EVgo Partners With Nissan To Install Its 1,000th U.S. DC Fast Charger

JAN 1 2018 BY MARK KANE 39

EVgo DC fast charger

EVgo recently opened its 1,000th DC fast charger in the Washington, D.C. Metro Area.

The latest installation of two chargers was conducted in partnership with Nissan North America.


The 1,000th station is centrally-located near Washington, D.C., in one of Falls Church, Va.’s newest apartment communities, The Loren, developed and managed by The Bozzuto Group.

According to EVgo, the network currently operates in 66 of the top-selling EV market, covering the metropolitan areas where 90% of new electric cars are sold.

EVgo typically uses 50 kW multi-standard DC fast chargers, equipped with both CHAdeMO and CCS Combo plugs and separate AC Level 2 station on site.

For comparison, ChargePoint lists 656 Express spots, while Tesla installed has over 480 Supercharging stations (with more than 3,000 stalls).

“According to a recent EVgo study, Arlington, Va., the major metro area neighboring Falls Church, ranked eighth among the top cities for DC Fast Charging with an average of 96,600 miles charged per month. Due to the high demand for fast charging options in the area, EVgo selected Falls Church as the ideal location for its 1,000th DC Fast Charger site.

The Loren apartment complex is located along Arlington Boulevard, which allows for easy access to Washington, D.C., making the location perfect for commuters and students to charge up quickly on their way to and from the nation’s capital. Additionally, the DC Fast Chargers are an important feature for EV owners who live in the apartment complex, as they might not otherwise have such convenient access to a charging option of this speed. Residents in the area can download the recently launched EVgo mobile app for Apple and Android to conveniently fast charge with the swipe of a finger.

The newly completed DC Fast charging station represents a continued commitment from both EVgo and Nissan to infrastructure investment across the U.S. The Falls Church station includes two DC Fast Chargers. Each of the chargers is capable of delivering up to 50kW of charge, which provides 80 percent state of charge in 30 minutes for most electric vehicles, equivalent to about 150 miles of range per hour.”

Terry O’Day, Vice President, Product Strategy and Market Development at EVgo remarked:

“The completion of EVgo’s 1,000th charging station is a huge milestone in our mission to electrify the nation with a fast, convenient DC Fast charging network. The Washington, D.C. Metro area has one of the highest concentrations of electric vehicles in the country and we look forward to helping facilitate commuter charging throughout the region. With the recent launch of the EVgo Mobile App, it’s now even easier for EV owners to charge rapidly while on the go.”

JeSean Hopkins, Senior Manager, EV Infrastructure Strategy and Business Development commented:

“Having access to reliable and convenient EV charging points is key in deciding to buy an electric vehicle, and Nissan is committed to providing that access to our customers. More charging stations makes EVs a viable option for more people. And with the new Nissan LEAF on sale in January in all 50 states, we expect to see more people considering electric vehicles.”

Peter Zadoretzky, Director of Sustainability at Bozzuto Management Company stated:

“Bozzuto is keenly aware of the explosive growth of EV charging not only across the country, but amongst our residents and prospects. Our ability to offer on-site, rapid charging is a tremendous amenity and is in line with our commitment to offering extraordinary experiences of home and community through outstanding service and the latest technology. By reducing anxiety over charging times as part of a suite of EV charging options available at The Loren, this station adds to the sense of sanctuary we offer those who live, work, or visit our communities.”

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39 Comments on "EVgo Partners With Nissan To Install Its 1,000th U.S. DC Fast Charger"

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I think we should drop the “fast” from any charge system that is less then 100kw. They site charge times for “most” ev’s, which is completely dependent on a vehicles capability to charge. The 50kw chargers will be the trickle chargers once the number of 50kw-hr+ vehicles on the road becomes the majority…

In that case we would have to stop calling Superchargers Fast chargers since most of the time they charge at less than 100 KW

Nope, 125kW at least.

Splits when more than one vehicle is on the same power supply.

Perhaps you’re thinking of the 80kW urban chargers?

I agree, I think we need to establish a Level 4 charger category…maybe anything over 100 or 200? Since Level 3 covers any ever expanding wide array of charging speeds.

Arbitrary lines are arbitrary.

Lots of activity on the Evgo Fastcharger Network today. Chevy Bolts are starting to grow in numbers. Walmarts are going to have to up their EVgo charger count from 2 charger stalls up to four in certain areas. This is good news for the uptake of 200 mo. + EVs if NRG EVgo can keep up.

EVgo is not owned by NRG anymore.

Your right, that small fact slipped my mind, along my New Years Resolution.

Yes – 2 stations per location just isn’t enough in many areas any more.

EVgo has the data to know where their busiest stations are.

There’s nothing that will slow down electric vehicle adoption quicker than drivers finding themselves stuck at charging stations and having to wait 30-60 minutes to charge.

Why in the world would you put a fast charger at an apartment complex? What they need are multiple L2 spots!


Slow(ish) chargers are cheap, and could be installed in many of the parking places where people live, or work.

Medium chargers like this should be at supermarkets, restaurants and public buildings.

Fast and superfast chargers should be along highways, or other roads that commuters use.

But the most important thing, is to have so many charging points that you really don’t care.
Many places are not even close to that level yet.

I agree with John Doe 110%.

Few plugs: DDCFC > DCFC + J1772 > J1772
Lots of plugs: DCFC + J1772 > J1772 > DCFC

More is better of course, but what really sucks with these dual standards (Chaedmo + CCS) chargers is only one can be used at a time which means with all the Leafs with free charging clogging these chargers, CCS cars often have to wait for the Leaf drivers to finish in order to charge.

This is another big advantage of the Tesla SC, two cars can split a charge rate at the same time per unit and since Tesla puts in multiple SC units per location once another one opens up you can move over to it to get the full charge.

As a free charging LEAF driver, I agree that these sites are underbuild. Once my NCTC runs out, I’ll be looking for a new car. 🙂

Longer range will make this much less of an issue.

Used these chargers quite a bit with my past 2 Leaf (even when it was not free anymore) but never had to with my Bolt !!!

I’ve had to read many times that the cost of the Tesla Supercharger network is trivial from people that refuse to accept that the Supercharger network is a financial burden on the company. But we read here about a for profit organization that is struggling to build out a charging network. Here is more proof that people who don’t believe the Supercharger network is a liability for Tesla that could end up destroying the company have their heads in the sand.

The Supercharger network works as advertising for Tesla in that many people prefer a Tesla because of it. Tesla is not making money on the Superchargers themselves and probably never will – even with charging fees – but they are making money indirectly by selling cars.

This however only works as long as the competition is lackluster. When other networks are better built-out and faster the appeal of the Superchargers will fade and then it will become more of a burden than an asset.

We’re not quite there yet but it will only be a couple of years until Electrify America has fulfilled their plans. At that time I also suspect that the other networks will have expanded significantly as well.

Been driving EVs and EV conversions for many years, with the last six years in Mitsubishi i-MiEVs (with rarely-used CHAdeMO) which meet all our family’s greater San Francisco Bay Area driving needs. In the year-and-a-half since I purchased my Model S85 specifically for long-distance trips we have put on over 40,000 miles onto it, including two extended cross-country jaunts to Key West/East Coast and Canada to Nova Scotia. Because of the Supercharger network and >100kW initial charging rate capability, the Tesla is the only viable long-distance electric car at this point in time. Recognizing that Supercharger use was included in the purchase price of the car, there is something really satisfying about not having to “pay at the pump”, especially contrasting with the high-cost (even relative to a Prius) EVgo charging stations. Incidentally, upon arriving home in the Tesla, I put a float charger on its 12v battery and put a car cover over the car as we very rarely use the oversized (IMO) Tesla for any of our local driving. So, if they’re really serious, why doesn’t GM install CCS at every Chevy dealership in the country?

(⌐■_■) Trollnonymous

“why doesn’t GM install CCS at every Chevy dealership in the country?”

Only the stealerships that sell them are required to have the CCS chargers. These are typically ~dumbed down~ to slower charge rates for cost reasons.

Tesla has effectively capped cost of superchargers. Further expansion will likely be on cost recovery basis.

Let’s not forget superchargers network sells cars. In a sense its cost nature is comparable to advertising, except it is a much better spend.

Ground control to EVGO: wanna make some $ then put in some chargers on the CA I-5 corridor between Oregon to LA … build them, we will come! Start between Oregon and Sacramento and then work South. You’ll make a frick’n fortune. Seriously!

I wish EV Go chargers were in more useful places, like on interstates, not Whole Foods. I don’t need a fast charge when I drive three miles to the grocery store. These are good for apartment dwellers, I suppose, but almost completely useless for anyone with a charger at home. Years in and we still have no serious network of chargers outside of the Supercharger network for long trips, unless you like driving miles off the highway.

I wonder if you actually have a car that can DCFC. I use to think the way you do until I got my 2017 FFE. I have a home charger but, since I sometimes put a lot of miles on my car just driving around town, I have found that the DCFC chargers are far more useful than DCFC chargers along distant highways.

Don’t get me wrong, I still want those fast chargers along highways. In Texas you can really even drive between cities because of the lack of fast chargers along highways. I have taken long L2 charging trips before but that’s not really something I want to do again.

(⌐■_■) Trollnonymous

I have only seen one that makes sense. It’s in the parking lot of a grocery store right next to the freeway on/off ramp.

Odd. EVGo just closed their fast charging station on Wilson Blvd in Arlington, around 5 miles east of the new station. The Wilson Blvd station was always in use. By taxi drivers looking to charge up their Nissan Leaf taxis for free. I can count on one hand the times I saw anyone charging there that wasn’t a cab driver.
I wonder if the new charging station will meet the same fate.

“The Tragedy of the Commons.”
William Forster Lloyd,
Garrett Hardin, et. al.

SparkEV, “Free charging SUCKS!!!”

I have to agree. If you make anything free, you end up with a minority of the people over-using it and ruining it for the others. If I was a Bolt owner it would matter more to me, but since I own a Volt I don’t have a dog in this fight.
But I wouldn’t rely on any system that had a free option like EVGo does.

(⌐■_■) Trollnonymous

Free charging SUCKS!!!

This will be another station filled with free to charge LEAF’s like flies on fecal matter.

I though these charging stations were subsidized at least in part by Nissan. So, they aren’t free so much as prepaid and we have Nissan to thank that they are there at all.

If only GM, Ford, etc. had the foresight to make sure there were chargers for their BEV customers. Case in point, I could fast charge at Nissan dealers as well. Not so much at Chevy Dealers, even those selling the Bolt.

You may not like free charging, but it’s part of why those stations exist.

I think carmakers subsidizing the construction of and maintenance of charging stations is a good thing. I think making the charging effectively free is an idiotic PR move that allows free-loaders to use up the product and makes it harder for normal people to use it when they need it.
There is a reason Tesla ended the free charging for their newer vehicles. Nissan should have looked to Tesla for clues on how to handle this.

Having been PHEV’d at free charging stations many times when attempting to charge my i-MiEV, I agree that there should be a nominal charge, preferably based on kWh if state law allows. EVgo’s DCQC rate structure, be it their $20/mo + 20¢/min or $5/session + 20¢/min with a session limit of 1/2-hour is brutal if one wants to take a few-hundred-mile trip. Do the math.

Mea culpa. I charge my Volt at the free stations all the time but will usually avoid the pay stations since I can only sip at 3.3 kW.
There has to be some fee involved to discourage free-loaders. I know people who will drive across town for a half tank of gasoline that is just 5 cents a gallon lower than their neighborhood gas station.
The part that particularly chaps my nether region is that the EVGo station I saw the most was always jammed by drivers of just one taxi company. I didn’t go by there every day but when I did, it was always the same livery. If I had a need to charge and saw a cabby who drives for a living charging at what is probably his daily stop, that would irritate me.

I absolutely agree on that. Everyone would have been better served if Nissan had arranged for a reduced fee for new Leaf owners. Or, as a compromise let them charge a few times for free, then they get a reduced rate.

I just don’t get the complaining about Leaf owners that abuse it. Of course, some people will always abuse this type of program. Complain to Nissan and EVgo instead.

What EVgo did not publicize is that they removed two DCFC chargers, one in Arlington and one in Alexandria before installing this one.

The few DCFC chargers in the area are usually occupied by Bolt drivers.

At least EVgo removes the chargers if they are not making money instead of just adding more because they look good on a map the way Tesla does.

(⌐■_■) Trollnonymous

So less is more for EVGO?
Got it!

Meanwhile Tesla deploys for their customers to use.

And they barrow money to do it. Someday Tesla is going to have to pay back that money or go out of business. Those Superchargers that don’t make any money for Tesla will disappear.

But I don’t expect you to hear what I say, it’s hard to hear anything when you have your head in the sand.

(⌐■_■) Trollnonymous


I can’t hear you….. 😛