On my previous post, I went without charging at home or work, simulating what it would be like living in the city without home chargers. The majority of the folks that live in a major city don’t have the luxury of a garage, and not many have jobs that provide access to chargers. If Tesla is a going to convince individuals living in apartments, with only either street parking or public garage parking, to buy an EV, it’s important to know how far it can go.
This time around, I’m just focusing on charging at work. My work is pretty unique: We have ChargePoint chargers, 18 ports total. But because we are a large corporation, there is a long waitlist to get on the chargers. In fact, because of the Model 3 popularity, the issue has become compounded to the point where L2 chargers are not sufficient!
A couple of weeks ago, some of the ChargePoint chargers went down. Some of them still worked, but were not on the waitlist. This added on the strain on those waiting on the chargers, so much so that starting on November 5th, we instituted a 3-hour maximum charging session. Below I broke down each day with a chart that showed how many miles I have throughout the day.
Day 1: Oct 29, 2018
My first day was the last time I charged at home for my test. Mondays at work seem to be the day where most people want to charge their cars. I didn’t get the notification to charge the car till 5:30 pm, so I ended up going home without charging.
Day 2: Oct 30, 2018
The second day, I was able to get on a charger. I ended up skipping the waitlist altogether by connecting to one of the chargers that weren’t working correctly. Didn’t get a full charge as I disconnected after a couple of hours to make sure others got on the charger.
Day 3: Oct 31, 2018
On the third day, I was able to get back on the same broken charger as day 2. However this time, I stayed till I left for the day.
Day 4: Nov 1
On the fourth day, I was able to get on the chargers through the waitlist. As before, I didn’t charge all the way, only for a couple of hours due to the demand.
Day 5: Nov 2
On day 5, I was able to get on the chargers early. Because it was Friday, I guess most people are working from home, so the demand is far less. I was able to get a full charge before heading home.
Day 6: Nov 3
As I wasn’t at work, I didn’t get to charge at all this day. Lots of short drives, but nothing out of the ordinary to warrant me to head to a supercharger.
Day 7: Nov 4
I rounded out the week by hardly driving at all. I only left the house to run an errand. Because of this, I was able to conserve a great deal of my battery.
Week 1 conclusion
I was able to last the first week by charging at work alone. It helped that I was able to jump on a charger for an extended amount of time (over 3 hours) on some of the days. It also helped not driving much over the weekend. However, since I had a full charge before leaving work, this didn’t bother me much. The likelihood of me or anyone in the city driving 200+ in a weekend and not leaving the city area is rare. In that case, you’ll most likely go to a supercharger to charge back up. A long-range battery pack is more than sufficient for weekend errand runs.
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