At present, the construction of charging piles in our country is far less than the level set by the government planning for the completion of 4.8 million charging piles and car piles in 2020, and it is urgently needed to leapfrog development.
However, although the automotive charging service industry has broad prospects, due to China's current major market for electric vehicle promotion in the first-tier cities, high land price and other cost factors, charging pile companies feel "stressed." There is no clear profit model. How the charging service industry has reached the inflection point of profitability in the industry has become the most important task for current charging station operators.
Charging pile industry will welcome profit turning point
"Securities Daily" reporter learned that the current form of cooperation between the majority of piles and parking lots is constructed and managed by charging operators, and the parking lot management party collects electricity charges and a certain percentage of service fees. As the fees previously charged are lower than the income from parking fees, the management of the parking lot is not keen to manage the charging of parking spaces.
The reporters found that before the new energy vehicle battery life and battery capacitance is relatively low, the general battery life of about 150 kilometers battery capacity of about 15kWh. Based on this calculation, the charging and operating company will charge the user a charge service fee of 0.5 yuan-0.8 yuan per kilowatt-hour, even if the electric vehicle is full of service fees that can be charged only 7.5 yuan-12 yuan.
From this point of view, compared to the current parking fees of 10 yuan/hour in most parking lots in Beijing and cannot be covered, the business logic and profitability models cannot work, and property companies and parking lot management companies certainly will not accompany the charging company. "The use and maintenance of charge piles that are not actively managed are naturally understandable."
Zheng Xiaoyi, deputy general manager of Star Charges, also expressed the same opinion. "After all, it is a cost issue." Zheng Zhengyi believes that the current fuel costs and parking fees for parking lot owners are the core costs. When the charging service fee is lower than the parking fee, it is of course not expected that the electric pegs in the car park will be profitable.
However, a key independent variable in the profitability of the charging pile industry is changing: When the current cruising range of electric vehicles continues to increase, the corresponding battery capacity also continues to increase.
Taking the example of several mainstream electric vehicles on the market, the electric power of the Geely Emgrand EV300, Beiqi EU260, BYD e5 and Tengse 400 reached 41kWh, 41kWh, 43kWh and 62kWh, respectively. Based on this calculation, the charging service fee jumped to the range of RMB 30 to RMB 50, not only covering the depot parking fees, but also generating a huge surplus.
In this regard, Zheng Haoyi said that with the increase of new energy vehicles' life and throughput, the future unit area and unit hour revenue will continue to increase. After ushering in the profit turning point, the industry will inevitably have a series of model innovations, which will drive the enthusiasm of providing venues and power supply partners, and stimulate sales to form a virtuous circle.
Three years into the industry to reshuffle
However, despite the fact that everyone knows that charging piles are not profitable, the cakes that are not far away are so attractive.
The data shows that as of now, the number of new energy vehicles in China has exceeded 1 million, and a total of 195,000 public charging piles have been built. Judging from the above data, whether it is a new energy vehicle or a charging pile, there is still a large gap between its inventory and the target of “double 5 million.” The blue sea that experts claim is several billion yuan does not seem to be a mirage.
With the sharp increase in the number of electric vehicle users and the significant increase in tram service fees, the turning point of profitability of charging piles seems to be gradually approaching.
Zhi Ding, CEO of Ding Rui believes that the real danger of the charging pile industry will be concentrated in the next 1 to 3 years, and a large number of equipment will face aging and disrepair. Because each company owns its own assets, the vast majority of companies will not choose to integrate. As a result, operators that do not have the ability to divert traffic will "finally die."
In fact, the charging pile operators that entered the industry earlier in the year, naturally, do not want to fall on the eve of the dawn, and are struggling to reach the inflection point of the number of users and profitability. According to industry insiders, some large and widespread nationwide charging pile operators cannot come back because they have already taken hundreds or even hundreds of billions of them and can only keep moving forward.
Pang Lei, chairman of Beijing Fudian Technology, said in an interview with the "Securities Daily" reporter that 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 sufficient research on the characteristics of traffic trips, characteristics of commercial distribution, the number of electric vehicles on the pile, and whether there were value-added services in the surrounding area. On this basis, it has been rash to build large-scale piles. "Every day the rate of use is not guaranteed once, and it will naturally be difficult to sustain."
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