All good points everyone. I would like to add that many of these problems also stem from inadequate infrastructure or installations.
For example, I am volunteer consulting with a facility to add charging options. They will be free, open as a public service, and located at a large company facility. The project manager had no idea about these intricacies surrounding EV charging, and left it up to the electrical subcontractor. I have suggested adding more, lower amperage J1772 ClipperCreeks vs a smaller number of higher amperage chargers, especially paypoint ones like ChargePoint. This will likely save the facility $50,000 in installation costs. They also have an offer for two free 80 amp HPWC's which I have recommended that they NOT accept due to limited panel capacity. Anyone driving a Tesla to this location will have charging at home or the Kennewick SC, and thus should not need to add additional miles.
It is my experience, mostly through internet reading, that free charging brings out everyone (whether they really need it or not to get home) and that this area would be better served with more locations that "only" dispense 16 amp. Our community is fairly small, less than 25 mi across, and all current and future BEV drivers should have no RT range problems, even without charging. PHEV may be a different story. I do know that 2011-12 Volts cannot RT in the winter (and perhaps in a few years, my degraded 2011 Leaf), thus would very much like to charge. These vehicles, as well as the PiP, cannot accept more than 16 amp, so would not fully utilize 40, 60, or 80 amp stations. So, it is my opinion that 10 stations with 20 amps are better than two HPWCs, or five 40 amp stations, especially since most people will park for more than 2 hours.
Furthermore, to accommodate longer-term parking (e.g, 8-10 work shifts), I have recommended that conduit be added (but not necessarily wired at this time) for a "significant" number of spots, say as many as 100. The project is planning for future gated parking that is limited to staff only (not public). These spots would be ideal for individually circuited 15-20 amp receptacles at each spot. This is a similar situation for airports (I recommended that at our local airport as well). Thus, anyone who absolutely needs an additional 40 mi of range (e.g., a 2011-12 Volt/Leaf, PiP, CMax, etc.), especially in winter, can be assured of obtaining a spot and will not need to "negotiate" with other EVs for access.
All of these thoughts and recommendations are based on my guess as to the best way to increase electric miles driven on a system-wide basis (not necessarily an individual basis). Every PHEV has it's place and many here have driven multiple vehicles over the years. We need to provide the infrastructure to support EVERY electrified vehicle choice, not just our favorite choice. For example, If Jane Doe sees only two EV parking spots, and they are already filled, she may decide NOT to purchase a Volt or CMax. However, if she sees 20 spots, with at least one open spot everyday, or perhaps even a normal receptacle at every space, it is another reminder that EVs are present, being used, and that she has a safety net for additional charging if she ever needs it. We have a unique "islanded" situation in my community, where it is easy to drive electric in-town, but extremely challenging to connect up with the western WA/OR electric highway system. Therefore, most single car are better served with a PHEV over a BEV.
I'm confident and able to drive my 2011 Leaf down below VLBW, especially in town, but it's not for everyone. Not everyone is ready to drive electric today, but everyday we will meet someone who could if given the right safety net. Remember, the goal is reduced oil consumption.
