On Demand EV Charging for Bus Fleets, Brought to Your Depot and Your Routes Across the United States

Charging that travels to your buses instead of your buses driving to a charger. We send a certified EV technician with a grid free DC fast unit, and every bus gets charged where it is parked, to whatever level the next route needs.

You give us the yard, the fleet list and the time the first route leaves. Our technician arrives inside that window with the energy already on board, works down the rows, and leaves nothing behind. Nothing is installed and no bus moves to get charged.

Often the same week you call, because there is nothing to build. One call covers the yard, the fleet list and access, and the first visit follows. Compare that against a depot build, where the transformer alone can hold a project for months.

With a midday visit, which is the easiest charging window a district has. Buses are back by around 9:15 and idle until 2, so a technician works through the fleet in that gap and sends every bus out comfortable for the afternoon run.

Yes, and school buses suit it better than almost any fleet. They park in predictable rows, they sit idle for long blocks, and they use the same CCS1 port our units carry. Type A, Type C and Type D buses all get charged in the same visit.

Yes, and that is why we book a window rather than a fixed slot. Downtime is the midday gap for a school bus, a layover for a transit bus, or a hotel overnight for a coach. We charge inside that time instead of taking a bus out of service.

Yes. Our units deliver DC fast charging from 60 kW to 540 kW, and higher where a transit bus or coach is rated to accept it. The bus does not need to be near a DC fast station, because the station is what arrives.

Fast enough to fit the gap you have. A Type C school bus on a higher power tier recovers an afternoon route inside the midday window with hours to spare, while a 40 foot transit bus or a coach carries far more battery and wants a high power overnight visit. We size the power to your window rather than making you work around ours.

The whole list, worked in sequence. A higher power tier simply moves through more buses per hour, so a full yard is a single booking rather than a scheduling exercise.

No. Our technician makes every connection, monitors the session and disconnects, so charging never lands on a driver's time card or your maintenance shop. It also keeps the whole activity off your safety plan.

Yes, and we clear it before the first visit rather than at the gate. Technicians are background checked, we send a certificate of insurance naming your district or agency, and our crew completes whatever site induction and identification your schools require for anyone working on their property.

Four things decide whether it works. Size the charging against real route energy rather than the brochure, because a 70 mile rural route and a 25 mile town route are different buses by 2 p.m. Keep the whole fleet off the chargers at the same moment, since that single peak is what sets your demand charge. Cover the satellite and leased yards from day one instead of treating them as a later phase. And put charging on the buses before the depot build finishes, so the fleet starts earning the week it arrives.

Buying a battery unit from a manufacturer leaves you owning the asset and all of its logistics, since it still has to be delivered, placed, secured, recharged and collected by somebody on your staff. Bee Charged EV delivers the same grid free energy to the same buses as a service, so nothing sits in your yard to insure, maintain or find space for.

On the money that leaves this year, almost always, because there is no service upgrade, no switchgear, no chargers to buy and no new demand charge on your meter. You pay for energy delivered to buses that are running routes. Send us your yard and fleet list and we will price it against the quote you are holding.

Because more chargers fix only the buses standing in front of them. They do not help a bus on a field trip, a coach at a hotel, a satellite yard, a storm that takes the grid down, or the night one unit fails and takes 3 routes with it. Charging that travels covers every one of those, and it arrives this month rather than next year.

Bee Charged EV, nationwide and around the clock. A bus stopped with passengers on board, a depot charger down the night before a school day, or an evacuation fleet during an outage are all the same dispatch to us, because our units do not need a working grid connection.

Yes, on the road or in the yard. Give us the location and the bus, and a technician reaches it and puts in enough to finish the trip or cover the next route, with no tow and no riders left waiting.

Yes, and those runs are where charging plans usually break. A game two counties over or a Saturday competition puts a bus well past a normal route, so we charge at the destination lot or the hotel overnight and the next school day is unaffected.

All of them, often in the same yard. Transit buses on fixed route service, campus and airport shuttles, electric motorcoaches on charter work, paratransit vehicles and activity buses are all part of what we charge on demand.

By adding the capacity as a scheduled visit instead of a construction project. A bus driven to a public charger loses the trip there, the queue and the trip back, all on your clock. Charging that comes to the row the bus is parked in costs you none of that.

Overnight suits most yards, so the fleet is ready at first light. Districts add a midday visit in the gap between routes, and transit and charter operators book around layovers, shift changes and hotel stops. Our on demand EV charging runs 24 hours, so the schedule follows your route sheet.

Yes, more than most districts expect. A pack left alone for 10 weeks drifts down, so the first week back can open on buses that will not move and a shop with no time to deal with it. A maintenance visit through the break keeps the fleet ready, and summer school and camp routes get charged on whatever reduced schedule they run.

Yes, and that is one of the most common reasons districts call. Buses funded through the EPA Clean School Bus Program often arrive before the depot chargers are energized, and charging delivered to the yard puts those buses into service on time rather than leaving awarded funding parked on a lot.

No minimum. One electric bus at a small district or a full transit yard both work. Small fleets often feel it fastest, because losing 1 bus out of 4 is a quarter of your routes.

Charge in the windows the route sheet already gives you, midday and overnight, so charging never costs a run. Charge to what the next route needs rather than to full, since the last 20 percent takes the longest. Put satellite yards and away trips on scheduled visits instead of deadheading buses home. And watch kWh per bus, so a tired pack shows up before it cancels a route.

Yes. kWh delivered, start and finish charge, time, location and cost, for every bus. Districts and agencies use it for transportation budgeting, for grant reporting, and for proving a route is actually within range before committing another bus to it.

Put one yard on a schedule for a few weeks. Count the routes that pulled out on time, the bus swaps you stopped making, and the energy cost per bus against what that operation was spending before. That is the number you take to the board.

Nationwide, including California, Nevada, Arizona, Colorado, Texas, Florida, Georgia, North Carolina, South Carolina, Tennessee, Kentucky, Illinois, Michigan, Minnesota, Ohio, New York, New Jersey, Pennsylvania, Massachusetts, Maryland, Virginia, Washington and Washington DC. Call and we will confirm your yard address.