WetEV wrote: ↑
Wed Jun 09, 2021 6:30 pm
GRA wrote: ↑
Wed Jun 09, 2021 4:41 pm
You continuously choose to miss the point. Once you are arriving home with low range remaining, how much total range the car has is irrelevant to how long it takes to replenish what you need for even a modest trip, as that time is determined by the capacity of the circuit, not the car.
No, I get your point. But your point isn't the whole subject.
I've lived on L1 at home.
And now you don't, and I've tried it long enough to know it would be constraining for me, albeit fast, convenient, reliable and reasonable cost QCs would eliminate most of that.
If L2 hadn't been a freebie, would you be content with L1 now that you've got a '200' mile BEV, or would of you stick with L1, accept the lower charging efficiency but avoid the hassle?
Speaking of which, via GCC:
https://www.greencarreports.com/news/11 ... leaner-air
Could urban charging deserts hinder ride-hailing EV adoption—and cleaner air?
As a lack of Level 2 AC charging infrastructure gets in the way of EV ownership in some urban areas, the lack of fast-charging could slow electric ride-hailing adoption, according to new analysis from the clean-energy advocacy group Rocky Mountain Institute (RMI).
With so many vehicles from the likes of Uber and Lyft on city streets, electrifying ride-hailing will be an important part of reducing emissions. California has already mandated that a certain number of vehicle miles traveled (VMT) are electric starting in 2023. Uber and Lyft have pledged to make their ride-hailing services all-electric by 2030.
Yet meeting anticipated charging demand in Los Angeles would require the local public DC fast-charging network to grow three to six times by 2030, the analysis found.
Using anonymized data from General Motors' defunct Maven Gig (which rented cars to ride-hailing drivers) in L.A., RMI found that EV ride-hailing drivers generally stuck close to areas with existing charging stations.
Those stations tended to be located in higher-income areas, meaning less potential for air-quality improvements from electric ride-hailing in low-income areas, according to the analysis.
EVs put to use in ride hailing deliver more carbon benefits, a previous study sound. So it's especially important to get some of the fastest-charging stations in urban spaces.
Evenly distributing DC fast charging stations across the city would require a major buildout, but it would likely be financially sustainable for charging-network operators, the analysis found. Such an expanded network would see over 30% utilization, "more than enough" to support its construction and operation, according to RMI. . . .
The analysis noted that high site-development costs and unfavorable utility-rate structures still represent major obstacles for DC fast-charging infrastructure expansion. . . .
That means companies like Uber and Lyft may end up having to figure out charging for their drivers. U.K. startup Arrival is supposedly developing an electric car specifically for Uber, but the ride-hailing firm hasn't had much to say about charging.
Alternatively, California announced late last year that it would disperse $20 million to get more EVs to the underserved. The Clean Mobility Operations Voucher Pilot Program (CMO) was empowered to use that money to fund car-sharing and other mobility services using zero-emission vehicles.
Direct link to download report: https://rmi.org/insight/ev-charging-for-all/