Fleet electrification · depot by depot
We model your worst plausible charging day against your real service limits, and show you what breaks, where, and by how much, before the capital is committed.
Bring your fleet size and your utility bill. We'll tell you on the call whether your service can take the load. No deck, no pitch.
TL;DR: BEV Ready is a process-simulation digital twin for EV depot planning: a discrete-interval model of a depot's charging day that lets you test different configurations against the site's real electrical and energy limits, before capital is committed. Start with a free feasibility check.
The questions on the table
"Will the grid hold?"
We locate the breach: which electrical node fails, by how much, and when in the day and season.
"Do I need the $2M service upgrade, or can I avoid it?"
Compare upgrading the service against on-site storage and phasing the rollout. Each option is feasibility-checked, with sourced, dated cost and lead-time.
"Can these buses actually do their routes?"
We flag the battery-vs-route constraint honestly, at the aged, end-of-life pack rather than day one, before you commit to procurement.
"What does this cost me every month?"
Directional demand-charge exposure, tied to the peak that causes it, from sourced, dated utility rates.
"Prove it to my board and my utility."
A print-ready evidence pack where every figure traces to its source, built to justify a service-capacity review with your utility and a licensed engineer.
The problem
And the expensive failures stay invisible until it's too late. A plan that's fine on a spreadsheet fails the morning the whole fleet returns, plugs in on a cold day, and peak load runs past what the site's electrical service can deliver. You only find out early if someone stress-tests the plan against the depot's real limits. That's what BEV Ready is: an independent referee, not an optimizer and not a vendor with hardware to sell.
A missed peak is not a rounding error. Utility service upgrades run $1–3M with 12–18-month lead times, and the depots that discover the breach after ordering buses pay for both the upgrade and the delay.
The power crunch
Electrifying a depot used to be a vehicle problem. Now it's a power problem, and you're competing for that power with the largest, best-funded buyers in history. The winners this decade won't be the fleets that ask for the most electricity. They'll be the ones that prove they need the least.
waiting in the U.S. interconnection queue at end of 2025, about 2× the entire existing U.S. power plant fleet.
average interconnection wait in PJM in 2025, up from under 2 years in 2008.
to take delivery of the buses those chargers are meant to serve.
reduction in grid capacity required per vehicle achievable through smart depot management.
That's what the Depot Digital Twin does: it finds the smallest grid connection that still runs your fleet, before you get in a queue you can't afford to lose.
It finds your true managed peak, not the naive nameplate sum, but a defensible number your utility can act on: the one that gives you the strongest case for a flexible interconnection, or a connection the utility can grant on existing capacity.
How it works
Start free in minutes, then have our engineers build the depot twin with you. The consultancy spans the whole journey; the software runs depot by depot and rolls up across your portfolio.
A fast, free first look at a depot: energy demand, peak load, the utility service tier you'll likely need, and directional cost exposure, in minutes rather than a multi-week study. Enough to know whether a depot is worth pursuing before you commit the capital.
● Free · live nowA BEV Ready engineer builds your depot's twin with you: every charger, circuit, vehicle, and the electrical service feeding them. It runs your real duty cycles against your real limits, shows exactly where the plan falls short, then hands you the keys. You keep a living model you can plan and operate with, not a static report that's stale the day it lands. The pilot simulator takes it past the worst day to a full operating week, covering V2L, storage, and constrained-grid windows.
● Engagements open Start your depot twinRun your go-live before go-live. Your depot's twin plays the day: cold snap, late arrivals, a cabinet down, and you watch the plan break safely, before a single bus depends on it. Builds on the pilot simulator you already have.
◐ In development · included in early deploymentsThe model that approved your depot watches it live: modeled vs. metered, drift alerts before the breach, and eventually the controls.
◐ In development · early-access waitlistAcross all four stages, BEV Ready engineers are involved; the software's job is simply to tell you when that conversation is worth having.
BEV Ready fits in the evaluation stage of a fleet electrification plan, after you've defined the strategy and inventoried the fleet, and before you commit to hardware or a utility application. It surfaces what will and won't work; then, if the stakes justify it, our engineers help you take the answer to a stamped design.
In development
Every depot twin we build becomes an operating envelope. The orchestration layer, still in development, watches your live depot against it: modeled vs. metered, headroom alerts hours before a breach ("tonight's plug-in pace crosses your service limit at ~19:40"), and a rehearsal mode that certifies every capability in simulation before it ever touches your hardware.
Planning customers get first access. Join the operate waitlist →
The toolbox
The free feasibility check is live now. The rest is the engineer-led depot twin, built with you and owned by you.
Every run answers three questions, separately, never merged: Capability: can each vehicle physically do its shift? Delivery: under your electrical limits, did every vehicle get its energy? Charging Capacity: does any node exceed its rating, and when?
Worst-plausible-day and operating-week modeling against your real electrical limits, covering feasibility, CC-CV charging, seasonal presets, and an uncertainty band.
Demand-charge exposure, a 20-year proforma, and scenario comparison, with every figure traced to a named assumption.
N-1 and backup-duration checks, plus how the fleet ages across its service life.
Own every assumption, roll depots into a portfolio, and export a defensible, print-ready evidence pack.
Why it's defensible
Every number traces to a named assumption.
No hidden buffers, no flattering averages, no faked precision. When something breaks, we show you where and why. When it holds, we show you that too. Export the evidence straight into your procurement file or board pack.
We model your transition, and we don't sell you chargers.
Independent and vendor-neutral: your number isn't coming from someone with hardware to move. Today the model advises; it never silently acts. As the orchestration layer ships, every action it takes will trace to a verdict you can audit: the model shows its work whether it's planning your depot or running it.
Physics-based, grounded in peer-reviewed research.
Every number rests on established engineering science, not rules of thumb or vendor guesswork.
How the model works.
The engine is physics-based, grounded in peer-reviewed engineering science rather than rules of thumb. It stays directional and capacity-level, modeling a single worst-plausible day or a representative operating week. That makes it sharp enough to decide service upgrades, BESS sizing, and charger counts, not a billing-grade or stamped study.
What you can take to procurement
Every input, named and traceable.
Directional cost of the peak you're creating.
A starting point for your engineer, not a stamped design.
What's actually left on the service today.
Who it's for
The people who have to decide what to buy, whether the site can take it, and how to defend the number, across fleet, transit, logistics, and the teams that plan for them.
Deciding whether the depot can electrify at all.
Answering for the building's electrical service.
Defending the number to a board with no single current picture.
Consultancies and utilities use the same model as a defensible first pass.
Honest scope
It's a capacity-level, directional model. The feasibility screen models a single worst-plausible day; the operating-week view simulates a multi-day representative week. Both are directional, sharp enough to decide service upgrades, BESS sizing, and charger counts. It is not a billing-grade, stamped, or "optimal" plan. The financials (20-year TCO, NPV, payback) are directional, named-assumption estimates you can re-run with your own inputs, not a guaranteed bill or investment advice. A BEV Ready engineer builds and validates it with you, then hands you the keys. You keep a living model that gets more accurate the longer it's used. It feeds your engineer, utility, and board; it doesn't replace the licensed PE who stamps the design.
The tool models the technical decision: what capacity, what chargers, what schedule, what it costs. The other half of an electrification project (stakeholder alignment inside your organization, workflow changes for your ops team, training for your drivers and technicians) is where the engineering consultancy engages. We paired the two deliberately: software for the early technical questions, engineers for the organizational and technical questions that follow.
Case studies
Not illustrative scenarios. These are published transit electrification studies, rebuilt end-to-end in the twin and run against their own worst plausible day, then compared to what the original researchers found. Every number traces to a source you can read yourself.
The naive answer (127 buses × 150 kW chargers = 19 MW) is almost never right. Modeled managed-charging peak came in at 4,538 kW, leaving 3× headroom on a 20 MW service. Benchmarked against Jahić, Eskander & Schulz (2019).
An N-1 charger loss costs 10.0% of delivered charging energy and strands 5 of 50 buses. In a full grid outage, the depot carries a 500 kW critical load for 4.5 hours without stranding a single bus. Benchmarked against Sharma & Nezamuddin (2026).
See all six reconstructions →Validation
The model's verdicts held to what the meter actually recorded at operating depots: modeled vs. metered, every figure sourced.
Modeled vs. metered: figure pending sign-off.
Modeled vs. metered: figure pending sign-off.
Modeled vs. metered: figure pending sign-off.
FAQ
Run the free feasibility check. It models your fleet's worst plausible day of charging against your site's real electrical limits and reports energy demand, peak load, the utility service tier you'll likely need, and a directional cost range: enough to know whether a depot is worth pursuing before you commit the capital.
A depot digital twin is a model of your depot (every charger, circuit, vehicle, and the electrical service feeding them) that a BEV Ready engineer builds with you. It runs your real duty cycles against your real electrical limits to show exactly where and when a charging plan would breach service capacity, then hands you the keys. You keep a living model you can plan and operate with, not a static report.
The free feasibility check is a fast first-pass screen for a depot (energy demand, peak load, the utility service tier you'll likely need, and a directional cost range) delivered in minutes, not over a multi-week study. It tells you whether a depot is worth pursuing.
No. BEV Ready is a capacity-level, directional model: sharp enough to decide service upgrades, storage sizing, and charger counts, but not a billing-grade or stamped plan. It feeds your engineer, utility, and board; it doesn't replace the licensed PE who stamps the design.
No. BEV Ready is independent and vendor-neutral, and we don't sell you chargers, so your numbers aren't coming from someone with hardware to move. We model your transition: today the model advises and never silently acts, and as the orchestration layer ships, every action it takes will trace to a verdict you can audit.
Tell us about your depot and we'll be in touch to schedule a 30-minute call with the engineer who runs the model. Or use this to request access to the free feasibility check.