Economics of electric vehicle corridor fast charging in the United States

• Corridor charging averages $0.42/kWh (2025–44); <50% of stations reach gas parity. • Low-utilization (bottom quartile) stations cost ∼6x more than average. • Stations subject to demand charges cost ∼40% more than those without. • Excluding stations below cost parity reduces highway coverage by ∼30%. • Tiered incentives by utilization cut program costs ∼30% while retaining benefits. Corridor direct-current fast charging (DCFC) stations enable long-distance electric vehicle travel, yet their economics remain uncertain due to high capital costs, low initial utilization, and exposure to utility demand charges. This study evaluates the long-term economics of corridor DCFC across the United States, incorporating capital and operating expenses—including charging equipment and real-world utility tariffs—alongside modeled station utilization, financial incentives, and ancillary retail revenue. In the Baseline scenario, modeled breakeven costs for corridor DCFC average $0.42/kWh over 20 years, yet fewer than half of stations reach cost parity with gasoline on a per-mile basis. Utilization is the primary driver of cost variation, with low-utilization stations costing roughly six times more per kilowatt-hour than the national average. Excluding stations that fail to reach cost parity reduces National Highway System coverage within 50 miles from 94% to 67%, underscoring the trade-off between market-driven deployment and comprehensive network coverage. These results provide guidance for charging providers, utilities, planners, and policymakers seeking to develop and sustain a financially viable national corridor charging network.