CHAdeMO Approaching 10,000 DC Fast Chargers Installed

DEC 7 2015 BY MARK KANE 24

2016 Nissan LEAF & CHAdeMO fast charger

2016 Nissan LEAF & CHAdeMO fast charger

Step by step, the CHAdeMO Association is approaching a milestone of 10,000 DC fast chargers with CHAdeMO plug.

As of November 25, 9,631 were counted worldwide, but there is always some delay between new installations and reports, so we don’t know exactly how many chargers are available.

“The number of CHAdeMO DC Quick chargers installed up to today is 9631.
— (Japan 5484 Europe 2755 USA 1337 Others 55) last update 2015.11.25″

Using official CHAdeMO reports, we constructed a graphical presentation of the number of CHAdeMOs around the world, although data for the end of each year is just an estimation (from the latest report each year – usually in November/December).

In Europe, hundreds of CHAdeMOs are also equipped with Combo. Power typically is up to 50 kW.

For comparison reasons, the total number of CCS Combo chargers around the world stand at some 1,600 (including those with CHAdeMO).

Categories: Charging

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24 Comments on "CHAdeMO Approaching 10,000 DC Fast Chargers Installed"

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It would be nice to have ONE world standard…but noooo!

Stinks doesn’t it? Luckily it’s pretty simple to add a CCS to an existing CHAdeMO or vice versa. 5 different standards globally and 3 in the US alone…

We need more of these in the Idaho Outback. All along Interstate 84, please.

To support all 5 EVs in Idaho? 😉

Well, we need more everywhere.

A more useful question is how many of these stations are currently functional? Of the four CHAdeMO stations closest to my house, three of them are broken at the moment. The two BLINK stations at United Markets in San Rafael have both been broken for months and the Nissan unit at the Northgate mall is also out and has a history of failing (but at least NRG/EVgo fixes it every time it breaks). Luckily we can usually use the dual CCS CHAdeMO chargers that work with my wife’s BMW i3. At least when the CHAdeMO plug isn’t being used by a LEAF because the other CHAdeMO stations are broken . . .

What is it with all the broken Chademo chargers? Bad design? Vandalism? Poor weather-proofing?

It is a bit baffling. You’d think this equipment with no moving parts would be easy to maintain.

The touchscreens and RFID card readers seem to be the main culprits. The fact that BLINK can wait months or even years to fix broken hardware isn’t helping either.

Well that is disappointing. We’ve been building point-of-sale terminals for many decades. Perhaps they should outsource that portion to companies that build point-of-sale terminals because they have to be reliable so they handle thousands of transactions a day.

I have heard that the Nissan/Sumitomo units often have issues overheating due to the filters not being cleaned routinely.

EVgo does a good job keeping their Sumitomo units functional; but many Nissan dealerships seem to have a hard time keeping them fully functional. I think there may also be issues with having enough Aerovironment techs around.

As for Blink, I think that they and site owners lack the capital to keep them operational. I know of at least 4 Blink CHAdeMo locations in Tennessee that have been offline more than a year. Some of the sports Blink no longer includes on their maps. So either not enough use and/or too expensive to fix.

We need to build redundancy into DC station locations; each location should have two independent DC chargers, and at least two outlets.

Not as critical in a region with multiple DC charging facilities nearby (10-30 miles), but more so for regional commuting routes where poor infrastructure could quickly alter travel plans.

I agree with wraithnot…in the past 2+ years my car has never been QCDC’d because the stations are always broken or has a queue of people waiting to use it.

LOL, I live in the GTA (Greater Toronto Area) with about 6 million other people. Yet in the entire GTA there are 4 CHAdeMO chargers. In fact, they’re the only 4 in the entire province of Ontario. It’a pathetic really.

The US is waaaaaay behind.

And it’s even worse than the #s suggest, b/c a majority of these chargers are in Nissan (and now Kia) dealerships, not necessarily located where drivers actually want and need them.

And the Great Northern California gap is still a glaring piece of shame. CA’s governor can talk high and mighty all day about his commitment. It baffles the mind this gap has been there for so long.

Well, at least they seem to move towards closing the Central California gap on one of the main routes (US 101). Now “only” a 126 mile gap between SLO and Salinas. Or you can take the far slower CA-99 roundabout through every town and village in the Central Valley. Better than nothing, I guess. But not nearly good enough.

If over several years, you cannot connect the two largest centers of EV adoption, that are only a day’s drive apart (LA-SF with Seattle-Portland), a connection which all told costs well under a million dollars – then spare me the warm-fuzzy rhetoric, because you’re not doing much.

The Northern California gap is politically difficult problem. Most charger deployments are city & local things. And that part of California has no interest in EVs. Up there it is just logging and pot growing. So lots of F-150s and almost no EVs.

Someone should point out the issue to Jerry, he probably doesn’t even know about it.

Ugh, the USA numbers are awful.

The only well-developed DC-fast-charge system in the USA is the Tesla Supercharger network. Chademo is poorly distributed, often broken, and only 50KW. And SAE-CCS is even worse because it barely exists.

I don’t know how GM thinks they are going to be able to sell the Chevy Bolt if they stick an SAE-CCS port on it but don’t build out the charging infrastructure.

Good point. Given a choice of Bolt, Leaf 2.0 or Tesla Model 3 and they all have similar price/range/features the discriminator will be charging network. Assuming Tesla 3 can supercharge, they will win on that alone, with Leaf 2.0 in second and Bolt in 3rd.

Absolutely. My thoughts exactly. The Bolt is a nearly useless addition to the GM line-up if they don’t support it with a charging infrastructure similar to Tesla.

Japan is a really small country, if the same charger/km^2 would be applied to the USA or Europe, there would be around

145.000 charger

in each of them. Now that sounds nice. That would be more or less the same number of charger in europe as there are gas stations in europe. Don’t know for the USA though.

If you exclude Hokkaido, there is no place in Japan where a Chademo charger is more than 25* km away from you (50 km max between chargers). And even at Hokkaido a charger is never farther away than 40* km from your position.

*Distances are air distance.

Which really makes you wonder why the Japanese think we need fuel cell cars.

Perhaps they are thinking that the USA is too big to cover with such chargers. And that would be right . . . so Tesla built their cars with bigger batteries and faster chargers. Problem solved. OK, problem solved at the top end of the market. And we are on our way on solving the problem for the lower end of the market by reducing battery prices.

Well, there is lot of areas in the USA where you don’t have to do that (Mountains, deserts, big rural areas, etc.)

What would be interesting to view is the ratio of BEVs to DC EVSE in various regions. For most regions the ratio has remained fairly constant.

The exception being the U.S., where number of new BEVs continues to grow; while rate of new DC locations decreases.
eg: US has ~1/3 of BEVs globally, but far less than 1/3 of DC infrastructure that has been deployed. Japan on the other hand has the best ratio of BEVs vs. number of DC charging location outlets!

That Chademo count uses common sources that excludes Korea.
So there is another 350 or so there.

If you subtract the 40% of DC chargers in the US that do not work the picture is even uglier