Building public fast chargers is easy. Making money from them is not. In 2026, DC fast charging hardware is cheaper than ever—yet many networks still struggle to reach breakeven because utilization is low, tariffs are badly structured, or sites pay high demand charges. On the other hand, published ROI ranges for EV charging stations can span roughly 15% to 35% depending on location and utilization. At the same time, many operators report negative margins while prioritizing rapid network expansion. (SinoEVSE, Pulse Energy, Strategy& (PwC)) At Energy Solutions, we’ve analyzed dozens of charging business cases across North America and Europe. This guide breaks down real CapEx and OpEx, utilization vs ROI, and which business models actually work.
What You'll Learn
CapEx & OpEx Breakdown: Level 2 vs DC Fast
Costs vary widely by power level, grid connection and civil works, but typical 2026 ranges look like this:
Installed Cost Comparison – Public Charging (2026 Averages)
| Charger Type | Power Rating | Hardware ($/port) | Install & Civil ($/port) | Total CapEx ($/port) |
|---|---|---|---|---|
| Level 2 (AC) | 7–11 kW | $1,200–$2,000 | $2,000–$4,000 | $3,200–$6,000 |
| DC Fast – Urban (50–75 kW) | 50–75 kW | $20,000–$30,000 | $15,000–$30,000 | $35,000–$60,000 |
| DC Fast – Highway Hub (150–350 kW) | 150–350 kW | $50,000–$90,000 | $40,000–$80,000 | $90,000–$170,000 |
Beyond charging revenue, advertising partnerships and digital service integration can add incremental revenue in some deployments, with figures on the order of 10–20% reported in certain business cases. (SinoEVSE)
Ongoing OpEx includes:
- Electricity (energy + demand charges).
- Network and transaction fees.
- Site lease or revenue share with host.
- Maintenance, repairs, and hardware replacements.
Typical Annual OpEx Breakdown – Urban DC Fast Site
Utilization, Pricing & Payback
In many cases, the payback period is typically in the 2 to 5 year range, and can fall below 2 years when meaningful subsidies or host support reduce CapEx. (SinoEVSE, Electric Era)
Pricing varies by region and network. In 2025, public charging revenue is often cited in the range of $0.30 to $0.60 per kWh, depending on site type, power level, and market competition. (SinoEVSE, Electra)
Utilization (kWh or hours used per day) is the single most important profitability driver. Rule of thumb for DC fast chargers:
- 0–5% utilization: Mostly empty, typically loss-making.
- 5–10%: Early-stage, may break even with subsidies.
- 10–20%: Healthy, often profitable.
- 20%+: Strong economics, but may require queuing management.
Simple Payback vs Utilization – 150 kW DCFC (Illustrative)
| Average Utilization | Annual Energy Throughput | Gross Margin ($/kWh) | Annual Gross Profit | Simple Payback (CapEx $120k) |
|---|---|---|---|---|
| 4% | 52 MWh | $0.18 | $9,400 | >12 years |
| 8% | 105 MWh | $0.18 | $18,900 | 6–8 years |
| 15% | 197 MWh | $0.18 | $35,500 | 3–4 years |
| 22% | 289 MWh | $0.18 | $52,000 | ~2.5 years |
*Assumes $0.35/kWh sale price, $0.17/kWh blended cost (energy + demand), excludes fixed network/lease overheads.
Payback Period vs Utilization (150 kW DCFC)
Business Models: CPO, Retail-Sited, Utility-Led
Three dominant models in 2026:
- CPO (Charge Point Operator) Model: Network builds, owns and operates chargers, collecting charging revenue.
- Retail-Sited Model: Chargers installed at supermarkets, malls, restaurants—charging revenue + increased dwell time and spend.
- Utility-Led or Rate-Based Model: Utility invests and recovers costs via rates, sometimes with lower direct user tariffs.
Pros & Cons of Key Business Models
| Model | Pros | Cons | Best Fit |
|---|---|---|---|
| CPO | Scalable, focused expertise, brand building | Revenue risk, highly utilization-sensitive | High-traffic corridors, national networks |
| Retail-Sited | Non-energy revenue (store spend), host incentives | Complex leases, variable traffic | Grocery, big-box, highway service areas |
| Utility-Led | Stable returns, can support underserved areas | Regulatory scrutiny, slower rollout | Rural & equity-focused deployments |
The Demand Charge Problem (& Solutions)
Demand charges can make or break a fast-charging site:
- DCFC peaks can reach 150–350 kW even at low utilization.
- Many tariffs charge $10–$40 per kW of peak demand per month.
- Result: a handful of high-power sessions can add hundreds or thousands of dollars to the monthly bill.
Mitigation strategies:
- On-site batteries for peak shaving.
- Managed charging: limit simultaneous sessions, ramp power.
- Negotiated or dedicated EV tariffs with lower demand components.
Example: Annual Demand Charge Cost With vs Without Battery Buffer
Case Studies: Profitable vs Struggling Sites
Sample DC Fast Charging Sites (Simplified)
| Site | Location | Power | Utilization | Approx. IRR | Comment |
|---|---|---|---|---|---|
| A – Highway Hub | Busy interstate corridor | 6× 150 kW | 22% | 18–24% | Restaurant + restrooms, strong amenity mix |
| B – Urban Parking Garage | City center | 4× 75 kW | 11% | 10–14% | Good repeat use from residents & taxis |
| C – Rural Highway | Low traffic corridor | 2× 150 kW | 3% | <0% (subsidy-driven) | Important for coverage, not profit |