The questions that come up on every intake call

Ten vehicles is our practical floor. Below that, the study fee is a large share of the decision it informs, and you can usually get to a defensible answer with our free Depot Load Estimator and a careful read of the Range Ledger. We will tell you this on the intake call rather than take the work.

Above roughly forty vehicles, the cost of a wrong specification exceeds the cost of measuring, and the case for a study is difficult to argue against.

Often not. If your existing platform records at one-minute resolution or better and exposes raw trip data by export, we will work from it and reduce the Sightline fee accordingly. What we cannot use is a dashboard that reports only monthly summaries or scores, because energy modelling needs the shape of each trip, not its total.

Send us a sample export at intake and we will tell you within two business days whether it is sufficient.

A Sightline study delivers in ten to twelve weeks from signature, sixty days of which is logging that runs in the background while your fleet operates normally. We build the findings presentation for a non-technical audience and will attend the meeting to answer questions if that helps.

Fleet work is seasonal and weekly. A two-week window catches neither the storm week nor the quiet week, and both matter: the storm week sets the range requirement, the quiet week sets the charging opportunity. Sixty consecutive days through winter captures enough variance that the tails of the distribution are real rather than artefacts.

We also want at least one genuine cold event in the sample. Consumption at −20 °C is not an extrapolation from consumption at +5 °C.

It stays yours. Raw telemetry is stored on Canadian infrastructure, handed to you in open formats at the end of the engagement, and deleted from our systems twenty-four months later unless you ask us to keep it for a re-forecast.

Aggregate findings may appear in our published research, but only after client review, and never in a form that identifies an organisation, a route or an individual driver. Drivers are identified by vehicle, not by name, in every deliverable we produce.

Plug-in hybrids, yes — they are frequently the right answer for fleets without reliable overnight charging, and we recommended exactly that on a 180-vehicle study in 2024. Renewable diesel we model as a fuel-price scenario where a supply agreement is realistic in your region.

Hydrogen we do not model. There is no credible refuelling case for light- and medium-duty fleets in the regions we work in, and pretending otherwise would waste your fee.

Client fees only. Fixed-fee studies, add-on modules and retained advisory make up our entire revenue. We hold no dealership agreements, no charger reseller margin, no software partnership and no referral arrangement with any manufacturer or installer.

This is not a moral position so much as a structural one. A consultancy earning margin on hardware cannot credibly deliver a recommendation to buy no hardware, and about one study in six ends exactly that way.

Usually, though we will not promise it in advance. The most common source of return is not the electrification itself but the things measurement uncovers along the way: vehicles being paid for and not used, idle fuel nobody had isolated, or a service upgrade that turns out to be unnecessary once charging is scheduled.

On one 2025 study the avoided upgrade alone was eighteen times the fee. On another the honest answer was to wait, and the value was the six-figure order the client did not place.

Yes. Funding submission is a standalone module at CAD $4,800 per application and is included within Corridor. We prepare the technical annexes, benefit calculations and supporting evidence, and we keep the Funding Map on the reference desk current each quarter.

We do not take a percentage of awarded funding. The fee is the same whether the application succeeds or fails.

Yes. Thirty-four of our sixty-one completed depot studies are in Atlantic Canada, but we have worked in nine provinces and maintain a field office in Winnipeg. Travel is billed at cost and capped at eight per cent of the engagement fee, so distance does not become an open-ended charge.

Yes. Two of our advisers work in French, and deliverables for Quebec engagements are issued in French as standard, with an English version available on request. Site work, workshops and utility meetings are conducted in the language the client prefers.