^^^ Indeed. I posted the following back in 2013:
As a potential user I don't care which standard is ultimately agreed upon, or if we wind up with a couple. All I care about is being able to connect and get electricity anywhere I need to, and I'll leave the details to the engineers. OTOH, as someone who has an eye for design and ergonomics, I find the need to have two separate charge receptacles [Note: I was talking about J-1772 + CHAdeMO for LEAFs and others] for the same car to be an unnecessary complication, and I expect it's probably more costly as well as taking up extra real estate. CCS looks like a kludge and is big and ugly (as is CHAdeMO), but I expect it to work okay. If I were emperor and could dictate which standard to use in North America, I'd go for Tesla, as it's small and elegant, and Tesla has been showing people how fast you can build a good network if you're committed to it.
I considered CCS-1 "good enough" per my sig, and the failure to standardize on one or at most two connectors/standards much earlier has hindered adoption and made the whole process of teaching newbies and finding compatible charging stations far too tedious. I was very surprised that Ford agreed to switch as late as they did, and the dam broke. Still, while we'll ultimately arrive at the better connector, the additional multi-year delay in achieving standardization is not helpful. Plus, the connector is the least of the issues when it comes to improving the charging experience - it's activating and paying for a charge, as well as simply maintaining the DCFCs and EVSEs that're the bigger problems. Tesla has demonstrated it's possible to maintain their DCFCs, because they were motivated to do so
in order to sell cars; it remains to be seen whether, once other manufacturers are using SCs, that charging will be as painless for them as it was when Tesla controlled the connector, the car, the interface and the payment system.
The NEVI requirement for 97% uptime for federally-subsidized chargers should also help, although that still means an individual charger can be out of service for almost 11 days/year.
I remain skeptical but hopeful that the switch to NACS and its actual standardization will finally make public for-pay charging as simple and reliable as buying gas - I've been driving since 1977, and not once have I ever been unable to buy gas at any station that was open. Granted, I've always paid cash, which along with having a human employee of the station responsible for 'activating' the pump remotely has undoubtedly increased the reliability of the operation, as has having multiple pumps per site. I look forward to the day when public pay charging approaches that level of ease and reliability.