ChargePoint Roadmap For EV Charging: 80% Home/Work, 20% Public


MAY 4 2017 BY MARK KANE 26

ChargePoint, now having data from nearly 25 million charging sessions, envisions that charging needs will divide into two categories – around 80% of charging will take place in home and work, while Another 20% will be at public sites (parking lots, street-side or fast charging stations).

ChargePoint charging station

We think given the company’s roots in public charging, new foray into the ultra fast (~400 kW) public charging game, and our own experiences with owning plug-in vehicles, that the 4-1 ratio split being offered is skewed far too heavily to public station usage...but we will let it slide this time!

ChargePoint thinks offering home/commercial stations and next generation 400 kW fast chargers is one part of the equation.  The second part is a partnership with utilities to make use of electric vehicle batteries with smart metering and V2G.

Depending on actual electricity production from renewables, demand and other factors, utilities could use EVs to charge faster/slower or even postpone charging.

As long as EVs will be recharged within pre set time, it wouldn’t affect owners.

“ChargePoint’s stance is bolstered by a new MIT study that suggests, in part, that electric cars that plug into the grid, could, collectively, act as a massive “virtual battery” for grid energy storage.”

Simon Lonsdale, head of ChargePoint’s Business Development said:

“The variable load of electric cars is a great match for variable generation.”

source: Green Car Congress

Categories: Charging


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26 Comments on "ChargePoint Roadmap For EV Charging: 80% Home/Work, 20% Public"

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(⌐■_■) Trollnonymous

Why do we have so many different “Networks” for charging?


There’s more, just don’t recall them.
Why not just popup charge stations that takes credit card like Gas stations?
As it is now, you need to be a member of at least 2-3 of them for good coverage.

Tesla’s an outlier with their own shtuff.

Maybe it’s where you live, I dunno but out here they have partnerships where I am a member of one and can use most of them.

I also don’t see how it’s skewed 4:1 with 400kW charging coming. If/when it’s available I think you’ll see a lot more public charging as it will make BEVs a lot more capable of being an only car. I would think with people charging at “electricity” stations quickly that it’d become something like 3:1-2:1. Remember, not everyone has a plug at home or at work…

Do the number of networks matter? I liken them to brands of gas stations.

I guess it does matter insofar as they each seem to require unique methods of payment, etc. Once that hurdle is somehow overcome, I think it won’t really matter.

If I had any say, they would all accept Paypal and Apple Pay. 🙂

(⌐■_■) Trollnonymous

If you’re only a member of Chargepoint you can’t use Semaconnect chargers and vice versa.

I have a big collection of various charging cards when I had a Leaf. Now with a Bolt, I don’t use any of them.

In California by law all those stations have to work with a regular credit card too. To use them directly you’ll need a contactless chip card. It is also permitted for them to require you to use an app on your smartphone.

You cannot be required to be a member to use a publicly accessible charger. Although they can (and often do) incentivize you with better rates for being a member.

Why are there so many networks? Well, it’s the free market. There’s no central coordination. Perhaps there’ll be consolidation at some point in the future… but be careful what you wish for.

Why are there *any* network cards, vs. just taking credit cards? Well, I can’t say for certain, but I think it’s the small magnitude of the average charge session, vs. the large fees taken by the credit card companies. My last few ChargePoint sessions look like this:


Credit card charges could make it worthless to collect that (while raising the prices enough to cover the fees would make it not worthwhile to charge there). But, instead, I prepaid ChargePoint $25 — only one credit card transaction — and those small sums are deducted from that as I go.

Didn’t ChargePoint just charge your credit card for those transactions anyways?

No, they have a rolling $25 “buffer”. Basically they charge you $25 on your 1st charge and less what you used you have left over to use on subsequent charges. Then once the $25 is consumed it charges you another $25, etc..

I haven’t actually ever paid for a charge on them so I think I’ve just got an outstanding authorization. Thankfully by me a fair amount of Chargepoints are free.

Where does “destination charging at hotels (or AirBNBs)” fit into this?

That seems like the 3rd biggest thing after work and home. Even if it is much smaller than the other two.

“our own experiences with owning plug-in vehicles, that the 4-1 ratio split being offered is skewed far too heavily to public station usage…but we will let it slide this time!”

Keep in mind the sample of people like us is skewed – current EV owners are the ones who don’t need as much public charging.

4 to 1 may make more sense for the population overall. All those people who say “I would get an EV, but I drive 100 miles every day and take road trips to grandma every weekend and live in an apartment”

Another way to look at the 4-1 ratio is in terms of charging locations, not necessarily received kWh. The EVSE in my garage is used every day. The EVSE at the mall is used probably once a week (hopefully that will grow in the future).

This means you get fewer kWh out of the typical public charging location, so you need more of them than we might think.

Maybe it’s just where you live but an EVSE at a mall out here gets used a heck of a lot more than 1x a day 😀

(⌐■_■) Trollnonymous

The mall we go to has about 1000 (low balling it here) parking spots and 2 EV chargers. They’re always taken and some peeps even bring a J1772 extension to pull the cable to where they’re parked.

I think just within the next 10 years it will be less than 90/10.

This is because the current low range 70-120 mile EVs on the road today may need a charge away from home or at work, especially in cold climates.

However, with the new crop of 200 – 300+ mile mile EVs hitting the market in massive numbers(at about the same price or less) over the next 5 years, 99% of the daily commuter charging will happen, cheaper and more efficiently, at home in the garage or parking space. Leaving home every day with 200+ miles of range means never having to look for a charger anywhere.

And as those low range EVs are ‘recycled’, more longer range EV fill their space.

Where public charging will be useful is along interstates where EVs will need a quick charge on long trips.

But for most who may take 1 road trip a year or less, the need for public charging will be quite limited in the near future.

In the Netherlands for example more than 70% of the households doesn’t have own parking place or the possibility to place a chargers. Al these people need the public fast charging network to get around.

Does the analysis say anything about location of public chargers? In my experience, that really matters. Dump 20% of your public chargers at places like jails, government facilities, large but out of the way shopping centers, etc., and you will get pretty low use. Put them along major regional highways and freeway routes sufficient to create contiguity and it’s a whole different story.

This is one thing Tesla excels at and all the other charging companies just don’t seem to understand, even after years, and even here in California.

It’s very frustrating.

Odd. I look at the fast charger locations in Northern California.

Omitting the EV-heavy cities of SF and San Jose, let’s look at the rest.

They are almost all clustered along I-80, US-50, CA-99, I-205, I-580, I-680, US-101, CA-1.

There is one “off the range” one on Ygnacio Valley Rd. (actually rather a commuter road). There is a station in downtown Hayward (one of the oldest stations). Two in Fremont.

I wish plugshare let you share links. Here is a pic instead. This is just CCS fast chargers.

Now I understand this is just California. But how is it other companies don’t “get it”? They are locating well over 94% of their fast chargers near major highways. Another 5% are in big cities like SF or SJ. And another 1% are just kind of scattered.

Can you filter away the “slow” 24kw CCS stations?

I wish I could. You cannot filter by output right now.

Although just due to how I panned it there happens to be relatively few on that page. If you look just North (Chico), or Just East (Tahoe) there start to be a lot more. The one in Williams is 24kW. The one in Vacaville too. But really, over 90% of those are 50kW or more. And on the important corridors (I-80, I-5) they are over 95% 50kW or more.

Heck, I wish I could filter out the 50kW ones too. My car has enough range and there are enough 62.5kW ones in Sacramento that if I want to drive to Tahoe I could stop a little early and get a 62.5kW charge and save some time.

Maybe later.

They don’t get it, not anything close to what Tesla does. I don’t own or drive a Tesla, but the fact is any standard other than theirs is way behind. There’s no systematic approach, and no deep commitment.

BMW and Chargepoint put some fast chargers on the 101. A good step. But most are 25KW, which is pretty slow for a fast charger. EVgo has some chargers along the 99, but usually just one or two at each location (compared to Tesla’s 6-10), and there are still stretches that are at the outer range of most current EVs.

And, these chargers on highways have only started to appear in the last year or two, long after they had put many into major metro areas, and the fact that many of the installations on highways are funded in large parts by grants from the CA Energy Commission, not any impetus or vision from the charging companies themselves.

Given all this, I stand by my statement that they don’t really get it. BMW and Chargepoint came the closest, but with much slower chargers than what we need to more forward.

It’s not enough

I love Chargepoint because they take ApplePay. I drove up to one, and just for the heck of it I swiped my phone over the front and it worked:)

Blink really screwed up, and Phoenix’s charging infrastructure is a mess because of those clowns. It’s rare to find one that works anymore, and that just makes all chargers look bad. Mayo just took theirs completely out, except one that charges their Leaf, and it’s probably a dumb charger now. Ones at ASU no longer work. Real bummer.

Blink was one of the early arriving charging stations near me. Went there yesterday and one charger was dead and the other was nearly impossible to operate. I got my charging in, but in a month I would bet that both stations will be dead. Too bad. It was a good location.

I was at at Marriott in Boston, that had an EV charger – I did not know because it wasn’t on the chargepoint list. Of course, the parking attendants did not know how to start it. I did have my iphone in my hand and ApplePay popped up. Started the charger — all good. No charge.

I was there in Copley Square and they had chargers in the garage. Tried to use the fast charger with the Chademo adapter for my Tesla — that didn’t work. The did have a J17772 that did work. So between them I was all juiced up in the morning and stopped to Supercharge in CT on 95 for 20 mins. Had to wait a bit since there was only 2 chargers 🙁 (Tesla is working on expanding).

All good.

I agree. Blink in Phoenix is bad. You can’t see the screens. You can’t use the app because you don’t know which station you parked at. If you wave the card, touch screens are fried, so you have to wait for the prompt to time out and start charging.

I can’t charge at work, so I favor businesses that have charging stations for my lunch break. I think charging stations are great at movie theaters, grocery stores, the gym, and sit down restaurants. For all these, you either stay long enough to get a full charge, or are frequently visited. In Phoenix, the charging stations are in all the wrong places (gas station, library, hospital, Kohls, etc.)

There are quite a few EVs here in MI, despite the lack of infrastructure…but I’m seeing movement. EVGo just placed a DC fast charger at a Shell gas station near a major freeway in Novi, MI (NW Suburb of Detroit), expanding the map shows several others already in place to the west along major highways. Still, I’d like to see more of these type of chargers “up north” or in non-city areas along other highways. A fast charger does me no good if it’s 3 miles from my house. I need one when I’m 3 hours north of Detroit, on a remote stretch of I-75!