Palo Alto Utilities funds multifamily EV chargers at up to $10,000 per port with a $100,000 site cap (the program page contains an internal $80,000-vs-$100,000 inconsistency — we go off the Incentive Details section as authoritative). Public-charger usage at City of Palo Alto stations is billed at $0.24 per kWh with an overstay fee.
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.
BAAQMD and EPA Clean School Bus funding, e-bus depot make-ready, and curriculum-friendly daytime opportunity charging. K-12 procurement calendars and summer-break execution windows are familiar — we phase work accordingly.
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.
What Customers Say
Reviewed by Real Santa Clara County Customers
Our team's commercial work is verified by Google reviews from property owners, facilities managers, and fleet operators across the county. Read the live, unfiltered feedback on the Google Business Profile — and verify our C-10 license standing directly with the California State License Board.
Credentials
- →C-10 #1144031— California State License Board
- →Tesla Certified Installer
- →DBE Certified— Disadvantaged Business Enterprise
- →Google Guaranteed— Local Services Ads verified
- →Fully insured + bonded
- →15+ years— owner 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 approaching maximum enrollment — applications for the waitlist will be accepted until June 30, 2026. 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 with a check-back date of July 1, 2026. 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 approaching maximum enrollment. Applications for the waitlist will be accepted until June 30, 2026, and PG&E will contact applicants if a spot becomes available. 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.
Can the federal 30C tax credit still be used for new EV charger projects in 2026?+
The federal 30C tax credit requires the charger to be operational by June 30, 2026. Given typical PG&E EV Fleet coordination timelines (commonly 9-13 months from application to energization) and local permit timelines, projects starting in mid-2026 are unlikely to qualify. Our team will set realistic timeline expectations for your fleet rollout and identify which incentive paths remain viable.
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— waitlist 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)