Electrical Services
EV Charging Infrastructure
Level 2 and DC fast charging, sized against your actual service capacity rather than wishful thinking.
Most commercial EV charging projects fail at the same point: somebody sizes the charger array before anybody checks what the electrical service can actually deliver. The chargers are the cheap part. The service upgrade nobody budgeted for is what kills the schedule.
Where we start
With the service, not the charger. We calculate existing demand, determine spare capacity, and model what the charging load adds under realistic simultaneity assumptions. Only then does charger selection make sense.
Very often the answer is that you can install considerably more charging than the raw capacity suggests, because load management lets chargers share a circuit and throttle dynamically rather than each reserving its full rating. That single decision routinely avoids a service upgrade.
- Service capacity and demand assessment
- Level 2 charging for workplace, fleet and multifamily
- DC fast charging with utility coordination
- Load management and dynamic power sharing
- Dedicated feeders, panels and distribution
- Conduit and stub-outs for planned future expansion
- Bollards, wheel stops, signage and site protection
- Network commissioning and payment system integration
Build for the second phase now
The most expensive charger is the one installed three years after the first batch, because the trenching, conduit and concrete get paid for twice. Running spare conduit and setting oversized distribution during the initial installation costs a fraction of returning later.
We plan the ultimate build-out even when only the first phase is funded, and we say so in the proposal so the incremental cost is a decision rather than a surprise.
Demand charges are the operating risk
On commercial accounts, a bank of DC fast chargers hitting simultaneously can set a monthly demand peak that dwarfs the energy cost of the charging itself. Load management and scheduling are not just capacity tools — they are what keeps the operating cost defensible.
We model the demand implications against your actual rate schedule before you commit to equipment, because the answer sometimes changes the specification.
Common questions
Do we need a service upgrade to add charging?
Frequently not. Load management lets multiple chargers share available capacity and throttle when the building is at peak, which often fits meaningful charging into existing service. We assess capacity first, because that determines whether the project is straightforward or a service upgrade in disguise.
Are there rebates for EV charging?
Yes, and they change often. Utility programmes, state incentives and federal credits have all applied to commercial charging in Colorado. As with all incentives, several require approval before installation — we check and file first.
Level 2 or DC fast?
It depends on dwell time. Where vehicles sit for hours — workplaces, multifamily, fleet depots overnight — Level 2 is far cheaper per port and usually correct. DC fast makes sense for retail, short-stay and fleet vehicles needing rapid turnaround, but it carries much higher installation and demand costs.
Ready to talk about your project?
Tell us what you need and we will give you a straight answer on scope, schedule and cost. No obligation, and no pressure if it turns out we are not the right fit.