mbender wrote:I'm actually unconvinced that quick-charging couldn't or shouldn't be free to the users all the time (a la the "internet model"). That is, unless I'm doing the math wrong, it doesn't seem like it would be that difficult to subsidize the electricity and maintenance solely through advertising and partnerships (with the property owners, utilities &or governments).
Here are some simple calculations, with fairly generous assumptions.
- Each QC delivers 20kWh every 30 minutes in each hour of a day = 480kWh/day
- @ $0.20/kWh = $96/day per charger
Call it $100 per day per charger for the electricity -- probably on the high end, given the $0.20/kWhr rate used and the estimate of 12 hours per day an average unit would be in use.
Now I'm no pricing expert for advertising, but it seems to me that with the big screens on most of these chargers + the captive, well-defined and well-inclined audience, it would be very easy to cover the $100 per day. Wouldn't it? And I'm guessing much more than that could be commanded (adding in cost-sharing with property owners for increased traffic and visibility), which would ideally cover hardware, installation and overhead.
Or am I "way off"? It just seems that if the yahoos, googles and facebooks of this world can swing it, so should the blinks.
I see that you live in California, so I'll point out a big factor that you didn't take into account...
The electrical usage costs (kWh consumed) is not what drives the electric bill in California for these charging stations. The biggest component that Blink or any other DC Fast Charge operator has to pay in the big 3 utility areas in California is the demand
charge for the highest peak kW demand
that the station draws in a month's time. Think of it as a high water mark of usage for the month in a 15 minute window.
Given the 48 kW output for the Blink initially in a charging session then tapers off as the charge progresses, that peak over a given 15 minute window could be 30-35 kW (I haven't measured it, just an educated guess)...It's not unusual to have demand charges
for a station like this be MANY hundreds of dollars per month (especially if there are additional L2 stations in use at the same location). So the actual cost per session does depend on the number of sessions per month, but the real-world figures I'm seeing put the total cost well over $15 per session, sometimes much more than that (depends on how many sessions occur per month. $5 per session represents a bargain as compared to the actual cost for the electric bill (not to mention what the station cost to install at that location).
Of course, we'd all like the cost of a DC Fast Charge session to be less than the cost of gasoline...But in the real world, we don't use them that much so it becomes a convenience factor or a range extension that can be used once in awhile.
Here's another factoid, and this was pointed out by another MNL forum user a long time ago. The first time you use the DC Fast Charge port on the car, the cost will be $700 for the port and $5 for the charge ($705 total). The second time will be $710 total, etc. Don't forget the $700 that the port costs. Even if you never use a DC FC, you've already spent $700 for the port (on the 2011 LEAF at least) You'd have to use the DC Fast Charge port a large number of times at $5 per session to even equal what you or the EV Project paid for the port itself...