DThe figures are read as if one of the two main electromobility problems were solved. As if in this country now only the right cars should have given them their step forward.
"Within a year, the number of public recharge points has increased from 13,500 to 20,650. It is an increase of over 50 percent," explains Stefan Kapferer. He is the general manager of the BDEW, the Federal Association of Energy and Water Industries. And he seems very proud of what he has achieved. "Above all, the energy industry has taken a good step here – it manages three quarters of all public recharging points," he added Wednesday to the presentation of the numbers.
But he didn't leave the energy lobby. He also had a message for the automotive industry. It is important now that the e-car models announced for larger buyers will come to market quickly. So the second major problem of the electric revolution would be solved. "For those who are currently registered at the Federal Office of Motor Vehicles with Electric Traction, the national supply of public recharging points is completely sufficient," says the BDEW release.
For the automaker that might seem like a joke. First, I am currently in the process of launching a large-scale electrical offensive. Almost every manufacturer will come to market in the coming months with new models. So they don't seem to need an alarm clock.
Moreover, even with current machines it shows that "the national offer of public recharging points" is not at all sufficient. Because the charging station's offensive has a very crucial flaw. It is mostly limited to slow-loading stations. Stations where the driver must wait several hours before his car is reasonably charged. The E-tron, for example, the new Audi electric flagship, is characterized by the fact that its battery can absorb a lot of energy in a short time. But it can only do so in theory.
In practice, there are very few pillars for a car of this type to exploit this potential. And this does not come from energy suppliers, but from the consortiums of the same car manufacturer: the BDEW confirms that the percentage of fast charging stations is only around 12%. And fast in this case means that they are often systems that charge the electric car with 50 kilowatts (KW) of direct current. The real fast charge options, over 100 KW, offered by Tesla in its closed supercharging system, are much rarer.
Pointing to this deficiency, energy industry leaders regularly claim that the installation of large-scale fast-charging stations is completely useless. After all, many consumers, especially homeowners, charge their cars overnight at home or at work. This could be true. However, the so-called anxiety range in addition to the high price for most consumers, the main reason why they have to do without the purchase of an electric car. Not for nothing is the only group whose sales have been increasing for years, the one that has a nationwide fast charging network for years. That is Tesla.
Trust is what the Germans lack. The security that the new electric car can do as the previous burner can do. And until no one knows exactly where and how fast he can load his car, the purchase decision will not be mostly electric.
"Simply calling a number of recharge points makes little sense. Not the number is crucial, but the system," says automotive expert Ferdinand Dudenhöffer of the Center Automotive Research (CAR). Of course, it helps to build more charging stations. "But for the turning point of electric mobility, it requires greater everyday practicality. And this includes fast charging stations," confirms Achim Teichert, an expert in the automotive sector and co-founder of # Progress consulting company,
The fact that these are practically non-existent is apparently due to the fact that they are extremely expensive. For cost reasons, instead, simple variants are installed, which in reality nobody needs this amount. "The value for money is much, much worse with fast chargers. They are about ten times more expensive than a normal load," says Benjamin Hintz. He is responsible for the theme of electromobility at the regional energy supplier Wemag. Hintz explains that the costs for connecting a fast charging station to the network are much greater, since DC and AC must be put together. The conclusion of cities and municipalities is therefore often: stay away from the expensive variant. Because it's even cheaper. Especially because the electrical expansion is heavily subsidized.
And so cheap charging stations are built everywhere. Any mayor or supermarket owner with a hold of something puts a copy in the parking lot, so people say, "Friend, it's something to do." "The increase is also so strong because the construction of these" slow "pillars is heavily financed. It is economical for local communities and they also lose a green and innovative image", explains the expert car Teichert.
The Dudenhöffer industry expert therefore calls for a clear national strategy. "A clear plan of the Federal Ministry of Transport is lacking, which is primarily coordinated and conclusive with the EU Member States, and secondly installed in Germany at strategically important charging points".
The German automotive industry, however, no longer wants to wait for state support. And so the Ionity project is to build a second rapid recharge infrastructure throughout the area, in addition to Tesla's closed supercharging system. The consortium, in which car manufacturers BMW, Daimler, Ford and the Volkswagen Group are involved with the Audi and Porsche brands, was founded in 2017. The goal is a network of 350 KW public access charging stations for electric cars along the main European transport routes.
"We are making good progress," says Ionity spokesman Paul Entwistle at WELT. 46 stations are currently in operation in Germany, another ten are under construction. "We will soon reach the 200th station in Europe. By 2020 we will reach our target of 400 stations in Europe, 95 of which are in Germany."
100 stations by the end of 2020. Even this does not seem to be the great solution to the problem of German charging stations.
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