Vehicle-to-grid revenue for commercial charging sites is real in a small number of named programs and still a demonstration everywhere else. The Los Angeles Department of Water and Power's CES2G program pays commercial and fleet customers roughly $0.17 per kWh above the peak rate for power sent back through DC fast chargers, a live tariff since 2023 with a 20 MW cap that has periodically reopened for new applications. PG&E pays fleets for demand response through its Emergency Load Reduction Program, which two school districts now reach using bidirectional buses rather than batteries. Dominion Energy's Virginia V2G buildout and ComEd's four-bus Illinois pilot show the more common pattern: the utility funds the hardware and captures the grid value, and the fleet operator is not the one getting paid per kilowatt-hour. Outside a handful of named programs, V2G revenue claims online come from vendor pro formas, not live tariffs.
Updated Aug 20269 min read
Ample, a San Francisco battery-swapping startup that raised more than $330 million from investors including Shell Ventures, ENEOS, and PTT, filed for Chapter 11 bankruptcy on December 16, 2025, after cutting its staff from roughly 198 employees to two. Eight months later the case is still unwinding: an early-2026 asset auction was called off after a private sale, and no reorganization plan is on file. For commercial property owners and fleet operators evaluating a charging vendor, Ample's failure is a case study in what to check before signing with a company selling a proprietary, single-vendor system rather than open, interoperable hardware.
Updated Aug 20268 min read
EVgo and GM opened a new flagship fast-charging station on August 11, 2026, at a Meijer store in Warren, Michigan, across the street from GM's Global Technical Center: 12 stalls open to both CCS and NACS vehicles, 350 kW charging, an overhead canopy, and pull-through lanes for trailers. It is part of a fast-growing flagship program that now totals more than 40 stalls open nationwide, with the companies targeting over 100 by the end of 2026 and each site averaging roughly 20 stalls, well beyond the 2 to 4 stalls most commercial DC fast sites install. The format is a real design signal for property owners: it only pencils for hosts with the traffic, land, and grid capacity to fill a site that size, and most commercial properties are not that host.
Updated Aug 20268 min read
On July 21, 2026, newly public autonomous-freight company Einride announced an agreement to buy Flipturn, a four-year-old New York software startup, for an estimated $38.4 million in stock at closing, subject to adjustments, plus up to about $33 million in additional stock if earnout milestones are met. Flipturn's platform manages charging schedules, uptime, and utility costs for fleets including Werner, Swift, Republic Services, and the City of Seattle, and Einride says the deal adds more than 250 megawatts of managed charging capacity, more than doubling its own energy portfolio. The transaction is a case study in where value is concentrating in commercial EV charging: not just in chargers, but in the software that decides when they run and what they cost to operate.
Updated Aug 20267 min read
ChargePoint announced on July 7, 2026 that it is expanding its partnership with Optimus Energy Solutions, a Florida-based charge point operator, to add more than 200 new fast-charging ports at quick-service restaurants and retail centers across the Southeast. It is the second growth move from Optimus in a month: on June 10 it acquired a 52-charger network of 26 sites in South Carolina that a Duke Energy pilot program had built and then put up for sale. Neither deal is large by national standards, but together they show a working version of a model most commercial property owners never see up close: a regional operator owns the equipment and carries the operating risk, a national vendor supplies the hardware and software underneath it, and the property owner hosts the site without becoming a charging company.
Updated Aug 20268 min read
Electrify America opened its newest large-format hub in Santa Barbara on June 17, 2026, 20 stalls at up to 350 kW with a 1.9 MW battery buffer, and it opened with every stall wired for CCS. Two weeks later the company said it would convert some of those same stalls, plus 13 other busy hubs in California and on the East Coast, to add NACS. It is a real signal but a small one: a limited test-and-learn pilot, with 16 sites listed on the company's pilot page as of August 11, 2026 (seven live, nine targeted for summer 2026), out of a network north of a thousand stations. For a commercial property owner planning a new DC fast charging site in 2026, the honest takeaway is not "switch to NACS" but "do not build a connector you cannot change."
Updated Aug 20269 min read
Tesla put public pricing on two commercial charging programs in spring 2026, expanding offerings that predate the announcements: Supercharger for Business already appeared in Tesla's 2025 annual report, and Tesla has long sold a Commercial Wall Connector. Supercharger for Business (April 8) lets commercial property owners host V4 Superchargers on Tesla's network; trade press reported launch pricing of about $940,000 all-in for an eight-stall V4 site, with Tesla taking $0.10 per kWh as a network fee. Semi Charging for Business (May 1) gives fleet operators and third-party sites a way to buy Megacharger (1.2 MW, $188,000 for two posts) or Basecharger (120 kW depot, $40,000 for two units, shipping early 2027) hardware, at prices reported by trade publications rather than published in a stable Tesla price schedule. The two programs address different customers and different vehicles. Both carry meaningful catches: network-software lock-in on the Supercharger side, a Basecharger delivery wait, and the closure of the federal 30C charging credit, which ended June 30, 2026.
Updated Aug 202611 min read
Megawatt-capable charging reached North America in 2026. A heavy truck completed a real-world charge on Kempower's 1.2 MW-capable equipment at a fleet hub in San Bernardino in March, and MAN, Scania, and Tesla all put megawatt-capable hardware on the road or on sale in the same stretch. The Megawatt Charging System (MCS, SAE J3271) is built for heavy trucks, not parking lots, and for most commercial properties the realistic range stays about 150 to 400 kW. The owners who should plan for megawatt power are a narrow set: heavy-truck fleets, freight-corridor sites, ports, and high-throughput depots. For them the hard part is not the charger but the grid, where a single stall can draw more than a big-box store and utility interconnection can run for years. With the federal 30C credit closing, the relevant money shifts to freight-corridor and utility programs.
Updated Aug 202613 min read
California's Title 24 / CALGreen has required EV infrastructure in new nonresidential and multifamily construction for years. The 2025 code edition, effective January 1, 2026, is the biggest change in a while: it splits the nonresidential scoping table by building use (office/retail versus other), pushes a much larger share of spaces from merely capable to actually installed EVSE, and cuts the power that may be allocated to EV-capable-only spaces. This piece is a high-level summary of the tiers and the 2025 changes; the binding numbers live in the adopted code tables.
Updated Aug 20268 min read
Commercial EV charging utilization headlines mix numbers that are measured differently. Paren's 2025 report put national public DC fast-charging utilization at 16.2% in Q1 2025, rising to 16.4% by Q4, under its stated tracked-time methodology. Destination charging at multifamily, workplace, and hospitality sites is usually quoted against a narrower window of relevant hours, and no comparably defined public dataset covers those sites. Occupancy, hours-in-use, and energy-throughput measures are not interchangeable, so operators should ask how any utilization number was measured and track all three on their own sites before drawing payback conclusions.
Updated Aug 20266 min read
The U.S. Access Board (not DOJ) published a Notice of Proposed Rulemaking on September 3, 2024 proposing the first EV-charging-specific accessibility guidelines under the ADA and ABA. The comment period closed November 4, 2024, and the Board placed the rulemaking on inactive status on September 4, 2025. The guidelines are not final, and DOJ and DOT have not adopted them into the binding Standards. This piece explains the proposal, the multi-step path to enforceability, and what to build now.
Updated Aug 20267 min read
How fast does fleet electrification pay back? This article works the math from stated assumptions instead of quoting unnamed operators. An illustrative scenario, 10 light-duty delivery vans on depot Level 2 charging, lands at a simple payback of about 4.7 years. The drivers are fuel and energy savings, maintenance savings (Consumer Reports' 2020 analysis estimated about $4,600 lifetime maintenance and repair for battery-electric vehicles versus $9,200 for gasoline vehicles), and dependable uptime for vehicles matched to predictable duty cycles. With the federal 45W and 30C credits gone, operating savings have to carry the case.
Updated Aug 20267 min read
Multifamily property managers in high-EV-adoption markets report that EV charging availability is increasingly influencing tenant decisions at lease renewal. No public study quantifies a renewal-rate uplift; the strongest public evidence is demand-side: the NMHC/Grace Hill 2024 Renter Preferences Survey (2023 fieldwork, 172,703 respondents) found 4% of renters owned an EV or plug-in hybrid, 12% planned to purchase one, and 35% were considering one. Properties without charging risk being screened out by EV-driving prospects, and operators should measure renewal by charger-use cohort while controlling for rent change, tenure, unit type, and market.
Updated Aug 20267 min read
A widespread misconception holds that EV chargers qualify for the Inflation Reduction Act's energy-community and low-income bonus adders. They do not. Those adders attach to clean-electricity credits (Sections 45, 45Y, 48, 48E) for generation and storage, not to the Section 30C charger credit. The 30C credit did have a location rule (the project had to sit in an eligible census tract), but that was a baseline eligibility gate, not a bonus. The 30C charger credit itself ended June 30, 2026; where the adders genuinely still help is on co-located solar and storage, not on the chargers themselves.
Updated May 20267 min read