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https://www.chargerzilla.com

Anya is live and ready to show you everything. Watch her strip, dance, and perform exclusive shows just for you. Interact in real-time and make your fantasies come true.
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PlugShare map of EV charging stations in Riga and its vicinity, Latvia, December 29, 2021. Screenshot from PlugShare
Source:Ā https://www.plugshare.com/
The density of electric car charging stations is sufficient to make the whole territory of Latvia accessible even to very simple 1st generation short-range electric cars with small capacity (24-35kWh) batteries ...
Why you should add charging stations in PlugShare
BjĆørn Nyland
The Wilson Whirligigs and PlugShare excursion
Historic Downtown Wilson is a neat place. For starters, It has free WiFi by Greenlight, the city-run fiber internet service, these fascinating wind-powered sculptures called Whirligigs. Icing on the cake? Four ChargePoint EV chargers, but three of them aren't on PlugShare! This has made Wilson an excellent place to visit in my little EV, and it provides a convenient stop to destinations east such as Greenville (which is where I was headed).
State of NC Fast Charging: Spring 2019
Iām going to start a new series of posts on request of a fellow BMW i3 owner I met on the Worldwide Facebook Group. Specifically, they wanted to know about the Electrify America rollout in NC, and I think it would be good to record the status of all the DC Fast Charge operators in NC. So, where do we stand today? Letās take a look at PlugShare.

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EV Connect Stations Now on PlugShare with First Real-Time Status for Drivers
EV Connect Stations Now on PlugShare with First Real-Time Status forĀ Drivers
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EV Connect charge stations are now available on PlugShare. For the first time, PlugShare users benefit from real-time station status. EV Connect is the first PlugShare partner to provide the PlugShare app with up-to-the-minute information about charge station availability.
PlugShareis the most accurate and complete public charging map worldwide. More than 245,000 PlugShare membersā¦
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PlugShare creates guerilla network to charge electric cars
For years we've been hearing there's a chicken/egg situation with EVs. Consumers, it's often suggested, have rejected plug-in cars because there is no charging infrastructure. No, I've always said, we have a chicken problem. No plug-in cars. The infrastructure, ubiquitous electricity, exists.
Volts and LEAFs are being slowly delivered, but the public charge station rollout paid for by the feds is coming even more slowly, especially in places getting early vehicle allocations. And those that do exist are often encumbered by restrictions and fees.
PlugShare launches today, just in time. Radical democracy for plug-in cars. One doesn't even need an EV to participate. Strike a blow against Big Oil by letting cars plug in at your place.
Stories today in the SF Chronicle and NY Times.
The trials of public charging, part 2 (of many to come)
I wrote back in December about my unhappy experience attempting to charge my loaner LEAF at San Francisco City Hall's electric car charging stations. Parking in these Coulomb charge stations is restricted to city-owned vehicles and Car Share companies under threat of towing. A threat taken seriously in San Francisco.
I wrangled a few hours of charging back in December from Bob Hayden, the SF Department of the Environment's EV Czar. And I wrangled time again while Tom Dowling and I met more recently with Bob at the SFDOE (this time to charge my own, recently delivered LEAF.)
But one shouldn't have to know Bob to plug in your new car. It's city, state and federal policy to enable electric cars for the emissions and petroleum reduction they provide. I'd hoped the City would find a way to open up the opportunity for the people beginning to obtain plug-in cars to more freely use these rare, public charge stations. Publicly plugging in is an act of coming out, of civic responsibility. Plugging in to public charge stations is part of the process of introducing Americans to electric cars.
Unfortunately there are still damn few J-plugs (the new standard for plug-in cars) publicly deployed, despite the expectations created by the federal grants to the EVProject (Ecotality) and ChargePoint America (Coulomb) and ex-Mayor Newsom here in San Francisco. The situation is similarly bleak in Southern California. And the fact is that the cars, however slowly, are being delivered. San Francisco's Department of the Environment just received its first LEAF, which now uses one of these spaces. It sits over the weekend, long since fully charged, demonstrating the city's greenness, I suppose, while preventing anyone from using the charge station. Making one spot available over the weekend would be one way to demonstrate a commitment to public access to this publicly funded infrastructure.
Here in San Francisco there are three sites (6 J-plugs) listed on Coulomb's/ChargePoint America's/MyChargePoint.net website, including the three at City Hall. At one you pay for parking and for plugging in, one is free, and one is restricted. In fact, there is another pair of J-plugs I know of in the Hilton's garage on Kearny St., but since they aren't Coulomb product, they aren't listed. Problem #1, Who's going to aggregate this information to be useful for drivers?
Problem #2: It needs to be noted (especially by new drivers) that the electrons don't just flow from many of these public J-plugs when you plug into the car as they do for the previous generation - EV1s and RAV4 EVs. They need to be activated with a phone call, a Coulomb card (one-time $10 per card), or in some cases a credit card. For a while, the electricity will be free with a phone call or Coulomb card, but eventually - probably sooner rather than later - there will be a cost to charge at many charge stations.
There is a cost to charging. Take that every way it can be taken. What I want to focus on is the unintended consequences of near-term monetization of public charging. Only half the story about public charging is providing juice: enabling drivers to extend the range of their vehicles beyond their night-time "fill-up" at home when necessary and overcoming newbie "range anxiety." The other half, for the next five years or so, is outreach and education. An opportunity to demonstrate to the 99+% who have no experience with plug-in cars that the cars are real. "There one is," says Mr. Jones to Mrs. Jones as they walk pass one plugged in at the shopping mall. And if the Joneses ever wondered about electric cars, they just might get to ask the owner some questions.
Monetize that charge station during the first few years the cars are appearing, and we lose 90% of the opportunities to talk with Mr. and Mrs. Jones. Here's what's going to happen: You get your new LEAF or Volt. A charge station appears at the grocery store you frequent. You plug it in, but nothing happens. You see the credit card symbols. If you happen to have a chip-enabled credit card (I have no idea how prevalent they are), you wave it. Juice flows. A small crowd gathers. You answer questions about the car. This is exciting. But after getting the monthly bill, you decide to forgo the recurring $2 charge for 50 cents of electricity you didn't need anyway. And maybe you'd begun to tire just a little of the attention.
Now that your new plug-in car is parked discretely with the gas burners, what happens to the charge station? It waits patiently for someone to really need it. And everyone entering the store passes the empty space, the "charger" standing sentry inconveniencing the "real" cars while suggesting government waste on another failed project.
Near-term monetization also threatens needed expansion of charging infrastructure, as the early installations become underutilized. It is already ironic enough that the two companies pushing monetization as the necessary component for a successful rollout of public charging infrastructure have taken the lionās share of the public funding in order to develop their āfree marketā solution. It would be doubly ironic if low usage caused by early monetization resulted in insignificant amounts of revenue suggesting a poorer profitability picture than projected creating an impediment to necessary further expansion of both public charging stations and their own business.
The federal funding should have come with strings attached. For a certain period, say two to five years, the electricity should just flow. No connecting to a network, no payment. The host - the city parking garage or shopping mall - would agree to cover the cost of electricity in exchange for the charging unit and all the green cred and good will they can muster. After a few years, with lots of experience, let the hosts decide if they want to monetize. At that point hopefully there will be enough plug-in cars around that they will no longer be a novelty needing explaining, and we will actually want to discourage purely opportunistic public charging to ensure their availability when someone really needs the juice. At that point, we'll all be willing to pay.
But if PlugShare catches on, we may not have to.