[Feature] Is the Electric Vehicle Charging Infrastructure Sustainable as It Is? - ②Unstable Operation System

Despite High Fees, Actual Charging Efficiency Remains Low
Unrealistic Regulation: Fines Imposed for Exceeding One Hour
Lack of Real-Time Updates Causes Inconvenience for Users

Electric vehicle chargers operated in Jeju Island are aging due to corrosion. According to electric experts, chargers located near the seaside may experience faster corrosion caused by salt compared to those on the mainland. Photo by Park Changwon.

The inconvenient reality of the domestic electric vehicle charging infrastructure stems from the gap between current regulations and actual charging conditions, as well as the structural limitations of public charging infrastructure operations.

One of the biggest complaints voiced by electric vehicle drivers is the "penalty for parking over one hour" regulation. Under the "Act on Promotion of Development and Distribution of Environmentally Friendly Vehicles" (the Eco-friendly Vehicle Act), a fine of 100,000 KRW is imposed for parking in electric vehicle charging facilities or dedicated parking spaces for more than one hour.

The intention to prevent charging obstruction and allow more drivers to use charging stations is understandable. However, the problem is that the actual charging efficiency of chargers operated by public institutions is low, which often makes it unavoidable for drivers to park for more than one hour.

Most public fast chargers are rated at 50 kW. Experts point out that this is far from enough to fully charge the large-capacity battery electric vehicles (70~90 kWh) released these days within one hour.

For example, to charge an electric vehicle with an 80 kWh battery from 20% to 80%, about 48 kWh of electricity is needed. In theory, a 50 kW charger could accomplish this in one hour. However, charging speed varies based on battery state of charge, outside temperature, and charger condition. In particular, as the battery state of charge exceeds 80%, the charging speed drops significantly due to the charging curve characteristic.

As a result, in reality, it is common for charging to 80% to take well over an hour, and if a driver aims for a full 100% charge, it may take one and a half to two hours or more.

In this situation, imposing a penalty for parking over one hour places a double burden on drivers. Despite being forced into this situation by the structural problems of insufficient charging infrastructure and low charging efficiency, drivers are faced with the contradiction of having to pay a fine.

Drivers anxiously rush their charging time, worried that just a few minutes' difference could result in a 100,000 KRW penalty. This problem does not stem from driver irresponsibility, but from the irrationalities of the charging environment.

Moreover, electric vehicle charging fees cannot simply be divided into "fast charging" and "slow charging" rates. What matters is the actual charging speed (kW) and electricity consumption. However, the current pricing system fails to properly reflect these important factors.

The charging was done by comparing a private operator's charger and a charger operated in Jeju Island. The charger on the left has a charging speed of 123 kW with a rate of 310 KRW per kW, while the charger on the right has a speed of 30 kW with a rate of 320 KRW per kW. The private operator's charger is cheaper (based on member rates) and charges three times faster. Photo by Park Changwon

In practice, a reporter from our publication personally charged at a 50 kW fast charger operated in Jeju Island. Even after charging at 30 kW for over 30 minutes, the battery increased by only 20%. In contrast, at Hyundai Motor Group's E-pit charging station, 70~80% was charged in a similar amount of time.

Despite the fact that the public charging fee in Jeju Island is higher for members, the charging speed is also slower. This clearly illustrates why the public charger fees in Jeju Island feel more expensive compared to those of private operators.

Although the charger is labeled as 50 kW, in reality, it often charges at much lower speeds, providing misleading information and causing confusion among drivers.

This imbalance in charging speed and fees makes it structurally difficult to complete sufficient charging within the one-hour regulation, and is directly linked to the penalty issue. In contrast, private companies aim to reduce barriers to electric vehicle adoption by providing faster charging speeds and slightly lower fees than public chargers, so that customers can enjoy the convenience of electric vehicle charging.

The operational system of public charging infrastructure faces serious problems. In driver communities, there are frequent complaints about chargers suddenly becoming unresponsive and stopping charging, as well as payment errors. Additionally, charging information apps (such as the Integrated Zero-emission Vehicle Portal) often display chargers as "available," but when users arrive on site, they frequently find the chargers broken or occupied by other vehicles. The lack of real-time information updates causes significant inconvenience for users.

This is a fundamental problem that leads to wasted time and unnecessary travel for drivers. The failure to repair faults quickly and the prolonged neglect of broken chargers are chronic issues attributed to the rigid operation and budget shortages of public institutions.