You've missed the point and the bigger picture.
My point was there are tons of people who cannot or will not charge at home. NY also adopted rules like CA but from looking at
Governor Hochul Drives Forward New York's Transition to Clean Transportation, it's even tougher and I see no allowance for up to 20% being PHEVs.
"It would require an increasing percentage of new light-duty vehicle sales to be zero-emission vehicles (ZEV) starting with 35 percent of sales in model year 2026, 68 percent of sales by 2030, and 100 percent of sales by 2035."
If
New Car Sales by State - Full Year 2022 Vehicle Sales Report is correct, there were 780K new vehicles sold in NY in 2022.
From
Alternative Fuels Data Center: Maps and Data - Electric Vehicle Registrations by State,
Guide to Electric Vehicles in New York and
Addressing climate, N.Y. seeks electric vehicle expansion, there are probably
84K to 150K BEVs on NY state roads. Look at the problems they're already having given your "edge cases" of just these "5000 or less" rideshare drivers + the small number of BEVs vs. what mandates will/might cause. Eventually ALL the taxis and rideshares added will be BEVs, then you have many others who will be forced (?) by the NY "law" to buy BEVs if they want a new car. Many of those won't be able to charge at home either.
Imagine adding
700K BEVs per year in NY every year in 2035 and beyond! This doesn't include the ramp up. And it gets pretty cold in NY for months at a time too.
When the infrastructure isn't enough to keep up, this will be in the news all the time and NY residents will get fed up because they will eventually experience it. That will cause a slowdown in the acceleration of BEV demand.
I don't think he missed the point. The point is that this is one of the densest urban environments, with a relatively high proportion of households who can't charge at home, with a sudden stoking of demand for BEVs by the government _specifically for rideshare_, which was introduced without building advanced or parallel charging infrastructure.
The government will add some more infrastructure, although it's only going to be about 50 chargers at 13 lots. There, it'll be paid parking, but the 1 hour of parking will be deducted from the cost of the charging, so effectively parking for charging would be free, _if_ they can get in and out in 1 hour.
There's also the company Revel that's opened some charging and will be building more. Parking will be free for the first hour of charging.
That parking lot with the Superchargers is a _free_ lot, while others require more payment, so drivers are preferring it, and as one of the drivers said, they're driving 30 minutes to get there and wanting to charge to a high percentage. All of that is building lines.
If the additional infrastructure is added and spreads out charging, that will ease the pressure.
_If_ nothing is done about it, or added infrastructure is insufficient, the problem will grow, but if the infrastructure is built out, it should ease the problem. Other cities have successfully added on-street charging, and if the general market is expanding, access to charging becomes a marketable asset for property developers. There is already activity happening in adding larger numbers of L2 chargers to parking garages and other large lots in major EV markets.
So I see this as a current barrier that will hold back growth, but not something that will set a hard ceiling, as if we reach the point where infrastructure, rather than price, becomes the major sales barrier, it will be a very clear market signal and that'll result in charging infrastructure being built out both on and off street.
