Workplace, fleet, retail, and multi-family charging — designed, installed, and (optionally) operated by Kane Energy. Pairs naturally with on-site solar and storage.
Most forecasts suggest one in three new vehicles sold in Illinois will be electric by 2030. The organizations installing charging now are the ones that will recruit better, retain customers longer, and electrify fleets without scrambling.
Workplace charging is consistently ranked among the top desired employee perks in surveys of EV drivers. For organizations competing for talent, it’s a low-cost differentiator that’s visible the moment a candidate walks the parking lot.
Trenching and conduit are by far the most expensive part of a charging project. Doing the make-ready now — even if you only energize a few stations — means you can scale up cheaply as demand grows.
Retail, hospitality, and destination businesses use charging to attract and retain EV-driving customers. Drivers actively choose charging-equipped destinations and stay longer once they arrive.
Fleet electrification is the single biggest emissions reduction many organizations can make. On-site fleet charging is almost always faster, cheaper, and more reliable than relying on public infrastructure.
Both Ameren Illinois and ComEd run EV charging programs that can offset a meaningful share of the electrical infrastructure cost — trenching, conduit, panels, and transformer upgrades. Program rules and rebate caps vary by territory and customer class; we handle the application work.
State-level support through CEJA-funded programs and Illinois DCEO continues to back EV infrastructure. Commercial EV chargers also qualify for accelerated MACRS depreciation (5-year schedule), letting buyers write off the equipment quickly against taxable income.
On-site solar and storage can power your chargers directly — reducing demand charges, smoothing utility load, and turning your parking lot into part of the system.
Generates clean kWh during the day — perfect for workplace charging.
Buffers DC fast-charging spikes that would otherwise blow up demand charges.
Coordinates charging sessions with solar, storage, and the grid.
Optional. Keeps chargers online during a grid outage.
You are here. The load the architecture above is built to serve.
Charging hardware spans a wide range of speeds and price points. The right answer depends on how long vehicles are parked and what they’re doing while they’re there.
Different sites get value from charging in different ways — some monetize directly, some monetize through what charging makes possible.
Dedicated employee Level 2 charging is showing up in benefits packages alongside healthcare and 401(k) match. For organizations recruiting EV drivers, the parking lot is the first thing they see.
EV drivers actively select charging-equipped destinations. Networked chargers can also generate direct session revenue or be offered free as a customer-acquisition tool.
Electrifying delivery vans, service trucks, and corporate fleets requires depot charging engineered to your duty cycle. We design the make-ready, hardware, and software to charge the whole fleet overnight without overloading the service.
Tenants and condo owners increasingly expect home charging. Properties offering it lease faster, retain longer, and command premium rents. Multiple metering and billing models are available.
Municipal parking, library lots, and government facilities are natural locations for community-accessible charging — often eligible for state and utility incentives that cover a meaningful share of the cost.
Big parking footprints, predictable daytime occupancy, and an employee/visitor population that increasingly drives EVs. Direct pay makes the economics work for tax-exempt institutions.
The federal Alternative Fuel Vehicle Refueling Property Credit (Section 30C) was terminated by the One Big Beautiful Bill Act for property placed in service after June 30, 2026, so we don’t plan around it. Utility programs, state funding, depreciation, and operational ROI still make the math work.
Ameren Illinois and ComEd both run EV charging programs that can offset a meaningful share of the electrical infrastructure cost — trenching, conduit, transformers, and switchgear. Eligibility, caps, and customer-class rules vary; we handle the program applications.
Illinois DCEO and CEJA-funded programs continue to support EV infrastructure deployment. Commercial chargers also qualify for accelerated MACRS depreciation (5-year schedule), which lets buyers recover equipment cost quickly against taxable income.
Networked chargers can collect session fees, lift dwell-time at retail, drive employee retention and recruitment, and improve fleet TCO versus liquid fuel. For most sites, this is where the numbers actually land — not on credits.
Start with how many EV drivers you serve today and how that’s likely to grow over five years. For workplaces, plan for roughly one Level 2 port per 5–10 EV-driving employees. For retail, the right number depends on traffic patterns and dwell time. We’ll model your specific site rather than guess.
Level 2 for any site where vehicles park for hours (workplaces, hotels, multi-family, long-stay retail). DC Fast for short-dwell retail, fleet rapid turnaround, and highway corridors. Many sites benefit from a mix — mostly Level 2 with one or two DC Fast for top-up charging.
It can, especially DC Fast charging that creates large demand spikes. Two solutions: (1) on-site solar reduces the kWh charged from the grid; (2) battery storage smooths the demand peaks so you don’t pay punishing demand charges. We design with both in mind from day one.
No. You can offer charging free as an amenity, charge a flat or per-kWh rate, or restrict access to employees/tenants only. Networked chargers give you the flexibility to change the policy whenever you want.
Hardware is the cheap part. The expensive part is electrical infrastructure — trenching, conduit, panels, and transformers. Utility make-ready programs and state incentives typically cover a meaningful share of those costs. We give you a fully loaded cost estimate before you commit.
The Section 30C Alternative Fuel Vehicle Refueling Property Credit was terminated by the One Big Beautiful Bill Act (signed July 2025) for property placed in service after June 30, 2026. Given typical commercial project timelines, we don’t plan around it for new builds. The economics still work on utility make-ready incentives, Illinois state programs, MACRS depreciation, and operational savings — we model all of it for your specific site.
Yes. EV charging pairs naturally with solar — you produce clean power during the day and pump it directly into vehicles. Adding chargers to an existing solar site is usually straightforward; we evaluate the existing electrical capacity and recommend an integration approach.
Tell us about your site, your employees, and your customers. We’ll come back with a charging plan that stacks the available incentives and fits the way you actually operate.
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