Yu Dexiang, chairman of Tered, the largest shareholder in the charging pile
industry, said in a recently released "Letter to Tered's Shareholders" that Te
Laiding's goal in 2018 is to reduce losses to about 100 million yuan and strive
to achieve profit and loss. balance.
This reveals the current status of the charging pile industry. Problems
such as large initial investment in charging pile construction, unclear business
models, and difficulty in making profits have deterred many companies. The
business model of the entire charging pile industry is still in the process of
exploration.
The greater the demand for charging piles, the greater the losses of
charging pile companies.
According to data from the Ministry of Industry and Information Technology,
my country's production and sales of new energy vehicles reached 794,000 and
777,000 respectively in 2017, with the cumulative number of vehicles in stock
reaching 1.8 million, accounting for more than 50% of the global market and
ranking first in the world for three consecutive years. 90% of new energy
vehicles are electric vehicles that require charging, so charging facilities
have become an important factor in the new energy vehicle industry.
According to the data shown in the "Charging Pile Industry Prospect
Forecast and Investment Analysis Report", the gap between vehicle piles is still
expanding. By the end of 2017, my country had built a total of about 210,000
public charging piles, with a total vehicle-to-pile ratio of about 8:1, which is
far from meeting the normal charging needs of new energy vehicles.
There are currently more than a hundred operators in the charging pile
market. The top four operators, State Grid, Terud (Te Laidian), Putian, and
Wanbang (Xingxing Charging), occupy 86% of the market share.
According to Zhu Jianzhong, general manager of Star Charge Private
Charging, the current situation in the charging pile market is that the cost
recovery and profit cycle are too long.
The main profits from charging pile operations come from three parts:
service fees, electricity price difference and value-added services. Charging
electricity fees and service fees are the basic profit methods for most
operators at present.
According to research reports from multiple securities companies, based on
the average market price, the average cost of slow charging public charging
piles is 20,000 yuan, and the cost of fast charging piles is between 100,000 and
200,000 yuan. In addition, land use fees, infrastructure, power distribution
facilities, For operating costs and other costs, it is difficult to achieve
profitability in the short term by relying solely on the price difference of
electricity sales and charging service fees.
Taking a bus-specific charging station with 10 120KW DC charging piles as
an example, the initial investment cost is about 5 million yuan, and the annual
operating cost of the charging station is about 670,000 yuan. If the
vehicle-to-pile ratio reaches 6:1, the charging service fee is 0.6 yuan/kWh, and
the average daily charging time is 5 hours (charging rate 21%). The annual
charging volume is about 2.16 million kWh, and the charging service fee income
is about 1.3 million yuan. Rough calculation shows that it will take about 8
years to recover the investment cost.
According to industry insiders, "The charging rate of 21% is relatively
normal for bus-specific charging stations. The average charging rate of charging
stations is far from this level. For companies that are doing well in the
industry, the average charging rate is around 15%." He It is estimated that the
payback period of a charging station will be longer.
The "Guidelines for the Development of Electric Vehicle Charging
Infrastructure (2015-2020)" jointly issued by the National Development and
Reform Commission, the Energy Bureau, the Ministry of Industry and Information
Technology, and the Ministry of Housing and Urban-Rural Development clearly
stated that by 2020, there will be more than 12,000 new centralized charging and
swapping stations and more than 480 decentralized charging piles. Ten thousand
(500,000 public charging piles and 4.3 million private charging piles) to meet
the charging needs of 5 million electric vehicles across the country.
The government has always subsidized this field. At present, more than 30
provinces and cities have introduced subsidy policies for the construction of
charging facilities, with subsidies up to 30% of facility investment and a
maximum subsidy amount of 5 million yuan. Many local governments have also
introduced corresponding mechanisms, such as: encouraging individuals to build
their own charging piles in their own parking spaces, and providing a subsidy of
600 yuan for each newly built charging pile; non-governmental agencies and
public institutions that purchase new qualified new energy vehicles will receive
a subsidy of 600 yuan per new charging pile. 60% of central subsidies will be
provided to local matching subsidies.
Even so, charging piles are in the nature of infrastructure, with huge
investment and long payback cycle, which is the consensus in the industry. Cash
flow is the "vital key".
On March 30, Triad issued an announcement stating that the company planned
to issue convertible bonds of approximately 1.042 billion yuan to support the
company’s strategic development. According to the company's disclosure in the
issuance plan, most of the funds raised from this convertible bond will be used
for the construction of the company's charging network and the research and
development of related charging technologies.
Walking on many legs, the profit path for enterprises
A large number of companies have also begun to seek ways to make profits
other than the charging business, such as advertising, insurance, finance, car
sales, transportation leasing, and automobile industry big data using charging
piles as the entrance. According to the estimate announced by the National
Development and Reform Commission that there will be more than 4.8 million
decentralized charging piles in 2020, if each charging pile can obtain 200
yuan/year in advertising revenue, the advertising market size of decentralized
charging piles will reach 1 billion yuan by 2020.
Pile advertising is the easiest profit model for most operators. They can
achieve advertising revenue by installing LCD screens or advertising light boxes
on charging piles, but this requires a certain number of charging piles and
sufficient user resources.
Charging pile insurance service is the first model tried by State Grid.
Through cooperation with the insurance industry, State Grid ensures charging
safety for customers by giving away charging pile insurance. In an attempt to
sell cars, State Grid launched the “State Grid Mall”, which includes the
business of selling electric vehicles. Te Laidian has developed the "Te Lai Che"
APP to realize the expansion of industries such as car sales, car rentals, and
time-sharing leasing. But for now, charging business is still the key to
profitability for such companies.
Some companies seek profit breakthroughs in business diversification, while
others seek breakthroughs in electric pile operation models.
According to statistics, as of the end of 2017, the number of charging
piles in my country reached 450,000, including 210,000 public charging piles and
240,000 private charging piles. At present, the vacancy rate of private charging
piles in the market is as high as 75%. With the popularization of the sharing
concept, the market potential of "private charging pile sharing" is huge.
Sharing of private charging piles is the operating model advocated by Star
Charging. According to reports, under private pile sharing, individual pile
owners become private pile partners, sharing parking spaces and car piles with
other car owners to share the income, while improving the utilization rate of
charging piles.
Zhu Jianzhong said, “Take parking spaces as an example. In terms of the
current car ownership and existing parking spaces, there is no way to do one car
per car, and there is no way to do one car per pile, so the need for shared
charging is Sooner or later."
However, parking charges, space occupied by fuel vehicles, time-consuming
slow charging piles, and conflicts in sharing time periods are still factors
that hinder the sharing of charging piles at this stage.
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