Four Charging Networks Control Over 60% Of Charging Points In U.S.

OCT 23 2018 BY MARK KANE 40

Few networks control the majority of the charging network market.

The US DOE’s Office of Energy Efficiency & Renewable Energy released an interesting comparison of charging networks by the number of stations (one can be equipped with several charging outlets/chargers).

As it turns out, there are well over 22,000 charging stations (with nearly 60,000 outlets) and over 60% of them belong to one of four charging networks – ChargePoint, Tesla, Blink, and SemaCharge.

There are differences between who is the biggest player in AC Level 2 stations and DC fast chargers. Among the 19,975 AC stations, some 37% are connected by ChargePoint and another 13% by Tesla, followed by Blink (8%). On the other hand, EVgo took 31% out of 2,368 DC fast charging stations, followed by Tesla (17%), ChargePoint (15%) and Greenlots (10%).

Particular networks vary as to whether they are more into AC or DC charging.

Tesla Supercharger

DC: 2,368

  • EVgo – 31%
  • Tesla – 17%
  • ChargePoint – 15%
  • Greenlots – 10%
  • Blink – 4%
  • AeroVironment – 2%
  • OpConnect – 0.7%
  • Electrify America – 0.3%
  • EV Connect – 0.2%
  • Unknown – 20%


AC: 19,975

  • ChargePoint – 37%
  • Tesla – 13%
  • Blink- 8%
  • SemaCharge- 6%
  • GE WattStation – 3%
  • EVgo- 2%
  • Greenlots – 1%
  • EV Connect – 1%
  • Unknown – 28%

“Level 2 charging stations can be used residentially or commercially to provide electricity faster than a standard 120-volt outlet. ChargePoint has the largest number of non-residential level 2 charging stations followed by Tesla. DC fast charging stations allow for long distance travel of EVs by providing quick recharge rates along highways and well-traveled corridors between metropolitan areas. The eVgo Network has the largest number of DC fast charging stations followed by Tesla with its SuperCharger network.

Note: A station is a non-residential address where Electric Vehicle Supply Equipment (EVSE) are located, including both public and private stations. There may be several charging outlets at each station.

Level 2 Chargers deliver AC power that provides about 10-20 miles of range per hour of charging.

DC Fast Chargers deliver DC power that provides about 60-80 miles of range per 20 minutes of charging.

For more information on EVSE, see the Alternative Fuels Data Center.

Source: U.S. Department of Energy, Alternative Fuels Data Center, Alternative Fueling Station Locator, accessed August 14, 2018.”


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40 Comments on "Four Charging Networks Control Over 60% Of Charging Points In U.S."

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I have never got a blink to work there are a couple in Tennessee

Somehow, despite their horrible reputation, I’ve never encountered a Blink station that DIDN’T work. We live in mirror universes or something.

3 of the 4 Blink chargers (at 2 locations) near me are inoperative. And have been for over a year.

Used to have a good reliable blink station near one of my work locations, but 2 of 4 chargers are now inoperable. Blink is aware of the problem, but the property owner doesn’t have a service agreement with Blink to fix them. 🙁

Electrify America just put up a new zoomable map. It looks like the location of hundreds of new charging stations are identified. I guess we know now why EA wasn’t updating the old map, they were building a new map.

I am surprised the Waco station is not on the map. Maybe they still have a little catching up to do. I hope that people start posting information on these stations on PlugShare so we can track the progress.

The Wichita station popped up on PlugShare a few days ago with pictures showing that the station was nearly finished. The Wichita station just now showed up on the EA website. I wouldn’t be surprised if many of these new stations on the EA website are in the final stages of construction.

EA has no choice they have to have the first stage finished by mid 2019 or they get fined and ideally they would already have cross country ability in Q1 of 2019 so people can take the etron quattro for a extended spin.

Yup. DCQC is what is needed most. EVGo is great here in Calif. Did 850 miles this weekend from LA to San Francisco in my 2017 i3. (Left Saturday afternoon). It was a pleasure to stop at the grocery stores/malls to take a snack break. Compared to how long the Bolts were taking to my quick charging i3 ,I’m not sure how much time I would have saved with the Chevys big battery. The 99 is filled with Evgo stations. I kept the cruise control at 66-75mph. I often averaged 75 mph for over 75mile stretches!

Warren-i3, i3 and Bolt charge at about same power for given number of miles. Time for the trip would be the same had you taken the Bolt vs i3 if they both started at same miles. But in reality, Bolt would start with more miles, allowing you to skip one or two DCFC sessions, making Bolt quicker.

But that’s assuming Bolt is driven only about 100 miles per charge like i3. If Bolt is charged more (eg. 170 miles), you’d skip more detours to DCFC (about 5 min to get there, 5 min to get off), and Bolt would be lot quicker.

Absolutely,. the Bolt has the advantage of a longer charge out the gate, assuming you aren’t blocking a DCQC for 2 hours to get 100% charge, as I see many Bolts doing. I am always amazed at how slow a Bolt is charging at 65% compared to how much I pick up ending at 95%. I have documented this many times with pictures of the EVGo screen. The i3 charge rate was on par with the ioniq in my last test comparison. The point I am making is that in every day driving, the i3 range is fine. As you can see from the picture, with my cruise control set at 75mph, averaging 68.4 mph for over 94 miles!, the i3 is more than capable for most people’s daily usage. The trip 855 mile trip to the Bay Area was without a hitch. Once I had to wait 10 minutes at a station. I am learning it is always best to stop at the 2 charger sites. On this trip, for the most part I was looking forward to a rest/snack/bathroom break. The EVgo sites are located in great locations. Not unsafe isolated ones. (Walmart/Savmart/Malls/etc). The new i3 with 150… Read more »

Actually, Bolt taper starts at 50% to 55%. But 50% of Bolt is 120 miles, which is equivalent to 110% of i3.

As for some Bolt idiots staying beyond the taper, yeah, frustrating as hell. Why do they even bother with EV when they’re paying more than 30 MPG gasser AND pissing off other EV drivers? I understand some rare circumstance, but this is happening with locals.

I’ve only ever stayed longer than 55% when either 1) I’m not done with what I’m doing (e.g. eating a meal) or 2) I need it to get to the next stop (DCQC are still sparse, and you often need more than 100 miles to the next destination). So please don’t assume that anyone staying beyond the taper point is an idiot (your word).

When did I say ALL Bolt drivers are idiots? Read my comment again about who I’m calling idiots; it’s not those who actually need the extra charge. But if you go eat for an hour when you don’ t need the range and car has tapered way past 55%, you are an idiot for making others wait.

First off, when did I claim that you said ALL Bolt drivers are idiots? Read my comment again. I simply said not to assume that anyone is an idiot. I gave two reasons for charging past the taper. There are more that are valid.

Also, I have never caused anyone to wait. I keep an eye on the car, but most places I charge are very low-use. Only once has someone had to wait behind me, and I made sure to leave as soon as I had enough charge.

Finally, making others wait doesn’t make one an idiot. It makes them an inconsiderate jerk. There is a huge difference.

Your words, “So please don’t assume that anyone staying beyond the taper point is an idiot (your word).” If this isn’t saying that I call all who stay beyond taper idiots, what do you mean?

If you’re out eating for an hour, how are you going to monitor your car’s charging? An hour at DCFC (eating) means you went way over 55%.

I stand corrected about idiot. Out to eat for an hour with your car plugged in when you don’t need the range is inconsiderate jerk. Idiot is lot shorter to type, maybe I should’ve said a-hole.

Sure will be nice when people won’t have to worry about being berated as “idiots” or “a-holes” for PAYING to refuel their car to something near its maximum range. Can’t say I’ve ever heard of someone being chewed out for filling their gas tank to full when 2/3rds of a tank almost certainly would have gotten them to their destination!

These kinds of attitudes are why we will have gasoline around for the foreseeable future. Prospective EV owners not only need to deal with less range and slower refueling, but nasty glares and disparaging comments from people who insist that trying to refuel your car to (near) its maximum range when stopping to refuel – like you have your entire life – is stupid and/or selfish.

— Your words, “So please don’t assume that anyone staying beyond the taper point is an idiot (your word).” If this isn’t saying that I call all who stay beyond taper idiots, what do you mean? — There is a big difference between calling an entire group of people (those who stay beyond taper) idiots, and making an assumption that an individual who stays beyond taper is an idiot. If you pull up to a DCQC and find a car that is charging beyond taper, don’t immediately assume the owner is an idiot/jerk. You don’t know why they are still there unless/until you talk to them. That is all I am saying. — If you’re out eating for an hour, how are you going to monitor your car’s charging? An hour at DCFC (eating) means you went way over 55%. — Most DCQCs I’ve used are EVGo or ChargePoint. Both apps provide a means to monitor your charge. I believe they both alert you if someone else checks in as waiting, too. I also always check in on PlugShare. That will also alert you if someone is waiting to charge. Finally, most of the time I have a clear view… Read more »

“EVgo sites are located in great locations. Not unsafe isolated ones. (Walmart/Savmart/Malls/etc).”

What’s unsafe and isolated about malls? Or most Walmarts? And what is it about EVgo sites that makes them “great locations”?

Really curious about this …

The difference with the Bolt is you would have stopped half as much, but it would take more time to fill per charge – the battery is bigger regardless of charge rate.

The Bolt is fine if you don’t mind tying up a DCQC station for almost 2hours to get its rated range. But for everyday driving of under 100 miles, with quick top offs to get 100 miles more, the i3 is pretty convenient. And even on my 855 mile trip, the charging stops were relatively quick. Furthermore, cruising at 70 mph, the i3 will do its rated range. The Bolt I hear at 70mph plus has greatly decreased range?
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And…if you always need to go on longer highway trips, then the i3 irex would would actually be better than both. Especially with sparse DCQC locations. Hoping the 43kWh 2019 i3 has top notch charge taper characteristics also. But for those that do less than 100 miles daily in 95% of their days, a huge battery is overrated.

Chargepoint all the way. After their merge with Flo, they are huge. I like that they mostly sell a “kit” for businesses or locations to install, and they handle the cloud services, integration, and service, which makes it much less of a hassle to install chargers. Most Chargepoint stations by me are free, anyways, and I like being able to keep track of my stats with the app. Now if only they’d go public so I can invest….

Blink, on the other hand, has always come across as far too expensive unless it’s an emergency.

Fascinating! EVgo has nearly twice the number of DC fast charging locations, and yet you can drive a Tesla nearly anywhere, and you can’t leave a major metro area in any other EV, without planning a layover. It would appear Tesla is serious about building an actual national network, and everyone else figures they will bunch up in the most densely populated spots, and fight over the same local customers. As a Virginia Bolt owner, I can tell you there is not a single EVgo fast charger on the highways, but there are a dozen clustered around DC, like piglets around a sow!!

Same for Chargepoint. To their credit, Greenlots at least has a few spread around, but with a confusing array of charging plans.

Warren-Bolt, how about adding Bolt to your name so that the readers know you’re not the same Warren as the one in CA who drive i3?

Until the Bolt EV was released there wasn’t a big reason to build DCFC outside of cities since there were no EV’s that could really travel between cities.

I beg to differ. There most certainly were EVs that could really travel between cities years prior to the Bolt.

EVGo has partnered with Nissan (No-Charge-To-Charge) and BMW (ChargeNow). This helped them fund a lot of DCQC. But they were designed primarily for the small battery EV (only 50kW, smattered around urban areas). They are starting to get into the longer distance charging market, and have started installing multi-stall charging stations along major highways (e.g. I-95 between DC and Boston). They have a long way to go to catch up with Tesla, but they are moving in the right direction.

Agreed. EVgo’s partnership with Nissan has positioned them in a great spot. Not as big as Telsa, but their massive amount of Fast Chargers are much more useful than Blink, Chargepoint, etc..

“you can’t leave a major metro area in any other EV, without planning a layover”

That’s untrue.

EVgo just won a $14mill bid from the state of Virginia. I’m sure you will be seeing hundreds of DCFC stations from EVgo soon enough.

It’s good that these companies are building out the charging infrastructure, but I have an issue with where they’re placing them. To place a destination charger (level 2) at Walgreen and other stores where you are in and out in 10-15 minutes doesn’t make any sense. Those places should have superchargers, and there should be more superchargers on the highways.

Do Not Read Between The Lines

Yes and no.
If you can walk from the store somewhere then L2 is OK.
I live in a small town where a pharmacy is close to downtown and there are sidewalks and crossings that get you there.

IMO, the focus should be on L2 destination and housing charging. Spending billions on a network to enable long trips that only a small percentage of people will ever use and for a small percentage of their miles is a bit of a waste at this point.

It’s crucial for EV adoption: even if it’s just a fraction of miles driven, many seem to consider an inability to do longer trips a total show-stopper.

The good thing is that the number of major highways is fairly limited — so the amount of investments needed to make travelling viable is finite.

“To place a destination charger (level 2) at Walgreen and other stores where you are in and out in 10-15 minutes doesn’t make any sense. Those places should have superchargers …”

Maybe, maybe not. For a store owner who wants to be 1 up on the competition in attracting EV drivers, a level 2 installation sends a signal even if the stay will be too short to get a lot of charge. The customer will get something, and a level 2 installation is a LOT less expensive than a DC charger installation.

The important number for DC charging is the number of stalls, not “charging stations”. Specially if you equal a one stall station to a 20 stall station; there is absolutely no equivalency. Really flawed the way this was done.

I find it dubious how tesla may not win in DC department total stall-wise.

To me fewer stations with more stalls have more value, when one comes and knows there’s a great chance of getting the charge right away (instead of not-so-great chance of 1-2-4 stall locations). Even as of today, i know only one location in Bay Area (Redwood city) that has 4 SAE combo DCs. everything else is 1 or 2 .

The I-90 corridor between Cleveland Ohio and Albany NY of 500 miles currently has ZERO DCFC. There are a few off the beaten path at a few dealerships that are completely unreliable, either off, broken or ICEd. Biggest problem is range anxiety and I’ll stick to my Volt given the current and near future lack of infrastructure for long distance driving. Tesla has long distance figured out already and their network is up and running. Yes, larger stations are way better allowing for less wait time and allow for broken or under performing DCFC’s, pick the fastest one available. Yes EVgo is networking the interstate’s but you are still looking at 2-3 years for a “reliable” network nationwide.

Wireless Charging will be a blessing for smaller charging companies that simply don’t have the resources to constantly fix broken charging pistols that suffer fools.