Leon said:
Ouch. Funny thing, if there was any market penetration of EV's, any infrastructure short of "ubiquitous" will be unreliable. You need range excess. Period.
Ditto on the reliability. And range. In this city (Phoenix), there are >400 L2 chargers and about 11 L3 chargers. Even this is not "ubiquitous", but you might expect that what's present is at least reliable.
This last Easter, I was driving across town, and planned to stop at a car dealer with a DCFC near my destination. I guess I should have expected that the dealer would be closed that afternoon, and all their chargers were behind locked gates. OK - there are other nearby L2 chargers. Except the hosts power-off their chargers when closed. Hmmm - There's a DCFC at an apartment complex about 10 miles away that I can reach... probably. That was along the route I usually take, and today, in the wrong direction. At the apartment, one side of the L3 was ICE'd (with many open spaces within 50 ft), and the other marked as handicap - no choice but to stay with the car in the handicap space while its charging (always a good idea anyway with DCFC.)
I was able to get a DCFC at the apartment and continue on, but there was about 45 minutes where I seriously thought I might get stranded while looking for a 120V outlet.
Lessons:
1) Chargers behind gates can not be considered reliable.
2) Chargers where the host is known to power-off chargers can not be considered reliable.
3) The public still needs to be educated regarding ICE'ing EVSE spaces. Enforcement in this regard is lacking.
4) Charger databases are, at best, always out of date.
Blink indicated all these chargers were operating and accessible. Blinks database absolutely can not be trusted, and can not be updated by users.
Plugshare also indicated all these chargers were available, but could be forgiven - they don't have access to the charger network for live data. Despite this, I've found Plugshare to be more accurate with better data.