Part of the article is claiming that the rollout of EV charging is slowed by the large capital cost, and about how to reduce that capital cost.
But without comparing to existing ICE refuelling, which is what EV charging replaces/stands alongside, there's no real identification as to whether the capital costs actually are slowing the rollout.
What is driving the rollout is demand not supply. Of course, they're related, but EV fast charging will tend to be for distance travel, not commuting.
Commuters will plug in at home (or at work) and standard L1 charging is going to be "enough".
So EV charging will be for distance, on major highways etc.
How much is a highway "services" installation, where refuelling/recharging is combined with food or other services, an actual limitation of capital cost of the recharging compared to other capital costs?
> But without comparing to existing ICE refuelling, which is what EV charging replaces/stands alongside, there's no real identification as to whether the capital costs actually are slowing the rollout.
I'm still not following here. Again, it just does not seem relevant.
> What is driving the rollout is demand not supply.
Uh, sure, but at lower capital cost there is some marginal demand worth pursuing. And lower prices to the consumer would stimulate higher demand.
But without comparing to existing ICE refuelling, which is what EV charging replaces/stands alongside, there's no real identification as to whether the capital costs actually are slowing the rollout.
What is driving the rollout is demand not supply. Of course, they're related, but EV fast charging will tend to be for distance travel, not commuting.
Commuters will plug in at home (or at work) and standard L1 charging is going to be "enough".
So EV charging will be for distance, on major highways etc.
How much is a highway "services" installation, where refuelling/recharging is combined with food or other services, an actual limitation of capital cost of the recharging compared to other capital costs?