LoadCast

Vehicles come from two published sources: the WAZIP Vehicle Equipment Catalog (Version 8, June 2026) for the new-fleet planner, and the HVIP eligible vehicles list for the existing-fleet section. Both span medium- and heavy-duty classes, roughly Class 3 through Class 8.

One row is one vehicle. Each row represents a single VIN on a single duty cycle, mirroring how WAZIP accounts for vehicles: per voucher, per VIN, at delivery. Each row carries one charge window. Vehicles that plug in at different times of day belong on separate rows, even identical models, so every schedule is counted correctly.

Battery-electric only, no hydrogen. The list includes battery-electric vehicles only. Hydrogen and fuel-cell vehicles are deliberately excluded: they draw their energy from hydrogen rather than the electrical grid, so they add no charging load to size for.

Input columns. What each column in the Fleet Config table expects.

Row status. Every row in the Fleet Config table carries a status. Color groups them by severity: green is ready, gray is incomplete, amber is an advisory, and red is a blocking error that must be resolved before the row counts toward your estimate.

WAZIP voucher cap. WAZIP allows 10 active voucher requests at a time and up to 30 per biennium, through June 30, 2027. The planner lets you enter up to 30 vehicles so you can plan the full biennium; vehicles beyond 10 are shaded as planning-only, a reminder that only 10 can be active at once. See the WAZIP Implementation Manual, Section 2.3.a.

Here is where each number comes from, and where we estimate. Reach out to your utility for a complete, authoritative review of your infrastructure requirements.

Where the vehicle data comes from. The WAZIP eligible vehicles catalog (V8) and the HVIP eligible vehicles list publish only battery capacity, vehicle class, and voucher amount. They do not publish charge rates, range, or efficiency. Those come from manufacturer spec sheets and HVIP's per-vehicle pages. Where a value is not published anywhere, we apply a stated planning assumption (for example, onboard AC defaults to 19.2 kW, the standard Level 2 maximum) or a class-based estimate.

Efficiency is derived, not published. No EPA efficiency rating exists for medium- and heavy-duty trucks, and the catalogs do not publish one, so we derive it: efficiency in kWh per mile equals rated battery capacity divided by published rated range. Where a manufacturer does not publish range, we use a class-based planning estimate. This is the energy the battery delivers per mile; it does not include charging losses, the energy lost converting grid power into stored charge. It is also a nominal figure: real efficiency shifts with temperature, terrain and grade, driving style, payload, and auxiliary loads like climate control, so actual energy use can run meaningfully higher.

Charge-rate assumptions. Effective charge rate is the lower of the charger's rated output and the vehicle's maximum acceptance rate. Where onboard AC is unpublished we default to 19.2 kW Level 2. Where a DC figure is a charging-station capability rather than the vehicle's acceptance, we correct it down to what the vehicle can actually accept.

Peak demand and coincidence factor. The theoretical maximum is the sum of effective charge rates, every charger at full power at once. The four scenarios apply coincidence factors because fleets rarely all charge simultaneously.

Infrastructure sizing. Service capacity is the conservative peak times 1.25, a 25% growth margin; transformer size is the next standard rating above that. See Sizing Basis for the tier definitions.

What is estimated, and why it still helps. More than half the fleet carries at least one inferred spec. These are planning figures, not published ratings, and they affect energy totals more than peak-kW sizing.

The coincidence factor (CF) is the ratio of actual simultaneous peak demand to the theoretical maximum if every charger drew full power at the same instant. CF = 1.00 means every vehicle charges at full rate simultaneously.

Most utilities default to CF = 1.00 when sizing infrastructure for an EV fleet, and for good reason: a utility is responsible for reliability, so it provisions enough capacity for every charger to run at full power at once, even though a depot fleet rarely does. The tradeoff is that a fleet sized only to that worst case can be quoted more transformer, service, or substation capacity than its real charging pattern will draw. Sharing a realistic coincidence factor lets the utility size the connection to the fleet's actual load while keeping the reliability margin it needs.

The four scenarios.

• Maximum, CF 1.00: every charger at full power simultaneously. The utility's default when it has no information; protects reliability but rarely occurs.
• Conservative, CF 0.85: unmanaged plug-in charging with natural arrival stagger, the realistic baseline with no software.
• Moderate, CF 0.70: charge start times staggered 15 to 60 minutes via EVSE software.
• Optimized, CF 0.50: real-time demand signals allocate power dynamically; requires a managed-charging platform with demand response.

Sources: DOE Federal Fleet Guidance, EnergyHub (2023), Revel Brooklyn Superhub, NREL (2021), NREL delayed-charging analysis, and CEC AB 2127 EV Charging Infrastructure Assessment (2021).

Sizing basis is the coincidence-factor scenario you select as the basis for the recommended infrastructure (it defaults to Conservative, CF 0.85). The estimated peak under that scenario maps to a scope and an infrastructure tier:

Sizing terms. What each recommended number means.

Why timelines matter. Grid equipment lead times have stretched well beyond historical norms. As of 2025, distribution transformers ran roughly 30 to 50 weeks, up from about 12 weeks before 2020, and large power transformers averaged around two to two and a half years, with the biggest units longer. New large loads are commonly quoted 18 to 36 months to energize. Industry and federal analysts agree the single most effective way to shorten your timeline is to engage your utility early, before you finalize vehicle purchases.

Sources: Utility Dive / NREL, U.S. Department of Energy, POWER Magazine.

Daily. The sum of each vehicle's daily miles times its derived energy use per mile. Charger type and the charging window do not affect it; a vehicle needs the same energy to recover its miles no matter how fast it charges.

Monthly. Each vehicle's daily energy times its operating days per month, using the Op Days value for the row. Rows with no Op Days entry default to 22.

Annual. Monthly energy times twelve, a consistent-schedule baseline. Actual annual use varies with seasonal routes, scheduled maintenance, and changes in fleet utilization.

These are energy totals, not an hour-by-hour load curve. The tool does not model how load rises and falls across the day; a time-of-day profile is a separate analysis your utility or a load-management study provides.