The Gundagai Chargefox chargers under discussion aren't single stalls, though. There's two ultrafasts, both of which are cactus, and a 50kW which is apparently still fine.
Absolutely. The only time I might not use PlugShare is when I use a SuperChargerThis is why something like plugshare is so important, lets you plan ahead and get around a dead charger. Trouble is not everyone uses it. Should be a sign on the chargers asking people to report on plugshare as well as to the operator.
This x3000. Imagine the uproar in country Victoria if the local servo had no petrol. This needs to be the mindset!Reliability and redundancy are key for these long distance charge sites on major long haul routes.
I’d much rather see 4x150kw stalls than 2x350.
The 350kw units in particular seem to have a bit of a sketchy track record.
Edit - I saw this very good summary on social media:
My extensive experience running two cars (combined 440,000km) has been Tesla maintain a charging network like it's critical infrastructure.
While everyone else operates a network like it's a good thing to have. If it's not working then it's because of xyz. Imagine the uproar if your local BP shutdown for six months. It's that bad, and the reason the ONLY company to have an EV for the market is Tesla.
Thanks for finding this - it’s a fascinating report. My 3 big takeaways:ChargeFox has indicated their level of dissatisfaction previously with the Fast Chargers they have deployed. If you read the Arena Report it's stated there.
This may be the case, but how does it explain Tesla being able to have their chargers at significantly higher uptime? They would surely face the same points of failure. Maybe Chargefox/Evie/ABB/Tritium need to take a leaf out of Tesla's book.It's definitely far more complex than just blame Tritium or ABB.
Lots of other points of possible failure beyond their control, including breakers in the switchboard, communications (mobile or wired), local power fluctuations etc.
Also a question as to what kind of monitoring the operator has and how easy it is to do a remote reset, versus truck roll etc.
Not sure I agree with this conclusion - based only on my anecdotal experience.Charging Behaviour - That 350kW chargers get used about 50% more than 50kW chargers at the same site, and that drivers tend to “top up” for 20 to 30 minutes rather than “fill up” their batteries. They concluded that people are charging opportunistically and fitting it in around other routines such as shopping rather than having specific charging levels in mind.
Doesn't explain my last experience where both 350kW units were down and the first 50kW unit I tried gave me 17kW, tried the other, got almost 50kW. But nonetheless it's a useful approach if the EV drivers' expectations can be managed in relation to the occasions when charging will be throttled.Dynamic Connections - I never knew this was a thing. I wonder if that explains why some of my ChargeFox sessions have delivered less power than I expected?
A lot of it is probably just redundancy. One cabinet serves two stalls, so the worst case (apart from total power failure upstream) is that something fails in the cabinet and it only takes two of 6-8 stalls offline. They possibly have better reliability too, but the main advantage they have over Fox/Evie is the redundancy of stalls.how does it explain Tesla being able to have their chargers at significantly higher uptime?
But more stalls equals more cost (hardware, servicing, lease area etc even if total electricity consumption hence grid charges are the same) and so if total user demand was unchanged it would reduce profitability not improve it.I hope that isn't adopted as the main model. Much better to have extra stalls and power share to reduce queueing.
In the "old language" (V2 superchargers) each cabinet was capable of 150 kW, so a 6 stall site would be 450 kW which fits nicely under a 500 kVA transformer capacity.I was particularly interested in the rationale behind supercharger site sizing. If Tesla had to install 500kva to get a standalone site going, they knew how many supercharger stalls 500kva could support, which happened to be exactly how many superchargers they installed.