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 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 Jul 20267 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: 14 sites out of a network north of a thousand stations, arriving three years after Electrify America first promised network-wide NACS by 2025. 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 Jul 20268 min read
Tesla launched two commercial charging programs in spring 2026, both with public pricing published for the first time. Supercharger for Business (April 8) lets commercial property owners host V4 Superchargers on Tesla's network; an eight-stall V4 site runs about $940,000 all-in, and Tesla takes $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 (125 kW depot, $40,000 for two units, shipping early 2027) hardware. 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 Jun 202610 min read
Megawatt charging reached North America in 2026. A heavy truck drew megawatt-scale power at a Kempower-equipped 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 Jun 202612 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 explains the tiers, the 2025 changes, and how enforcement has tightened.
Updated May 20266 min read
Commercial EV charging installations in high-adoption markets are showing utilization rates that justify the investment. Multifamily properties in California and the Pacific Northwest are reporting 50–70% charger utilization at mature installations, with direct payback periods under 5 years. Early commercial installers in these markets are now seeing the returns they projected when EV adoption was lower, validating the investment thesis for markets that are 2–4 years behind in adoption.
Updated May 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. As of Q2 2026 the guidelines are not final, and DOJ and DOT have not yet adopted them into the binding Standards. This piece explains the proposal, the multi-step path to enforceability, and what to build now.
Updated May 20266 min read
Fleet operators who electrified delivery, service, and transit vehicles in 2020–2022 are reporting payback periods of 2–4 years rather than the 5–7 years originally projected. The variance is driven by three factors: fuel costs running higher than modeled, maintenance costs running lower than modeled, and EV uptime reliability proving better than expected. The early fleet electrification data is informing more aggressive EV deployment plans.
Updated May 20266 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
Multifamily property managers in high-EV-adoption markets report that EV charging availability is increasingly influencing tenant decisions at lease renewal. Residents who use on-site charging renew at significantly higher rates than the overall resident population. Properties without charging are increasingly selected against by prospective tenants who own EVs, a pool that is growing rapidly in coastal and mountain west markets.
Updated May 20266 min read