825 West Main Road, Middletown, RI, 02842 · Zone GBA
4 DC fast charging stalls served by 4 Tesla V4 Supercharger Post units at 500 kW, and 6 Level 2 stalls served by 6 units, with a 200 kW / 407 kWh battery. 1,416 kW of connected load on a 2,500 A, 480 V three-phase service and a 2,100 kVA transformer, fed by 129 ft of trench measured on the site survey.
Change any of these and every number on the page follows
Socomec SUNSYS HES L SKID UL, two battery cabinets: 200 kW / 407 usable kWh against a target of 150 kW / 300 kWh. A two-hour system costs more per kWh than a four-hour one because the inverter, the pad and the interconnection do not halve when the modules do.
Measured on the site survey, state imagery, Mar 2026: 31 ft service to the equipment pad, 56 ft equipment pad to the charging row, 42 ft along the charging row. The run starts at the nearest building corner, which is where a building's electrical service almost always is; draw the transformer or the meter on the survey and the run starts there instead. 129 ft of it crosses pavement and carries a saw cut and a patch. Editable: change the number if the contractor's field measurement differs.
Source: the site survey
The same 4 DC stalls and 6 Level 2 stalls, priced against different chargers · a fixed comparison, not editable
Why this comparison is here
| Option | Chargers | Load | Service | Transformer | Trench | Total capex | Per stall | Grant | Battery credit | Net capex | Peak | Yr-1 operating | Payback | NPV |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Single-post 500 kWTesla V4 Supercharger Post + Tesla V4 Supercharger Cabinet · The catalogue default. One post per stall on a shared power cabinet: a highway-corridor product. | 41 stall each | 1,316 kW | 2,000 A | 1,675 kVA | 129 ft | $1,107,803 | $276,951 | $160,000 | – | $947,803 | 491 kW | −$30k$332k after tax | > 15 yr | −$782k |
| Single-post 500 kW + batteryTesla V4 Supercharger Post + Tesla V4 Supercharger Cabinet · The same product with a battery sized to shave the billing peak. | 41 stall each | 1,391 kW | 2,500 A | 2,100 kVA | 129 ft | $1,475,613 | $298,784 | $160,000 | $84,143 | $1,231,470 | 491 kW | −$16k$461k after tax | > 15 yr | −$864k |
| Dual-connector 180 kWABB E-mobility Terra 184 UL (Terra 94/124/184 family) · One cabinet between two stalls, so four stalls need two chargers instead of four. | 22 stalls each | 429 kW | 800 A | 675 kVA | 129 ft | $648,848 | $162,212 | $160,000 | – | $488,848 | 401 kW | −$22k$167k after tax | > 15 yr | −$414k |
| Dual-connector 180 kW + batteryABB E-mobility Terra 184 UL (Terra 94/124/184 family) · The same, with a battery sized to shave what is left of the peak. | 22 stalls each | 479 kW | 800 A | 675 kVA | 129 ft | $803,699 | $151,859 | $160,000 | $58,879 | $584,820 | 401 kW | −$15k$218k after tax | > 15 yr | −$408k |
| Dual-connector 62.5 kWbest valueChargePoint Express 250 (CPE250) · The cheapest dual-connector unit in the catalogue with a real published price, to bound the low end. | 22 stalls each | 194 kW | 400 A | 350 kVA | 129 ft | $420,640 | $105,160 | $160,000 | – | $260,640 | 166 kW | $5k$100k after tax | 12.1 yr | −$74k |
Dual-connector 62.5 kW is the best of these on after-tax value per dollar spent. Against the catalogue default it costs $687,163 less to build on the same 4 stalls, because 2 chargers serve those stalls instead of 4, the connected load falls from 1316 kW to 194 kW, and that drops the service from 2000 A to 400 A and the transformer from 1675 kVA to 350 kVA. The billing peak falls from 491 kW to 166 kW, which takes $15,501 a year off the demand charge. Two things to hold in mind before reading the ranking as a decision. First, the utilisation estimate docks a slower charger only a few per cent, so every row earns nearly the same revenue and this is almost purely a cost comparison; in reality a driver on the main road picks the faster site, and a 62.5 kW stall takes half an hour to do what a 180 kW stall does in ten minutes, so the cheapest row is flattered. Second, the network fee is carried at the manufacturer's own rate per kWh for every row, because that is the only charging-network price in the catalogue that is published; a network sold as a yearly subscription per port would cost far less at this throughput and would lift every row that is not the single-post product. What the comparison does establish beyond either caveat is that a single-connector post on every stall is the wrong product for a four-stall retail lot: it is the power cabinet, not the stall count, that buys the service and the transformer.
Every row uses this site's own measured trench, its own utilization estimate and the same wage schedule, tax rate and incentive rules; only the charger changes. Rows whose hardware price is marked below come from the published cost study's brackets for the unit's power class rather than a quoted price, because most makers publish none: Single-post 500 kW — quoted price; Single-post 500 kW + battery — quoted price; Dual-connector 180 kW — published bracket; Dual-connector 180 kW + battery — published bracket; Dual-connector 62.5 kW — quoted price. The table is a fixed comparison and does not follow your edits above; change the charger in the planner to make one of these the site's own numbers.
38 line items · every quantity and unit cost editable
| Item | Qty | Unit | Unit cost | Cost | Basis | |
|---|---|---|---|---|---|---|
| Equipment | $497,302 | |||||
| Tesla V4 Supercharger Post4 chargers for 4 stalls: one unit serves 1 stall at 500 kW. The maker's own business configurator prices a cabinet plus eight posts as one package; this is that package rate spread over the posts. A four-post order carries a larger share of the cabinet, so this understates it. | ea | $250,000 | Quoted | |||
| Tesla Wall Connector (Gen 3)6 units for 6 Level 2 stalls: one unit serves 1 stall. Unit price from the maker's own shop; the published range for a pedestal-mounted commercial unit is $2,500 to $4,900. | ea | $2,850 | Quoted | |||
| Pedestal for a Level 2 unitA wall-mounted unit in a parking lot needs a pedestal; the maker's own shop price. A pedestal-mounted dual-port unit already stands on its own base, so this line is zero for one. | ea | $2,550 | Quoted | |||
| Charging stall sign, installedOne sign per charging stall plus one at the entrance; required for grant eligibility on a publicly accessible site. No public unit price exists for signage, so this is trade practice. | ea | $5,082 | Estimated | |||
| Network activation and configurationOne-time activation, payment terminal setup and pricing configuration per port. The recurring network fee is in the operating pro forma, not here. | port | $7,000 | Estimated | |||
| Socomec SUNSYS HES L SKID UL, two battery cabinets: modules and enclosureThe energy part of the battery cost, at 407 usable kWh. Socomec SUNSYS HES L SKID UL, two battery cabinets publishes no price, so the rate is the derived commercial two-hour installed cost and the line says estimate rather than borrowing the product's authority for a number its maker never gave. | kWh | $105,820 | Estimated | |||
| Socomec SUNSYS HES L SKID UL, two battery cabinets: inverter, transformer and controlsThe power part: inverter, isolation transformer, switchgear and the controller that decides when to discharge. This is why a two-hour battery costs more per kWh than a four-hour one. Included in the product's published price where that price is all-in. | kW | $124,000 | Estimated | |||
| Electrical | $626,490 | |||||
| New 2500 A, 480 V three-phase serviceThe utility's charge to bring a new large service to the meter. Built up from a base plus a rate per amp, because the published anchors are per site and for much smaller work: $3,500 to $9,500 a site where no transformer was needed and $10,000 to $25,000 where one was. The utility's make-ready programme may cover part of this; it is listed in the incentive stack but not netted out here. | ls | $37,950 | Estimated | |||
| Pad-mounted transformer, 2100 kVAOwner-owned transformer, from the published hardware bracket for 1,000 kVA and above, escalated to today. Transformer prices have risen faster than construction generally since that study and lead times run past a year, so the top of the bracket is used. Where the utility owns the transformer this line is zero and the utility recovers it through the rate instead. | ea | $314,860 | Published | |||
| Main switchgear and service disconnectService-entrance rated gear with the main breaker and surge protection. No public unit price exists for switchgear. | A | $126,500 | Estimated | |||
| EV load centre and breakersDistribution panel feeding the charging equipment, with a breaker per circuit. No public unit price exists. | A | $57,750 | Estimated | |||
| Feeder conductor, 6 parallel sets of 3 × 600 kcmilSized for 2500 A at 75 °C in conduit, three phase conductors and an equipment ground per set, over the measured run. Priced from copper content: no public source publishes conductor cost per foot by ampacity. | ft | $66,205 | Estimated | |||
| Conduit in the trenchPVC raceway, 6 runs plus a spare for the network cable, over the measured trench length. | ft | $9,365 | Estimated | |||
| Grounding and bondingGround rods and ring at each pad and at the service, with every enclosure bonded. No public unit price exists. | location | $6,380 | Estimated | |||
| Revenue meteringMeter socket, current-transformer cabinet and the utility's metering fittings for a demand-metered account. No public unit price exists. | ea | $7,480 | Estimated | |||
| Civil | $75,189 | |||||
| Trench and backfill through pavementThe same study's figure for trenching through asphalt or concrete, $100 to $150 a foot, midpoint, escalated. That figure is composite, so the saw cut and the patch below are a split of it and not added on top. | ft | $12,647 | Published | |||
| Saw-cut pavement, both sides of the trenchTwo cuts per foot of trench crossing pavement, shown as 12% of the composite paved-trench price. No public source prices saw-cutting by the foot on its own. | ft | $3,299 | Estimated | |||
| Full-depth asphalt patch over the trenchBinder and top course over compacted base, matched to the existing section, shown as 42% of the composite paved-trench price. | ft | $11,547 | Estimated | |||
| Reinforced concrete equipment pad3 pads at 120 sq ft — the power cabinet, the battery and the transformer — formed and poured with reinforcement and a frost footing. No public unit price exists for equipment pads. | sq ft | $14,256 | Estimated | |||
| Stall striping and charging pavement markingsStall lines plus the charging symbol and legend in each stall. No public unit price exists. | stall | $1,760 | Estimated | |||
| Precast wheel stopKeeps a vehicle off the charger and the cable. No public unit price exists. | ea | $1,540 | Estimated | |||
| Protective bollardConcrete-filled steel pipe either side of each charger and at the cabinet, as the equipment makers' own siting guides require. No public unit price exists. | ea | $8,580 | Estimated | |||
| Accessible charging stall and access aisleThe wider stall, the marked access aisle, the curb ramp and the signage needed to make at least one charging position accessible. The accessibility standard sets the dimensions; nobody publishes the cost premium, so this is a build-up. | stall | $7,920 | Estimated | |||
| Area lighting at the charging stallsLit stalls are a condition of most charging grant programmes and of overnight use. No public unit price exists. | ea | $13,640 | Estimated | |||
| Labour | $46,363 | |||||
| Electrician labour, journeyman and apprenticePrevailing wage, the schedule that applies to this state and that the 30% federal charger credit requires: journeyman $81 an hour including fringe, apprentice $49, 40% apprentice hours, blended $68, times a 1.48 multiplier for payroll taxes, insurance, overhead and profit. No apprentice rate is published in the schedule, so the apprentice figure is a stated share of journeyman and is editable. Hours: 26 per DC charger (4 of them, not 4), 7 per Level 2 unit, 9 per 100 ft of feeder pull, 120 for the service and gear, 90 for the battery. Every one of those is editable. | hr | $36,949 | Published | |||
| Site crew: excavation, pads and restorationOperator and labourer at $31 an hour, times the same 1.48 multiplier as the electricians. 14 hours per 100 ft of trench and 36 hours per pad. No published wage table for this blend, so the wage is estimated. | hr | $5,784 | Estimated | |||
| Trencher rentalRental only; the operator is in the site-crew line above. | day | $682 | Estimated | |||
| Concrete saw rentalFor the pavement cuts. | day | $231 | Estimated | |||
| Telehandler or lift rentalSetting the cabinet, the transformer and the signage. | day | $1,452 | Estimated | |||
| Traffic controlSigns, cones and a flagger pair while the trench is open near the entrance. The lot stays in use throughout. | day | $1,265 | Estimated | |||
| Soft costs | $299,771 | |||||
| Engineering and stamped drawingsElectrical one-line, site and trench plan, structural pad detail and a professional engineer's seal, which the town requires for a service this size. Priced as a base fee plus a scale on the 2500 A service; set the engineering percentage above zero to price it as a share of cost instead. | ls | $46,475 | Estimated | |||
| Building permitThe town's own fee schedule: $25, plus $30 for the first $1,000 of construction value, plus $15 for each further $1,000, on $1,245,344 of work. | ls | $18,730 | Published | |||
| Electrical permitThe same town schedule applied to the electrical share of the work. A separate electrical permit and inspection are required. | ls | $10,315 | Published | |||
| State construction surchargeState law adds 0.1% of total construction cost on a commercial permit, collected by the town and remitted to the state. | ls | $1,245 | Published | |||
| Utility application and system-impact studyThe utility's fee to study what a new large service does to the circuit and to design the make-ready work. The utility publishes no fee for this, so it is an allowance. | ls | $4,200 | Estimated | |||
| Commissioning and load testingEnergise, load test every port to rated power, register on the network, walk the punch list. | port | $13,750 | Estimated | |||
| Project management5% of hard cost and design: running the bid, the utility, the town and the schedule. | ls | $64,591 | Estimated | |||
| Contingency10% on everything above. What it is for: rock in the trench, a utility redesign, and the gap between a published unit cost and a real bid. | ls | $140,465 | Estimated | |||
| Total development cost | $1,545,115 | |||||
4 DC stalls are served by 4 chargers, because one Tesla V4 Supercharger Post serves 1 stall across its 1 connector; 6 Level 2 stalls are served by 6 units. Connected load 1416 kW: 1247 kW of DC fast charging (4 units sharing 1 power cabinet, so the site never draws the 2000 kW the units are rated for), 69 kW of Level 2, and 100 kW to recharge the battery. At 480 V three phase, plus the 125% the code requires for a continuous load, that is 2129 A, so the service is 2500 A and the transformer 2100 kVA.
Measured on the site survey, state imagery, Mar 2026: 31 ft service to the equipment pad, 56 ft equipment pad to the charging row, 42 ft along the charging row. The run starts at the nearest building corner, which is where a building's electrical service almost always is; draw the transformer or the meter on the survey and the run starts there instead. 129 ft of it crosses pavement and carries a saw cut and a patch. Editable: change the number if the contractor's field measurement differs.
Every line is a quantity times a unit cost. 3 lines come from a seller's own price, 6 from published cost, wage, tariff or fee data, and 29 from a build-up of those — because for most civil and switchgear items no public unit price exists at all. Nothing here is a contractor's quote: that is what the companies at the bottom of this page are for.
Against the published benchmarks
Large demand rate · $0.1616 per kWh of energy and $7.57 per kW of peak per month
A DC position is busy about 6% of the time at 120 kWh a day, so 3 of 4 stalls are expected to be charging at the same time in the busiest half hour of a month, each drawing about 150 kW. The peak cannot fall below 191 kW, which is one car charging on its own. This is billing demand, not the 1247 kW the equipment is rated for, and the service still has to be sized for the rating.
One blended $0.24 per kWh hides the demand charge entirely. Split out, it shows what actually happens at a fast charging site: a single car charging alone sets a floor of 191 kW on the billing demand, so $33,266 of demand charge is owed in year one whether the site is busy or not. That is the cost the battery exists to cut, and it is why the battery pays for itself on a line that has nothing to do with selling electricity.
Simple check on the battery
Source: the utility's published commercial rate schedule, January 2026
Every way of cutting the $7.57 per kW-month demand charge, priced and ranked
The untreated peak is the same every month because the demand charge is billed on the worst half hour of each month and a busy evening happens in all twelve. No monthly shape for public fast-charging throughput in this region is published, so none is invented. The array is the only thing that moves: 65.4 kW at 13:00 in July against 45.4 kW at the same hour in December.
| Per month | Jan | Feb | Mar | Apr | May | Jun | Jul | Aug | Sep | Oct | Nov | Dec |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Peak, nothing done | 491 | 491 | 491 | 491 | 491 | 491 | 491 | 491 | 491 | 491 | 491 | 491 |
| Peak after the stack | 189 | 189 | 189 | 189 | 188 | 188 | 188 | 188 | 189 | 189 | 189 | 189 |
| Roof array at 13:00 | 48 | 50 | 56 | 62 | 66 | 65 | 65 | 64 | 61 | 58 | 47 | 45 |
| Demand charge | $5k | $5k | $5k | $5k | $5k | $5k | $5k | $5k | $5k | $5k | $5k | $5k |
Socomec SUNSYS HES L SKID UL, two battery cabinets publishes no price, so the rate is the derived commercial two-hour installed cost and the line says estimate rather than borrowing the product's authority for a number its maker never gave. The best fit in the catalogue for a four-stall retail site, because the product's own band is almost exactly the site's: 203 to 611 kWh and 50 to 300 kW, and the datasheet's first named application is EV charging infrastructure. This configuration is 407.4 kWh and 200 kW. Pre-assembled on a forkliftable skid, factory tested and pre-commissioned, so on site only the AC feed and the comms are landed. Fire protection is smoke and heat detection, aerosol suppression, a dry pipe for the fire department's inlet and a deflagration vent panel. Quietest system in the catalogue at under 64.8 dBA at one metre, which matters at a retail property line. Two things to know: the maximum power rate is 0.5C, so power is capped at about half the energy and 300 kW needs the three-cabinet configuration, not the one-cabinet one; and only 480 V three phase plus neutral is published, so a 208 V service needs a step-down transformer. The published usable energy is given as a duration table per power and cabinet combination rather than as a single figure, so nameplate is carried here and usable is marked unverified rather than derived from an ambiguous table. This is also the battery sold in North America as a well-known inverter maker's commercial solar-plus-storage package: that vendor supplies the inverters and the energy-management software and this is the storage under it, so the physical, thermal and warranty numbers to use are these. Not published by the maker: Usable energy (published only as a duration table), the base warranty term (an extended warranty up to 20 years is offered separately) and price.
| Lever | Cost | Per year | Peak cut | Saves a year | Payback | Session time | Basis |
|---|---|---|---|---|---|---|---|
| Idle fee and a session limitCharge for occupying a position after the car stops drawing, and cap a session, recovering 25% of idle time. | free | – | 150 kW | $23,940 | at once | – | Estimated |
| Rooftop solar on the buildingBring the roof's 118 kW-DC array behind the charging meter. | free | – | 5 kW | $798 | at once | – | Published |
| The same cap, held only inside the tariff's demand windowHold the service to 200 kW during June-September 8am-10pm, December-February 7am-10pm, October-November and March-May 8am-9pm, weekdays only, nine holidays excluded, and leave it wide open the rest of the time. | $3,306 | $1,150 | 291 kW | $46,444 | 0.1 yr | +1%+183% when busy | Published |
| Dynamic power sharing, with a round-the-clock site capHold the whole charging service to 200 kW in a controller, and share that between whichever cars are plugged in. | $3,306 | $1,150 | 291 kW | $46,444 | 0.1 yr | +3%+183% when busy | Published |
| Battery bufferingDischarge 200 kW / 407 kWh of storage into the charging peak. | $365,779 | $1,800 | 200 kW | $31,920 | 12.1 yr | – | Published |
| Move to a different rate schedulenothing hereStay on G-32. | free | – | – | – | – | – | Published |
Idle fee and a session limit. Shorter occupancy drops the chance of two cars overlapping, taking the expected worst half hour from 3 positions to 2 and billing demand from 491 kW to 341 kW. Every major public network publishes an idle or congestion fee, so it is ordinary practice and costs nothing to turn on — it is a setting in the same network subscription. How much it changes a site's load shape is published nowhere, so the share above is a stated assumption, not a measured effect. It also earns revenue, which is not counted here.
Rooftop solar on the building. At 13:00 — which is the hour a charging site's peak is most likely to form — the array averages 66.3 kW, and on the worst day of that month it makes 2.6 kW. A monthly demand charge is billed on a single interval, so the worst day is what it can be counted on for, and that is why the published credit against a demand charge is only 4% of the array's rating: 5 kW here, worth 798 dollars a year. The array is estimated, not measured: the survey carries building footprints and no panel geometry, so 23,175 sq ft of roof is taken at 34% under module — itself two published figures multiplied, 49% of a medium commercial building's roof being suitable and 70% of suitable area carrying module once row spacing is allowed for — at a published rooftop power density. Correct the coverage share, or type the array size in, and everything follows. The good news first: a charging site peaks in the early afternoon, not the evening, so its coincidence with a roof is better than a typical commercial building's — at 13:00 in July this array averages 66.3 kW against a 66.3 kW midday figure. The bad news is that it does not help the demand charge much anyway, for a reason the published study states plainly: the charge is billed on one interval a month and cloud often coincides with peak load. And what the charging project gains from an array that is already on the roof is only the difference between the retail rate and whatever credit those exported kilowatt-hours earn today, on the 87,578 kWh a year the chargers would consume while the sun is up. That spread is carried at zero until the array's current export credit is confirmed, because crediting it at the full retail rate would count a kilowatt-hour the array is already being paid for. Enter the spread and this line fills in. If the chargers take their own service, the existing array does nothing for them until it is re-metered.
The same cap, held only inside the tariff's demand window. G-32 measures demand only during its Peak hours — June-September 8am-10pm, December-February 7am-10pm, October-November and March-May 8am-9pm, weekdays only, nine holidays excluded — so a ceiling that covers exactly those hours takes billing demand to 200 kW while the site runs at full power for the other 60% of the year's hours. Overnight, weekend and holiday charging sets no demand charge at all on this schedule. This is the lever a charging site is most likely to have been told does not exist. It does: the schedule's own text measures billing demand on "the greatest fifteen minute peak occurring in such month during Peak hours", and about 40% of a year's hours are inside that definition. Sessions inside the window get 3% longer; sessions outside it are untouched. It also argues for pricing: an overnight rate costs the site nothing in demand charge.
Dynamic power sharing, with a round-the-clock site cap. Capping at 200 kW takes billing demand from 491 kW to 200 kW. This is the only lever that reaches below the one-car-alone floor, because it is the only one that limits what a single car may draw. The code lets an installation be sized on what the energy-management system will allow rather than on the sum of the nameplate ratings, which turns a cap from an operating habit into a design input — so it shrinks the service, the transformer and the feeder as well as the bill, and that second saving is usually larger than the controller costs. The hardware is at published list prices (a listed controller, a current-transformer meter) plus a stated build-up for the enclosure, the interface to the switchgear and the wiring; the yearly figure is the published network plan the power-sharing feature requires. The code also requires the gear to be field marked with the setting and the words that it must not be bypassed, which is a commissioning task rather than a software toggle. An average session gets 3% longer at this cap — 0.36 hours becomes 0.37, and 183% longer in the busiest half hour when every stall shares the ceiling.
Battery buffering. It takes billing demand from 491 kW to 291 kW. Both its power and its energy are inside what the peak offers. Cost is the chosen product's installed price plus its share of the pad, the switchgear, the labour and the permits, so it is not comparable to a bare hardware quote. It earns an investment credit the other levers on this list do not, which the incentive stack applies separately, and it cannot reach below the one-car-alone floor either.
Move to a different rate schedule. G-32 is the cheapest schedule this load is eligible for. C-06 would bill -61,562 dollars a year more, and c-06 is written for demand up to 200 kw, and this site peaks at 491 kw.. The only schedule with no demand charge at all is C-06, and it pays for that with an energy rate 1.5 times higher and a reactive minimum above 25 kVA. On this site's throughput that is -61,562 dollars a year better, and the site is outside its band. No EV rate, demand-charge holiday or demand-limited schedule is in effect to choose instead.
Ranked on annual saving per dollar of capital, not on saving. A ranking on saving alone puts the battery first on nearly every site, because it is the biggest lever — and also the one that costs a hundred times what the cheapest lever costs. Levers with no capital cost rank above everything that has one.
| # | Lever | Peak before | Peak after | This step cuts | On its own | Saves a year | Cost |
|---|---|---|---|---|---|---|---|
| 1 | Move to a different rate scheduleskippedG-32 is the cheapest schedule this load is eligible for. C-06 would bill -61,562 dollars a year more, and c-06 is written for demand up to 200 kw, and this site peaks at 491 kw.. | 491 kW | 491 kW | – | – | – | – |
| 2 | Idle fee and a session limit | 491 kW | 341 kW | 150 kW | 150 kW | $23,940 | – |
| 3 | Rooftop solar on the building | 341 kW | 336 kW | 5 kW | 5 kW | $798 | – |
| 4 | The same cap, held only inside the tariff's demand window | 336 kW | 200 kW | 136 kW | 291 kW | $21,706 | $3,306 |
| 5 | Dynamic power sharing, with a round-the-clock site capskippedAlready counted: it is the same controller as the step above, which on G-32 only has to hold its ceiling during June-September 8am-10pm, December-February 7am-10pm, October-November and March-May 8am-9pm, weekdays only, nine holidays excluded to earn the whole saving. Holding it round the clock instead would slow every overnight and weekend session for nothing, because those hours set no billing demand on this schedule. | 200 kW | 200 kW | – | 291 kW | – | – |
| 6 | Battery buffering200 kW on its own, 9 kW here: the cap took the rest first. | 200 kW | 191 kW | 9 kW | 200 kW | $818 | $365,779 |
| The stack | 491 kW | 191 kW | 300 kW | $47,261 | $369,085 |
Worth doing: 3 of these. Not worth doing: battery buffering
Why these do not add up, and should not
Billing demand is 491 kW at steady-state utilisation, of which 191 kW — 39% — is one car charging on its own. That is the structural problem: the demand charge barely moves across the whole range of how busy the site might be, so it is owed whether the site sells anything or not.
Together these take the peak to 191 kW for $369,085 of capital and $2,950 a year to run, saving $47,261 a year.
Adding up what each lever saves on its own gives $103,102 a year, which is $55,840 more than is actually there. The difference is the same kilowatts claimed twice — mostly by the cap and the battery, which compete for exactly the same overlap.
One missed half hour does not cost one month. Billing demand is floored at 75% of the highest of the preceding eleven months, so a single 491 kW event holds the bill at 368 kW for the following eleven months — 29,303 dollars. That is the case for a mitigation that cannot have an off day: a controller holds its cap every hour, a battery can be empty when the peak arrives, and an array is behind a cloud several times a month.
Battery buffering is left out of the recommendation, not because it does nothing, but because the cheap levers got there first: It saves nothing once the levers above it have run, so its 365,779 dollars buy nothing.
Idle fee and a session limit next to the others. It lowers occupancy, so it lowers the overlap the cap and the battery are there to catch. Worth switching on first because it is free, but it makes the two levers below slightly smaller rather than adding to them.
Rooftop solar on the building next to the others. Solar and a battery are the one pair on this list that genuinely add up, because the battery is what turns an intermittent afternoon surplus into a firm evening kilowatt — that, rather than the demand charge alone, is the case for storage on a site with a roof like this. Solar and the cap barely interact: the cap limits what the chargers may draw and solar changes where some of it comes from.
The same cap, held only inside the tariff's demand window next to the others. It is the same controller as the round-the-clock cap with a clock added, so it costs nothing extra and must not be counted twice. On a schedule with a demand window it is strictly better than the round-the-clock cap: the same saving for a fraction of the customer cost, because sessions outside the window are never slowed. On a schedule without one it is strictly worse.
Dynamic power sharing, with a round-the-clock site cap next to the others. Takes the same kilowatts a battery would take, and takes them first because it costs a fraction as much. Whatever it caps, the battery no longer has to shave — the two do not add up, and a ranking that adds them is wrong.
Battery buffering next to the others. It is the most expensive way to buy the same kilowatts the cap buys, so it should be sized on what is left after the cap, not on the untreated peak. It is also the only lever that turns solar into a firm kilowatt, and the only one that keeps the site running through an outage — neither of which is counted in the saving above.
| Schedule | Energy | Demand | Customer | Year on this load | Available |
|---|---|---|---|---|---|
| G-32Large demand ratedemand billed in peak hours only | $0.1616 | $7.57$5.73 above 200 kW75% 11-month floor | $1,871/mo | $119k | yes |
| G-02General demand rate | $0.1585 | $6.29$8.79 above 10 kW75% 11-month floor | $225/mo | $121k | G-02 is written for demand up to 200 kW, and this site peaks at 491 kW. |
| C-06Small commercial rate | $0.238 | none | $24/mo | $57k | C-06 is written for demand up to 200 kW, and this site peaks at 491 kW. |
| X-01Electric propulsion rate | $0.1546 | $7.57 | $1,424/mo | $92k | Traction power at 69 kV or greater only. Not available to a charging site. |
The demand charge has a schedule, and half the year is outside it
One bad half hour costs eleven months
The demand charge is tiered, not flat: on G-32 transmission is charged on every kilowatt and distribution only on kilowatts above 200, so a kilowatt removed from the top of this site's peak is worth $13.3 a month and one removed below the breakpoint only $7.57. That is why the first kilowatts a controller takes off are the most valuable on the site.
No EV rate schedule exists. The one schedule with no distribution demand charge at all — X-01, structurally exactly what a charging site would want — applies only to traction power taken at 69 kV or greater, so it is not available. The schedule with no demand charge at all pays for it with a delivery energy charge 2.2 times higher and a reactive minimum above 25 kVA, and this site is above its band anyway. The large demand rate is not even a choice: it is compulsory for a new customer requesting 225 kVA or more of service capability.
Fast charging demand-charge discount: $0 a year. A real, filed, still-effective provision that credits the whole distribution demand charge for 36 monthly bills — and it is closed. Its own text says it is no longer accepting new participants, and eligibility requires enrolment to have been completed between September 2018 and August 2021. It also dies on any change of customer of record, so it cannot be acquired with a property.
Charger demand-response incentive: $0 a year. Current and real — $50 on enrolment plus $20 at the end of a season, up to 60 events of two to three hours between 3pm and 8pm from June to September — but it is the residential and small-business track. Eligible rate classes are the two residential ones and the small commercial one only, and the approved hardware list is residential wi-fi Level 2 units. No fast charger qualifies, and a site on the general or large demand rate is excluded outright.
Utility make-ready contribution: $0 a year. No make-ready provision of any kind exists in the filed tariff book. The only EV-specific filed provision is the closed discount pilot above.
Storage daily-dispatch performance payment: $0 a year. This is the largest unpriced item on the page, and it is unpriced because the utility publishes no rate for it. The published battery programme pays $225 per average kW of summer event discharge, but it caps at a 50 kW inverter and at the residential and small-commercial rate classes, and it says larger systems should enrol in a commercial daily-dispatch pathway for which no programme guide, incentive rate or filed tariff is published. A 100 to 300 kW battery on this site belongs in that pathway. Carried at zero and flagged rather than guessed: get the rate in writing from the utility or an approved implementer before it changes a decision.
Source: the utility's filed commercial rate schedules and programme guides, effective 1 September 2026
The survey measures building footprints; it carries no panel geometry, so the array is estimated from roof area and a coverage share you set. Correct the share, or type the array size straight in, and everything above follows.
State charger grants, the federal charger credit, and the federal investment credit on the battery
| Program | How it applies | Amount | Reduces basis | Status |
|---|---|---|---|---|
| RI charger rebate | 4 DC × $50,000 (program cap) = $100,000; 6 L2 × $10,000 (program cap) = $60,000 | $160,000 | $160,000 | cash grant |
| Utility make-ready | Amount depends on the utility's design; listed for the application, not counted. | – | – | not available |
| Federal 30C credit | The site's census tract does not qualify (needs a low-income or non-urban tract). | – | – | not available |
| Federal battery credit30% | 30% of $365,779 of battery cost = $109,734 (30% base, prevailing wage and apprenticeship met). $54,867 of it reduces the depreciable basis, which is half the credit and not all of it. | $109,734 | $54,867 | tax credit |
| Total | $160k of cash, $110k of credits — 17% of gross cost | $269,734 | $214,867 |
The two credits reduce basis by different amounts, and that is not a mistake
Grants are treated as reducing the depreciable basis (as if excluded from income); if a program's grant is taxable income instead, basis stays at cost and the grant is taxed in year 1.
The charger credit is computed on cost not funded by grants and reduces basis by the whole credit, as its statute requires.
Grants and credits are modelled as year-0 cash; in practice grants pay on completion and a credit is realised on the year-1 tax return.
The battery credit reduces basis by half the credit, not all of it — the opposite rule to the charger credit. Both are implemented as written, which is why the two credits show different basis lines.
RI charger rebatePublicly accessible commercial sites: the lesser of 80% of eligible cost or $10,000 per Level 2 charger (up to 6, $60,000 per site) and $50,000 per DC fast unit (up to $100,000 per site); +5% in environmental-justice communities. ENERGY STAR equipment only; first-come first-served; sites funded under the federal corridor program are ineligible. Amounts confirmed by the owner 2026-09-26.
Federal battery credit30% of the battery's installed cost when the prevailing wage and apprenticeship requirements are met, 6% when they are not, plus 10 points for an energy community and 10 points for domestic content. Standalone batteries of 5 kWh and up have qualified since 2023. Only half the credit reduces the depreciable basis, unlike the charger credit where the whole credit does. Confirm the foreign-content rules for a project starting construction after 2025 with a tax adviser.
The site's census tract does not qualify (needs a low-income or non-urban tract).
100% bonus in year one on the eligible basis, the rest on 5-year MACRS
| Year | Rate | Depreciation | Cumulative | What it is |
|---|---|---|---|---|
| 1 | 100% + 20% | $1,330,248 | $1,330,248 | Bonus on the whole eligible basis, plus the first MACRS year on anything not taken as bonus |
| 2 | 32% | $0 | $1,330,248 | 5-year MACRS, half-year convention |
| 3 | 19% | $0 | $1,330,248 | 5-year MACRS, half-year convention |
| 4 | 12% | $0 | $1,330,248 | 5-year MACRS, half-year convention |
| 5 | 12% | $0 | $1,330,248 | 5-year MACRS, half-year convention |
| 6 | 6% | $0 | $1,330,248 | 5-year MACRS, half-year convention |
| 7 | 0% | $0 | $1,330,248 | Fully depreciated |
Energy, demand charges, the battery's demand saving, network fees and maintenance
cumulative, after taxpre-taxmarker = payback
| Yr | Peak kW | Charging revenue | Battery demand saving | Energy | Demand charges | Network fees | Fixed & upkeep | Net | Depreciation | Tax | After tax | Cumulative |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 | 295 | $56,612 | $15,916 | −$18,870 | −$33,266 | −$12,294 | −$24,255 | −$16,159 | $1,330,248 | −$498,171 | $482,012 | −$793,370 |
| 2 | 393 | $75,482 | $26,146 | −$25,160 | −$48,939 | −$16,212 | −$24,255 | −$12,939 | $0 | −$4,787 | −$8,152 | −$801,521 |
| 3 | 491 | $94,353 | $26,118 | −$31,450 | −$64,612 | −$20,356 | −$24,255 | −$20,203 | $0 | −$7,475 | −$12,728 | −$814,249 |
| 4 | 491 | $100,957 | $26,090 | −$33,652 | −$64,612 | −$22,251 | −$24,255 | −$17,722 | $0 | −$6,557 | −$11,165 | −$825,414 |
| 5 | 491 | $108,034 | $26,063 | −$36,011 | −$64,612 | −$24,341 | −$24,255 | −$15,121 | $0 | −$5,595 | −$9,526 | −$834,940 |
| 6 | 491 | $115,582 | $26,036 | −$38,527 | −$64,612 | −$26,639 | −$24,255 | −$12,414 | $0 | −$4,593 | −$7,821 | −$842,761 |
| 7 | 491 | $123,696 | $26,010 | −$41,231 | −$64,612 | −$29,180 | −$24,255 | −$9,572 | $0 | −$3,541 | −$6,030 | −$848,791 |
| 8 | 491 | $132,377 | $25,985 | −$44,125 | −$64,612 | −$31,981 | −$24,255 | −$6,611 | $0 | −$2,446 | −$4,165 | −$852,956 |
| 9 | 491 | $141,623 | $25,960 | −$47,207 | −$64,612 | −$35,057 | −$24,255 | −$3,548 | $0 | −$1,313 | −$2,235 | −$855,191 |
| 10 | 491 | $151,530 | $25,936 | −$50,509 | −$64,612 | −$38,451 | −$24,255 | −$362 | $0 | −$134 | −$228 | −$855,419 |
| 11 | 491 | $162,098 | $25,912 | −$54,032 | −$64,612 | −$42,184 | −$24,255 | $2,927 | $0 | $1,083 | $1,844 | −$853,574 |
| 12 | 491 | $173,420 | $25,888 | −$57,806 | −$64,612 | −$46,300 | −$24,255 | $6,335 | $0 | $2,344 | $3,991 | −$849,583 |
| 13 | 491 | $185,591 | $25,865 | −$61,863 | −$64,612 | −$50,852 | −$24,255 | $9,875 | $0 | $3,654 | $6,221 | −$843,362 |
| 14 | 491 | $188,705 | $25,843 | −$62,901 | −$64,612 | −$53,172 | −$24,255 | $9,609 | $0 | $3,555 | $6,053 | −$837,309 |
| 15 | 491 | $188,705 | $25,821 | −$62,901 | −$64,612 | −$54,713 | −$24,255 | $8,045 | $0 | $2,977 | $5,069 | −$832,240 |
Year 0 is −$1,275,381: $1,545,115 of cost less $160,000 of grants and $109,734 of credits. Grants and credits are shown as year-0 cash; in practice a grant pays on completion and a credit is realised on the year-1 return. Utilization starts at 60% of steady state and reaches it in year 3, then grows 7% a year to a ceiling of 2× steady state.
Utilization p10 / p50 / p90 against three selling prices; after-tax payback and NPV in each
| Utilization | DC kWh/port/day | $0.40 | $0.50 | $0.60 |
|---|---|---|---|---|
| p10 · pessimistic | 82 | −$1.03M> 15 yr | −$950k> 15 yr | −$873k> 15 yr |
| p50 · the estimate | 120 | −$983k> 15 yr | −$871k> 15 yr | −$759k> 15 yr |
| p90 · optimistic | 176 | −$920k> 15 yr | −$755k> 15 yr | −$591k> 15 yr |
Each cell is the after-tax net present value with the after-tax payback beneath it. The demand charge barely moves across these cases, because it is set by one car charging alone rather than by how busy the site is — which is why the utilization range swings the revenue much more than it swings the cost.
Companies that do this work in Rhode Island, and what was verified about each
Nothing on this page is a quote
Service and transformer, switchgear and panels, feeders, conduit, grounding, metering, charger set and commissioning, plus the electrician labour.
Toner Electric
own site305 Oliphant Ln, Unit 10, Middletown, RI 02842
(401) 847-0993
Electrical scope: service and panel work, feeders and conduit, charger set and terminations, Level 2 units.
WhyThe only candidate in the same town as the site. Aquidneck Island electrical contractor since 1952, stocks Level 2 charging hardware and says it installs any EV charger type, including wall-mounted units, and does large commercial work.
AskHave they set a DC fast unit with a separate power cabinet, and do they carry EVITP-certified electricians? Neither is claimed on their site.
In Middletown, the same town as the site.
Melone Electric
own site47 General St, Providence, RI 02904
(401) 595-0016
www.meloneelectric.com/electric-vehicle-chargers
Electrical scope with EV credentials: charger set, terminations, commissioning, Level 2 build-out.
WhyThe only candidate that publishes EV credentials itself: its own EV page says its installers are trained under the national Electric Vehicle Infrastructure Training Program and that the firm is a Tesla certified installer, and shows a completed charging install in Narragansett.
AskTheir EV page reads Level 2 and light commercial. Confirm DC fast experience and a 480 V three-phase service upgrade before treating them as a turnkey bidder.
E.W. Audet & Sons
part verified169 Bay Street, Providence, RI 02905
(401) 467-3510
Turnkey: the electrical scope plus the underground work in one number. They own backhoes and diggers and self-perform underground utilities, so the trench and the feeder need not be split between two contracts.
WhyThe strongest candidate for a single-contract job. Heavy commercial, industrial and municipal work with in-house underground utilities and heavy equipment, and a union signatory contractor, which matters if the 30C credit is claimed at the 30% prevailing-wage rate.
AskTheir site does not mention EV charging at all. Confirm they have set DC fast equipment, and get the EVITP question answered, before this becomes the lead bid.
Energy Electric
own site6 Blackstone Valley Place, Suite 204A, Lincoln, RI 02865
(508) 278-3200
energyelectricne.com/ev-charging.html
Electrical scope, and the only one that markets commercial charging as a product line rather than a service it also does.
WhyA regional commercial electrical firm whose own EV page sells Level 2 and Level 3 charging to retail, workplace and campus owners across six New England states, with code and safety certifications listed. A useful price check against the two local bids.
AskRoughly 35 miles from the site, so ask what they charge for travel and whether a foreman is on site daily. No EVITP claim on their page.
Four are listed rather than three because none is a clean match on its own: the two with published EV credentials do not show DC fast work, and the one with the heavy-electrical and underground capability to run this job does not mention EV charging anywhere. Expect to disqualify one on the first call.
Trenching and backfill, saw-cutting and asphalt patch, equipment pads, bollards, striping and EV pavement markings, the accessible stall, and landscape restoration.
J.A.M. Construction
own site1700 West Main Rd, Middletown, RI
(401) 849-8080
Civil scope: trenching and underground electric, equipment pads, concrete formwork, grading and restoration.
WhyOn West Main Road, the same road as two of the three sites, and self-describes as Aquidneck Island's leading construction company with 30 employees and 75 pieces of equipment. Underground electric conduit is named as one of its utility trades, which is exactly the long pole in this job.
AskGet the trench price by the foot separately for landscape and for saw-cut asphalt, and ask who does the pavement patch and striping.
In Middletown, the same town as the site.
R.T. Nunes & Sons
own site41 Industrial Lane, Unit 1, West Warwick, RI 02893
(401) 821-8693
Civil scope end to end: excavation, underground electric, drainage, concrete flatwork and asphalt paving in one number.
WhyThe broadest civil scope of the three, covering everything this project's civil line items name: excavation, underground utilities including electric, concrete flatwork and asphalt paving. A certified Rhode Island minority business enterprise since 1983, which can matter on grant-funded work.
AskAbout 35 miles out, so confirm mobilisation and whether the paving crew is in-house or subcontracted.
William Anthony Excavating
directory only3666 Quaker Ln, North Kingstown, RI 02852
(401) 294-2320
Civil scope with the pavement finish included: excavation, commercial paving, curbing and line striping.
WhyThe one candidate that lists line striping alongside paving and excavation, so the EV stall markings and the trench patch can sit in the same contract. Operating since 1989 and a certified minority business enterprise.
AskConfirm the phone and address on the call: their own website returned a server error on every attempt, so the number below comes from third-party listings that agree with each other but are not the company's own page.
Two of the three published their own address and phone. William Anthony Excavating did not: their website returned a server error on every attempt, so that number comes from third-party listings that agree with each other and should be confirmed when you call. If the trench is the whole job, the turnkey bidder in the electrical scope can also self-perform it.
The battery, its inverter and enclosure, the pad, the interconnection and the utility application for a behind-the-meter system sized to shave the charging peak.
Newport Solar
own site300 Old Baptist Rd, Unit 2, North Kingstown, RI 02852
(401) 295-4500
Battery scope: the storage system, its inverter, the interconnection and the utility paperwork. They also list fleet EV charging, so they can bid the battery and the chargers together.
WhyThe only Rhode Island company found that offers commercial battery storage on its own site at roughly this customer size, names Middletown, Newport and Portsmouth in its service area, and uses its own licensed installers rather than subcontractors.
AskTheir storage content leans residential-scale. Ask directly for a project reference at 100 kW or larger before relying on the price.
Solect Energy
part verified87 Hayden Rowe St, Hopkinton, MA 01748
(508) 598-3511
Battery scope as a commercial solar-plus-storage contractor, with the option of adding a rooftop or canopy array over the charging stalls.
WhyA genuine commercial storage contractor at the right size, rather than a utility-scale developer. Commercial solar plus storage is a stated core offering.
AskTheir own site names Massachusetts programs and does not list Rhode Island as a service area. A purchasing-consortium press release says they serve Rhode Island; confirm on the call that they will contract in Rhode Island and are licensed here.
Ameresco
part verifiedFramingham, MA
1-866-263-7372
Battery scope, and the only bidder that could also structure the project as an energy-services contract instead of an owner purchase.
WhyBattery energy storage is a published service line under its power infrastructure business, and it is a large enough counterparty to stand behind a performance guarantee on the demand-charge saving, which is the number this battery lives or dies on.
AskThey are a listed energy-services company whose work is mostly institutional and utility-scale. Ask up front whether a single retail property at 400 kWh clears their minimum project size; expect a slower process than the local bidders.
One confirmed, two plausible. Newport Solar is the only Rhode Island firm found that publishes commercial battery storage at this size. The Rhode Island storage market splits between residential installers and multi-megawatt developers, with little in between at 200 kW, so the other two are Massachusetts firms whose own sites do not name Rhode Island as a service area. Rhode Island Energy publishes approved battery hardware but no public installer list.
Assembled from the cost estimate above, so every bidder prices the same quantities.
Site: 825 West Main Road, 825 West Main Road, Middletown, RI 02842 Scope: 4 DC fast charging stalls served by 4 Tesla V4 Supercharger Post units (500 kW each, 1 stall per unit), and 6 Level 2 stalls served by 6 Tesla Wall Connector (Gen 3) units, plus a 200 kW / 407 kWh battery. Connected load: 1416 kW, which sizes the service at 2500 A, 480 V three phase, on a 2100 kVA transformer. Trench: 129 ft. We measured it on our own site survey, routed from the nearest building corner to the equipment pad and on to the charging row, of which about 129 ft crosses pavement and needs saw-cutting and patching. Please price the trench by the foot as well as in total so we can true it up against your own field measurement. Wages: please bid at prevailing wage. The federal charging credit pays 30% instead of 6% only when the prevailing wage and apprenticeship requirements are met, so an off-scale bid costs more than it saves. Please quote the following, item by item, with your own quantities where they differ from ours: EQUIPMENT - Tesla V4 Supercharger Post — 4 ea (4 chargers for 4 stalls: one unit serves 1 stall at 500 kW. The maker's own business configurator prices a cabinet plus eight posts as one package; this is that package rate spread over the posts. A four-post order carries a larger share of the cabinet, so this understates it.) - Tesla Wall Connector (Gen 3) — 6 ea (6 units for 6 Level 2 stalls: one unit serves 1 stall. Unit price from the maker's own shop; the published range for a pedestal-mounted commercial unit is $2,500 to $4,900.) - Pedestal for a Level 2 unit — 6 ea (A wall-mounted unit in a parking lot needs a pedestal; the maker's own shop price. A pedestal-mounted dual-port unit already stands on its own base, so this line is zero for one.) - Charging stall sign, installed — 11 ea (One sign per charging stall plus one at the entrance; required for grant eligibility on a publicly accessible site. No public unit price exists for signage, so this is trade practice.) - Network activation and configuration — 10 port (One-time activation, payment terminal setup and pricing configuration per port. The recurring network fee is in the operating pro forma, not here.) - Socomec SUNSYS HES L SKID UL, two battery cabinets: modules and enclosure — 407 kWh (The energy part of the battery cost, at 407 usable kWh. Socomec SUNSYS HES L SKID UL, two battery cabinets publishes no price, so the rate is the derived commercial two-hour installed cost and the line says estimate rather than borrowing the product's authority for a number its maker never gave.) - Socomec SUNSYS HES L SKID UL, two battery cabinets: inverter, transformer and controls — 200 kW (The power part: inverter, isolation transformer, switchgear and the controller that decides when to discharge. This is why a two-hour battery costs more per kWh than a four-hour one. Included in the product's published price where that price is all-in.) ELECTRICAL - New 2500 A, 480 V three-phase service — 1 ls (The utility's charge to bring a new large service to the meter. Built up from a base plus a rate per amp, because the published anchors are per site and for much smaller work: $3,500 to $9,500 a site where no transformer was needed and $10,000 to $25,000 where one was. The utility's make-ready programme may cover part of this; it is listed in the incentive stack but not netted out here.) - Pad-mounted transformer, 2100 kVA — 1 ea (Owner-owned transformer, from the published hardware bracket for 1,000 kVA and above, escalated to today. Transformer prices have risen faster than construction generally since that study and lead times run past a year, so the top of the bracket is used. Where the utility owns the transformer this line is zero and the utility recovers it through the rate instead.) - Main switchgear and service disconnect — 2,500 A (Service-entrance rated gear with the main breaker and surge protection. No public unit price exists for switchgear.) - EV load centre and breakers — 2,500 A (Distribution panel feeding the charging equipment, with a breaker per circuit. No public unit price exists.) - Feeder conductor, 6 parallel sets of 3 × 600 kcmil — 129 ft (Sized for 2500 A at 75 °C in conduit, three phase conductors and an equipment ground per set, over the measured run. Priced from copper content: no public source publishes conductor cost per foot by ampacity.) - Conduit in the trench — 129 ft (PVC raceway, 6 runs plus a spare for the network cable, over the measured trench length.) - Grounding and bonding — 4 location (Ground rods and ring at each pad and at the service, with every enclosure bonded. No public unit price exists.) - Revenue metering — 1 ea (Meter socket, current-transformer cabinet and the utility's metering fittings for a demand-metered account. No public unit price exists.) SITE AND CIVIL - Trench and backfill through pavement — 129 ft (The same study's figure for trenching through asphalt or concrete, $100 to $150 a foot, midpoint, escalated. That figure is composite, so the saw cut and the patch below are a split of it and not added on top.) - Saw-cut pavement, both sides of the trench — 129 ft (Two cuts per foot of trench crossing pavement, shown as 12% of the composite paved-trench price. No public source prices saw-cutting by the foot on its own.) - Full-depth asphalt patch over the trench — 129 ft (Binder and top course over compacted base, matched to the existing section, shown as 42% of the composite paved-trench price.) - Reinforced concrete equipment pad — 360 sq ft (3 pads at 120 sq ft — the power cabinet, the battery and the transformer — formed and poured with reinforcement and a frost footing. No public unit price exists for equipment pads.) - Stall striping and charging pavement markings — 10 stall (Stall lines plus the charging symbol and legend in each stall. No public unit price exists.) - Precast wheel stop — 10 ea (Keeps a vehicle off the charger and the cable. No public unit price exists.) - Protective bollard — 10 ea (Concrete-filled steel pipe either side of each charger and at the cabinet, as the equipment makers' own siting guides require. No public unit price exists.) - Accessible charging stall and access aisle — 1 stall (The wider stall, the marked access aisle, the curb ramp and the signage needed to make at least one charging position accessible. The accessibility standard sets the dimensions; nobody publishes the cost premium, so this is a build-up.) - Area lighting at the charging stalls — 2 ea (Lit stalls are a condition of most charging grant programmes and of overnight use. No public unit price exists.) LABOUR AND EQUIPMENT RENTAL - Electrician labour, journeyman and apprentice — 367.6 hr (Prevailing wage, the schedule that applies to this state and that the 30% federal charger credit requires: journeyman $81 an hour including fringe, apprentice $49, 40% apprentice hours, blended $68, times a 1.48 multiplier for payroll taxes, insurance, overhead and profit. No apprentice rate is published in the schedule, so the apprentice figure is a stated share of journeyman and is editable. Hours: 26 per DC charger (4 of them, not 4), 7 per Level 2 unit, 9 per 100 ft of feeder pull, 120 for the service and gear, 90 for the battery. Every one of those is editable.) - Site crew: excavation, pads and restoration — 126.1 hr (Operator and labourer at $31 an hour, times the same 1.48 multiplier as the electricians. 14 hours per 100 ft of trench and 36 hours per pad. No published wage table for this blend, so the wage is estimated.) - Trencher rental — 1 day (Rental only; the operator is in the site-crew line above.) - Concrete saw rental — 1 day (For the pavement cuts.) - Telehandler or lift rental — 3 day (Setting the cabinet, the transformer and the signage.) - Traffic control — 1 day (Signs, cones and a flagger pair while the trench is open near the entrance. The lot stays in use throughout.) DESIGN, PERMITS AND PROJECT MANAGEMENT - Engineering and stamped drawings — 1 ls (Electrical one-line, site and trench plan, structural pad detail and a professional engineer's seal, which the town requires for a service this size. Priced as a base fee plus a scale on the 2500 A service; set the engineering percentage above zero to price it as a share of cost instead.) - Building permit — 1 ls (The town's own fee schedule: $25, plus $30 for the first $1,000 of construction value, plus $15 for each further $1,000, on $1,245,344 of work.) - Electrical permit — 1 ls (The same town schedule applied to the electrical share of the work. A separate electrical permit and inspection are required.) - State construction surcharge — 1 ls (State law adds 0.1% of total construction cost on a commercial permit, collected by the town and remitted to the state.) - Utility application and system-impact study — 1 ls (The utility's fee to study what a new large service does to the circuit and to design the make-ready work. The utility publishes no fee for this, so it is an allowance.) - Commissioning and load testing — 10 port (Energise, load test every port to rated power, register on the network, walk the punch list.) - Project management — 1 ls (5% of hard cost and design: running the bid, the utility, the town and the schedule.) - Contingency — 1 ls (10% on everything above. What it is for: rock in the trench, a utility redesign, and the gap between a published unit cost and a real bid.) Our own estimate for the whole project is $1,545,115, built up from published cost data rather than from a quote, so treat it as a check on the arithmetic and not as a budget to hit. Please also tell us: your lead time, whether your electricians hold Electric Vehicle Infrastructure Training Program certification, and what you exclude.
825 West Main Road · computed Sep 28, 4:58 PM · KJA Properties · model version 4. Unit costs come from public cost studies, wage determinations, the utility's filed rates and the town's fee schedule where those exist, and from a stated build-up where they do not; each line says which. This is a model of stated assumptions, not a forecast, and not a quote.