How Many EV Charging Stations Will 10 Billion Buy for America?
One of the numbers that has been tossed around for months by the Biden administration is its plan to deploy “500,000 EV charging stations.” And now that the Senate’s version of the Biden Infrastructure Bill is close to passing, a potential estimated 10 billion could fund grants for building out EV charging infrastructure in the US.
But how many charging “stations” (e.g., chargers, ports, individual charging connections) will whatever the final number is in front of the word “billion” actually fund?
First, why did I say 10 billion? The Senate bill allocates 7.5 billion toward not just EV charging infrastructure, but also “hydrogen fueling infrastructure, propane fueling infrastructure, and natural gas fueling infrastructure.”
“… a grant program to strategically deploy publicly accessible electric vehicle charging infrastructure, hydrogen fueling infrastructure, propane fueling infrastructure, and natural gas fueling infrastructure along designated alternative fuel corridors or in certain other locations that will be accessible to all drivers of electric vehicles, hydrogen vehicles, propane vehicles, and natural gas vehicles.”
I have yet to hear how these costs might be allocated toward the different types of fueling infrastructure, but my best guess is that perhaps 5 billion of the 7.5 billion may go to EV charging infrastructure. Secondly, according to analysis from Jeff Davis at the Eno Center for Transportation, there is an additional 5 billion earmarked for EV charging infrastructure in the USDOT Appropriations grants that would be disbursed through state and local governments.
So with that out of the way, let’s get back to the question of “How many electric vehicle charging stations will 10 billion buy for America?”
The short answer is: “It depends,” because the cost to deploy EV charging stations has multiple variables. These include:
- The mix of type of EV charging equipment – Level 1, Level 2, and DC fast charging.
- The mix of equipment types – networked versus “dumb”/non-networked; and charging power such as 100 kW versus 250 kW DC fast charging hardware.
- Where in the US they are deployed. For example, labor costs in states like California or Hawaii, may be much higher than in Alabama or Oklahoma. Secondly, many states or localities may have more onerous regulations and permitting processes than other localities adding time and cost.
- Union versus non-union electricians and contractors.
- Number of chargers deployed per location (more chargers lowers the per charger cost). Because non-hardware costs can reach as high as 80% of a project, the more chargers installed per site, the lower the cost is per charger.
What Does It Cost to Deploy DC Fast Chargers?
I reached out to Carl Pancutt, CEO of high-power EV charging deployment company Cleantek, for help in fleshing out costs to deploy DC fast chargers.
As you can see from the cost examples below, the actual hardware costs are often a bit more than 50% of total project costs. The other costs include:
- Bringing additional power/utility service and upgrade costs to the site. Especially with DC fast chargers, a host site likely will not have enough power available and the local utility will have to bring more power to the site.
- Construction includes the underground preparation, electrical infrastructure, and concrete pads needed to support multiple DC fast chargers. This also includes the permitting and approvals process.
Add up all of those costs and you are looking at a cost of from 40,000 for a 50 kW DC fast charger to more than 400,000 for a 350 kW DC fast charger. These are the costs per charger. The more DC fast chargers installed per site, the lower the per charger cost due to the high cost of additional power and construction.
Don’t believe these costs are accurate? In a recent Wall Street Journal article, Cathy Zoi, CEO of the charging network EVgo, was quoted that it cost the company an estimated 110,000 to deploy a DC fast charger. And hence, costs to deploy a charging location with four charging units costs approaches half a million, or one with 8 chargers, nearly one million dollars.
“Construction and the charging units for each parking stall cost about 110,000. When we’re talking about building a station, we’re talking about a half a million to a million dollars in capital.” – Cathy Zoi, CEO – EVgo
Following are a few more recent examples I pulled from conversations.
In the North Carolina example above the cost was 100,000 for a single 50 kW charger and in the Baltimore example, 137,500 for deploying two 50 kW chargers. The 61,612 for two 50 kW DC fast chargers is consistent with the mid-priced cost provided by Carl Pancutt of Cleantek.
Level 1 and Level 2 Charger Deployment Costs
For average cost to deploy Level 1 and Level 2 charging stations I reached out to John Kalb of EV Charging Pros, one of the foremost experts on deploying EV charging at multifamily properties. John has been involved in the deployment of 100s of Level 1 and Level 2 EV charging projects and has a wealth of project data.
Just like installing DC fast chargers, the costs to deploy Level 1 and Level 2 charging stations can include the installation of additional electrical panels, pulling conduit, for Level 2 often additional power from the utility, permitting and the charging hardware.
Below is a sampling of 8 Level 2 deployments at Northern California multifamily properties. Cost per port ranged from a low of 6,205 to a high of 17,099 and averaged 9,808. The percentage of project costs attributed to non-hardware aspects ranged widely, but averaged 56.1% of total project costs.
Interestingly, PGE, the Northern California-based utility, has published cost data showing an average of 17,661 for MUD (multifamily unit development) Level 2 deployment per port and 18,384 across MUD and workplace deployments.
One challenge with apartment properties is that in some markets the majority of the properties may have been built between 1950 and the 1980s and the power supply and electrical panels cannot support charging multiple EVs with Level 2 chargers. And the projects themselves then trigger requirements to bring electrical infrastructure on these properties up to current code, adding yet additional costs to the project.
Cost is a key reason that some consultants and utilities are recommending that multifamily property owners deploy Level 1 “Smart outlets” instead of Level 2. Peninsula Clean Energy recently published a case study comparing the costs to deploy a Level 1 Smart outlet solution versus networked Level 2 and found (see image) that a Level 2 deployment cost 4.5 times that of using Level 1 Smart outlets.
Below is a sampling of 7 Level 1 Smart outlet deployments at Northern California multifamily properties. Cost per port ranged from a low of 5000,084 to a high of 4,991 and averaged 3,254. In these samplings, the average cost per port for Level 1 is exactly one-third the cost per Level 2 port. The percentage of project costs attributed to non-hardware aspects ranged widely, but averaged 73.6% of total project costs.
0kw charging station cost
The United States needs many more EV-charging stations—and federal funds for them are coming. Seven principles could help US states and companies accelerate this buildout effectively.
In response, the Bipartisan Infrastructure Law (BIL) provides 7.5 billion to develop the country’s EV-charging infrastructure. The goal is to install 500,000 public chargers—publicly accessible charging stations compatible with all vehicles and technologies—nationwide by 2030. However, even the addition of half a million public chargers could be far from enough. In a scenario in which half of all vehicles sold are zero-emission vehicles (ZEVs) by 2030—in line with federal targets—we estimate that America would require 1.2 million public EV chargers and 28 million private EV chargers by that year. 2 Private chargers are charging stations that are located in homes, workplaces, or other private settings and might have access or technology limitations. All told, the country would need almost 20 times more chargers than it has now.
Merely setting up more charging stations isn’t all that matters. The BIL highlights equity, to name one specific priority. Electricity purchased at a public charger can cost five to ten times more than electricity at a private one. To keep EVs powered up, public charging stations will probably need to be economical, equitably distributed, appealing to use, and wired to a robust power grid. They will also probably have to present a viable business opportunity for the companies expected to install and operate them. States and businesses could better fulfill America’s need for public charging by taking such considerations into account in their planning efforts.
Going electric: The outlook for EV-charging infrastructure in America
A mass shift from cars and trucks with internal combustion engines (ICEs) to ZEVs will be critical to achieving the country’s overall net-zero goals. The federal government has set a target: half of new passenger cars and light trucks sold in 2030 should be ZEVs—a category that includes both battery-electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), which can be recharged with electricity, and fuel-cell electric vehicles (FCEVs), which run on hydrogen. 3 “Strengthening American leadership in clean cars and trucks,” Federal Register, August 10, 2021. (In this article, the terms “electric vehicles” and “EVs” refer to battery-electric vehicles and plug-in hybrids.) The extent of the GHG emissions reductions resulting from a shift to EVs will depend largely on how much GHG emissions come from generating electricity. Decarbonizing the power sector is thus integral to lessening emissions from cars and trucks—and the FOCUS of a federal goal to make the US power sector carbon free by 2035.
In a scenario in which the nation reaches the federal ZEV sales target, we estimate that the country’s fleet of EVs would grow from less than three million today to more than 48 million in 2030—about 15 percent of all vehicles on the road in the United States. Passenger cars could number more than 44 million; the rest of the EV fleet would consist of buses, light commercial vehicles, and trucks (Exhibit 1). 4 In this article, all estimates of EV uptake, charging infrastructure, and electricity use by EV owners in 2030 reflect this 50 percent sales scenario.
As the number of EVs on the road increases, annual demand for electricity to charge them would surge from 11 billion kilowatt-hours (kWh) now to 230 billion kWh in 2030, according to our scenario-based modeling. The demand estimate for 2030 represents approximately 5 percent of current total electricity demand in the United States. Our modeling indicates that nearly 30 million chargers would be needed to deliver so much electricity in that year. While most of these chargers would be installed at residences, 1.2 million would be public chargers, installed at on-the-go locations and at destinations where vehicles are parked for long periods (Exhibit 2). We estimate that the cost of hardware, planning, and installation for this amount of public charging infrastructure would come to more than 35 billion over the period to 2030 (Exhibit 3).
Executive orders and federal legislation signed over the past 18 months aim to accelerate the shift to EVs by expanding the nation’s charging infrastructure. An executive order issued in August 2021 set the ZEV sales target noted above. Another goal, announced in December 2021, calls for the federal government to buy only EVs for light-duty vehicles by 2027 and nothing but EVs for all vehicle classes by 2035. What’s more, 12 states are formally members of the Zero-Emission Vehicle program, which requires an increase in ZEV production and in-state sales from the largest vehicle manufacturers through 2025.
Of the 7.5 billion the BIL provides to pay for the installation of public EV chargers, 5 billion is available through the National Electric Vehicle Infrastructure Formula program, which focuses on adding public charging stations in underserved communities and on highways. States are expected mostly to contract with private companies to install, maintain, and operate public chargers. To tap into these funds, states must present plans demonstrating how they will meet the federal government’s requirements. These include promoting equity, serving rural and urban areas, and creating opportunities for small businesses to participate. As we explain in the next section, those requirements could be addressed by a balanced consideration of factors.
Plugging in: Principles for building EV-charging infrastructure
We have experience designing charging-system plans for private-sector players in the United States and several players in Europe, where EVs account for one in five new-car sales (as opposed to one in 20 in the United States). In this way, we have identified principles that could help determine whether a charging infrastructure can both meet drivers’ needs well enough to enable a broad shift to EVs and be built and operated in a financially sustainable way, involving a combination of viable business opportunities and public support. Of course, Europe’s market conditions differ from those of the United States. Here we examine these principles in the light of current conditions and future requirements in the latter.
Promoting equity in the public EV-charging system
One factor, highlighted in the funding guidance that the federal government issued for the BIL, merits consideration: equity. For EVs to catch on with all drivers, America’s charging infrastructure must serve a diverse population. This includes sizable groups of drivers who will make extensive, if not exclusive, use of public chargers because they may lack home charging equipment. It also includes the many drivers who need public chargers to keep commercial or ride-sharing vehicles powered throughout long days (and nights) on the road. Finally, it includes rural drivers, who see plenty of filling stations but few fast EV chargers in their areas and don’t want to risk running out of power.
Current charger installations tend to be located in higher-income areas, following the location of early EV sales (Exhibit 4). Future charger installations could be planned for areas on all income levels to make ownership of EVs as practical as ownership of ICE vehicles. Broader geographic accessibility to chargers will likely be pivotal to improving visibility and viability; in a McKinsey survey, seven out of ten respondents who don’t own EVs said the areas near their homes lack a significant number of chargers. 5 The online survey, in the field in December 2021, garnered responses from 26,285 participants in nine countries (Australia, Brazil, China, Germany, Italy, Japan, South Korea, the United Kingdom, and the United States) that together account for approximately three-quarters of global vehicle sales.
Building public chargers where people need them
Another important principle to consider is placing public chargers where EV owners will charge their vehicles. This point may seem obvious, but it can be challenging to accomplish in practice. To distribute public chargers in the right numbers and places, states and companies can analyze the driving and parking behavior of motorists in detail at the local level.
Our modeling suggests a few guidelines states could bear in mind as they determine where to place public chargers. In the United States, most EV charging (in terms of electricity consumption) now takes place at home. By 2030, in the scenario we analyzed, we estimate that considerably less charging would be done at home, and the amount of charging in fleet depots would nearly double. Overall, private use cases would still account for a large majority of all charging. One reason is that newer EVs, with ranges of more than 200 miles per charge, can meet the needs of most drivers if charged while parked overnight: on average, each person in the United States travels about 30 miles a day by private vehicle.
EV drivers who cannot charge at home or must recharge on the road will want chargers to be placed where they need them. In the scenario we analyzed, our estimates suggest that public charging would deliver more than 20 percent of the electricity EVs would use in 2030 (Exhibit 5). Determining how much public-charging demand a state’s infrastructure must serve, and how much demand there will be in particular locations, is a consideration not only in building an equitable infrastructure but also in helping businesses that operate public charging stations to be profitable. States could think creatively about providing chargers that work well in public settings such as curbsides, parking lots, and highway rest stops.
Matching charging speed to customers’ needs
States and businesses may also want to consider choosing charging technologies that best meet customers’ needs. Fast direct-current (DC) charging technology is pivotal to relieve range anxiety, but our estimates suggest that it isn’t necessary in every charging application. Drivers of private passenger cars with access to home or overnight charging will mostly charge at home, given the significantly lower cost of energy, and seven in ten drivers are likely to install a home-charging system, according to the McKinsey survey cited above. These drivers will need fast chargers only when they are on long-distance trips and can’t take the extra time to refuel at a slower public alternating-current Level 2 (AC L2) charger or when they forgot to charge at home and can’t make the round trip in the time available.
Modular system built to scale
Our modular DC fast charging platform is built to scale with your needs and ready for the future of charging. The Express Plus system includes Power Blocks that house up to five Power Modules and deliver power that can be dynamically shared among Power Link stations, equipped with 500 A liquid-cooled cables and simultaneous charging to deliver a premium driver experience.
- Depending upon configuration, the system is able to deliver up to 500 kW to a single port, with the potential to add hundreds of miles of range in under 15 minutes.
- Designed to scale by power delivered, vehicles served or both to meet the needs of the evolving EV industry.
- Open, flexible and integrated solution built to work with all vehicle types and integrate with back-end systems.
Built for serviceability
All components are architected for optimal efficiency, scalability and serviceability.
- Modular architecture enables incremental power sharing so drivers can charge at the speeds they need.
- Field-replaceable components simplify servicing. Components can be serviced by a certified technician in under 30 minutes.
- Liquid cooling, high efficiency and intelligent design reduce long-term system costs.
Premium experience for your drivers
Power Links dispense power to vehicles efficiently and reliably. It’s easy to personalize the charging experience and configure Power Links for any vehicle.
- Liquid-cooled cables enable fast charging speeds, while cable management creates an easy charging experience and reaches a variety of vehicles.
- Ensure drivers can count on getting a charge, thanks to high-quality stations and leading service and maintenance program.
- Simple integrations with existing systems let EV drivers connect with your loyalty programs and promotions.
Solutions built for your industry.
ChargePoint Express Plus DC fast charging stations are ideal for businesses located along major roadways that serve a variety of drivers.
Fueling and Convenience
Corridor Charging
ChargePoint Express Plus connectors work with all vehicles capable of Level 3 charging.
CCS1DC North America
CCS2DC Europe
CHAdeMODC North America Europe
Cost of Owning an EV in Georgia
On DC fast charging stations, the cost of electricity ranges between
Georgia’s Incentives on EVs
Georgia has set federal and Georgia-specific incentives to encourage more drivers to switch to EVs. Let’s look at incentives and what you save if you live in Georgia and decide to go the EV way.
Federal Incentives
Federal EV Tax Credit exempts up to 7,500 for cars and trucks purchased before January 1, 2023. Only electric automobiles with final assembly in North America are eligible for the tax credit if the EV was ordered and delivered from August 16, 2022, to January 1, 2023.
The Inflation Reduction Act (IRA), a brand-new federal statute, features a new EV federal tax credit program that came into effect on January 1, 2023. The new Clean Vehicle Credit offers up to 7,500 for brand-new eligible EVs.
The EVs must meet specific criteria to qualify for the clean vehicle credit. These include;
- Manufacturers must domestically acquire critical minerals or through qualified partners, and vehicles must be assembled in North America.
- Sports utility vehicles, vans, and pickup trucks must have a manufacturer-suggested retail price of 80,000 or less, while other cars, including sedans, must cost 55,000 or less.
Sales ceilings will no longer apply to automakers. The credit is valid until 2033. The buyer must meet the required income levels to access the tax credits.
The IRA also offers tax breaks of up to 4,000 for eligible used cars. The used car has to be at least two years old and cost no more than 25,000.
Georgia-Specific Incentives
Residential clients who own PEVs (Plug-in Electric Vehicles) get electricity at a time-of-use rate from Georgia Power. The power company also offers a rebate to customers who install a charger at home or business place.
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Final Thoughts
The state of Georgia is working hard to set up the necessary infrastructure and to provide more incentives to encourage EV uptake. If you live in Georgia or plan to move there, consider getting an EV if you don’t have one. It’s cheaper to own and maintain an EV than a gasoline engine in Georgia.
Which is the cheapest way to charge my EV in Georgia?
Charging your vehicle at home is the cheapest way to recharge your vehicle. Although level 1 chargers, standard in most homes, take longer to charge, they provide the most affordable means.
How many free charging stations are available in Georgia?
461 of the 3,005 public charging stations in Atlanta-Sandy Springs-Roswell, Georgia, are free EV charging stations.
How does driving an electric car impact the environment?
In Georgia, the annual GHG emissions from EVs are roughly 70% lower than those from gasoline vehicles. This is due to how much more efficient electric vehicles are and how much cleaner our electrical grid is getting daily. Compared to the indirect emissions from fossil fuel-powered vehicles, the overall indirect emissions from electric vehicles are negligible.
What’s the primary determinant of the cost of charging an EV in Georgia?
The two main factors that determine the cost of charging are the level of a charging station and the battery’s capacity.
How efficient are the DC fast chargers in Georgia?
They can recharge a standard EV battery from 10-80% in half an hour.
About the Author
Deborah Willard
Deborah is a word happy copywriter with over ten years’ experience under her belt. On the more fictional side of things, she’s an award-winning screenwriter, too. Her work has been published in The Guardian, Alive Magazine, DIY music mag, Style, and eHow, as well as regional press and plenty of websites. She’s skilled at weaving SEO terms into her work, and has done so for Tourdust and Thread Marketing. Deborah can also help with static web content, promotional articles, SEO-optimized blog posts, press releases, product descriptions, website, product and games reviews, and social media management.
.40 per kWh. We shall FOCUS on three common models to help you better understand the cost of charging an EV in Georgia.
Tesla Model Y
The Tesla Model Y is among the most common EVs in the world. They have an 81kWh 350 V lithium-ion battery which offers a range of about 330 miles. Model Y needs roughly 8 hours and 15 minutes to attain a full charge. It is cheaper to charge your Tesla using your local utility than a public charging point.
The Model Y Standard Range costs 11.47 to charge fully or around.047 per mile. That’s about 4.70 miles per 100 miles.
F-150 Lightning
F-150 Lightning is a light-duty track and has become a favorite among Americans. It has an extended-range battery and a Ford charge station pro of 80A. The Lightning has a maximum charging capacity of 19.2 kW, which is made possible by dual onboard chargers. A full charge from 15 to 100% takes roughly 8 hours.
You can recharge the lightning using the 120v or 240v outlet. Alternatively, you can use the 150 kW DC fast charger to recharge the F-150 in just one hour. According to the US rankings for charging expenses, Georgia ranks No. 29. A full charge of an F-150 Lightning would cost you up to 450.73 less than the national average. You’ll pay around 13.01.
Volvo XC40
The Volvo XC40 has an AC and DC combined charging system (CCS). The Volvo XC40 Recharge has an 11kW Type 2 charger for the AC charging port that plugs into AC outlets at home or the office. You can leave your car on charge overnight and take it to work the next day.
The XC40 battery pack charges from 10% to 90% in seven to eight hours using the 11kW charger. Alternatively, you can connect your vehicle to a 150 kW DC fast charging outlet using the DC inlet port, which can charge the Volvo XC40 battery from a low of 10% to 80% in just 37 minutes. In Georgia, a full charge will cost you 7.75.
Ultra-fast EV Chargers
ON the RUN features ultra-fast EV Chargers with a max 150 kW charging speed.
For you EV enthusiasts out there, our chargers feature:
- Ability to charge most EV models in 20-30 minutes
- Dual Charging capability
- CCS max 150 kW
- CHAdeMO max 100 kW
- Large 24” LCD screen
When Power Conservation Mode appears on the screen, charging times may be longer.
See how easy it is to charge up!
Using the JOURNIE app and our ON the RUN chargers is super easy. If you’re not sure how to get started, check out our ‘how to’ guide.