EVgo Fast Charges 40 Million Miles of EV Driving in 2017 (Up 83%)

FEB 19 2018 BY MARK KANE 47

EVgo noted significant growth of its charging business in 2017, delivering 13 million kWh of energy in 2017, or 83% more than one year ago.

The network currently consists of more than 1,000 DC fast chargers. Usage grew much quicker than plug-in electric car sales, partially because new models have bigger batteries. Other reasons are deals with fleets and ridesharing programs.

One thing that EVgo still lacks is highway charging stations, as the company is mainly focused on metro areas.

Stats for 2017:

  • provided 40 million miles of emissions-free electric driving (*assuming 3.125 miles per kWh), compared to 22 million EV miles charged in 2016
  • saved 1.6 Million Gallons of Gasoline in 2017
  • 13 million kWh of energy or 83% more than year ago (outpaces EV sales growth in the US, which were up 26%)
  • network expanded by 20%, and now has over 1,000 DC fast chargers across 66 markets nationwide
  • network usage set a record with 1.1 million charging sessions, an increase of 50% over 2016, equal to 28 million minutes of DC fast charging, an average of 25 minutes per session.
  • December 2017 also set a record for the highest number of minutes charged in a single month on the network
  • A key area of growth for EVgo came from new partnerships with zero emissions fleet and rideshare programs, accounting for 10 percent of energy delivered to drivers on the network.

Here is the current offer of two plans – Flex and On-The-Go:

EVgo prices – February 2018

More info:

“On top of reaching record numbers across the board, EVgo has completed several key projects in 2017 including the DRIVEtheARC corridor in Northern California (connecting the Monterey Peninsula, Bay Area, Sacramento, and Lake Tahoe regions) allowing EV drivers to easily travel from surf to ski emissions-free on one convenient charging route. DRIVEtheARC is the result of a collaborative effort between the New Energy and Industrial Technology Development Organization (NEDO), Japan’s largest public energy R&D management organization, and the State of California’s Governor’s Office of Business and Economic Development, Nissan Motor Co., Nissan North America, Kanematsu and EVgo.

EVgo also released its own app for iOS and Android platforms designed to facilitate convenient fast charging, allowing users to find their closest station and initiate a charge session from their device, all with the swipe of a finger. In addition, EVgo moved its headquarters to Los Angeles and increased its staff significantly, as the company continues to grow and expand its network, with a continued focus on customer service.”

Cathy Zoi, EVgo’s CEO said:

“2017 was an extremely successful year for EVgo, and not only did we add the 1,000th charger to our network, but we also delivered more fast charging power to EV drivers than ever before, with a resulting impact of 1.6 million gallons of gasoline saved. We are extremely pleased to see such rapid growth not only of our network, but also of EV sales across the board, and we are proud to be at the center of this rapid change toward a more electrified world.”

EVgo Fast Charges 40 Million Miles of Zero Emission EV Driving in 2017

Categories: Charging


Leave a Reply

47 Comments on "EVgo Fast Charges 40 Million Miles of EV Driving in 2017 (Up 83%)"

newest oldest most voted

million thousands sounds ridiculous. Why not say billion when you mean billion.

million kWh = GWh

(I know it’s like that in the info graph, but it doesn’t mean it has to be repeated)

That’s how it is said in british english; actually said as thousand million; maybe gives you a better idea of how many a billion is.

The unit of battery capacity is the kWh, so the total is given as a number of those units.

It’s more meaningful than using GWh, which in order to put into context would have to be converted to kWh anyway.

Comparing the map to the Tesla SC map, it’s obvious there’s a sh1t ton more work to be done.

Now imagine buying an EV and looking at this pathetic charge infrastructure for support.

Not to mention just one CCS handle per site that’s taken by free chargers already at 80% typical of SoCal.

This is only one network, a newcomer that is still focused on several key areas.

In the Pacific NW, for example, for ChaDeMo coverage they are still second or third to Aerovironment, ChargePoint, and possibly even the flailing Blink.

If you look at overall ChaDeMo coverage for the pacific NW across all networks, it is now reasonable enough for travel on the main highways with a 100-mile Leaf or Soul EV, not to mention a 150-mile Leaf, which would require fewer QC stops. Look up plugshare.com

To EVgo’s credit, they are the fastest growing, and install by default at least 2 chargers at each location rather than the singletons of older networks – and dual-standard, both ChaDemo and CCS.

Also, unlike what the article says, at least around here they have quite a few highway locations, in particular along the I-90 in Washington State.

Considering that road trips over 200 miles are very very rare. It isn’t really that important.

If Tesla actually cared about it’s mission statement of accelerating clean transportation, they would convert all their SC stations to support CCS and charge non-Tesla drivers to use it. But they probably realize it’s more marketing scheme than actual business opportunity, so no point.

EVSHOPPER So which company is more committed to renewable energy than Tesla.

And risk the wrath of all Tesla drivers who want to charge and find the SC stalls filled with non-Tesla cars. Maybe someday if they have enough excess capacity.

(⌐■_■) Trollnonymous

“If Tesla actually cared about blah blah….”

They do care about their products. They cared so much they built a charging infrastructure for them. What did GM Ford et all build for the EV adoption?????

The SC interface/port was designed before a standard was in place for DCFC……..nevermind, you’re just a dumb@zz.

That’s why I lease a BMW i3 REX.
-Don’t have to worry about finding a charger on a trip.
-Don’t have to worry about being ICEd.

Add chargepoint, Blinx, public chargers, and you will see that the map is much larger

Now, if we could get them to install chargers that put out more than 36kW, things would be sweet!!

All of the EvGo units around Denver put out either 20 or 36kW. It’s still 10 cents a minute on my plan no matter what the charger is putting out. They really should go to a consumption rate. I do like the 30 minute time though. I noticed at some free units, people like to treat them like their own personal parking space

If it’s ABB charger, it’s capable of 50 kW (48 kW for SparkEV at 80%). If it’s EV pump, some are “only” 100A (about 39 kW for SparkEV). If you’re only seeing 20 kW 36 kW with those models, your EV has taped charging, not because of EVgo problem.


I cant believe that the spark ev have a winter AER of 48, i was discourage with it. They have like 3 Spark EV from GM fleet with the plug wrap here in Cleveland Ohio for $12k

@SparkEV I have a Spark Ev. At other non EVGo chargers, I have seen 48kW . I know the Spark is ok. Generally around here EvGo uses the 100A units. The, at some places use ABB units that are tuned down to 24kW, but are often problematic and are often putting out on 20kW. The rate is the same for both.

I have found on ChargPoint 50kW, and one other brand chargers ( I don’t remember the name ) in Longmont that does 50kW. So, I know Sparky is in good shape. I know, from the manual, that 55kW is the max it will consume.

Wish I could edit. My KB is acting odd. Sorry for the typos.

I bet a good chunk of the increased usage came from Bolt owners.

Yup, seeing ton of Bolts , and many of them are Lyft drivers who are renting the Bolts with unlimited charging every day.

(⌐■_■) Trollnonymous

Free charging SUCKS!

These will just clog the EV chargers and kill the EV experience.
Yes, I see bolts charging but charging slow.

I wonder how many emissions free EV miles if we included all US charging networks. Since we use about 375 million gallons of gasoline a day. Everyone has a lot more to do to get us off the fossil fuel wagon.

I wonder how much of this is due to no charge to charge?

I’ll bet that has displaced a huge number of ICE miles.

Yup, it’s mostly from free charging programs.

Who in their right mind will pay $11 for the privilege of waiting at least 30 mins to pump 2-3 gallons worth of gas?

Most of these are 100A stations (in Nor Cal). In 30mjns without tapering you get 19kWh at best.

Let’s see how they do when the subsidized free programs go away.

Now they just need to not make users have to restart charging sessions after 30min.

For those who can’t do much arithmatic please note how high these charges are. Level 2 at $1.50 hr is about $0.22 to $0.45 per kwh at 3.3 or 6.6 KW charging rate and make sure you dont go a few minutes over a full hour and have to pay another $1.50 for just a few minutes. Fast charging at 50 kw for 30 min. costs $10.95 for 25 KWH or about $0.44 per kwh. With a membership It will be a little cheaper if you charge more than 4 times per month. And DON’T stay on the charger when it slows down when near done as the effective price goes way up. It is cheaper (not to mention more convenient and with good cabin heat) to just drive a prius or other high milage car rather than buy electricity from these guys. Electric vehicle costs work out well if you can charge at home with cheap (say $0.08 to $0.15/kwh) off peak electricity ($.12 here in the S.F. bay area between 11pm and 7 am with time of use metering but don’t use much the rest of the time (or have a utility connected solar system) because on peak… Read more »

PS. Note that these charges are for electricity out of the charger, not the lower amount that gets added to your car’s battery. Losses can be 20% on level 2, although considerably less on DC charger (where the losses have already occured converting from AC to DC before it goes into your car’s battery).

Without cheap electricity (or free; get your model S here!!!) EVs are not cheap to drive compared to a high milage ICE car)

Dan, the EPA mpgE numbers are correct.
Take the BMW i3, if the EPA says you’ll get about 111 mpgE then you will. Electrics are more than twice as efficient as a Prius.

The Nissan Leaf is the most cost effective car to buy right now.

No, EPA mpgE is based on national average electricity cost which is generally far below EVgo rates.

MPGe is not based on the cost of electricity just like MPGe is independent of fuel cost.

Yes but it takes 32kwh to be 1 gallon equivalent. So someone getting 128 mpge is 4 miles for each kwh (a little high). Right now the best that I’m aware of is the Hyundai Ioniq at 125mpge but for round numbers 4 miles per kwh is fine for illustration. There’s no reasonable business model that can deliver electricity in fast charge in anything close to something like 20 cents per kwh and be profitable. All the ones that are purporting to do such a thing are subsidized heavily in one way or another whether it is the black hole of a balance sheet that is Tesla or one of the many schemes of public funding or the various unlimited free stuff ole Sparky likes to complain about. Ultimately. On a cost per mile basis then when considering a 50 mpg Prius at $3.00 per gallon gas then we have 6 cents per mile. The 20 cent/kwh and 4 miles per kwh example yields 5 so most of them are 6 cents per mile. The exact same. Play with the numbers however you like but if there’s a ‘pay for’ model for charging on the road it will not be… Read more »

HERE HERE, someone else who actually understands the (not necessarily so good) economics of EV charging.

To be real, and anything like mainstream, EV public charging needs to be universal (all cars charge at all stations) or nearly so and be priced transparantly (a big sign showing the cost per kwh. That this sounds like gasoline stations is no coincidence.

Realistically, to avoid overloading the grid when (and if!) EVs become mainstream electricity prices will have to be higher at peak times (or the electric supply will have to be interruptable by the utility).

The owner of a charging facility would, rationally, also want to add a connection time charge to (fairly) cover the cost of occupying its real estate for slower charging cars.

Ignore the manufacturer claims of fuel cost savings which are based on many assumptions which probably don’t apply to your case.

Learn to do the arithmatic so you can figure it out for yourself, or not if you don’t care.

Looking at utilization, 1.1 million sessions over 1k charges is about 1.1k sessions per charger per year. So something like 3 sessions per charger per day or about 90 minutes of utilization per day.

If each session brings in a bit over $10 in revenue, they’re bringing in a bit over $10k per charger per year. Even if they site the chargers at places like shopping malls that give them space rent free, trenching the cables and installing the hardware has got to be tens of thousands of dollars per site.

I’ve been holding off on pulling the trigger on a Bolt until there is better CCS coverage on the route of the road trip that I make once or twice a year. But EV charging seems like such a marginal business, I’m worried that EVgo will go under before there are enough EVs on the road to support a decent network. At the very least, given the terrible utilization of their current sites, I can’t see them building out many more locations until there is substantially more demand.

Also note that much of charging seem to be by the locals getting free charging when they already have 80% or more. If (when?) free charging is discontinued, about 80% of charger use will disappear.

If they don’t continue to get money from MFR to offer free charging, they may really go under due to lack of use. But free charging means awful EV experience for everyone, which will mean more shift to Tesla.

I would do it for fast charge $2.50 per session, 15c per min. Session ends at full or 40min. Level 2 will be $2.50 for session, $2.00 per hour, unlimited time. That why theres a balance in uses location will be like a toll or enclose since ice vehicles like to take up those spots.

Thats true. They have to be like Tesla, just build alot of 350kw- 500kw chargers in congested interstate routes and put or 5-6 urban metropolitan areas of the US. And just wait for the onslaught of future EVs


EVgo stations should not be considered a daily routine. As you pointed out, it is not a good deal there.

Rather, they are just good for emergency situations, or for the rare occasion you have to drive your EV on a long trip. In those circumstances it is perfectly reasonable to pay a bit more for electricity.

I see EVgo as a range extender that I pay for. Considering I may use it once a year, that premium is fine. That $10 made my low range EV able to go on a long trip. I do not rely on them for daily use.

$10 here or there is a lot cheaper than buying a second ICE car, longer range BEV, or renting a car!

I tend to look at it like this. About half of my charging is done at home on 120v, the other half is fast charge at EVGo, or another station. I understand the costs, and at times, it feels like perhaps a Prius, or Volt would be better until I factor in the transmission oil change in a Prius every 50k miles, the Timing belt in an ICE car every 60k miles, and other less expensive maintenance, such as oil changes, etc. I have about 60k on my SparkEV now, and for the most part, I am still spending less on a car payment, and fuel costs, than I would be spending on my other car I had ( 2010 Prius ) without a car payment. I drive about 2500 miles a month.

Ugh. It would pain me to spend $5 just off the bat to pick up the charger.

More like EV stop, wait, wait, and then go.

Maybe good for charging at work or in an apartment complex, but road trip, no.

EVgo really needs to get rid of the 30 minute auto-shutoff. It made sense maybe 3 years ago, but now that there are EVs out there that can take 45 minutes or longer to charge to 80% (Bolt/Leaf 2/Ioniq to name a few), the $5 connection fee is really almost too much.

Today is the last day of my $14.95/month (no connection fees), 10 cents/minute now-extinct EVgo subscription plan. The new plans are considerably more expensive.

Just looked at it. Ouch.

So, it’s $19.95 per month to avoid session fees. Save a bit of money as long as you charge 5 times or more per month.

The economics of commercial public charging suck. The good news is that they suck so much that it will only help improve access to home and workplace charging.

Once again, Tesla has blazed the path here with their modular Superchargers that are upgradeable:

They are either free or guaranteed to cost less then gas for equivalent miles travelled.

They are relatively fast now and (which needs to happen to encourage the shift from fossil fools) will get faster over time.

They are logically placed and spread out to make it possible to travel most places and this is getting better all the time.

They are installed in large groups so that usually you can get right on and even split a charger if necessary with another Tesla.

And, Tesla continues to increase the numbers and geographic reach of the sites and is now installing Urban Superchargers for city dwellers as well as Destination Chargers for businesses interested in customers.

All the other networks need to follow this model in order to be ultimately successful and I suggest that it would be the electrical utilities who would be best suited/most natural to do this on a large scale.

Thats where i give credit to tesla on the supercharger but the propierty system is not good. They should be a universal charger annd i think the ccs should be the one since there are more evs not name tesla but tesla have the most but charge more for out of network vehicles to use them

At the time when Tesla started to sell the model S building the Supercharger network was the right thing to do. Tesla needed charging facilities for its cars but nobody was building any. It has been a very good USP for Tesla until now, and will be for some time still.

However, times are changing. The Supercharger network will become a liability long-term when other networks catch up to it. For that reason I think Tesla should turn it into a separate company – fully owned by Tesla at first but it can be sold off in the future if money is tight – and open it up for other manufacturers. Add CCS and Chademo connectors on the side and charge handsomely for it. Free access for Tesla owners is still a good perk to offer while at the same time making a bit of money on the competition. They should at least try to make it self-sufficient.

Thats where i give credit to tesla on the supercharger but the propierty system is not good. They should be a universal charger and i think the ccs should be the one since there are more evs not name tesla that uses them but tesla should charge more for out of network vehicles to use them

You also have to consider the network effect, when the network covers a larger area people are more willing to go longer distances and therefore charge more often. I.e. the chargers at the very edge of the network will make the chargers deeper within the network more used.
This of course has the added benefit that more people will find EVs viable and it becomes a virtuous cycle.