Business Models for EV Charging

Modern EV charging station at a retail plaza with multiple vehicles charging while customers shop, solar panels on the roof, desert mountains in background

EV Charging Business Models

Understanding the economics of EV charging is essential for sustainable infrastructure deployment.

Tribal Funding Advantage
Fort Mojave and AMPS have access to multiple tribal-specific funding programs beyond general EVSE grants. DOE Indian Energy grants range from $1M–$10M per project and cover both infrastructure and workforce development — not just hardware.

Revenue Models

  • Per-kWh pricing: Charging by energy consumed — the most transparent model and preferred by EV drivers. California requires per-kWh pricing for public EVSE (AB 2565).
  • Per-session pricing: Flat fee per charging session. Simple to implement but penalizes shorter sessions.
  • Subscription models: Monthly plans for frequent users at tribal facilities and fleet operations.
  • Free charging: Funded by grants, incentives, or as an amenity for tribal members. AMPS's CEC grant (ARV-25-015) covers initial installation costs, making free or subsidized tribal member charging economically viable.
Before and after comparison diagram showing electrical panel upgrade for EV charging installation with added dedicated circuit and conduit
Electrical panel upgrade comparison — before and after adding dedicated EVSE circuits.

Tribal-Specific Funding Sources

Fort Mojave and AMPS have access to multiple tribal-specific funding programs beyond general EVSE grants. Match the funding source to your actual need — hardware vs. workforce is a meaningful distinction:

  • DOE Office of Indian Energy (DOE Indian Energy): Annual competitive grants typically ranging from $1M–$10M per project for tribal clean energy development, including EV charging infrastructure and workforce training. Federally recognized tribes apply directly. AMPS has a prior relationship with DOE Indian Energy through a 2019 grant. This is often the right vehicle for tribal workforce development and O&M operations — not just hardware. Apply at energy.gov/indianenergy.
  • BIA Division of Energy and Mineral Development (DEMD): BIA DEMD provides technical assistance and links tribes to the $5 billion NEVI program through tribal-specific pathways. Free technical assistance is available to tribes navigating NEVI applications. Contact BIA DEMD at bia.gov/service/energy-and-mineral-development.
  • NEVI Formula Program (FHWA): $5 billion over 5 years for EV charging corridors. Good for hardware on designated highway corridors. Tribal lands in California access funds through Caltrans in coordination with BIA. NEVI is hardware-focused; does not cover workforce training.
  • CFI (Community Charging and Infrastructure) Grant Program: DOE/FHWA program for charging in rural, underserved, and tribal communities. Tribal governments are eligible applicants. Best for community access charging (not fleet depot).
  • EPA Clean School Bus Program: Rebates of $250K–$375K per bus for electric school bus replacement. Tribal school districts are explicitly eligible applicants. Contact EPA Region 9 for tribal priority set-asides. See Course 3, Lesson 4 for full tier details.
  • CEC ARV-25-015: AMPS's own grant (ARV-25-015) is from this CEC tribal EV program. The next deadline is April 25, 2026 — if AMPS identifies additional infrastructure needs, a supplemental application may be possible.
Funding Strategy Tip
Match your funding source to the actual need. NEVI is hardware-focused and does not cover workforce training. DOE Indian Energy is often the better vehicle for tribal workforce development and O&M operations. Stack multiple funding sources for maximum coverage.

Operating Costs

Key cost factors include electricity rates, demand charges, network fees, maintenance, and insurance. For AMPS, electricity is supplied by AHA-MACAV Power Service. Understanding peak vs. off-peak rates is critical for cost management — DCFC stations that draw 50+ kW can incur significant demand charges if not carefully managed.

Revenue Model Comparison: CPaaS vs. Owner-Operator

Charging-as-a-Service (CPaaS): A third-party installs, owns, and operates the EVSE at your site. Lower risk and upfront cost, but you share revenue and have less control over pricing, branding, and uptime. Best for sites where charging is an amenity, not a primary revenue driver.

Owner-Operator: AMPS owns and operates the EVSE directly. Higher upfront investment (offset by grants), but full control over pricing, branding, and service levels. Revenue goes directly to the tribe. Best when grant funding covers capital costs — which is the case with ARV-25-015.

For AMPS: Owner-operator is the recommended model given CEC grant coverage of capital costs. Revenue from public charging accrues to the tribe, and AMPS retains full control over tribal member pricing and station management.

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