Approximately $3.45 million will be available in Phase 1 of the DC Fast Charge Program, which is designed to expand the state’s charging infrastructure network along priority designated corridors, particularly high-traffic routes between population hubs. A separate RFP for Level 2 stations will be released at a later date.
DC fast chargers also use different types of connectors than do Level 1 and Level 2 stations. The leading fast charging standards are CCS and CHAdeMO, and each is compatible with particular electric vehicles. For this reason, the RFP requires that proposed DC fast charge stations offer both CCS and CHAdeMO connectors. (Tesla also has its own DC fast charge connector for its Superchargers, but it is not covered in this RFP.)
While total energy use (kWh) increases as more people charge, demand (kW) can be a bit less straightforward. In simple terms, the maximum kW value represents the total amount of power that a utility must keep available for a customer (in this case, the site host) to use. If electricity use due to charging spikes at any one time, this could increase the demand charge.
The overall cost of a DC fast charger depends largely on the utilization of the charger and the rate structure in place where it is installed. Keep in mind that cost recovery of hosting a charger comes in many forms, including increasing traffic to your location (as drivers stop to charge) and establishing a cost to charge.
Regardless of the fee structure implemented, the stations must be networked, which means that they must connect to a network either through wired Ethernet, Wi-Fi or a cellular connection. Networked stations can capture and report charging characteristics, which will need to be provided to the NCDEQ.