I get both takes. I don't see putting a 4 stall site every 150 miles as being a good choice. Going with ~4 stall sites every 50 miles, vs. larger sites every 150 miles, allows for easier site selection because of available space and power as well as providing more redundancy if a single site is down for some reason.
Tesla Superchargers still wouldn't meet a 100kW requirement... (V3s are almost there at ~90kW.) I, also, think that dropping from 150kW to 100kW would make more difference than you think.
The NEVI guidelines say that they are supposed to be within one mile of the highway. So there shouldn't be a lot of diversion time for these. And I would expect most to be rest stop/gas station like locations.
No charger will put more power into a car than it thinks the car should take. V3 superchargers routinely start at around 200kw for me. They drop fairly soon, but not because somebody else pulled up and drew power.
I am not bothered if an 8-plex of 250kw stations can't deliver 2mW. I would rather have more stations sharing the max power than fewer able to always deliver all of it. Sharing only reduces your power when the station is under heavy use (This is actually mostly true at v2 stations as long as people know not to pair until the station is >50% full.)
Tesla's approach of having lots of stalls means that a broken stall has very little impact. A broken stall at a 2-plex or 4-plex can mean a big difference.
I would much rather have to share power and get a longer charge than have to sit in a line at a full smaller station.
One mile of the highway can be quite a large diversion. One fault I have with superchargers is that sometimes it's quite a long drive off the highway to get to them, and they are mostly well within a mile of the highway. They tend to be at power centers and there are lots of turns and traffic lights and traffic to get to the back of the parking lot of the power center. Also, is it 1 mile of the highway or 1 mile of the interchange?
I guess some day we should do a survey as to how many people follow the "Charge to 80%+ with fewer stops" strategy vs. the "Charge to 50% and stop more often" approach.
You tell me that dropping from 150K to 100K would take more time than I think. I've charged at probably 100 chargers -- 25KW, 50KW, 150KW, 250KW and lots of real rates less than that. Are you asserting what I have seen is atypical? I will agree that because I almost always have a meal, or more rarely a shopping trip, with every supercharge -- I think maybe twice in my life have I sat in the car for the charge -- I tend to charge to 90%, and the relative difference is lower for those who do that. Now I know it's slow from 80% to 90% and in that case I am deliberately doing this so I don't have to go move my car while eating. (I try to avoid this if it's 100% full though, unless I need that much charge.)
It also varies by how much charge you have coming in. If you come in with 5% you will see more difference, but Tesla recommends recharging at around 20% for best battery life. If you do that, you only get the fast power from 20% to 50% (17kwh in my car) and even at 100kw that is done in 10 minutes, vs. 5 minutes at 200kw. Others have plotted charge times.