Europe Adds Nearly 100 CCS Combo Chargers In 5 Weeks (Over 2,100 Total)

MAY 29 2016 BY MARK KANE 24

European CCS

European CCS inlet

CCS Combo DC fast chargers installations continue to move forward in Europe.  The bulk of which today are units up to 50 kW.

The latest data shows that nearly 100 new locations have been added in a little over five weeks since the last update, which would be a growth rate of 15 to 20 a week.

In early April, the counter exceeded 2,000 for the first time, and crossed the 2,100 mark in the second half of May.

The difference to CHAdeMO now stands at about 900 units, with the Japanese-based standard recently eclipsing 3,000 stations.

A quick check on the operational availability of the stations show that 89% of CCS Combo chargers were confirmed as open 24/7.

A significant characteristic of CCS Combo locations are that they are also multi-standard chargers, with both CHAdeMO and/or 3-phase AC type 2 along for the ride.

The highest country volume count for CCS Combo stations is in the UK with 551 operational chargers, which is more than quarter of all the units in Europe.

With 352 in Germany and 222 in Norway, we see more than 1,100 out of 2,100 in just three countries.

You can see the CCS Combo locations here: CCS Charge Map

2102 CCS chargers installed in Europe (data source: CCS Charge Map) – mid May 2016

2102 CCS chargers installed in Europe (data source: CCS Charge Map) – mid May 2016

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24 Comments on "Europe Adds Nearly 100 CCS Combo Chargers In 5 Weeks (Over 2,100 Total)"

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From the trend in graph, it doesn’t seem that much more than in the past. If most are 50kW, what are the others? What I notice in US is that CCS only chargers tend to be 25kW units while dual head are 50kW, and never seen anything higher.


In Europe, most of them are 50kW or 20kW and there is working prototypes for 150kW.

The standard himself is ready for 200kW and planed to evolve up to 350kW.

Roger Sirois

It is discouraging for people with higher capacity battery packs. 50kW chargers will be near to useless in the future.


The charging rate and the size of the pack aren’t connected. If you need to go 50 miles, the time needed for a charge that will take you that distance doesn’t depend on whether you have a 50 kWh pack or a 150 kWh pack.

The notion that BEVs are ready for long distance travel is a delusion. Plus the distances in the EU aren’t that great. When we have cars with 400 or 500 miles of range then this charge rate will be a problem. For now and the near future, not so much.

Robert Middleswarth

Actually they are related as the vehicles get bigger the amount of power to go the same distance will increase. That means 50 kw stations will be less effective. The standard for 100 kw has been around for a while and 150kw is finalized why haven’t the manf started producing higher powered hardware?


Hardware is available since last year. It costs extra money, and maybe extra for higher power grid connectivity. Who is going to pay for it when there are no cars who can use 100+ kW CCS/Chademo?


BEVs are most definitely read for long distance travel.

Tesla Motors has not only shown us how to do it, they have demonstrated that it is successful in the real world.

There are many testimonials from Model S owners about how easy long distance travel is. Check Bjørn Nyland’s you tube videos about cross Norway 600+ mile trips and European vacation travel for example.


Technically possible once you keep your route close to chargers and enthusiasts can prove their point this way. In practice, go on Autobahn in Germany. You will have just 2 lanes in one direction in rural locations. 1st lane is taken by trucks that have lower speed limit in most of the Europe, and most trucks in Europe have functional speed limiters and can’t go faster. 1st lane may be some 90-100 km/h. Left lane has unlimited speed and if it isn’t some peak time or rain, cars will be going at 150-200 km/h. You can go slower on left lane, but you will be treated like a jerk. So you either go at full speed with traffic, or annoy/endanger everybody else, or go behind a truck breathing diesel exhaust (no, Tesla filters will not help with PM so much, just with smell) and another full-size truck closely following you. If you go at car traffic speed like every normal person with performance car, your battery will run out of juice before you reach charger or you will spend as much time charging as driving, and average speed will be very low. Drag force is proportional to square of speed.… Read more »
Texas FFE

A lot of people travel long distances by EV in the US, long distance driving is just part of American culture. There are always people that drive fast and people that drive slow for whatever reason. EV drivers on US highways, even Tesla drivers, are generally much more concerned with distance than with speed.

EVs have a big advantage over ICEs on the highway, Slow down an EV and you get a lot better range, with an ICE not so much. As long as there are two or more lanes going your direction most orher drivers don’t mind how fast you go. Two lane roads can be a problem, I’ve had a cop pull me over because I was trying to make distance and was going slow on a two lane road but I wasn’t breaking any laws so he had to let me go.

Texas FFE

Do you even have a car capable of DCFC charging? It sounds like you don’t but that you are getting excited about the numbers or you are a Tesla owner and you are trying to prove to everyone how superior you are. I don’t have DCFC yet but being able to charge at 50kW is still nine times faster than the 6.6kW my car can charge at.

A Chevy Bolt will take nine hours to charge using an L2 charger but only one hour charging using a 50kW charger. Traveling between Texas and Colorado, which I do a couple of times a year but have done only twice by EV, that eight hours per charge would save 24 hours in overall charging time. Being able to charge at 125kW like the Tesla can would only save another 2 hours, hardly move than time for a couple cups of coffee.

I’m not saying faster isn’t better but at some point you reach a point of diminishing returns. In real world terms 125kW is not that much faster than 50kW. At some point I may feel that I need 150kW+ charging, but right now I would gladly take 50kW charging over my 6.6kW charging.

Your utterances make me suspect you don’t actually drive an EV – at least not as your only vehicle. Charging rate is of course directly proportional to pack size – all else being equal. Twice as big a pack would have twice as many cells in parallel – so charging it is much like charging two packs of half the size simultaneously. And it is the batteries that represent the technological limit. It’s easy enough to supply a megawatt, but hard to make batteries that can take it and still have great cycle life. Hence its easy to understand why someone who got a battery pack that could accept 120 kW or more would feel a bit short changed if the chargers offer only 50 kW. Personally I just wouldn’t worry about it. With a Bolt I’d only need to charge on the go a few times per year, and saving fifteen minutes would just not be all that important to me. (Btw it isn’t clear what charging speed the Bolt will support, though it’s 60 kW pack probably can accept at least a 2C rate up to 70% SOC, which would be 120 kW. I hope GM won’t be… Read more »

It is easy to supply megawatt technically, but it is hard or impossible economically when this MW is used at short random times only. You still pay full maximum power use fee to grid operator as it is common for industrial customers. You still do all the wiring and transformers at MW level. But you get few customers at random times only.

“electric gallon” as in mpge is 33.7 kwh. It is $4/e-gal at cheap fracking powered average US residential electric rate. Or $11/e-gal at $0.33/kWh residential rate like in Hawaii or in Germany. Now add fast charger capital & maintenance cost and you may reach something close to $1/kWh like disclosed by Tesla response letter to SEC about supercharger finances. Look at FastNed, probably the best most reliable charging network in Europe – without subscription it is 0.79EUR/kWh, or $26/e-gal and they are loosing money now. I have no idea how to make it work financially and compete with $2-3/gal gas (all taxes included) and 55 mpg hybrids. Just don’t start on backup batteries at fast chargers as it just raises charger capital costs to new much higher level.


You’re cherry-picking to block all progress until we capitulate to hydrogen stations.
“Cheap fracking powered US average rate” fails to take into account that an Austin utility is buying solar-generated electricity for 3 1/2 cents a kwh now, and wind-based plans are close in price to average plans. The reality is that utilities are now getting cheap methane, solar and wind and refusing to pass any savings on to customers – plans all should be much cheaper than 5 years ago. Then you cherry-pick the high electricity prices in Hawaii and Germany but then juxtapose them to gas prices in the continental US, which is unfair because gas is much more expensive in Hawaii and Germany.

And the danger in using cheap gasoline to smear EVs in favor of hydrogen is, to the average taxpayer cheap gasoline is a better argument to stop subsidizing the construction of a vast, complex hydrogen infrastructure that will take a decade to yield useful results for him.


“Btw it isn’t clear what charging speed the Bolt will support, though it’s 60 kW pack probably can accept at least a 2C rate up to 70% SOC…”

Probably not. The maximum charge rate depends on the design of the battery, and since GM says the Bolt can be charged at 50-60 kW, that’s probably nearly all the battery can handle. I think it’s too late to expect that to change until the car get a refresh in several years.


“The notion that BEVs are ready for long distance travel is a delusion.”
This is such a weak excuse for having slow DC chargers.

I’ll illustrate with an example using the 120kW (peak) superchargers:
A 30 minute stop every 2-3 hours isn’t significantly different from what I do in an ICE car for meal/rest stops. However, the charging time increased from the average 170 miles per 30 minutes (340mph) of the 120kW superchargers down to 140mph of 50kW CHAdeMO, that 30 minute stop becomes a 1.2 hour stop every 2-3 hours and is significantly different in practicality.

Charging MPH is much more complicated metric to discuss, and average kW is better. For example, 120kW Supercharger could be peak, but average to 80% could be much less due to charge taper. Some Tesla models average about 70kW using 120kW charger.

Charging MPH is also related to how efficiently the car runs. S70D is 101 MPGe while SparkEV is 119. Then 70kW average out of 120kW charger due to taper has to be derated for comparison in terms of charging MPH. That works out to be about 59kW.


I’m using average mph instead of calculating from kW, precisely because of the peak to average conversion making comparing by kW unreliable. Tesla advertises 170 miles in 30 minutes with the superchargers (which works out to 340mph). Peak rate at 120kW is 396 mph. So average rate is about 100kW in those 30 minutes.

With the CHAdeMO adapter, Tesla advertises a peak of 150 mph, while people observe about 140mph average.


Here in the UK, the distances we have to travel will make the use of fast chargers less important once batteries are good enough for 400 or 500 miles.

That said, the lengthiest element in installing charging infrastructure is town planning permission and finding suitable sites, up-rating them to 150, 200 or even 300kw once the sites are all in place will not take very long at all.

there are two reasons why it matters. For some – quite few – people, the time to charge really matters directly because they drive really far really often. But to the vast majority this isn’t the case at all. I propose the following exercise: think back and try to list all the days in which you drove more than 200 miles in the past five years, and use the resulting average days/year as an estimate for the number of times you’ll need to fast charge your EV in a year. For me, the answer would be something like twice a year on average, and one of those times I’ll want to stop for more than an hour to eat, visit the loo, have some coffee and stretch my legs. So I’m left with the DC charging time mattering for me maybe once a year. At the end of the day, I can’t get too worked up over optimizing this once a year event – it simply is irrelevant in the bigger picture. But actually it still matters. 🙂 Not because I or most people can’t wait for a 50 kW refill to finish, but because installing sufficient charging capacity along… Read more »

Well said!

mr. M

UK with 550 chargers seems well covered. This shows how little charger Germany has. Germany has 1.5 times the size of the UK and around 1.3 times the population. Meaning there should be at least 825 CCS charger be deployed in germany, but 350 are now installed. And only around 300 are 24/7 usable.

Germany needs around 3 times as much charger as of now, if you expect UK is well covered…


I find it ironic that Europe is using the US SAE CSS standard will the US has mostly the Japanese CHAdeMO standard. While in fact I like the Tesla UMC plug that runs at over 100 kW the best.
Maybe someday we will all agree and have one standard ?

Europe is NOT using an SAE-CCS-Combo1 plug… they are using the German originated and designed CCS-Combo2, which is based on the German Menekkes Type 2 plug.

Only the CHAdeMO plug is the same around the world.

It’s interesting to note that SAE never really “designed” any EV charging plug:

1) SAE – J1772 is a clone of a Yazaki design from Japan

2) SAE – CCS – Combo1 is a clone of the Yazaki design above with two DC pins cludged on the bottom, then using the German CCS protocols.

Texas FFE

Texas now has 40 CCS stations, that’s pretty impressive considering that last November there was not a single CCS station in Texas. There are still about 65 CHAdeMO stations but most of those are now dual CHAdeMO/CCS stations. There are only 11 Tesla Supercharger stations in Texas but most of those are along highways far away from the cities.

Texas is prepared for the influx of all the new 2017 models coming out with CCS capabilities. I’m really excited about all the new EV models coming out next year. I know insideevs has to fill their pages but the waiting is getting to me and I’m getting a little impatient with all the filler EV articles I’m seeing lately.