238 East Main Road, Middletown, RI · Zone LBA · East Main Road
Strongest signals for and against
For
Against
Caveats behind the verdict
Each 0-100, weighted into the score
weight 25
Frontage matched by road name to count station 1900411380 on STHW 138 E MAIN RD, BTW VALLEY RD & AQUIDNECK (2000 count). The public count set is the 2000-01 statewide series; verify against the state DOT's current traffic counts before relying on it.
weight 15
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.
weight 15
Map amenities: restaurants, cafes, fast food, shops, supermarkets, gyms, hotels, pharmacies, banks. Things to do while charging.
weight 15
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).
weight 20
100 minus 12 per DC fast port within 1 mi and 4 per additional DC fast port within 3 mi (public station registry).
weight 10
Accessory use, by right in LBA
Expected charging per port per day at steady state
Source: public traffic counts, public station registry, map amenities, census tract data, aerial survey
16,700 vehicles/day on the frontage road (public traffic counts); 15,000 is neutral.
62 places within half a mile (weighted 110 points; 40+ is the full bonus).
2 DC fast ports within 1 mi and 10 within 3 mi (public station registry).
2.3% of local vehicles are plug-ins vs 1.8% statewide (public registration counts by ZIP).
On average 29% of survey flights showed a car in each of 69 stalls; 25% is neutral.
38 frontage stalls, 3 entrances drawn.
500 kW units; 250 kW+ is neutral, slower units lose up to 6%.
16,700 veh/day on STHW 138 E MAIN RD, BTW VALLEY RD & AQUIDNECK (0.03 mi from the site)
Frontage matched by road name to count station 1900411380 on STHW 138 E MAIN RD, BTW VALLEY RD & AQUIDNECK (2000 count). The public count set is the 2000-01 statewide series; verify against the state DOT's current traffic counts before relying on it.
Source: public traffic counts
Places within 0.25 / 0.5 mi
Nearest: Siam Square, Mizu Steakhouse, AutoZone, GameStop, Wendy's, Bed Bath & Beyond.
Source: map amenities
Tract 403.04, Newport County
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
4 DC stalls + 6 L2 stalls · 4 DC chargers + 3 L2 units · recomputes as you edit
Utilization case
$330,723 per DC fast stall, with the Level 2 ports and all the shared work folded in, against the flat $55,000 a post this model used before. The published benchmarks put an all-in fast charging port at $79,199 on 2021 cost data, rising to about $157,000 by 2030, and the value many state corridor plans use is $375,000 a port for a four-position 150 kW station. This configuration lands above the middle of that range, because it carries 1247 kW of simultaneous charging power, which drives a 2500 A service and a 2100 kVA transformer, and the trench is a measured 298 ft. Charging hardware is 15% of the total, against the 10% to 30% the cost literature reports, and the whole installed cost is 6.8 times hardware, against the 3 to 5 times it reports for US projects.
cumulative cash, after taxpre-taxmarker = payback
| 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 | $30,0003 counted | $130,000cap 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 |
| Federal clean electricity investment credit on the battery30% 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. | tax credit | – | – | $114,230 | reduces | confirmedprogram page |
| Year | Ramp | Revenue | Electricity | Fees | Net, pre-tax | Depreciation | Tax | Net, after tax | Cumulative, after tax |
|---|---|---|---|---|---|---|---|---|---|
| 0 | capex | −$1,459,430 | −$1,459,430 | −$1,459,430 | |||||
| 1 | 60% | $90,699 | −$29,919 | −$18,166 | −$7,981 | $1,516,545 | $564,074 | $556,094 | −$903,336 |
| 2 | 80% | $120,932 | −$39,892 | −$24,612 | −$9,322 | $0 | $3,449 | −$5,873 | −$909,209 |
| 3 | 100% | $151,165 | −$49,865 | −$31,429 | −$11,034 | $0 | $4,082 | −$6,951 | −$916,160 |
| 4 | 107% | $161,746 | −$53,356 | −$34,546 | −$7,145 | $0 | $2,644 | −$4,502 | −$920,662 |
| 5 | 115% | $173,084 | −$57,096 | −$37,985 | −$3,071 | $0 | $1,136 | −$1,934 | −$922,596 |
| 6 | 123% | $185,177 | −$61,085 | −$41,766 | $1,170 | $0 | −$433 | $737 | −$921,859 |
| 7 | 131% | $198,177 | −$65,373 | −$45,947 | $5,620 | $0 | −$2,079 | $3,540 | −$918,319 |
| 8 | 140% | $212,084 | −$69,961 | −$50,554 | $10,253 | $0 | −$3,793 | $6,459 | −$911,860 |
| 9 | 150% | $226,898 | −$74,847 | −$55,616 | $15,040 | $0 | −$5,565 | $9,475 | −$902,384 |
| 10 | 161% | $242,771 | −$80,083 | −$61,200 | $20,017 | $0 | −$7,406 | $12,611 | −$889,774 |
| 11 | 172% | $259,701 | −$85,668 | −$67,341 | $25,147 | $0 | −$9,305 | $15,843 | −$873,931 |
| 12 | 184% | $277,841 | −$91,652 | −$74,114 | $30,457 | $0 | −$11,269 | $19,188 | −$854,743 |
| 13 | 197% | $297,341 | −$98,085 | −$81,603 | $35,964 | $0 | −$13,307 | $22,657 | −$832,086 |
| 14 | 200% | $302,330 | −$99,730 | −$85,419 | $35,421 | $0 | −$13,106 | $22,315 | −$809,770 |
| 15 | 200% | $302,330 | −$99,730 | −$87,954 | $32,817 | $0 | −$12,142 | $20,675 | −$789,096 |
| Utilization case | $0.40/kWh | $0.50/kWh | $0.60/kWh |
|---|---|---|---|
| p10134 kWh/port/day DC | −$1.17M> 15 yr | −$1.05M> 15 yr | −$928k> 15 yr |
| p50197 kWh/port/day DC | −$1.10M> 15 yr | −$925k> 15 yr | −$745k> 15 yr |
| p90290 kWh/port/day DC | −$1.00M> 15 yr | −$741k> 15 yr | −$477k13.2 yr |
Nearest DC fast sites, most similar first
2966 East Main Road
2966 East Main Road, Portsmouth, RI · 6.7 mi away
| Site | Network | Distance | DC ports | kW | Pricing | Amenities, 0.5 mi | Traffic | Similar |
|---|---|---|---|---|---|---|---|---|
| 138 Connell Hwy138 CONNELL HWY, Newport | SHELL_RECHARGE | 1.6 mi | 4 | – | – | 23 | 16,900 | 68% |
| NEWPORTCHARGERS CPE250-21215 W Main Rd, Middletown | ChargePoint Network | 0.9 mi | 1 | – | – | 40 | 8,600 | 58% |
| NEWPORTCHARGERS CPE250-11215 W Main Rd, Middletown | ChargePoint Network | 0.9 mi | 1 | – | – | 40 | 8,600 | 58% |
| RI OER NEWPORT DCFC127 Connell Highway, Newport | ChargePoint Network | 1.8 mi | 2 | – | – | 5 | 16,900 | 54% |
| RI OER NEWPORT DCFC327 Connell Highway, Newport | ChargePoint Network | 1.8 mi | 2 | – | – | 4 | 16,900 | 53% |
| Portsmouth, RI - Tesla Supercharger3302 E Main Rd, Portsmouth | Tesla | 7.2 mi | 8 | 250 | – | 3 | 11,700 | 40% |
| GM - Paul Masse Buick GMC South2909 Tower Hill Rd, South Kingstown | EV Connect | 8.7 mi | 2 | – | – | 5 | 26,900 | 37% |
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: 12 / 40 / 69 L2 ports.
Source: public station registry, public traffic counts, map amenities
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
Public data only; no proprietary utilization data
Public station registry
Public traffic counts
Map amenities
Census tract data
Incentive database
Curated list shown instead · fetch failed
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.
In plain words
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.
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.
Not an allowance any more. The cost is built up line by line — equipment, electrical, civil, labour and soft costs — each with a quantity, a unit cost and a note saying whether the figure came from a seller's price, from published cost, wage, tariff or fee data, or from a stated build-up where nothing public exists. The trench length is measured on this site's own survey, routed from the building's electrical service point round the building footprint to the equipment pad and the charging row, and the share of it crossing pavement is measured too, because that is what carries a saw cut and a patch. The service size falls out of the connected load at 125% for a continuous load, and the feeder, the conduit, the switchgear and the transformer are sized from that. The full itemization, with every line editable, is on the pro forma page.
Revenue is ports times kWh per day times price times 365, scaled by the ramp. Cost is the energy charge per kWh, the demand charge on the billing peak, the network services fee on DC energy (escalating) and a flat upkeep charge per L2 unit. The demand charge matters more than anything else here: it is billed on the highest half hour of the month, a single car charging alone already puts the site near its floor, and at the filed rates it can be a larger line than the electricity itself. A battery is sized to shave the top off that peak and its saving is shown as a revenue line. Year 0 is the itemized cost less cash grants, the federal charger credit and the federal investment credit on the battery. Taxes: the basis is gross cost less the whole charger credit, less half the battery 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. NPV is discounted at the rate set above; payback is interpolated within the year the cumulative turns positive.
Grant line items apply each program's rules to the layout: per-unit amounts, unit caps and program caps, by charger type. The two federal credits reduce the depreciable basis by different amounts, and both rules are implemented as written: the charger credit by the whole credit, the battery's investment credit by half of it. Lines marked verify are curated from program pages and should be confirmed against the current solicitation before relying on them.
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.