Why Central Planning Won't Solve EV Fast-Charging Infrastructure Development
Direct charging infrastructure requires a flexible, distributed approach rather than rigid central planning. Here's why:
Fast charging stations should be deployed like solar installations - dispersed, quick to implement, and guided by market demands rather than strict government plans. This approach allows for:
- Adaptive placement based on actual usage patterns
- Faster deployment times (6-18 months vs multi-year plans)
- Better alignment with local power availability and utility rates
- More efficient use of both public and private funding
Key Considerations for DCFC Infrastructure:
Urban vs Highway Needs:
- City dwellers need frequent local charging options, similar to coffee shops
- Highway corridors require strategic placement based on travel patterns
- Downtown chargers serve both local and long-distance travelers
Site Selection Factors:
- Typical dwell time at location (15-30 minutes ideal)
- Available amenities (shopping, food options)
- Power infrastructure availability
- Site host partnerships and approvals
BEVs per charger by US state
EVgo charging stations with non-Tesla vehicles
Best Practices for Implementation:
- Use flexible guidelines rather than rigid requirements
- Implement in smaller phases to adapt to market changes
- Balance geographic coverage with actual demand
- Allow for multiple deployment cycles per year
- Consider both community and corridor needs
- Focus on user experience and convenience
Success comes from treating DCFC infrastructure as a distributed network that can grow organically with demand, rather than a centrally planned system requiring extensive advance coordination.
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