$135,946 in Grants Will Help Pay For Install of 56 Public Chargers in Connecticut

4 years ago by Eric Loveday 8

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The funding for these chargers come from grants secured in an unusual way.

AFDC Lists 92 Public Chargers in Connecticut

AFDC Lists 92 Public Chargers in Connecticut

Last year, regulators in the state of Connecticut approved the merger of Northeast Utilities and Massachusett’s utility NStar.  As part of the approval process, the state of Connecticut received $135,946 in grants.  Those grants will be used to partially fund the purchase and install of 56 public charging stations.

Grant recipients will get between $1,000 and $5,000 to cover part of the cost of the charger and/or install.  The state has decided to use the monies for this purpose in an attempt to encourage the purchase of electric vehicles.

According to Governor Dannel Malloy:

“Our goal is a network of charging stations that allows anyone driving an electric vehicle to travel anywhere in our state with total confidence that they will be able to recharge their car battery when necessary.”

Commissioner Daniel C. Esty of Connecticut’s Department of Energy and Environmental Protection, states:

“The growing use of electric vehicles offers the promise of cutting costs for motorists but also improving our environment and public health.”

Source: The Courant

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8 responses to "$135,946 in Grants Will Help Pay For Install of 56 Public Chargers in Connecticut"

  1. GSP says:

    I hope some of these are DC fast chargers. They are a much more powerful enabler for EVs than level 2 charging stations.

    GSP

  2. Nelson says:

    Please get them installed in hotels, malls and shopping centers.

    NPNS!
    Volt#671

    1. kdawg says:

      That should be the #1 criteria, put them in places cars are parked for more than 2hrs, not at a 7-11/Rite-Aid/etc.

      1. Lou Grinzo says:

        Bingo! This is the number one misconception among writers and pundits about EVs, that any public charger is a good thing. If you look at how many miles of charge you get per hour of plug-in time, it quickly becomes clear that even L3 at quick-stop locations is a complete waste of time, and even at many restaurants and some retail outlets it’s of dubious value except as a quick top-off.

        I’ve been saying for years the main locations for public chargers should be work locations, hotels, and airports (the latter with sufficient security and/or wireless charging).

        1. io says:

          You have never used an L3-capable EV, have you?

          The most common duration for a quick-charge is 15 to 20 minutes.
          http://insideevs.com/ev-project-data-indicates-average-dc-quick-charger-is-used-4-times-per-day-level-2-chargers-only-0-23-times-per-day/
          A 10-minute stop is also quite popular, and can already add 25 to 30 miles — boom, right there, just for picking up some milk and what-not, people have a 30 kW*h Leaf equivalent. Grab a bite instead and you can now do the same trip as a 40 kW*h vehicle.

          Assuming they’re not too far from major roads, quick-chargers at places like fast food, supermarkets etc absolutely make sense.

          Slower chargers serve nowhere near as many people, and in my opinion, unless their availability can be guaranteed somehow (reservation, restricted parking), are pretty pointless as they can’t be relied upon to extend range.

  3. Brian says:

    Unfortunately, with such little money per station, I really doubt this will result in many (any) QC stations. So yet another region gets plastered with L2 chargers which don’t get used. This just gives the non-EV-driving public ammunition to complain about wasted public funds.

    1. pjwood says:

      I understand how 60-90 mile AER owners would want L3 over L2, but the problem of battery expense in economy PHEVs makes destination charging at L2 a bigger win, in my opinion. It gets back to the BEV / PHEV debate, but consider, too, that if there is any accuracy to PlugInsight’s 186 mile average acceptable BEV range, as fingered by 2% of all BEV/PHEV owners, that 60 mile intervals of L3 along a cold CT highway won’t fly. OTOH, when you effectively double the battery range of smaller batteried PHEVs, who charge at parking lots, in cities, the impact on auto-economies is better. The chargers are cheaper, and its only my anecdote, but the tiny PHEV/BEV footprint has at least doubled over the year, bringing “first come, first serve” charging to many of the Boston L2, downtown spots.

      My BEV AER holdout value is ~140/with available L3, and I didn’t think I was short of the average.

  4. philba says:

    Sigh. Bureaucrats and politicians meddling in things they don’t understand, just to say “Hey, We’re Green!”. This won’t get a network. It will get EVSEs at random locations. Want to bet that not a single person involved owns an EV? If they got someone like the Sun Country Highway guy to lead this, then maybe it would work out ok. Instead, I fear that Connecticut will get a network with 5% utilization, just like chargepoint and blink.

    In general, the best networks are created by people who own EVs.