Europe Exceeds 700 CCS Chargers Installed!

JAN 17 2015 BY MARK KANE 23

CCS Fast Charger Installations Exceed 700 In Europe - January 2015

CCS Fast Charger Installations Exceed 700 In Europe – January 2015

The year 2015 begins with 702 CCS combo fast chargers in Europe according to CCS map. Those are of course the European version CCS (a different plug than US Combo).

Rate of growth remains constant at more or less 100 units a month, which is a lot higher than the CHAdeMO growth rate (somechargers have both plugs).

Most of the CCS units still are focused in central and northern Europe.

It seems that the UK is extending its lead over Germany to 194 vs 119 (was 170:116 month ago).

Sidenote: CCS chargers installed in Europe have typically 20 to 50 kW of power.

By country

  • UK: 194
  • Germany: 119
  • Norway: 86
  • Sweden: 61
  • Netherlands: 56
  • Denmark: 46
  • Switzerland: 38
  • Austria: 29
  • Finland: 26
  • Ireland: 15
  • Spain: 9
  • France: 7
  • Czech Republic: 5
  • Lithuania: 5
  • Italy: 3
  • Belgium: 2
  • Greece: 1

Categories: Charging

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23 Comments on "Europe Exceeds 700 CCS Chargers Installed!"

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Impressive. Who’s paying for the buildout?

In the end it’s always the people. But this buildout is through many diffrent sources. The EU, governments, municipals, private companies dedicated to charging, traditional gas station companies, other private companies like IKEA, shopping malls going together, car companies etc.

Electricity companies, McDonald’s, Airports.

This is making me really angry now. There are probably less than 50 of them in the entire USA at this point. 🙁

NRG eVgo alone has plans to install a 100 DCFC locations in California with both CCS and CHAdeMO charging points.

Sadly outside California there are few DCFC deployment plans for 2015. Clearly the pace of infrastructure is not keeping up with the pace of BEV adoption. Perhaps there needs to be so sort of DCFC infrastructure incentives on a national level?

The NRG / eVgo deal is for 200 stations, each equipped with at least one CHAdeMO and one CCS Combo1 charger, to be completed within four years. I think they’ll easily make that target, and probably just keep going !!

Many of the sites that already had a single CHAdeMO are now having a second ABB dual unit added (for a second CHAdeMO and a single CCS Combo1 at each site).

Very impressive growth to get 700 CCS Combo2 chargers in Europe, and the folks responsible are to be congratulated. I think CHAdeMO is still double that number in Europe alone, with over 5000 CHAdeMO in the world.

This will be an interesting race.

That’s very quick despite the EU directive not being law yet. However, according to the TMC forums, by 2017 all the EU nations will have the CCS requirement drafted into law (Germany is already going to pass a law on this soon). It’s a question mark what will happen to Tesla’s supercharger stations as a result of the CCS requirement, but I think the law makes it so that things tilt significantly in CCS’s favor.

Nothing happens to the Tesla superchargers. At worst they will need to install a CCS-charger when they build new superchargers.

Under the proposed German law, existing stations are exempt. New Superchargers would need to be have a CCS plug.

But the plug doesn’t mean that any car can charge there. As long as pricing is not discriminatory (i.e. Tesla charges the same to CCS equipped cars as Tesla-socket-equipped cars) they are OK. It’ll just add a bit of cost at each unit.

I really think this law is one of the dumbest laws ever invented. In that I think it should be the free market that demonstrates which electric car charging standard should get built in larger numbers. The only thing I would do though in terms of laws is require duel charging standards for publicly funded and built chargers.

Without the laws favoring CCS in Europe, there would be less than 100, just like the USA.

Plus, the EU law will not eliminate any charging standard… each station will have to have at least one of the government mandated chargers (CCS).

Thankfully, CHAdeMO and Supercharger, as well as Chameleon, can keep doing their thing.

I disagree. It doesn’t make business-sense in Europe to build CHAdeMO-only when the price difference is only a few percent for a multi-standard device. Looking at (no full 2014 report available yet) the number of CCS-equipped EVs sold in Europe is likely very close to 20000. It’s rare to see new single-standard chargers installed except at dealer locations (and some, like Kia, even provide charging for both standards).

I love the fact that EVGO is installing lots of combo Chademo/CCS chargers in the state of California. There are already some relatively near me and I hope more on the way.

But the truth is that they were forced to do so by lawsuit settlement. We need more installations beyond a one-off situation of a company forced to install them. I think we need more government help. And the adopt-a-charger people have a GREAT non profit to help get more chargers installed.

The title should read 700 “Dual-standard” Chargers Installed. Lets be more inclusive than exclusive in supporting PEVs!

Of the 700 CCS Chargers noted in the article, a large majority support both CCS and CHAdeMO DC fast charging. I’d rather see statistics on the number of DCFC locations that offer both CCS and CHAdeMO than offering just a single charging point, or standard.

Dual charging should apply to DCFC in general as each location needs to offer at least two charging points ensure service location is reliable in the case one charging point fails.

Brian, “Dual charging should apply to DCFC in general as each location needs to offer at least two charging points ensure service location is reliable in the case one charging point fails.”, – Please Note: Dual Standard Chargers, are actually a Single Charger Core, with two communication protocol outlets, and can only charge one Vehicle at a time! They are, unfortunately, not dual Service Units, with two power cores, one for each Communication Protocol: CCS and CHAdeMO. So, for redundancy, they still need a second unit sited to solve that. They do, however, provide a single site that you can go to, in a LEAF, or an i3, for example, and charge up at, so long as it us working. For any site that has CCS, CHAdeMO, or these new Dual Standard Units, they all should have at least 2 Level 2 Charging Stations installed on site: At least 1 for redundancy for when the L3 hardware is down, and 1 for non-DC capable EV’s to use. Also, the level 2 is just as fast from 80% to 100% as the L3 unit is, and can be used to too off, while making space available at the L3 Charger! Working… Read more »

Realistically, any car not capable of DC charging will either be a PHEV or a BEV where the owner chose not to pay for DC.

Rather than L2, it would be better to put an extra DC charger cable so people can plug in in advance.

It is sad that Europe and Japan are getting so much new infrastructure and yet the cars aren’t even selling that great there. And here in the USA we are barely getting a trickle of new infrastructure and half of what we have isn’t functioning.

I agree with you on this statement. What I find shocking about this is car companies like Nissan are poring tens of millions of dollars into massive EV roll out plans in Japan or Europe and yet they have the lowest EV sales. Such as Nissan wanted to add 3000 DC quick chargers to Japan. But Japan is only selling 20% of the EV’s that the US does. In fact I think the US State of California buys more EV’s then all of Japan during the sames sales quarter. If Nissan would have pored in the resources for 3,000 new DC fast chargers in USA or even a 1000 new DC fast chargers in California it would really rewrite the rules for owning a EV.

I still do support Nissan for beefing up the Japanese EV charging infrastructure but I wish they would give their main EV cash cow some more love.

Missed opportunity. These 20-50KW chargers are great for city EVs and plug-in hybrids but lack the output to charge the next generation of 200 mile EVs in an acceptable time.

Another reason to scratch the Bolt and go for Model 3 instead.

Chris, ” These 20-50KW chargers are great for city EV’s and plug-in hybrids but lack the output to charge the next generation of 200 mile EV’s in an acceptable time. ” seems to be based on the idea of Road Tripping, for trips of 400+ Miles and more, and I would agree: for such trips, Tesla leads the way and their Supercharger plans are more supportive of this activity. However, for those who prefer to fly trips of such distances – either by commercial flights, or by private aircraft, this charging rate will still do a lot, with 200 mile range BEV’s, to move them from gas for trips to: Work, Cottage, day trips, etc. That is, it’s not so much an issue of the charging rate, as it is the logical placement of them, on routes that are used a lot by the cottage crowd, commuter crowd, and in/at/near tourist stops. This includes, how many at each site, along with back up Level 2 Charging Stations in a viable number to support both fast and not so fast charging needs, as well as hardware redundancy for failure coverage. Not every driver does Toronto to Miami by car, in 28… Read more »

It’s because in the US people are trying to make money from users of the DC charge points directly. That has never been proven to work (at least not yet), and generally leads to companies going bust. What is working so well in the UK, is that there has been lots of money available from government to help support infrastructure installations, but mainly partnership between large companies with a vested interest. For example almost all UK motorway rest stops have one and more often two to four charge points (DC fast chargers). This was achieved by a company called Ecotricity (a green energy supplier) doing the installing, running and maintenance and Nissan/Renault “donating” the hardware. Although they may charge for access to this network at some point in the future, after three years they haven’t announced concrete plans to do so. Nissan makes its money from selling cars (quick chargers are great free advertising) and Ecotricity makes its money from getting people to change their energy supplier (gas and electric) to them. The end result is a network that works, is maintained and gets quite heavy use.

For the primary reasons of: Optics, Regulations, and Profit Motive, we have a loose structure of EV Charging Station Deployment, and also – a major lack of understanding of a business asset, called “Goodwill”, people with businesses trying to equate an EV Charging Station with a Gas Pump, is causing lots of challenges. I may well be wrong, but it seems to me, that a better understanding of what an EV Charging Station is, or Should Be, is a new form of Billboard Marketing: it costs a fair amount to put in place, but it’s daily and monthly operation costs are relatively low. When combined with correct signage, Listings in mapping sites, and where possible, travel sites, etc, it becomes a means of attracting people to the business, where, they can build goodwill, potential immediate, and often, future business potential- either directly, or via their telling friends of the great experience there! What so many players miss, is the negatives they put out there, by restrictions on access to their charger site, also go a long way to costing them business! A small investment in a buck or two worth of electricity per user, be they their current customer or… Read more »

Come-on Robert your hurting the EV cause.
Many EV fanatics think if your not driving a BEV your evil ( the volt is bad because the drive train is not EV enough)and you must have panels on your roof or your evil and NOW the fuel for your car must be free or the business is evil. Wow I drove a Volt for 3 years (91% from the plug)and did not feel someone should pay for my fuel and my ICE gas is paid by me also. Novel concept –paying your own way.