2926 La Cienega Blvd, Culver City, CA 90232

Vertical Ranking

Every candidate vertical with its sub-scores. Click any column header to sort. See the legend below for what each score actually means.

Interactive Map

Interactive layer map. Toggle layers in the top-right to see: the target site (red star), drive-time trade areas (5/10/15 min polygons from Mapbox), existing EV chargers within 3 mi (green = has DCFC), competitor POIs (clustered), and SCE grid circuits.

Site Fundamentals

Parcel-level facts about the property itself. Values labeled `—` couldn't be confirmed from free public sources and need a broker or title-company pull.

Trade Area & Traffic

How the site connects to its customer catchment. AADT = Annual Average Daily Traffic (vehicles/day, averaged across all 365 days). Rule of thumb: under 5k = residential side street; 10–25k = busy arterial (Adams Blvd is here); 30k+ = major urban arterial. The 15-min drive area is the Mapbox isochrone — not a circle — so it reflects real road-network reach.

EV Landscape

Existing EV charging supply around the site and the rebate stack available for new installs. DCFC port density in the 0.25/0.5/1-mile bands is the primary cannibalization signal for the EV DCFC vertical. DCFC = DC Fast Charging (50–350 kW, 15–45 min recharge, $50–150k/port equipment, needs utility upgrade). L2 = Level 2 (7–11 kW, 4–10 hr recharge, ~$10k/port install, used where the car is already parked for retail/dwell). They're different business models — DCFC sells speed to quick-turn drivers; L2 rides on a dwell tenant's foot traffic.

Competitive Density (1-mile radius)

POI density within a 1-mile walk/drive of the site, by category. Ranked by count. High counts in a category mean saturation for *that* vertical — but dwell-friendly POIs (coffee, gym, hotel) also *boost* EV L2 scoring.

Demographics (Census Tract)

US Census ACS 5-year values for the census tract containing the site, plus CA DMV ZEV registration share for ZIP 90232. Income + ZEV adoption are the two strongest demand signals for EV verticals.

Incentive Stack

Stackable public incentives for EV charging sites. The engine assumes 30C + CALeVIP + SCE make-ready all apply — a best-case. A financial model should re-verify with a CALeVIP-approved integrator.

Data Sources (provenance)

Provenance audit — every data-source module, row count, and last-fetched timestamp. Empty tables indicate either a disabled source or a transient fetch failure (check logs/run_*.log).

Narrative

One-paragraph plain-English summary of the composite analysis. This is the text the engine would give a human reviewer asking 'what does it all mean?'

Overall 0.89. Top-3 verticals: ev_tesla_supercharger_business (0.89), ev_host_site_lease (0.82), ev_dcfc_hub (0.81). Grid readiness 1.00; cannibalization risk 0.35.

LCFS Ground-Truth Calibration

CARB's Low Carbon Fuel Standard registry is the authoritative list of every commercial EV charger in California. The demand model is now calibrated against this observed supply plus CARB's published statewide kWh/EV/day benchmark — replacing the earlier planning-grade capture rate.

Observed supply within 5 miles (CARB registry, Feb 2026)

Calibrated demand math

Implication: the corridor is more saturated than NREL's station count showed. The LCFS-calibrated demand is lower than the uncalibrated capture-rate model produced, meaning earlier DCFC payback estimates were optimistic. Tesla-branded sites still enjoy a meaningful network-effect lift, but the fair-share math shows the ceiling is tighter than expected.

EV Site Options: Three Paths

Three distinct business models for EV charging at this parcel, with very different capital commitments and operational burdens.

Tesla Supercharger for Business — the new third path

Launched late 2025, public configurator live April 2026. ~$940k all-in for an 8-stall V4 site ($500k hardware + $440k installation). You arrange utility service, permits, civil work. You pay Tesla a flat $0.10/kWh that covers software, payment processing, 97% uptime SLA, driver support, and integration into the Tesla app's global Supercharger map (~3M US Tesla drivers). You set retail price and keep the margin above the $0.10 fee and your electricity cost. Tesla's own configurator reports 4-year payback for a San Francisco site and 7-year payback for Manhattan — Culver City's economics land between those.

Apply: tesla.com/supercharger-for-business · Coverage: Electrek, electrive, Drive Tesla.

"tesla_configurator_override": {
    "stalls": 8,
    "install_tier": "medium",
    "hardware_usd": 500000,
    "install_usd_per_stall": 55000,
    "annual_kwh_per_site": 420000,
    "retail_price_per_kwh": 0.48,
    "tesla_fee_per_kwh": 0.10,
    "payback_years_from_tesla_calculator": 5.2
}

Host-site lease programs (passive landlord)

If the operational burden is more than you want, every major EV charging network runs a host-site program where they bring 100% of capex and operations in exchange for ground rent. Typical deals: 8–12 stalls × $300–600/stall/month + occasional revenue share, 15–20 year term.

Tactical suggestion: send the same one-page site brief to Tesla, EVgo, and Electrify America simultaneously. Each will come back with a letter of interest within 3–6 weeks. Stack the offers against each other and against the "own & operate" scenarios below.

Better EV Demand Data — Calibration Sources

The current demand model uses AADT × EV share × ~0.6% capture rate. That's planning-grade. These free sources let us replace that with real observed utilization from nearby operators, producing a much tighter forecast.

The single highest-value add is CARB LCFS quarterly data. Every existing DCFC within 3 miles (there are ~125) reports exact kWh dispensed each quarter. Pulling that replaces the guessed capture rate with an operator-observed number for this specific corridor. If you want the engine calibrated to real data, this ingest is on the backlog.

EV DCFC Hub — Detailed Financial Breakdown

Two scenarios for the property's strongest vertical. The engine's model gives an optimistic number (full rebate stack, no demand charges). The Realistic column adds line items operators actually pay (SCE demand charges, insurance, card-interchange, property tax) and applies honest rebate eligibility. Federal 30C does not apply at this tract — the Culver City tract has $130k median HHI so it fails the low-income / non-urban test.