741 West Main Road
741 West Main Road, Middletown, RI · Zone GBA · West Main Road
- Payback, after tax
- 11.0 yr
- 15-yr horizon
- NPV, after tax
- −$86k
- discounted at 10%
- IRR, after tax
- 4.5%
- pre-tax 4.8%
- Net capex
- $375k
- gross $496k
- Year-1 revenue
- $62k
- net $18k pre-tax
- Utilization p50
- 133kWh/port/day
- p10 91 · p90 196
Six signals
Each 0-100, weighted into the score
Traffic
24 /100weight 25
- Frontage traffic
- 8,600 veh/day
No station on "West Main Road" within 1 mile; nearest station used (2000 count). Verify against the state DOT's current counts.
Visibility & access
60 /100weight 15
- Frontage stalls
- 4
- Entrances drawn
- 1
- Stalls to road centreline
- 43 ft
Frontage stalls are the surveyed parking spaces marked as facing the road (not rejected); entrances are the drawn entrance zones; distance is from the nearest frontage stall (or the parcel centre) to the frontage road's centreline in the town road map.
Dwell
100 /100weight 15
- Amenities within 0.25 mi
- 19
- Amenities within 0.5 mi
- 78
- Weighted dwell points
- 112
Map amenities: restaurants, cafes, fast food, shops, supermarkets, gyms, hotels, pharmacies, banks. Things to do while charging.
Demand
47 /100weight 15
- Median household income (tract)
- $84,032
- Population density (tract)
- 1,509 /sq mi
- EV share (local)
- 2.3%
Income: $40k -> 0, $120k -> 100 (census tract data). Density: 4,000/sq mi -> 100. EV share: 5% of registered vehicles -> 100. EV share is the plug-in registration share for this ZIP (public registration counts).
Competition
44 /100weight 20
- DC fast ports within 1 mi
- 2
- DC fast ports within 3 mi
- 10
- Nearest DC fast site
- 0.7 mi
100 minus 12 per DC fast port within 1 mi and 4 per additional DC fast port within 3 mi (public station registry).
Site readiness
30 /100weight 10
- Confirmed stalls
- 0 (target ≥ 10)
- Placement issues
- 10
- Utility poles in the town map
- yes
- Zoning
- medium risk
Accessory use, by right in GBA
Utilization estimate
Expected charging per port per day at steady state
- DC p10
- 91
- kWh/port/day
- DC p50
- 133
- kWh/port/day
- DC p90
- 196
- kWh/port/day
- L2 p50
- 9
- kWh/port/day
- Sessions
- 4.4
- per DC port per day
- Time in use
- 10%
- implied, DC
- Steady state is reached in year 3; year 1 starts at 60% of it.
Source: public traffic counts, public station registry, map amenities, census tract data, aerial survey
- Frontage traffic-24%
8,600 vehicles/day on the frontage road (public traffic counts); 15,000 is neutral.
- Things to do nearby+20%
78 places within half a mile (weighted 112 points; 40+ is the full bonus).
- Competing fast chargers-24%
2 DC fast ports within 1 mi and 10 within 3 mi (public station registry).
- Local EV adoption+13%
2.3% of local vehicles are plug-ins vs 1.8% statewide (public registration counts by ZIP).
- Parking demand seen from the air+0%
On average 25% of survey flights showed a car in each of 20 stalls; 25% is neutral.
- Visibility & access+2%
4 frontage stalls, 1 entrances drawn.
- Charger power0%
500 kW units; 250 kW+ is neutral, slower units lose up to 6%.
Why it ranks here
Strongest signals for and against
For
- +$121k in grants covers 24% of the cost
- +78 places to eat or shop within half a mile
- +Things to do nearby: +20% on expected charging
Against
- −Frontage traffic: -24% on expected charging
- −Competing fast chargers: -24% on expected charging
- −Negative after-tax NPV ($-86k)
Traffic
8,600 veh/day on STHW 214 VALLEY RD, BTW STHW 138 & STHW 114 (0.07 mi from the site)
No station on "West Main Road" within 1 mile; nearest station used (2000 count). Verify against the state DOT's current counts.
- STHW 214 VALLEY RD · BTW STHW 138 & STHW 1148,600 · 0.07 mi
- STHW 138 E MAIN RD · BTW VALLEY RD & AQUIDNECK16,700 · 0.38 mi
- CONNELL HW · BTW UNDERWOOD & SHERMAN15,900 · 0.45 mi
- STHW 138A AQUIDNECK · BTW STHW 138 & GREEN END13,800 · 0.77 mi
- STHW 214 VALLEY RD · 800' S OF GRIFFIN RD12,700 · 0.94 mi
Source: public traffic counts
Things to do nearby
Places within 0.25 / 0.5 mi
- food
- 9 / 21
- grocery
- 0 / 4
- shops
- 8 / 38
- fitness
- 0 / 2
- hotel
- 1 / 3
- pharmacy
- 0 / 3
- bank
- 1 / 7
Nearest: D & M Tire, Rhode Island Emissions Safety Testing, Jiffy Lube, Minuteman Press, Newport County Computers, Benjamin Moore.
Source: map amenities
Demographics
Tract 403.04, Newport County
- Median household income
- $84,032state $86,372
- Population
- 3,2441,509 per sq mi
- Poverty rate
- 9.5%
- Households without a vehicle
- 17.6%
- Urban area
- Providence, RI--MA Urban Area
- EV share
- 2.3%local figure
30C tract: likely not eligible
ZIP 02842: 304 plug-ins (168 battery, 136 plug-in hybrid) for 14,749 residents, 30% above the statewide rate; ≈ 2.3% of local vehicles vs 1.8% statewide (public registration counts).
Source: census tract data
15-year pro forma
4 DC posts + 6 L2 units · recomputes as you edit
- Gross capex
- $496k
- DC $470k · L2 $26k
- Cash grants
- $121k
- RI charger rebate
- Federal 30C credit
- $0
- tract not eligible
- Net capex
- $375k
- Year-1 tax shield
- $132k
- basis $375k
- NPV, after tax
- −$86k
- pre-tax −$116k
cumulative cash, after taxpre-taxmarker = payback
- Payback, after tax
- 11.0 yr
- IRR, after tax
- 4.5%
- Year-1 net, after tax
- $150,289
- Total tax over horizon
- $68,252
- After-tax NPV per $ capex
- -0.17the portfolio ranking key
Assumptionsedit any field; every figure above recomputes
Grant and credit line items
grants $120,995 · credits $0 · 24% of gross capex| Program | Kind | DC | L2 | Total | Basis | Status |
|---|---|---|---|---|---|---|
| Rhode Island charger rebate (ChargeRI; owner: Charge Up RI / Power Up RI)Publicly 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. | grant | $100,0004 counted | $20,9956 counted | $120,995cap reached | reduces | confirmedprogram page |
| Utility make-ready (grid to the charger pad)Amount depends on the utility's design; listed for the application, not counted. | utility | – | – | – | no effect | confirmedprogram page |
| Federal 30C refueling property creditThe site's census tract does not qualify (needs a low-income or non-urban tract). | tax credit | – | – | – | reduces | confirmedprogram page |
- 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 30C credit is computed on cost not funded by grants and reduces basis by the credit amount, as the statute requires.
- Grants and the credit are modelled as year-0 cash; in practice grants pay on completion and the credit is realised on the year-1 tax return.
Year by year15 rows
| Year | Ramp | Revenue | Electricity | Fees | Net, pre-tax | Depreciation | Tax | Net, after tax | Cumulative, after tax |
|---|---|---|---|---|---|---|---|---|---|
| 0 | capex | −$375,249 | −$375,249 | −$375,249 | |||||
| 1 | 60% | $62,481 | −$30,842 | −$13,468 | $18,170 | $375,249 | $132,119 | $150,289 | −$224,960 |
| 2 | 80% | $83,308 | −$41,123 | −$17,824 | $24,360 | $0 | −$9,013 | $15,347 | −$209,613 |
| 3 | 100% | $104,134 | −$51,404 | −$22,432 | $30,299 | $0 | −$11,211 | $19,089 | −$190,524 |
| 4 | 107% | $111,424 | −$55,002 | −$24,538 | $31,884 | $0 | −$11,797 | $20,087 | −$170,437 |
| 5 | 115% | $119,234 | −$58,857 | −$26,862 | $33,515 | $0 | −$12,401 | $21,114 | −$149,323 |
| 6 | 123% | $127,565 | −$62,970 | −$29,417 | $35,178 | $0 | −$13,016 | $22,162 | −$127,161 |
| 7 | 131% | $136,520 | −$67,390 | −$32,243 | $36,887 | $0 | −$13,648 | $23,239 | −$103,921 |
| 8 | 140% | $146,101 | −$72,119 | −$35,356 | $38,625 | $0 | −$14,291 | $24,334 | −$79,588 |
| 9 | 150% | $156,306 | −$77,157 | −$38,777 | $40,372 | $0 | −$14,938 | $25,434 | −$54,154 |
| 10 | 161% | $167,240 | −$82,554 | −$42,551 | $42,135 | $0 | −$15,590 | $26,545 | −$27,609 |
| 11 | 172% | $178,903 | −$88,312 | −$46,701 | $43,891 | $0 | −$16,240 | $27,651 | $43 |
| 12 | 184% | $191,399 | −$94,480 | −$51,278 | $45,641 | $0 | −$16,887 | $28,754 | $28,797 |
| 13 | 197% | $204,833 | −$101,111 | −$56,339 | $47,382 | $0 | −$17,531 | $29,851 | $58,647 |
| 14 | 200% | $208,269 | −$102,807 | −$58,918 | $46,544 | $0 | −$17,221 | $29,323 | $87,970 |
| 15 | 200% | $208,269 | −$102,807 | −$60,631 | $44,830 | $0 | −$16,587 | $28,243 | $116,213 |
Sensitivity: after-tax NPV by utilization case and DC price
L2 price follows at 70% of the DC price; every other assumption as set above| Utilization case | $0.40/kWh | $0.50/kWh | $0.60/kWh |
|---|---|---|---|
| p1091 kWh/port/day DC | −$225k> 15 yr | −$141k> 15 yr | −$57k9.8 yr |
| p50133 kWh/port/day DC | −$210k> 15 yr | −$86k11.0 yr | $38k7.2 yr |
| p90196 kWh/port/day DC | −$187k> 15 yr | −$6k8.1 yr | $176k5.3 yr |
Comparable fast-charging sites
Nearest DC fast sites, most similar first
2966 East Main Road
2966 East Main Road, Portsmouth, RI · 6.5 mi away
- Frontage traffic
- 11,700 veh/day
- Amenities within 0.5 mi
- 4
- DC ports within 1 / 3 mi
- 8 / 8
- Nearest DC site
- Tesla · 0.59 mi
| Site | Network | Distance | DC ports | kW | Pricing | Amenities, 0.5 mi | Traffic | Similar |
|---|---|---|---|---|---|---|---|---|
| NEWPORTCHARGERS CPE250-11215 W Main Rd, Middletown | ChargePoint Network | 0.7 mi | 1 | – | – | 40 | 8,600 | 76% |
| NEWPORTCHARGERS CPE250-21215 W Main Rd, Middletown | ChargePoint Network | 0.7 mi | 1 | – | – | 40 | 8,600 | 76% |
| Portsmouth, RI - Tesla Supercharger3302 E Main Rd, Portsmouth | Tesla | 7.1 mi | 8 | 250 | – | 3 | 11,700 | 41% |
| 138 Connell Hwy138 CONNELL HWY, Newport | SHELL_RECHARGE | 1.6 mi | 4 | – | – | 23 | 16,900 | 40% |
| RI OER NEWPORT DCFC127 Connell Highway, Newport | ChargePoint Network | 1.8 mi | 2 | – | – | 5 | 16,900 | 29% |
| RI OER NEWPORT DCFC327 Connell Highway, Newport | ChargePoint Network | 1.8 mi | 2 | – | – | 4 | 16,900 | 28% |
| GM - Paul Masse Buick GMC South2909 Tower Hill Rd, South Kingstown | EV Connect | 8.5 mi | 2 | – | – | 5 | 26,900 | 12% |
Similarity compares each site's frontage traffic and 0.5-mile amenity count with this site's. Power ratings are shown only where the registry carries them. Within 1 / 3 / 10 mi: 10 / 40 / 71 L2 ports.
Source: public station registry, public traffic counts, map amenities
Incentive programs
Programs that may apply; amounts modelled above where rules are known
30% of equipment + install, up to $100,000 per item (6% base; 30% with prevailing wage/apprenticeship)
Only in eligible tracts (low-income or non-urban); the demographics block tests the site's tract. Under current law, property must be placed in service by June 30, 2026 — confirm the deadline with a tax adviser before counting it. Modelled in the projection (reduces the depreciable basis).
Utility pays for make-ready infrastructure from the grid to the charger pad (up to 100% in disadvantaged communities, typically 50–100% otherwise)
Site-host applies before construction; DC fast eligibility and caps change by program year.
$10,000 per Level 2 charger up to 6 ($60,000) and $50,000 per DC fast unit up to $100,000 at publicly accessible sites
Amounts confirmed by the owner 2026-09-26; round-based, so check the open solicitation and eligible site types. Applied automatically in the incentive stack.
Up to 80% of eligible DC fast-charging costs along designated Alternative Fuel Corridors (RI-138 / East Main Rd is not a designated corridor; US-1, I-95, I-295, RI-146, RI-4 are)
Corridor sites only; 4 ports × 150 kW minimum.
Charging equipment is 5-year MACRS property; bonus depreciation per current tax law
Tax treatment, not a cash incentive; modelled in the after-tax projection (100% bonus by default, 5-year MACRS for the rest).
Source: incentive database, failed
Data sources
Public data only; no proprietary utilization data
- cachedSep 26, 2026
Public station registry
- cachedSep 27, 2026
Public traffic counts
- cachedSep 26, 2026
Map amenities
- cachedSep 26, 2026
Census tract data
- failed
Incentive database
Curated list shown instead · fetch failed
- skipped
State imagery
No access token configured
State imagery and aerial survey
Stall inventory, frontage stalls, entrances and parking demand come from the site survey on state imagery.
Methodology
In plain words
Score
Six signals, each 0 to 100, weighted Traffic 25, Competition 20, Dwell 15, Demand 15, Visibility and access 15, Site readiness 10. Traffic scales the frontage road's daily count from 2,000 (0) to 30,000 (100). Visibility adds frontage stalls (up to 50 for 10 or more), entrances drawn (15 for one, 25 for two or more) and the distance from the stalls to the road centreline (25 within 100 ft, fading to 0 at 300 ft). Dwell weights the places within half a mile by how long they hold a driver (supermarkets and hotels 4, restaurants and gyms 3, pharmacies 2, other shops and banks 1; places within a quarter mile count double) and saturates at 80 points. Demand blends tract median household income (45%), population density (35%) and the EV share (20%). Competition starts at 100 and loses 12 per DC port within a mile and 4 per further DC port within three miles; a busy road with no fast charging within three miles scores 100 as a gap. Readiness counts confirmed stalls toward the 10-stall grant configuration, placement issues in the saved layout, power nearby and the zoning verdict.
Utilization
Expected kWh per port per day starts from published regional averages for public fast charging and is multiplied by site factors: frontage traffic, things to do nearby, competing chargers, local EV adoption, parking demand seen across the survey flights, visibility and charger power. The p10 and p90 bound the estimate; confidence reflects how many of those inputs the site actually has. Year one starts at a share of steady state and ramps up over the first years, then grows and saturates.
Pro forma and taxes
Revenue is ports times kWh per day times price times 365, scaled by the ramp. Cost is energy at the levelized electricity rate plus the network services fee on DC energy (escalating) and a flat network and maintenance charge per L2 unit. Year 0 is hardware plus install, less cash grants and the federal 30C credit (30% of cost not funded by grants, capped per item, only when the tract qualifies). Taxes: the depreciable basis is gross cost less the credit and, by default, less grants; bonus depreciation expenses most of it in year one and the rest follows 5-year MACRS; tax is the rate times net less depreciation, so early years produce a shield. After-tax cash flow, NPV, IRR and payback follow from that. NPV is discounted at the rate set above; payback is interpolated within the year the cumulative turns positive.
Grants
Grant line items apply each program's rules to the layout: per-unit amounts, unit caps and program caps, by charger type. Lines marked verify are curated from program pages and should be confirmed against the current solicitation before relying on them.
What this is not
Only public signals are used: public traffic counts, the public station registry, map amenities, census tract data, state imagery and this portfolio's own survey. No proprietary charger reliability or utilization data. Treat the score as a ranking aid between your own sites, and the pro forma as a model of stated assumptions, not a forecast.