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The 2026 Gas Station & C-Store Multi-Fuel Hub Transition Index

  • 2 days ago
  • 16 min read

Key Takeaways

  • The federal Section 30C Alternative Fuel Vehicle Refueling Property Credit terminates for property placed in service after June 30, 2026 — accelerated from its original 2032 sunset by the One Big Beautiful Bill Act (Public Law 119-21), signed July 4, 2025 — creating a hard 13-month deadline for any gas-station owner who wants federal cost recovery on EV charging investment.

  • The convenience-store category is bifurcating: legacy single-fuel sites with aging underground storage tanks face longer SBA 7(a) approval timelines under the stricter SOP 50 10 8 environmental investigation regime that took effect June 1, 2025, while multi-fuel hub conversions are clustering in 8–12 high-readiness MSAs.

  • Capital costs for the multi-fuel pivot are rising at the worst possible moment, with 50% Section 232 tariffs on steel, aluminum, and copper (clarified by an April 2, 2026 proclamation) adding 10–13% to electrical-infrastructure project budgets just as the Section 30C subsidy window closes.


Executive Summary


For most of the past century, the American gas station was the most boringly predictable piece of commercial real estate in the country. A canopy, four to twelve fuel positions, a 2,400-square-foot box selling cigarettes and cold drinks, and a pair of fiberglass tanks buried in the back. Lenders priced the risk; SBA guaranteed the loan; the dealer pumped fuel until the dispensers needed an EMV upgrade. That equilibrium is now breaking.


On July 4, 2025, the One Big Beautiful Bill Act collapsed the Section 30C Alternative Fuel Vehicle Refueling Property Credit's runway from December 31, 2032 to June 30, 2026 — a roughly six-and-a-half-year acceleration that the Joint Committee on Taxation, in its score of the OBBBA energy provisions, treated as a multi-billion-dollar revenue gain over the budget window. Kiplinger's tax desk confirmed the new June 30, 2026 cliff in its May 15, 2026 update, noting that the credit covers up to 30% of charger and installation cost (capped at $100,000 per single item of property for businesses meeting prevailing-wage and apprenticeship rules) and that the property must be placed in service — not merely contracted for — before the deadline.


That deadline is now thirteen months away, and the gas-station industry is splitting along a fault line that SBA lenders, CRE brokers, and USDA Business & Industry underwriters need to understand: legacy single-fuel sites are getting slower, more expensive, and more lender-hostile, while a smaller cohort of "multi-fuel hub" conversions are racing to lock in 30C before the window slams shut.


Key Findings

  • 151,975 U.S. convenience stores were operating at year-end 2025, of which 122,620 sold fuel — the highest fuel-selling store count in eight years (NACS 2025 State of the Industry, released April 15, 2026).

  • Industry sales totaled $817.5 billion: $341.2 billion inside, $476.3 billion at the pump. Fuel drives 65% of revenue but only 38.8% of gross profit dollars, while foodservice supplies 38.9% of in-store gross profit.

  • Pump-price volatility is acute: the AAA national average regular-gasoline price was $4.515 per gallon on May 18, 2026 — about 44% above year-ago levels — after the late-February 2026 closure of the Strait of Hormuz.

  • FY2026 NEVI apportionment was finalized at $885 million (FHWA Notice N 4510.909, effective October 1, 2025), with Texas ($86.9M), California ($81.7M), Florida ($42.2M), New York ($37.4M), and Pennsylvania ($36.5M) leading.

  • The Atlas Public Policy / EV States Clearinghouse tracker counts roughly 384 NEVI-funded ports operational by late 2025, with contracts awarded for nearly 4,000 ports at 990 sites. Pennsylvania is the operational leader at more than 30 stations.


Market Sizing


The convenience and fuel-retailing sector is bigger and more concentrated than most CRE analysts treat it. NACS managing director of research Chris Rapanick framed the strategic core of the bifurcation thesis at the October 2025 NACS Show in Chicago: "What I want you to draw from this today is, what can you do to improve your business on the inside so as fuel demand declines… you'll be able to diversify your revenue and profits?" Fuel-sales dollars fell 5.4% year-over-year in 2025 — from $501.9 billion to $476.3 billion — even as gallons sold inched up 0.5%, because average pump prices declined from $3.30 to $3.11 per gallon. That margin asymmetry is now driving capital allocation.


On the lending side, Loan Analytic data covering SBA 7(a) FY2025 originations show gasoline stations with convenience stores (NAICS 447110, reclassified under 457110) ranked among the top fifteen industries by 7(a) volume. GoSBA Loans' 185-industry FY2025 ranking puts Live Oak Banking ($2.85B FY2025 7(a) volume), Huntington National ($2.09B), and Newtek Bank ($2.03B) as the three largest 7(a) producers nationally, with Ready Capital's $1.17B portfolio heavily weighted toward gas-station and convenience-store deals.


On the demand side, charging infrastructure is still a fraction of the fuel-retail base. As of late 2025, the United States had roughly 81,000 charging stations with more than 250,000 ports (a 17% station-count increase from a year earlier, per GreenCars), and approximately 7.3 million registered plug-in vehicles (Qmerit, October 2025). California alone has more than 1.26 million light-duty EVs registered — about 35% of the national total — followed by Florida (254,878), Texas (230,125), Washington (152,101), and New Jersey (134,753), per the Department of Energy's Alternative Fuels Data Center.


The OBBBA Acceleration: What Borrowers Must Do by June 30, 2026


The IRS clarified the mechanics of the 30C wind-down in FS-2025-05, issued August 21, 2025: "This credit will not be allowed for any property placed in service after June 30, 2026." The agency's guidance is unambiguous that for 30C — unlike the new and used clean-vehicle credits, which require only a binding contract and a payment by September 30, 2025 — chargers must be installed and operational by the cutoff. A signed purchase order, a deposit, or even hardware on a pallet in the yard will not qualify.


For a convenience-store operator weighing a DCFC build, the practical compliance path is now extremely tight. The Joint Office of Energy and Transportation has reported DC fast-charger interconnection timelines of 6 months to 2 years, with high-power commercial chargers averaging closer to 24 months. The North American Electric Reliability Corporation reported transformer lead times that hit roughly 120 weeks on average in 2024 — more than two years — with large power transformers ranging from 80 to as long as 210 weeks per the CISA/NIAC June 2024 report. Supply-chain delays are driven by AI data-center demand, grid electrification, and a thin U.S. manufacturing base (Cleveland-Cliffs is effectively the only domestic grain-oriented electrical-steel producer at scale).


What that means in practice: any project not already energized, permitted, and under transformer contract by mid-2026 is unlikely to make the deadline. Driivz CEO Andy Bennett, in a 2026 interview with The EV Report, was specific: "Nearly one in every two charge point operators cited grid constraints as their most pressing challenge this year."


UST Liability: The SBA Underwriting Gate


While the federal incentive structure has flipped against single-fuel legacy sites, the SBA's own environmental rules have made those same sites slower to finance. SOP 50 10 8, which took effect June 1, 2025, materially expanded the universe of properties subject to environmental investigation. As Starfield & Smith's June 2025 analysis explains, under the previous SOP 50 10 7.1, "lenders were only required to perform an environmental investigation when SBA loan proceeds were used to acquire, refinance, or improve the commercial real estate securing the lender's mortgage." Under SOP 50 10 8, "lenders must now perform an environmental investigation on all commercial real estate collateral — including secondary collateral — even if it is not being acquired or improved with loan proceeds."


For gas stations, which sit under NAICS 457 in Appendix 6 of the SOP as an environmentally sensitive industry, that means a full Phase I Environmental Site Assessment is the floor, with Phase II testing triggered if the Environmental Professional flags any Recognized Environmental Condition. SOP 50 10 8 also eliminated the option for Preferred Lender Program (PLP) banks to kick complex environmental files to SBA general processing — meaning if a loan officer finds contamination, they own the analysis, the documentation, and the guaranty risk.


The underlying tank stock is aging into the risk window. Petroleum Equipment Institute and EPA data suggest the average operational life of a U.S. underground storage tank is roughly 20 years, with most manufacturer warranties capped at 30 years; many liability insurers will not write coverage on tanks older than 25 years. California's Senate Bill 445, with a December 31, 2025 deadline to remove or upgrade single-walled USTs and fines of $5,000 per day per non-compliant tank beginning in 2026, has compressed contractor capacity across the West. CommTank reports that replacement cost for a double-walled 12,000-gallon fiberglass UST runs $25,000–$30,000 per tank; a full forecourt refit with new dispensers, sumps, and leak detection can clear $400,000.


The lender consequence is concrete: a single-fuel acquisition with 25-year-old tanks, even if the seller's records are clean, is now a longer file. Practitioners report Phase I/II ESA cycles routinely pushing total SBA 7(a) closing timelines for gas-station acquisitions from the typical 60–90 days into the 100–150-day range.


The Multi-Fuel Hub Archetype


The multi-fuel hub is what emerges on the other side of that fault line. The archetype, as it is being built today by Sheetz, Wawa, Buc-ee's, Circle K, and a growing wave of single-site independents, combines:

  • 8–16 gasoline/diesel fueling positions with EMV-compliant dispensers and double-walled USTs less than 10 years old;

  • 4–8 DCFC ports of 150 kW or higher (NEVI-compliant), often with at least one 350 kW ultra-fast unit;

  • 4,500–6,500 square feet of in-store footprint with prepared foodservice (28%+ of sales) and packaged beverages (19%);

  • A tunnel or in-bay car wash;

  • And, on the most ambitious sites, on-site solar plus a 200–500 kWh battery energy storage system to mitigate utility demand charges.


Capex for the EV layer alone is non-trivial. Recharged's 2025 commercial pricing guide puts installed DC fast charging at $80,000–$250,000+ per charger, with hardware itself running $40,000–$100,000 per DCFC unit. Beny Electric and EVB both report that on constrained sites, utility-side upgrades — transformers, switchgear, conduit — can equal or exceed hardware cost and account for 30–60% of the total project. A four-port DCFC site typically lands between $250,000 and $600,000 all-in.


That is roughly the same order of magnitude as a single-island fuel-dispenser refresh, but with materially different revenue mechanics. Per Paren's Full Year 2025 State of the Industry Report (published January 28, 2026), national DCFC utilization averaged 15.6% in Q1 2026 (down from 16.2% a year prior), but "in metropolitan areas like New York City, Los Angeles, Miami and San Francisco, utilization rates average between 25% to 35%." That spread between national and top-MSA utilization is the strategic case for site selection discipline.



Tariffs: The Capex Headwind


The April 2, 2026 White House proclamation restructuring Section 232 tariffs on steel, aluminum, and copper has put a hard floor under EV-infrastructure capex. Per Perkins Coie's analysis, articles "made entirely or almost entirely of aluminum, steel, or copper" now carry a flat 50% tariff on their full value; derivative products substantially made of those metals carry 25%; and metal-intensive industrial and electrical-grid equipment — including transformers, panel boards, and conduit systems — carries a 15% combined minimum tariff through December 31, 2027. The Associated General Contractors of America updated its Tariff Resource Center on April 2, 2026 with field data showing project cost increases of 10–13% for projects without grid upgrades and substantially more for MEP-heavy builds.


For a multi-fuel hub conversion, the tariff math is unsentimental. A canopy structure (steel), the cable runs (copper), the dispenser cabinets (aluminum and steel), the new transformer, the panelboard, and the conduit are all directly exposed. A project that pencils at $1.8 million pre-tariff routinely lands at $2.0–2.05 million today, and the 30C credit on the EV portion — worth up to $100,000 per charging port if the project clears prevailing-wage rules — is the offset that often makes the deal underwrite at a 1.25× DSCR.


NEVI Corridor Positioning


The National Electric Vehicle Infrastructure Formula Program is no longer just a federal grant story; it is now the single most important site-selection variable for multi-fuel hub investors. After the program was frozen in February 2025, reinstated by federal court order in June, and re-launched under streamlined FHWA guidance in August 2025, the FY2026 apportionment was finalized via FHWA Notice N 4510.909, effective October 1, 2025, distributing $885 million to states (the balance of a $1 billion appropriation after a $15 million admin takedown and a $100 million discretionary set-aside).


The top FY2026 NEVI recipients:

Rank

State

FY2026 NEVI Apportionment

1

Texas

$86.85 million

2

California

$81.72 million

3

Florida

$42.19 million

4

New York

$37.37 million

5

Pennsylvania

$36.53 million

6

Illinois

$31.66 million

7

Ohio

$29.85 million

8

Georgia

$28.75 million

9

Michigan

$23.44 million

10

North Carolina

$23.22 million

Cumulative FY2022–FY2026 totals, per Joint Office of Energy and Transportation data and state DOT pages, are headed by Texas at roughly $407.7 million, California at ~$384 million, Florida at ~$198 million, New York at ~$175 million, and Pennsylvania at $171.5 million. Pennsylvania, despite being mid-pack on dollars, is the operational leader: PennDOT's NEVI page reports 93 active NEVI projects in 47 counties with $62.6 million in federal investment and more than 30 operational stations as of March 30, 2026 — the first state to achieve "Fully Built-Out" certification under the new August 2025 guidance.


The North Carolina DOT's January 27, 2026 announcement that it would scale back from 41 planned corridor stations to 16 illustrates the new state-level dynamic: under the August 2025 guidance, states can redirect NEVI dollars to community charging on any public road once their Alternative Fuel Corridors are deemed built out, and they can now consider existing private charging infrastructure when awarding sites — meaning the corridor "white space" that justified a NEVI award two years ago may now be filled.



Transition-Readiness Index: Methodology


To make this analyzable for SBA lenders and CRE investors, analytics.loan has constructed a Transition-Readiness Index (TRI) scoring U.S. markets on a 1–10 scale across eight weighted factors:

  1. EV adoption density (20%) — registered EVs per 100,000 residents (AFDC, S&P Global Mobility);

  2. Grid interconnection capacity (15%) — typical DCFC interconnection timeline for the state's dominant utility;

  3. NEVI cumulative allocation (15%) — FY22–FY26 dollars per highway lane-mile;

  4. State EV charging incentives (10%) — utility make-ready programs, state tax credits, low-income/non-urban census-tract overlap with 30C eligibility;

  5. Traffic counts and corridor positioning (10%) — interstate AADT on designated AFCs;

  6. Existing fuel-station density (10%) — gallons per day per store as a proxy for saturation;

  7. UST replacement-liability exposure (10%) — share of pre-2005 single- and double-wall tanks;

  8. Foodservice and inside-sales mix (10%) — share of revenue from non-fuel categories.


Each factor is normalized to a 1–10 scale and weighted; total scores range from a theoretical 1.0 to 10.0.


State/MSA Ranking — Top 20 U.S. Markets

Rank

Market

TRI Score

Lead Drivers

1

California / Los Angeles, San Francisco

9.4

EV density, 30C eligibility tracts, $81.7M FY26 NEVI

2

Washington / Seattle

9.0

EV density, low-cost grid, aggressive utility make-ready

3

Colorado / Denver

8.8

NEVI award velocity (66% awarded), grid capacity

4

Oregon / Portland

8.6

Early FY26 deployment, AFC build-out near complete

5

Massachusetts / Boston

8.4

High inside-sales mix, mature corridor coverage

6

New Jersey

8.3

High EV density, dense traffic counts

7

New York / NYC, Hudson Valley

8.2

$175M cumulative NEVI, NYSERDA programs

8

Arizona / Phoenix

8.1

Growing EV adoption, strong corridor traffic

9

Virginia / NoVA

8.0

High AADT, federal-employee EV adoption

10

Nevada / Las Vegas

7.9

Travel corridor, modest UST age

11

Utah / Salt Lake City

7.7

I-15/I-80 corridor priority

12

Pennsylvania / Pittsburgh, Philadelphia

7.6

Fully built-out AFC, operational leadership

13

Illinois / Chicago

7.4

$31.7M FY26 NEVI, dense MSA

14

North Carolina / Charlotte, Raleigh

7.3

Growing EV registrations, redirected NEVI to communities

15

Florida / Miami, Orlando, Tampa

7.2

Second-largest EV base, but high UST age in coastal sites

16

Michigan / Detroit

7.0

OEM presence, $23.4M FY26 NEVI

17

Texas / Austin, Dallas, Houston

6.9

Largest NEVI award ($86.9M FY26), but lagging build-out

18

Georgia / Atlanta

6.7

I-75/I-85 traffic counts, slower EV adoption

19

Tennessee / Nashville

6.5

Corridor positioning, lower EV density

20

South Carolina / Charleston

6.2

Lower EV base, but improving NEVI execution

The bottom of the readiness curve — typically scoring 3.0–5.0 — clusters in the rural Mountain West and the Deep South, where EV adoption is thin and grid interconnection on rural feeders can stretch beyond 24 months.


SBA Underwriting Implications


For SBA lenders, the bifurcation translates into measurably different files.


DSCR: SBA 7(a) Small Loans (under the SOP 50 10 8 framework) require a minimum 1.10x DSCR; most participating lenders set their internal floor at 1.25x for gas-station acquisitions. Multi-fuel hubs with diversified foodservice and EV revenue can model to 1.35x–1.50x DSCR when DCFC utilization climbs above 12%. Single-fuel legacy sites, against the backdrop of 2025's 5.4% fuel-sales-dollar decline, are increasingly being underwritten at 1.15x–1.20x, with lenders demanding compensating equity injections.


LTV: SBA 7(a) caps remain at 90% LTV for most lenders; SBA 504 loans on multi-fuel hub real estate can reach 90% LTV with 10% borrower equity on general-purpose projects, but gas stations as special-use properties require 15% equity (expansion) or 20% (start-up). The SBA 504 Green Energy Program — which raises the per-project cap to $5.5 million and removes the limit on the number of projects per borrower when 10% energy-efficiency improvements or renewable-fuel production are achieved — is increasingly being structured around EV charging infrastructure as the qualifying green component.


Eligible Costs: EV charging infrastructure is eligible under both 7(a) and 504. The 7(a) flexibility (real estate, equipment, goodwill, and working capital in one loan) makes it the workhorse for full multi-fuel hub conversions, while 504 fixed-rate, 25-year terms on the real estate component are increasingly preferred for ground-up new builds.


Goodwill financing: Historically capped at 50% of the loan amount up to $250,000 in older SOP versions, the current SOP 50 10 8 framework allows goodwill financing as a function of the appraised business value, with intangible-asset allocation explicitly required in E-Tran. For C-store deals where foodservice and brand value drive a material share of purchase price, this matters: a multi-fuel hub with a strong foodservice program can carry materially more goodwill than a legacy fuel-only site.


Environmental gating: The SOP 50 10 8 expansion of environmental investigation to all commercial-real-estate collateral lengthens timelines for any gas-station-adjacent transaction. The practical lender response has been to front-load Phase I ESAs at LOI signing rather than after credit approval.


Strategic Takeaways


For SBA lenders and CDC participating banks, the multi-fuel hub thesis is now an underwriting filter, not a marketing slide. The deals that close cleanly in 2026 will share five attributes: USTs less than 15 years old with documented monitoring, a foodservice mix above 25% of in-store sales, NEVI-corridor or top-15-TRI-market location, energized EV charging infrastructure before June 30, 2026, and a sponsor with at least two years of fuel-retail operating experience.


For CRE investors and brokers, the bifurcation creates an arbitrage. Legacy single-fuel sites in low-TRI markets will trade at widening cap-rate spreads to multi-fuel hubs in high-TRI markets. The "value-add" play of acquiring an aging single-fuel site, remediating UST liability, adding DCFC, and repositioning to a multi-fuel hub is genuine — but the 30C window means it has to be executed at 2025 speeds, not 2027 speeds.


For independent operators, the choice is starker. The 5.4% national decline in fuel-sales dollars in 2025 was masked by lower pump prices; the underlying gallons-sold figure rose only 0.5% on a base that NACS expects to flatten and decline. Operators who do not act before mid-2026 will be making the same investment in 2027 without a 30% federal credit, against a tariff regime that has raised steel-and-copper-intensive capex by 10–13%, and into a lender environment that has already repriced their legacy collateral.


Recommendations


  1. For 30C-eligible projects: lock transformer orders and utility interconnection applications immediately. Any project not at "ready to energize" status by Q1 2026 is unlikely to make the June 30, 2026 placed-in-service deadline. Verify low-income or non-urban census-tract eligibility via the DOE's 30C eligibility-locator tool before sizing the credit into the pro forma.

  2. For SBA 7(a) underwriting: require Phase I ESAs at LOI rather than at credit approval for any gas-station file. Stress-test DSCR at a 15% fuel-volume decline scenario plus the May 18, 2026 AAA national average regular gasoline price of $4.515 per gallon to capture the recent crude-price-driven volatility following the late-February closure of the Strait of Hormuz.

  3. For SBA 504 borrowers: model the Green Energy Program in parallel with the conventional 504 structure. The $5.5 million per-project cap and removal of project-count limits make it the most efficient real-estate vehicle for ground-up multi-fuel hubs.

  4. For brokers and CRE investors: anchor site selection on the Transition-Readiness Index, not on traffic counts alone. The top 12 TRI markets capture roughly 65% of national EV registrations and the bulk of NEVI corridor coverage.

  5. Benchmarks that would change these recommendations: a Congressional extension of 30C beyond June 30, 2026 (currently not on any visible legislative pathway); a Section 232 tariff carve-out for EV charging equipment (industry has lobbied for this without success); or a NEVI program rescission, which the Eno Center has flagged as a possibility in pending FY26 appropriations.


Caveats


The Transition-Readiness Index reflects analytics.loan's weighting and is calibrated to SBA 7(a)/504 underwriting outcomes, not pure investor return. Several inputs — UST age profiles, gallons-per-day-per-store by region — are estimates derived from Loan Analytic data and may vary by ±5%. NEVI operational-station counts are moving targets; the EV States Clearinghouse dashboard is the most reliable real-time source. The April 2, 2026 Section 232 proclamation has been partially litigated and a Supreme Court decision invalidated certain related tariffs (per Wikipedia's tariff tracker, the overall average effective tariff rate stood at 11.8% in April 2026); the 50% steel/aluminum/copper headline rate, however, remains in force as of this writing.


Demand-side certainty is also thinner than it was twelve months ago. The federal new and used clean-vehicle credits terminated September 30, 2025, and BloombergNEF's 2025 Electric Vehicle Outlook (released June 18, 2025) said it plainly: "This is the first year where we have reduced both our near-term and long-term passenger EV adoption outlook." BNEF now expects U.S. passenger EV sales to reach 4.1 million in 2030 (up from 1.6 million in 2025) — 14 million fewer cumulative vehicles than previously projected, with U.S. demand 42% lower than in last year's outlook. For SBA underwriters modeling DCFC utilization curves at multi-fuel hubs, that revision matters more than any single policy headline: it is the long pole in the pro forma.


Sources:

  1. Internal Revenue Service. FS-2025-05, FAQs for modification of sections 25C, 25D, 25E, 30C, 30D, 45L, 45W, and 179D under Public Law 119-21 (One Big Beautiful Bill Act), August 21, 2025.

  2. Kiplinger. "The Federal EV Charger Tax Credit: What to Know for 2026," updated May 15, 2026.

  3. Public Law 119-21, 139 Stat. 72 (One Big Beautiful Bill Act), enacted July 4, 2025.

  4. Taxpayers for Common Sense. "Energy Tax Provisions in the One Big Beautiful Bill," 2025.

  5. NACS / National Association of Convenience Stores. 2025 State of the Industry data release, April 15, 2026; 2026 NACS/NIQ TDLinx Convenience Industry Store Count.

  6. CSP Daily News. "C-store foodservice, merchandise sales surpass $340B in 2025," April 15, 2026, and "U.S. convenience-store count declines for second year, NACS reports," January 26, 2026.

  7. Convenience Store News. "Convenience Channel Sees In-Store Sales Surpass $340B."

  8. GoSBA Loans. Top 100 SBA Lenders (2025); 185-industry SBA 7(a) FY2025 ranking.

  9. U.S. Small Business Administration. SOP 50 10 8, effective June 1, 2025; Appendix 6 NAICS Codes of Environmentally Sensitive Industries; Appendix 7 Requirements Pertaining to Gas Station Loans.

  10. Starfield & Smith. "Best Practices: Contaminated Properties under SOP 50 10 8," June 2025.

  11. Partner Engineering and Science. "The New SBA SOPs 50 10 7 and 7.1: Environmental Policy Updates" and SOP 50 10 8 environmental flowchart.

  12. Kumo. "SBA Loans and Environmental Compliance Explained" (SOP 50 10 8 analysis).

  13. Federal Highway Administration. Notice N 4510.909, Certificate of Apportionment for FY2026 NEVI Formula Program, effective October 1, 2025.

  14. Joint Office of Energy and Transportation. NEVI Formula Program Annual Report 2023-2024 and state apportionment data.

  15. Atlas Public Policy. "The Next Steps with Federal EV Charging Programs," October 2025; EV States Clearinghouse dashboard.

  16. ACT News. "The United States of NEVI," late 2025.

  17. Pennsylvania Department of Transportation. NEVI Formula Program page, updated March 30, 2026.

  18. NCDOT. "State Shifting NEVI Strategy to Put EV Charging Stations Where Needed Most," January 27, 2026.

  19. NYSERDA. National Electric Vehicle Infrastructure (NEVI) Program page, spring 2026.

  20. Perkins Coie. "Restructured and Additional Section 232 Tariffs on Aluminum, Steel, and Copper," April 2026.

  21. Associated General Contractors of America. Tariff Resource Center update, April 2, 2026.

  22. Driivz. "2026 EV Charging Industry Predictions and Trends"; CEO Andy Bennett Q&A in The EV Report.

  23. Paren. Full Year 2025 State of the EV Fast-Charging Industry Report, January 28, 2026; Q1 2026 report.

  24. North American Electric Reliability Corporation; CISA/NIAC June 2024 report on transformer lead times.

  25. Recharged. "How Much Does a Commercial EV Charging Station Cost? 2025."

  26. EVB / Beny Electric. DC Fast Charging Station Cost guides 2025–2026.

  27. CommTank. "How Much Does a Gas Station Fuel Tank Cost?" 2025.

  28. Petroleum Equipment Institute and U.S. EPA underground storage tank lifespan and ASTSWMO data.




 
 
 

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