Electric Vehicle Infrastructure

Are time-of-use (TOU) rates good or bad for the electric grid? While TOU rates aim to reduce system-wide peaks, they can increase grid stress and costs under many current designs—especially with the rapid growth of #electricvehicles and #electrification. Here’s why: Residential TOU peak periods typically end around 7-9 pm (survey of 30 large utilities). Many EV owners start charging immediately after off-peak rates begin, but these periods are based on system-wide loads, not local distribution peaks. Now, picture a neighborhood with 10 homes on a shared transformer, where 5+ homes have EVs. With each EV drawing around 7 kW, the load can more than double each household's load. The result? Transformer failures are the first sign of strain. As electrification grows, the stress will extend to feeders, substations, and beyond. So, should we abandon TOU rates? Regulators favor them because they shift load off-peak, are low cost, and are backed by historical results. But the more compliance, the more severe the local #grid stress. Another challenge: shifting peak periods. As #renewables like #solar and #wind expand and grid-scale #batteries become common, peak times are moving. California’s "duck curve" shows demand now shifting to different parts of the day. We now need to encourage EV charging mid-day in solar-rich areas! Constantly re-educating consumers on changing peak/off-peak times is impractical. What’s the fix? OPTION 1: Move off-peak to midnight. Some utilities now start off-peak for EVs at midnight when household demand is low, reducing but not solving the surge problem. OPTION 2: Stagger TOU start times. Spreading start times across households could ease local strain but is complex and unpopular with regulators. OPTION 3: Adopt dynamic solutions. The best option for now is managed EV charging (until we get #V2G). Customers set a "ready by" time (e.g., morning), and utilities optimize charging based on battery status, grid conditions, and costs. This keeps costs low for both consumers and the grid and the consumer gets a full charge without any intervention. 3A: Whole house vs. EV specific rates? Different appliances have different characteristics, time-based value, and needs. I think it makes sense to treat EV pricing separately that the other appliances in the house, just like we do for solar rooftop. While dynamic solutions like managed charging are the future, a mix of pricing options is essential. No single approach will work for every customer or address the grid’s evolving needs. Your thoughts? P.S. I've included a link to a longer PLMA (@PLMAflm) discussion about electricity pricing that includes ideas from myself and Ahmad Faruqui. #energy #utilities #gridmanagement #TOU #EVcharging #tesla #rivian #electricvehicles

After years of outsourcing, brands are taking direct ownership of the EV charging experience. We see many signs of maturation in the US charging industry. Improving reliability. Less reliance on public funding. Increased experimentation with promotions and pricing. More exacting site selection. All show that charging companies are ready to improve and compete. But one of the most significant indicators of maturity hasn’t received as much attention: the subtle transition from site host to CPO. Take Wawa, Inc. and Tesla Charging. On the ground, a Tesla-owned Supercharger at a Wawa store looks much the same as the first one that Wawa owns, found at its store in Alachua, FL. White posts, plenty of stalls, plug in and start charging (or use the automaker app, for some non-Tesla EVs). But those posts display Wawa’s red goose logo, rather than the red text of Tesla. Pricing is set by Wawa and features no discounted rates for Tesla owners or members. Drivers on free Tesla Supercharging promotions will pay the same as everyone else, here. No congestion fees apply here, vs. the Tesla-owned location in downtown Alachua. Once we dig into the details, we see Wawa using the foundation of Tesla Charging to deploy reliable hardware, but taking greater control of the customer experience. And this is happening across the charging sector: Pilot Flying J with EVgo eXtend. Costco Wholesale and Sheetz with Electrify America Commercial. Francis Energy, LLC upgrading sites under the Supercharger for Business program, which is also attracting regional entrepreneurs like Suncoast Charging. This is really just the start of a shift I expect to see much more of throughout 2026 and beyond. As the EV sector prepares for a more mature business model that serves mainstream drivers, rather than early adopters and EV enthusiasts, owning the charging experience is essential. For businesses that see EV charging as more than a tertiary service, operating merely as a site host cedes too much control. The contrast between these two phases is most visible at other major brands, like Love's Travel Stops and Walmart. Both of these have hosted chargers across the US for almost a decade, but their newer sites look nothing like the early days. In each case, dispensers are wrapped in the brand’s colors. Love’s deploys a fully-branded canopy to protect its customers and charging hardware. Walmart channels users into its own app and offers a charging discount for Walmart+ members. These are the first steps on a path to differentiation. Making the act of charging a more streamlined, unique experience that aligns with the business offers. Once this shift moves beyond the physical look and feel of the station, into the digital side of the experience, we’ll really start to see the kind of personalization and integrated, data-driven marketing that I predicted at the start of the year. Who do you want to see take greater control of the charging experience they offer this year?

🚗⚡ Thinking About EV Charging Stations? Let’s Make Sure They’re in the Right Spots! ⚡🚗 We know a lot about deploying EVSE. Planning EV charging infrastructure can feel like a big task. But it’s all about knowing where to start and focusing on what matters most. With EVs becoming more popular every day, there’s pressure to get chargers where people need them. So, how do you figure that out? Here’s a quick guide to help. 1️⃣ Find the Busy Spots Start with the data. Look at where traffic flows and where EV drivers are already. Highways, shopping areas, and workplaces are usually solid bets. Talk to local businesses, too. A good partnership with a store or café could make a charging station even more useful. 2️⃣ Make it Easy to Use Drivers love charging stations near things like restrooms, coffee shops, or stores where they can pass the time. And check out the grid in those areas. If the site already has the power capacity, you’ll save time and money on installation. 3️⃣ Think About Tomorrow Don’t just look at today’s needs. EVs are on the rise, so pick spots that can grow with demand. Keep future development plans in mind, too. Aligning with new housing or retail projects makes the investment even smarter. 4️⃣ Keep People Safe Drivers need to feel safe charging their cars at any hour. Well-lit areas with good visibility make a big difference. Security features like cameras and patrols help protect the chargers and the people using them. 5️⃣ Be Kind to the Environment Choose locations that don’t require a lot of disruption to the landscape. If possible, add renewable energy like solar panels to power the chargers. It’s a win-win for sustainability. Good planning now means smoother execution and happier EV drivers later. Charging stations in the right spots aren’t just convenient—they show your community is serious about building a green future. Got questions or ideas? Let’s talk about it in the comments. I’d love to hear your thoughts! 🔋🌍 Let’s make this happen together. #EVCharging #EVSE #EV #ElectricVehicle #MunicipalityEVCharging #Microgrids #AJPerkins #MicrogridMentor 💬

I used AI to build a point-of-connection finder (in less than a week) because there's no point worrying about network capacity if your site is miles away from any network infrastructure! Everyone is obsessed with network capacity (me included) but it's not the only reason your connection offer isn't viable - it might not even be the front runner. In our seemingly never-ending quest to decode grid capacity we realised something that should've been obvious from the start. Selecting a site without thinking about where the cables are is madness. Why would you not consider your main blocker upfront? If you take a second to think about this it's incredibly dysfunctional. A connection offer is the best possible option for that specific location. A DNO can’t tell you if there was a 10x better location just a stones throw away. They can only assess the location you apply for. Thankful for the opportunity to stop thinking about capacity assessments for the first time in what feels like years, I started prototyping a few ideas to improve this process. My aim was to present grid data in a way that doesn't require a degree in electrical engineering and mirror what a network planner would do as closely as possible. Here's what I came up with: 1️⃣ Filtering network infrastructure by project size: You shouldn't have to know if your project is better suited to a 33kV connection instead of into the HV network - there aren't even fixed thresholds. So allowing for some overlap, we only show you the cables that your project could connect into based on a range you set. 2️⃣ Quick measure: Wherever you are on the map, just click to measure distance to the nearest cable at each voltage. No more using those god-awful scales. Overhead lines snap cleanly to poles or towers. 3️⃣ Max POC distance: What counts as reasonable depends on budget. A 200MW data centre might dig 20km. An EV charging site might only allow 200m. Set your limit and the POC finder stays within it. 4️⃣ Check for obstacles: Being close to a cable isn’t enough if a motorway, railway, or waterway sits in between. The obstacle checker highlights roads, built-up areas, railways, and waterways that could block your route. 5️⃣ Route planner: This might be my favourite feature. A trench is never straight. While straight-line distance is useful, we built a way to route along public roads using navigation software. Several DNOs told us it’s exactly how a planner would approach it. 6️⃣ Switch between map layers: We wanted network data to stand out while still letting you access full map detail like roads, street names, places, and satellite imagery. You can toggle between layers with slick keyboard shortcuts, without taking your eyes off the map. If you want to test this and tell me what to build next, drop a comment below. Tell me what to add, and I'll send you a link when it's live. The benefit of using AI to prototype ideas means a feature you suggest could be live within a few hours!

There’s a graveyard full of “perfect” EV charging sites that will never get built. And it’s not because of lack of power capacity or funding. It’s because of design and parking lot constraints. Here’s how deals actually die: 1) You find a site. Great utilization potential. Reasonable demand charges. Power’s there. The landlord’s excited. You’re three months into negotiations. Then your engineering team realizes the existing stalls are only 16 feet long. The ADA stalls need to be at least 20 feet long and there is no room to cut into the curb. ❌ Deal’s dead unless you relocate the stalls elsewhere. 2) Boundary line and easement issues: Perfect grassy area for chargers. Except it’s a couple of feet outside the property line. Nobody caught it until the lease agreement was signed. ❌ Deal’s dead. 3) The line of sight issues: Site host: “Don’t block our shopping center sign. Keep chargers on the perimeter.” City: “ADA stalls must be closest to the building.” Site host: “Wait, that blocks our storefront visibility.” ❌ Dead. 4)Building code issues: Your layout causes a net loss of six stalls. That puts the property below minimum parking requirements. ❌ Dead. 5) Support equipment location and trenching length: “Just put it in back!” “Sure, we’ll just trench through 40,000 sq ft of asphalt.” “How much?” “More than your entire project budget.” ❌ Dead. There are many other examples we’ve seen. These are just the common ones. Here’s what nobody tells you about EV infrastructure: The process of installing chargers is a complex one. It almost feels like a three way fight between what the city or the AHJ demands, what the property owner wants, and what actually makes money for the CPO. There has to be alignment among all three parties or the site will not get built. We’ve seen companies burn millions learning this. They sign a lease, spend months going back and forth on design changes, then discover there’s a utility easement right where the chargers need to go. That’s why we built EVpin. We flag most of this on day one, not month six. And this alone saves you a ton of headaches and millions in the long run. To every CPO out there fighting these battles: We totally get it. You’re solving a 3D puzzle where the pieces keep changing. We can help solve that puzzle. DM me if this resonates with you and you want to learn more.

Peak demand is the most expensive problem in electricity. A 15-minute DC fast charge can create a demand spike exceeding 1 MW per vehicle, requiring oversized transformers and stranded distribution assets. These short-duration, high-amplitude peaks lower asset utilization and force utilities into costly overbuilds. The spike isn't the only part of the issue. We also have to consider the human behavior behind fast charging. When people fast charge, it’s usually because they’re in the middle of a trip or scrambling to recover from forgetting to plug in. In those moments, they’re inflexible. They need energy right now. That urgency means utilities can’t shift the load. At home, the opposite is true. Whether your car fills at 9 p.m. or 11 p.m. doesn’t matter... as long as it’s ready by morning. That flexibility is gold for utilities. It allows charging to be spread out, shifted to off-peak hours, and harmonized with other loads. That’s why a distributed, low-power Level 2 model produces a long-dwell, low-amplitude load curve. The aggregate effect is a flatter, more predictable demand profile: - Loads are shifted into overnight off-peak periods - Transformer capacity is preserved by spreading kWh delivery over time - Distribution utilization improves, increasing ROI on existing assets When deployed in multifamily properties (dense clusters of vehicles colocated near commercial load centers), this model supports local grid balancing without requiring new generation. The outcome is a rare alignment: Utilities reduce capital costs, property owners provide charging at scale, and EV drivers gain convenience. This isn’t about “slow vs. fast charging.” It’s about aligning charging profiles with utility economic models. #EnergyManagement #UtilityEconomics #EVInfrastructure

Picture the day when every electric vehicle (EV) charging station is perfectly placed, humming with activity, and turning a profit.This is the future we’re building toward with models for financial underwriting and capital allocation. Investors are moving beyond broad averages, diving into granular, site-specific data. Instead of a one-size-fits-all utilization rate, we’re talking about modeling each site based on real-world factors like nearby EV population and traffic patterns. This shift is more than just a trend; it’s a game-changer that’s already boosting ROI by 10-20% for those using AI-driven forecasts and hyper-local site selection. And let's talk about scenario analysis. We know the EV landscape is full of uncertainties: adoption rates, tech changes, energy prices. By running multiple scenarios, investors can pinpoint breakeven timelines and adapt to policy shifts or market changes. It’s about understanding the sensitivity of profitability drivers like utilization rates and pricing strategies. A McKinsey study showed that a small bump in utilization or pricing could turn a loss-making station into a breakeven one. Public incentives are another piece of the puzzle. Government programs and tax credits can significantly enhance project returns. Imagine blending these incentives into your financing plan—suddenly, the numbers look a lot more attractive. Partnerships with infrastructure funds and REITs are also on the rise, spreading risk and tapping into lower capital costs. Finally, we’re not just looking at individual sites anymore. It’s about the portfolio view. Using AI-driven tools to optimize site selection ensures maximum return on investment. This comprehensive approach—focusing on granularity, scenario planning, and strategic partnerships—guides us in deploying capital wisely.

Stable Auto uses AI and machine learning to increase the utilization and profitability of charging infrastructure. Stable uses data from 40,000 US public chargers to predict how well new charging sites will perform. They look at local traffic, EV penetration, nearby amenities, local housing types, and competition. Its pricing algorithms adapt in real-time to market changes, like energy costs, competition, and demand helping businesses make more money and attract more customers. Cofounders Rohan Puri (CEO) and Jamie Schiel (CTO) met at the MIT Media Lab working at the intersection of machine learning and sensing. Why I’m watching Stable; - ROI estimates. Stable analyzes >75 different variables to predict the utilization of potential EV charging station locations. This allows them to provide accurate ROI estimates and real-time pricing recommendations. - Utility rate data: Stable partners with Arcadia's Signal platform to access utility rate tariff data allowing them to make precise ROI predictions for EV charging locations. Stable is able to generate 10-year forecast scenarios and analyze thousands of potential sites quickly. - Charging utilization data: Stable has access to utilization data from 40,000 EV chargers across the US. This provides insights into national EV charging demand trends that they can leverage to improve charging station placement and pricing. Diving deeper 👇 🎧 EFI (Entrepreneurs for Impact) podcast with Chris Wedding → https://lnkd.in/geirpUj8 📚 Kyle Stock article in Bloomberg Green → https://lnkd.in/g4siedk9

Here is the playbook I use when someone says “design me a profitable EV charging site.” Start with the rulebook. NEVI sets the floor at 150 kW per port, four ports per site, 24 by 7 access, payment that works for everyone, and uptime above 97 percent. Design to exceed it with modular cabinets and room to scale. Pick sites where dwell time and traffic align. Highways need fast in and out, retail needs 20 to 45 minutes of spend time. Pair chargers with anchors that already win dwell time like groceries, cafes, gyms, hotels. Public studies show co location, traffic patterns, and community input drive utilization. Engineer for real cars not brochure peaks. Most vehicles live happily at 150 kW windows today while 800 to 1000 V platforms grow. Use 1000 V architecture, liquid cooled 500 A cables, dynamic load sharing. That keeps you NEVI compliant now and ready for higher power later. Profit is utilization times margin, and margin is what is left after energy price and demand charges. Lock in the tariff, pursue demand charge mitigation, add battery or smart dispatch where it pencils, and chase fleet and membership revenue to smooth peaks. NREL finds demand charges and retail rates are the biggest profitability swing factors. Make reliability your brand. Design in redundancy at the cabinet and dispenser, stock spares, set SLAs with field service, monitor OCPP 2.0.1, and enable Plug and Charge so sessions start first try. The standards push ISO 15118 and OCPP for exactly this reason. Reduce friction everywhere. Clear wayfinding, pull through for trailers, great lighting, cameras, snow and flood planning, ADA compliant spaces and routes, contactless pay that never hiccups. Accessibility guidance is now spelled out. Build it in from day one. Stack the revenue. Energy sales. Idle fees after a fair grace period. Retail uplift from dwell. Partnerships with delivery and ride hail fleets. Advertising where tasteful. Loyalty that turns occasional users into regulars. Evidence shows retailers gain longer dwell when charging is on site. Short list to copy paste into your SOW • Site fit: traffic, dwell, grid capacity, utility timeline • Power plan: 300 kW 2 by 150 or 600 kW 4 by 150 with growth path • Tariff: modeled energy cost and demand charges with mitigations • Hardware: 1000 V, 500 A, liquid cooled, modular, hot swap spares • Software: OCPP 2.0.1, ISO 15118 Plug and Charge, remote ops • CX: lighting, canopy, pull through, wayfinding, bathrooms, coffee • Compliance: NEVI, ADA routes and spaces, 24 by 7 access • Uptime: 97 percent plus, SLAs, on site parts, trained techs • Revenue mix: energy, idle fees, fleet contracts, retail uplift Get utilization right with the right site, crush soft costs with the right utility plan, and protect revenue with reliability and UX that earn repeat use. Do that and the math starts working in your favor. #EVCharging #DCFC #Reliability #SiteSelection #Fleet #OCPP #ISO15118 #EnergyRates

#Publicationalert: Public Charging Infrastructure Pocket Guidelines 𝗙𝗿𝗼𝗺 𝗽𝗼𝗹𝗶𝗰𝘆 𝘁𝗼 𝗽𝗿𝗮𝗰𝘁𝗶𝗰𝗲: 𝗺𝗮𝗸𝗶𝗻𝗴 𝗘𝗩 𝗰𝗵𝗮𝗿𝗴𝗶𝗻𝗴 𝗮𝗰𝘁𝗶𝗼𝗻𝗮𝗯𝗹𝗲 𝗳𝗼𝗿 𝗧𝗮𝗺𝗶𝗹 𝗡𝗮𝗱𝘂’𝘀 𝗰𝗶𝘁𝗶𝗲𝘀 When we began working with the six EV-ready cities of #TamilNadu — #Chennai, #Coimbatore, #Madurai, #Trichy, #Salem, and #Tirunelveli — one challenge became clear: stakeholders knew charging infrastructure was critical, but many were unsure of the exact steps. Questions came up like: - Where do we begin? - Which land parcels should we prioritise? - How do we forecast demand across vehicle types? - What approvals are required, and from whom? To address this, alongside the comprehensive Tamil Nadu Public Charging Infrastructure Guidelines, the #Tamilnadu released the Pocket Guidelines — a concise, 30-page reference in English and Tamil. Formally adopted by the Department Of Industries Commerce Government Of Tamil Nadu and Guidance Tamil Nadu, the guidelines will now guide coordinated action across #TNGECL, #TNPDCL, Urban Local Bodies, and other departments. We at ITDP - India will continue supporting this effort to ensure that EV charging infrastructure is developed in line with these standards — making adoption easier, faster, and safer across Tamil Nadu. What does it do? It translates complex regulations into clear “what, why, how” actions for cities, utilities, and operators: 𝗗𝗲𝗺𝗮𝗻𝗱 𝗮𝘀𝘀𝗲𝘀𝘀𝗺𝗲𝗻𝘁 → tools to estimate how many chargers each city needs, by vehicle segment. 𝗦𝗶𝘁𝗲 𝗶𝗱𝗲𝗻𝘁𝗶𝗳𝗶𝗰𝗮𝘁𝗶𝗼𝗻 → step-by-step process for selecting optimal locations, integrating land use, traffic, and power access. 𝗡𝗼𝗿𝗺𝘀 & 𝘀𝘁𝗮𝗻𝗱𝗮𝗿𝗱𝘀 → collated technical and safety rules in one place for easy compliance. 𝗙𝗶𝗻𝗮𝗻𝗰𝗶𝗮𝗹 𝗰𝗹𝗮𝗿𝗶𝘁𝘆 → cost components, business models, and revenue options for charge point operators. By simplifying the technicalities, the Pocket Guidelines help government agencies, ULBs, and charge point operators align quickly — cutting delays, reducing uncertainty, and accelerating on-ground rollout. For Tamil Nadu, where #EVmanufacturing is already strong, this is about ensuring #EVadoption keeps pace — and giving cities the confidence to act.   Gratitude: To the TN Guidance team: Darez A. | Alarmel mangai | Prabakaran Andi Saravanan | Renold Regan G | Shanmugapriya Murugananth I Vishnu Venugopalan I To the ITDP - India team: Sivasubramaniam Jayaraman I Sooraj E M I Bezylal Praysingh I Pavithiran R I Kashmira Dubash I Varsha Jeyapandi I Donita Jose I Aangi Shah #EVCharging #ElectricMobility #TamilNadu #CleanTransport #NetZero