Most depots benefit from a mix. Use Level 2 (7-19 kW) for overnight charging when vehicles dwell 8+ hours at the depot — it's the lowest cost per kWh, gentlest on batteries, and sufficient to fully charge most fleet vehicles during a standard overnight window. Use DC Fast (50-350 kW) when charging windows are 1-4 hours, for rapid turnaround between shifts, or for opportunity charging during breaks. Match charger power to dwell time: if vehicles sit 8+ hours, DC fast is wasted capital; if they need to be operational within 2 hours, Level 2 won't get there. Charger-to-vehicle ratios scale accordingly: 1:1 for overnight Level 2, 1:1.5-2 with smart scheduling, 1:3-5 for DC fast. Start your free trial to coordinate charging schedules with fleet operations.

Typical depot deployment runs 8-18 months from planning to first vehicle charging. Simple deployments with adequate existing power can complete in 6-9 months; complex deployments requiring new transformers or distribution line extensions can stretch to 18+ months. The largest variable is utility service upgrade lead time — 3 months for simple service upgrades, 18+ months for new transformer installations. Start utility coordination early; submit load letters as soon as the project is approved, not after equipment is ordered. Utility timelines are the #1 cause of fleet electrification project delays — and they don't accelerate for any amount of money you're willing to spend.

MCS (Megawatt Charging System) is the next-generation heavy-duty charging standard, delivering 1,000-3,750 kW versus the 50-350 kW maximum on DC Fast. CharIN published the global interoperability standard (IEC TS 63379) in February 2026, ensuring standardized connectors, safety requirements, and thermal management up to 1,500VDC / 3,000A. MCS is designed specifically for heavy-duty long-haul trucks with large battery packs that can't be charged practically on CCS. Milence opened the first public MCS charger at the Port of Antwerp-Bruges at 1,440 kW. For most fleet operators in 2026, MCS is not yet a practical depot solution — it's a corridor charging standard emerging at freight routes. Plan for CCS DC Fast at depots; watch MCS deployment for long-haul corridor strategy. Contact our sales team for guidance on long-term charging architecture.

A typical 20-vehicle depot deployment with Level 2 chargers at each bay runs $100,000-$200,000 in infrastructure before incentive offsets. Cost components stack up: Level 2 ports ($3,000-$8,500 each installed), panel upgrades ($5,000-$25,000 if needed), conduit runs ($50-$150 per linear foot from electrical service entrance to chargers), permits ($500-$2,500), and potential transformer upgrades ($50,000-$500,000+ if existing service is insufficient). DC fast charging deployments cost dramatically more — $40,000-$150,000+ per single unit. Energy management software adds $50-$200 per port per month but delivers 40% electricity cost reduction through load balancing and time-of-use optimization. After incentives (30C federal, state programs, utility make-ready), net cost is typically 40-60% lower. Sign up free to coordinate EV operations with maintenance workflows.

The One Big Beautiful Bill Act (July 2025) ended many federal vehicle credits, but state and utility programs survived almost entirely. Active 2026 federal programs include the 30C infrastructure credit (30% up to $100,000 per item for charging equipment) and NEVI corridor funding through state DOTs. State programs continue strong: California HVIP offers up to $60,000 per truck, with parallel programs in New York, Colorado, Oregon, and Washington. Utility make-ready programs are often the largest single available incentive — utilities cover service upgrades, transformers, and electrical work up to the charger. Start with your utility and state energy office; they administer the programs with the biggest available offsets. Check current IRS guidance for 30C eligibility specifics, since rules have shifted recently. Talk to our sales team for help structuring the financial case.

Yes — fully. Electric trucks operating in interstate commerce are subject to the same FMCSA requirements as diesel: pre-trip inspections under §392.7, DVIRs under §396.11, annual periodic inspections under §396.17. The inspection categories adapt for EV-specific components (battery state-of-charge instead of fuel level, charging port and cable instead of fuel cap, regenerative braking system in addition to friction brakes), but the regulatory framework is identical. Electric fleets also add charging-specific workflow: charge level verification before dispatch, charging-port condition inspection, cable integrity check, and integration of charging schedule with maintenance scheduling so vehicles aren't pulled for PM during their charging window. Sign up free to deploy EV-adapted inspection workflows.