KJA PropertiesSite Intelligence
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Site score

2966 East Main Road

2966 East Main Road, Portsmouth, RI · Zone C · East Main Road

Low utilization tier30C tract: not eligibleNo saved layouthigh confidence
Refresh market dataPlannerSurveyExport dataComputed Sep 27, 4:24 PM · model v2
Payback, after tax
13.1 yr
15-yr horizon
NPV, after tax
−$120k
discounted at 10%
IRR, after tax
1.8%
pre-tax 2.0%
Net capex
$375k
gross $495k
Year-1 revenue
$50k
net $14k pre-tax
Utilization p50
104kWh/port/day
p10 71 · p90 153

Six signals

Each 0-100, weighted into the score

Weights 25 / 15 / 15 / 15 / 20 / 10

  • Traffic

    35 /100

    weight 25

    Frontage traffic
    11,700 veh/day

    Frontage matched by road name to count station 2700391380 on STHW 138 E MAIN RD, BTW SPRAGUE & DEXTER ST (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.

  • Visibility & access

    50 /100

    weight 15

    Frontage stalls
    0
    Entrances drawn
    5
    Stalls to road centreline
    88 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

    24 /100

    weight 15

    Amenities within 0.25 mi
    3
    Amenities within 0.5 mi
    4
    Weighted dwell points
    19

    Map amenities: restaurants, cafes, fast food, shops, supermarkets, gyms, hotels, pharmacies, banks. Things to do while charging.

  • Demand

    65 /100

    weight 15

    Median household income (tract)
    $155,536
    Population density (tract)
    954 /sq mi
    EV share (local)
    2.9%

    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

    4 /100

    weight 20

    DC fast ports within 1 mi
    8
    DC fast ports within 3 mi
    8
    Nearest DC fast site
    0.6 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

    20 /100

    weight 10

    Confirmed stalls
    0 (target ≥ 10)
    Placement issues
    no saved layout
    Utility poles in the town map
    none
    Zoning
    unknown risk

    No zoning rule on file for district C

Utilization estimate

Expected charging per port per day at steady state

high confidence
0200 kWh/port/day
DC p10
71
kWh/port/day
DC p50
104
kWh/port/day
DC p90
153
kWh/port/day
L2 p50
10
kWh/port/day
Sessions
3.5
per DC port per day
Time in use
7%
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

Driversbaseline 167 kWh
  • Frontage traffic-12%

    11,700 vehicles/day on the frontage road (public traffic counts); 15,000 is neutral.

  • Things to do nearby-1%

    4 places within half a mile (weighted 19 points; 40+ is the full bonus).

  • Competing fast chargers-39%

    8 DC fast ports within 1 mi and 8 within 3 mi (public station registry).

  • Local EV adoption+27%

    2.9% of local vehicles are plug-ins vs 1.8% statewide (public registration counts by ZIP).

  • Parking demand seen from the air0%

    Not enough stalls with flight evidence; neutral.

  • Visibility & access-8%

    0 frontage stalls, 5 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

  • +Local EV adoption: +27% on expected charging
  • +$120k in grants covers 24% of the cost

Against

  • −Competing fast chargers: -39% on expected charging
  • −8 DC fast ports within a mile, 8 within 3 mi
  • −Negative after-tax NPV ($-120k)

Traffic

count 2000

11,700 veh/day on STHW 138 E MAIN RD, BTW SPRAGUE & DEXTER ST (0.1 mi from the site)

Frontage matched by road name to count station 2700391380 on STHW 138 E MAIN RD, BTW SPRAGUE & DEXTER ST (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.

  • STHW 138 E MAIN RD · BTW SPRAGUE & DEXTER ST11,700 · 0.1 mi
  • STHW 138 E MAIN RD · FREEBORN & HEDLEY ST22,100 · 0.33 mi
  • TURNPIKE AV · BTW SPRAGUE ST & STHW 244,800 · 0.38 mi
  • SPRAGUE ST · BTW STHW 114 W MAIN-CHADRON2,800 · 0.57 mi
  • STHW 114 W MAIN RD · 1/4 MI S BRISTOL FERRY RD8,800 · 0.61 mi
  • PARK AV · BTW BOYDS LN & POINT RD4,500 · 0.92 mi

Source: public traffic counts

Things to do nearby

Places within 0.25 / 0.5 mi

food
3 / 3
grocery
0 / 0
shops
0 / 1
fitness
0 / 0
hotel
0 / 0
pharmacy
0 / 0
bank
0 / 0

Nearest: Martino's Pizzeria, Dunkin', The North End Pizzeria, Dollar General.

Source: map amenities

Demographics

Tract 401.02, Newport County

Median household income
$155,536state $86,372
Population
5,640954 per sq mi
Poverty rate
2.6%
Households without a vehicle
1.5%
Urban area
Providence, RI--MA Urban Area
EV share
2.9%local figure

30C tract: likely not eligible

Inside the Providence, RI--MA Urban Area urban area, so it must pass the low-income test. Poverty rate 2.6% is below the 20% test. Median household income $155,536 is 180% of the state median ($86,372); the test uses family income ≤ 80% of the greater of state or metro median.

ZIP 02871: 437 plug-ins (265 battery, 172 plug-in hybrid) for 16,947 residents, 63% above the statewide rate; ≈ 2.9% 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
$495k
DC $470k · L2 $25k
Cash grants
$120k
RI charger rebate
Federal 30C credit
$0
tract not eligible
Net capex
$375k
Year-1 tax shield
$133k
basis $375k
NPV, after tax
−$120k
pre-tax −$170k
Y0Y5Y10Y15

cumulative cash, after taxpre-taxmarker = payback

After-tax summary
Payback, after tax
13.1 yr
IRR, after tax
1.8%
Year-1 net, after tax
$147,675
Total tax over horizon
$25,733
After-tax NPV per $ capex
-0.24the portfolio ranking key
Assumptionsedit any field; every figure above recomputes
Layout
UtilizationkWh per port per day at steady state
Pricing and energy
Capital costTesla V4 Supercharger Post; Tesla Wall Connector (Gen 3)
Incentives and tax
Finance

Grant and credit line items

grants $119,920 · credits $0 · 24% of gross capex
ProgramKindDCL2TotalBasisStatus
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$19,9206 counted$119,920cap reachedreducesconfirmedprogram page
Utility make-ready (grid to the charger pad)Amount depends on the utility's design; listed for the application, not counted.utility–––no effectconfirmedprogram page
Federal 30C refueling property creditThe site's census tract does not qualify (needs a low-income or non-urban tract).tax credit–––reducesconfirmedprogram 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
YearRampRevenueElectricityFeesNet, pre-taxDepreciationTaxNet, after taxCumulative, after tax
0capex−$374,980−$374,980−$374,980
160%$50,009−$24,903−$10,928$14,178$374,980$133,497$147,675−$227,305
280%$66,678−$33,204−$14,336$19,139$0−$7,081$12,057−$215,248
3100%$83,348−$41,505−$17,940$23,903$0−$8,844$15,059−$200,189
4107%$89,182−$44,410−$19,588$25,184$0−$9,318$15,866−$184,323
5115%$95,433−$47,523−$21,405$26,505$0−$9,807$16,698−$167,625
6123%$102,101−$50,843−$23,404$27,853$0−$10,306$17,547−$150,078
7131%$109,269−$54,413−$25,615$29,241$0−$10,819$18,422−$131,656
8140%$116,937−$58,231−$28,051$30,655$0−$11,342$19,313−$112,343
9150%$125,105−$62,299−$30,727$32,079$0−$11,869$20,210−$92,133
10161%$133,856−$66,657−$33,679$33,521$0−$12,403$21,118−$71,015
11172%$143,191−$71,305−$36,925$34,961$0−$12,936$22,025−$48,989
12184%$153,193−$76,286−$40,506$36,401$0−$13,469$22,933−$26,056
13197%$163,945−$81,640−$44,465$37,840$0−$14,001$23,839−$2,217
14200%$166,696−$83,010−$46,482$37,204$0−$13,765$23,438$21,221
15200%$166,696−$83,010−$47,823$35,863$0−$13,269$22,594$43,815

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
p1071 kWh/port/day DC−$231k> 15 yr−$164k> 15 yr−$96k11.6 yr
p50104 kWh/port/day DC−$219k> 15 yr−$120k13.1 yr−$21k8.6 yr
p90153 kWh/port/day DC−$201k> 15 yr−$55k9.6 yr$91k6.3 yr

Comparable fast-charging sites

Nearest DC fast sites, most similar first

8 / 8 / 53 DC ports within 1 / 3 / 10 mi
Pinned comparable (this site)score 29

2966 East Main Road

2966 East Main Road, Portsmouth, RI

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
SiteNetworkDistanceDC portskWPricingAmenities, 0.5 miTrafficSimilar
Mechanics Cooperative Bank Westport165 State Rd, WestportRED_E8.4 mi2––4–100%
Portsmouth, RI - Tesla Supercharger3302 E Main Rd, PortsmouthTesla0.6 mi8250–311,70095%
VITI PUBLIC LEFT975 Fish Rd, TivertonChargePoint Network3.8 mi1––49,80094%
RI OER NEWPORT DCFC327 Connell Highway, NewportChargePoint Network8.3 mi2––416,90087%
RI OER NEWPORT DCFC127 Connell Highway, NewportChargePoint Network8.3 mi2––516,90082%
138 Connell Hwy138 CONNELL HWY, NewportSHELL_RECHARGE8.0 mi4––2316,90045%
NEWPORTCHARGERS CPE250-11215 W Main Rd, MiddletownChargePoint Network5.8 mi1––408,60044%
NEWPORTCHARGERS CPE250-21215 W Main Rd, MiddletownChargePoint Network5.8 mi1––408,60044%
Elite Gas339 Broadway, Fall RiverQUICKCHARGE7.3 mi6––11–36%
Kennys Variety Store167 Broadway, Fall RiverRED_E7.4 mi6––11–36%

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: 4 / 12 / 138 L2 ports.

Source: public station registry, public traffic counts, map amenities

Incentive programs

Programs that may apply; amounts modelled above where rules are known

  • Federal 30C Alternative Fuel Vehicle Refueling Property Creditfederalverify

    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).

  • Rhode Island Energy — Electric Transportation (EV make-ready) programutilityverify

    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.

  • RI Office of Energy Resources — charger grants (Charge Up RI / Power Up RI)stateverify

    $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.

  • National Electric Vehicle Infrastructure (NEVI) — Rhode Islandstateverify

    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.

  • Bonus depreciation / MACRSfederalverify

    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

fetched Sep 27, 2026

  • Public station registry

    cachedSep 27, 2026

  • Public traffic counts

    cachedSep 27, 2026

  • Map amenities

    cachedSep 27, 2026

  • Census tract data

    cachedSep 27, 2026

  • Incentive database

    Curated list shown instead · fetch failed

    failed

  • State imagery

    No access token configured

    skipped

  • 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.