EV-specific commercial rates soften the early penalty that demand charges impose on low-utilization charging sites, but the relief mechanism varies by utility and often does not last. Florida Power & Light's demand limiter tariffs move sites toward standard rates as load factor rises, and 34 of the 76 customers who enrolled since 2021, or 45%, had transitioned to regular rates by the end of 2024. Con Edison offers an EV Phase-In Rate that phases demand charges in as utilization increases. SDG&E's EV-HP discount steps down annually to zero in 2032, and its subscription level ratchets up if maximum demand exceeds it. ComEd and Georgia Power took structural routes with no stated sunset. A credible charging model needs the applicable tariff's transition rules, not just today's price sheet.
Updated Aug 202612 min read
Your electricity tariff is usually the single biggest variable in a commercial charging pro forma, and the line that decides it, the demand charge, is the one most operators read wrong. This guide walks the anatomy of a commercial EV tariff sheet (fixed charge, energy rate, time-of-use periods, demand charge, and the subscription alternative that several utilities now offer in place of demand) and shows where each line goes in the commercial ROI snapshot tool, with worked examples for SCE TOU-EV, SDG&E EV-HP, PG&E BEV, and a Georgia Power demand tariff whose seasonal structure has to be computed outside a single-input tool.
Updated Sep 202622 min read
DC fast charging ROI is not Level 2 ROI with bigger numbers. Demand charges add monthly costs that L2 sites do not face, install runs $90,000 to $200,000 per port (real NEVI awards median about $183,000), the federal reference case for public utilization is 8 percent (NREL 2025 Transportation ATB; Paren's tracked-time measure runs about 16 percent), and most viable corridor sites depend on NEVI funding for 80 percent of cost. Three site types pencil today: NEVI-funded highway travel-stops, high-traffic retail anchors with a co-funding partner, and fleet depots where fuel and maintenance savings carry the case.
Updated Aug 202624 min read
Commercial EV charging ROI has two components: direct financial returns (charging revenue, incentives, demand charge reduction) and indirect returns (tenant retention, property value, competitive positioning). Direct returns rarely justify the investment alone in low-utilization scenarios. The strongest case includes both, with incentives doing most of the heavy lifting in the first 3 years.
Updated Aug 202617 min read
EV charging can increase commercial property value three ways: NOI enhancement (charging revenue capitalized at market cap rates), reduced vacancy in markets where EV owners self-select, and repositioning aging assets. The strongest evidence is in multifamily housing in high-adoption markets. Valuation is still inconsistent: appraisers and buyers treat it differently depending on market and asset type.
Updated Aug 20268 min read
EV charging shapes tenant and customer behavior: multifamily residents who use on-site charging face a real switching cost when moving, though no public study quantifies a renewal-rate gap; retail customers who charge spend more time on-site and make more purchases; hotel guests who charge are more likely to return and give higher satisfaction scores. The effect is largest in high-adoption markets and grows as EV ownership increases.
Updated Aug 20267 min read