$29 Million Available For Public DC Chargers In Southern California

AUG 30 2018 BY MARK KANE 13

Southern California can use $29 million to add more public fast chargers

The Southern California Incentive Project (SCIP) began to accept applications for rebates for public charging points in Los Angeles, Orange, Riverside and San Bernardino counties.

The budget of the program is $29 million. Eligible businesses and public entities can get up to 75% (up to $70,000) off the total costs of DC fast charger installation. Disadvantaged communities can get up to 80% (up to $80,000).

California’s goal is to put 5 million plug-in electric cars by 2030 and install 250,000 charging points.

Source: Green Car Congres

Categories: Charging

Tags: ,

Leave a Reply

13 Comments on "$29 Million Available For Public DC Chargers In Southern California"

newest oldest most voted

I hope that some members of this program take advantage of medium power DCFC in public spaces. 20-25 kW DCFC for opportunity charging for non travel purposes. A mix of low power DCFC and L2 charging stations will assist EV growth.


The program will only cover 50kW or more.

That is unfortunate IMO. 50 kW is right at the nexus where they are too slow for travel charging and too expensive for wide deployment for non-travel use. Lower power DCFC would offer a lot more flexibility in terms of short term charging at a price point to facilitate much wider deployment for the same dollars.


More programs like this will help push the “supply-side” economics of charging.

The push for chargers is definitely getting hotter. VW is even advertising electric charging for all kinds of EV’s as part of their dieselgate penance:


So you have 13m for LA, 9m for OC, 5m for Riverside and only 2m for San Bernardino???
Why do they even include SB? ….just to taunt them?

I don’t know but I guess beggars can’t be choosers…

The first charger on their list of accepted stations, the ChargePoint Express 200 CPE200 costs $36K!!!! Just the charger by itself! On top of that you have install and planning costs. Yeiks!!!

Host sites owning and operating DCFC infrastructure is definitely less than desirable IMO, but it’s obviously better than nothing at all.
Ideally a network like EVgo does DCFC infrastructure, because they control pricing, maintenance, and provide optimal customer service. Otherwise these installs by hosts on the ChargePoint network for example, can definitely tend to be unreliable because the network itself isn’t responsible for up time.

Should kill this program.
Tesla has this right. All of the fast chargers really should only be on highways. Instead, inner cities and suburbs should have level 2 charging only.
If states really wanted to help push EVs, they would quit subsidizing them.
Instead, offer up $500 to add a level 2 charger at homes, apts, restaurants, etc.
In addition, it is long past time for America to raise gas/diesel taxes to pay for infrastructure fixes and new works.
Ideally, we would raise these taxes by .01 / gal each month for 100 months (yes, 8+ years).
This would do more to push EVs, while not hurting the economy.

While I see some of you points, I do believe the states do need to subsidize the install on level 2 and low power DC chargers. Climate change is real and it’s happening. Plus the the high solar output in spring through fall in California needs to be used up during the day. Around here in South Puget Sound, the level 2 chargers by Charge Point and SemaCharge don’t seem to be having any real issues. The real issue that I can see is the cost to charge. The chargers with the lowest cost, get used the most. As an example, the Blink charger located across a large apartment complex almost never gets used at 39 to 49 cents per KWh, while the Chargepoint charger at $2.00 for a 5 hour secession, located near the waterfront and hotel complex, gets used a half a dozen times a month. The ability to use supermarket loyalty points at low power DC chargers, located in the supermarket parking lot near apartments would be extremely popular as more EV’s hit the road. Combine this with low cost to charge, level 2 charging stations at the work place and I think you have a pretty… Read more »
L2 chargers simply do not offer sufficient flexibility to satisfy typical use cases for widespread adoption. It’s the equivalent to having gas stations that are open only from 7-8 AM and closed the rest of the day. So if anything happens such that you need fuel outside that window of opportunity, you have issues. L2 is designed to deliver power to the onboard charger to charge the battery in a 4-10 hour window. So either during the night or during a work shift. DCFC is designed to deliver higher power in shorter timeframes. While clearly for long distance travel, maximum power in the shortest timeframes are needed, mixing in medium power DCFC in the places where L2 is often being deployed would offer the flexibility to oppotunity charge. What I’d like to see is something like 1 medium power DCFC (20-25 kW) and a couple of L2 pedestals in every parking lot. Give drivers the chance to choose how they want their power delivered instead of having the forced limitations of L2. ga2500ev

I hate to break it to you, but Tesla has been getting it “wrong” for about a year now.


Great, maybe this will push the folks out in Blythe and Needles to fill those two gaps for travelers looking to leave SoCal and head east.