In order to stimulate the market's vitality, the government allowed private capital to enter the charging pile market. On June 1 last year, the government also provided an additional service fee. Nonetheless, according to Mr. Yang, a charging station investor, it will take at least six years to recover the investment costs of the previous period, except for necessary expenses such as lease fees and staff salaries.
Charging pile charging President of Beijing Fudian Science and Technology Co., Ltd. Pang Lei said in an interview with reporters that Fudian's existing charging piles can reach 3 times -4 times daily frequency, and good points can reach 8 times. "Overall, the daily frequency reached 5 times to ensure cost recovery within 5 years."
Regarding the hotly debated issues concerning the subsidy for charging piles, Mr. Yang said that the incident of negligence in new energy vehicles has increased the examination of subsidy payments for charging piles. At present, most subsidy payments for enterprises in the charging field have not been implemented.
In Ponley's view, the future of subsidy policy should gradually tilt to the operating side, changing the past "construction, light operation" status quo. At the same time, he believes that subsidies are not a prerequisite for survival, and their ability to survive is the prerequisite for obtaining subsidies.
At least 6 years to recover costs
It is understood that there are currently more than 300 companies involved in the construction and operation of charging piles in China. How did the charging pile industry grow from unnamed to nowadays and won the double favor of the government and many capitals? What are the development characteristics and potential hidden dangers behind the charging pile industry with electric vehicles? For this, the “Securities Daily†reporter Recently visited several charging stations.
At 10:00 on the morning of June 22, the car shadows in the charging station of Guancheng Building in Chaoyang District were sparse. Here is one of the charging stations operated by ICC, with 10 fast charging posts and 5 slow charging posts. The reporter saw that two pure electric vehicles are charging using slow charging piles. "There is no charging pile in the vicinity, so I charge it here at ordinary times." One of the owners told reporters that "electricity plus service fee is 2.15 yuan / kWh, plus 5 yuan / hour parking fee, I feel like I am going to overtake the oil truck. "."
In fact, electric car charging stations collect electricity and service fees, which are the basis for supporting the continued operation of electric vehicle charging stations. In order to stimulate the market's vitality, the government has not only liberalized the capital investment in the charging pile market. On June 1 last year, the government also stipulated an additional service fee, specifically 15% of the selling price of gasoline in Beijing on the same day.
However, as the reporter has seen, one side is that consumers complain that the cost of electric vehicles is rising, and on the other hand, the profitability of charging piles is still far away.
Manager Wang of the charging station of the building revealed to reporters that at present, the cost ratio of AC slow charging piles and DC fast charging piles in the market is about 1:20. Take the example of a 45-kilowatt DC fast-charged pile. The price is between 100,000 yuan and 150,000 yuan. A 7-kilowatt AC charging pile costs about 4,000 yuan - 7,000 yuan. In addition, the other expense of the charging pile is installation. According to the market price, the installation cost of AC piles is about 6,000 yuan, and the installation cost of DC piles is about 30,000 yuan.
“According to the current operating conditions, the period for recovering investment is estimated to be at least seven years or so.†Wang told reporters, “The company is considering including cooperation with advertising, time-sharing leases and other projects to expand profit sources, but at present There is no mature plan."
At night, in another charging station in Chaoyang District, Mr. Yang, an investor, is being interviewed by reporters. He told reporters that he invested 800,000 yuan to build this charging station, equipped with a total of 10 slow charging piles and 8 fast filling piles.
The reporter noted that due to the low utilization rate of charging piles, Mr. Yang, who had originally rented the parking lot on both sides of the bridge, has only opened one side at the moment and has concentrated the original charging pile. Mr. Yang said that he recently lowered the electricity rate of RMB 1.6/kWh to RMB 1.4/kWh. Despite this, the monthly income is just enough to fill the staff and venue costs.
According to him, the purchase price of electricity on the government side is 1 yuan/degree. "From 1.6 yuan to 1.4 yuan for the small profits and quick turnover, to attract owners to charge. Not counting personnel and site costs, it takes at least 6 years to recover the previous investment costs."
Some industry analysts believe that despite the favorable policies making the construction of charging piles particularly urgent, the main reason that restricts the development of the industry is still the profitability problem. A charging pile is profitable only by collecting electricity and service fees. It takes 7 years to return to this. To recover costs as soon as possible, other profit-making methods need to be introduced.
Cheats after the storm
With new energy vehicles caught up in the storm, sales of new energy vehicles have fallen for a time. After the market was vigorously rectified, the issuance of subsidy for charging piles became more stringent.
Mr. Yang told reporters that Beijing's subsidy for charging facilities needs to go through districts and counties to report to the Municipal Development and Reform Commission. And the requirements are not the same, the application materials are also different, increasing the difficulty of reporting and the overall process.
“My application for approval has already been down, but the subsidy has still not moved. Beijing is currently only partially subsidized by the State Grid and Fudian. The rich power is because its construction is very large, in fact reported under the alleged subsidies. The allocation is only a subsidy that was built before long ago. Most companies in the charging field have not been implemented,†said Mr. Yang.
Currently, each charging pile company is devising a vision, but it is still unclear which operating mode will enable the fastest profit. The person in charge of the charging pile, who was unwilling to disclose his name, told reporters that “charging piles are still in the input period and they are doing charge service operations. It is unrealistic to realize profitability in the short term.â€
Take Beijing Huamao Charging Station as an example, the number of DC piles used is 8 times per day, the charging service fee is 0.8 yuan/kWh, the charging capacity is about 20 degrees/time, and the annual charging service fee for a DC pile is about 4.7. Ten thousand yuan. Some analysts said that "according to the input of 200,000 yuan per DC pile, the time for cost recovery will be nearly 5 years."
This statement was confirmed by Ponley. He said that at present, the daily frequency of charging points for Fuyin's existing charging piles can reach 3 times -4 times, and good points can reach 8 times. "Overall, the daily frequency reached 5 times to ensure that the rich power will recover the cost within 5 years."
In response to the hotly debated issue of charging pile subsidies, Ponley believes that subsidies actually have minimal impact on rich electricity, and it can even be said that no subsidies are available. “The plan to subsidize the cost recovery for 5 years will be faster if you count the subsidy for 4 years.†In Ponley's view, subsidy is not a prerequisite for survival, and its own ability to survive is the prerequisite for obtaining subsidies.
The reason why some companies could not stay because they did not conduct research and business model drills at the beginning of construction. When entering the Beijing market, there was no thorough investigation on the features of traffic trips, characteristics of commercial distribution, the number of electric vehicles in the piles, and whether there were value-added services in the surrounding area, and they were able to find a profitable business model in the future. On this basis, it has been rash to build large-scale piles. "The daily usage rate cannot be guaranteed once, and it will naturally be difficult to sustain."
Profitable mode
The reporter learned that the construction of charging piles is far from the goal and urgently requires a leaping development. At present, the number of charging piles in our country is less than 50,000 (public piles only), and the ratio of car piles is about 8:1, which is far less than the level of 1:1 of 4.8 million charging piles and car piles proposed by the government in 2020. In order to support the rapid growth of new energy vehicle consumption, all new energy vehicle cities and regions benefiting from the central government subsidies will also gradually introduce subsidy policies for charging infrastructure.
On May 9th, the Shanghai Municipal Government issued the "Support Measures." The overall subsidy intensity has doubled that of the previous round, and the subsidy method has also expanded to the construction and operation. The subsidy not only continued to provide a 30% subsidy for the construction cost of the charging pile, but also increased the charge service fee threshold. It has been estimated that the charge pile operation under this model can recover the cost within 3 years to 4 years.
"The "Support Measures" can enjoy subsidies in the construction and operation stages. Finally, piles and piles will be interconnected, which will benefit consumer charging and government control, prevent fraud, and accelerate the rapid development of third-party leading companies." Pacific Securities Analyst Zhang Xue analyzed the reporter.
Looking back at Beijing, subsidies for operations lag slightly. At present, the government is still putting more subsidies on construction. Due to the high cost of land acquisition in Beijing's central city, the charge pile manufacturers that are pursuing unilateral interests and impetuses will build electric piles in low-cost urban suburbs or outskirts. The pile is up, but it can't be docked to the consumer at all. It is of no benefit to the owner's use and the promotion of new energy vehicles.
It is necessary to conduct technical and managerial supervision through industry associations. In the subsidy policy, it gradually leans toward the operating side and changes the status quo of “heavily-constructed and light-operated†in the past. Can learn to subsidize Shanghai at the end of the operation, and finally achieve survival of the fittest by encouraging multiple uses and market competition.
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