Fast-E Project Launches In Europe – 241 Multi-Standard Fast Chargers In Germany And 37 In Belgium

JUN 2 2016 BY MARK KANE 54

Renault is a partner of the European fast-charging project Fast-E in Germany

Renault is a partner of the European fast-charging project Fast-E in Germany

One of the largest charging infrastructure project ever in Europe – Fast-E (DE/BE) was just launched in Germany and Belgium.

In total, some 278 multi-standard fast chargers will be installed.

241 will head to Germany, while 37 more will be placed in Belgium, every ~80 km or so, along main motorways by the end of 2017.

These units will be 50 kW DC CHAdeMO and CCS Combo, supplemented by 43 kW AC Type 2.

The European Union and nine companies (including Volkswagen, BMW, Renault and Nissan) will spend a total of about €18 million ($20 million USD).

“About Fast-E:
Under the leadership of the charging station operator Allego, the project Fast-E brings together nine companies in the industry, including three charging station operators (RWE Effizienz, enviaM and Allego) as well as four car manufacturers (Volkswagen AG, BMW AG, RENAULT SAS, NISSAN CENTER EUROPE), DB Energie GmbH, a subsidiary of DEUTSCHE BAHN and the Hamburg-based company hySOLUTIONS, which, as a competence centre in several charging infrastructure projects, is responsible for the integration of new drive technologies in urban transport.

The quick-charging stations installed as part of the project employ the Combined Charging System (CCS) and CHAdeMO, each with up to 50 kW power output, as well as a type 2 connector with 43 kW power output. The project is expected to end in December 2017 with the completion of the accompanying studies; the charging infrastructure will continue to operate commercially thereafter.”

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54 Comments on "Fast-E Project Launches In Europe – 241 Multi-Standard Fast Chargers In Germany And 37 In Belgium"

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This is very good news and urgently needed now Germany has its incentives programm.

The incentives program acutally changed nothing for the customer concerning e.g. the Zoe (only difference: German tax payers are giving 2kEUR == Renault pays 2kEUR less).
And it didn’t changed anything concerning the range yet.


The project is misnamed. It should be named slow-E– 50kw chargers are slow by today’s standard.

Currently there aren’t any vehicles able to charge faster? Even Tesla vehicles can use that chargers with max. 22kW (and even that only with an option)? Resp. why cooking the battery with >2C?

But I hope they did everything in a way so it’s very easy and cheap to upgrade to 120kW.


I believe that the Soul EV can charge at 100kW.

But you don’t have to have faster cars now to do it. Simply install a faster, multi-headed charger.

Tesla’s Superchargers are 135kW shared between two plugs.

Overall we will typically only see the faster DCFCs installed when the cars that will use them exist on the road.

Will there be multiple chargers at each location and will there be places to eat & restrooms nearby?

An (available) 50kw charger every 50 miles (80 km) would sort of make intermediate (but not long distance) travelling tolerable. Not great, but tolerable.

/ I would consider “intermediate” to be under 300 miles in a day, and “long distance” over 300 miles.

So you mean there must be fewer chargers and more far away to enable long distance travel?

Unfortunately, there’s no information in that press release about the voltage and amperage limits of the 150kW protocol.

Sorry, reply was to wrong post.

I expect that the limitation is the _speed_ rather than the distance.

A 50 kw charger is not going to fill at a rate faster than about 125mi/hour. … and that’s stopping before 80% SOC.

You can do your own math.

What do you think I meant?

It’s very doable to do 300 miles and more on a network like this. I’ve done it more than once.

A 300 mile trip is doable, but only early adopters will stop for 20-30 minutes every 50 miles (ie 1 hour of driving) stopping at 50 kW fast chargers to charge, and do that 4-5 times on a 300 mile trip. It’s doable, but mass market consumers will be looking for 200-300 mile range EVs that can charge at 100-150 kW.



That made my morning. 😛

A present 13 and later 40 of these chargers are/will be equipped for a 150kW (CCS) upgrade, which will follow before 2018. Only 40, but still. If they work well, I can imagine many more to be upgraded.

The chargers are type 2, CHAdeMO and CCS and will be installed and operated by Allego.

Adding to the 241 in Germany and 37 in Belgium are 15 in the Czech Republic and Slovakia.


You’re welcome.

And the project website, of course:

Also of note: this will in addition to two other projects.
2) the still nameless investement by the German government to install DCFC in the value of €200mio and type 2 destination chargers for €100mio.

Given that the FAST-e project’s €18mio buys you 278 multi-chargers (about €65k per charger), I would expect the government money to last for something above 3000 DCFchargers (3076 says the math).

That would be quite something in terms of infrastructure: The Autobahn network has around 13,000km, so 3,317 DCFChargers would work out as one charger in every 4km. Plus the 600 DCFCs (CCS only) that the SLAM project plans to install.

Even if some get lost in creative accounting, if Germany keeps all these investment plans, the country will have a seriously decent charging network for long-distance travel as of 2018. Exciting times!

I don’t think it would make sense to space them out, 1 every 4km. Better to concentrate them every 100km or further. That way you have a better chance of finding an available charger and planning your route. It’s also better to locate these stations at places with restaurants, coffee shops, etc.

Uhm dude, this was a theoretical mathematical exercise 😉

Of course, they’ll space them out more.

Although, every 5km or so, there is a rest stop on the motorways (without petrol station, restaurant) in addition to the full service stops every 30km or so. In theory then, they could use these smaller stops every 5km. But they won’t. they’ll use the full service stops first, thus allocating more chargers per location. Makes sense and enables proper route planning.

Also less installation cost IMO. Even though you would need more power a station with 6 chargers, it’s less permits and less power drops.

True about the costs per charger, probably.

Regarding the permits: This should, in fact, be easy since the autobahns are actually owned by the federal government, rather than local entities. I hop (don’t know for sure) that that also applies to the rest stops every 5km. In that case, planning permissions would be super easy.

Power line upgrades would be the biggest costs, I guess. At least power is available at pretty much all these stops for streetlamps and potties 😉

4km would be prefect even in the United States. The reasoning behind it is if you have a quick charger that is full with cars charging and you have 14 miles of range left. You would have plenty of time and range to go to the next charging station at the next exit that is open.

Having a quick charger every 100 miles would quickly turn into a scene from the Road Warrior or Waterworld as people fight at it as it would quickly get filled to the gills with people.

I’m not going to run my battery down to 14 miles, THEN start looking for a charger.

—Oh, that one is used.
— Oh, that one too.
— Nope…
— 5 miles left. Sure hope the next one is free.
— Nope
— Hi, triple A?

Exactly! Like most sensible people never let their car run “drier” than 30%, just in case the fuel gauge is broken. Being stranded is bad, no good idea to run as low as 14 miles. Jeez!


Fearless people rarely fill up to 30%. No risk no fun 😉

Interstate highway travel would only require DCFC every 100 miles. Those type of long distance fast charging locations will not be used heavily at all. Metropolitan and more densely populated areas and commuting corridor fast chargers will be spaced much closer and be used quite heavily. The tendency for these next gen fast charge locations will be multiple chargers per location to meet the demand PER LOCATION. Here’s my recent article on the subject:
On Inside EVs too!:

Oh, and of course, Tank & Rast, Germany’s largest (read: only) Autobahn petrol and service station, and rest stop network plans to add another 400 DCFC for their locations.

Suddenly we are talking over 4 thousand DCFC in the country. If that works out even halfway, this could work as an example for others.

Still, I am a little miffed that in the Netherlands, there is this company Fastned that can do this all on its own for private, commercial purposes an in Germany it takes a large government handout (the €200mio for DCFCs, €100mio for destination chargers, another €Xmio for the SLAM project, and essentially the FAST-e EU-supported project also benefits from a subsidy.
Why is it that apart from Tesla and Fastned, nobody seems serious about installing a charging network? (Yes, yes, I know the manufacturers are involved in the FAST-e project to some extent), but still. The ball only seems to roll if the government steps in… Weird that.

“Oh, and of course, Tank & Rast, Germany’s largest (read: only) Autobahn petrol and service station, and rest stop network”

Not true, there’re a very few independent ones.


Not true as in, I exaggerated a little. But the few independent ones are in the tens, not in the hundreds. So much is clear.

No reason to wonder. The DCFC business is tough. Many places its not economically viable without government or automaker subsidy. There is not enough usage to justify private investment only. Not for quite a few years.

There are spots were the number of quick charger users does make it reasonable to spend money on quick chargers without government help. This section is in San Fransisco bay area and LA valleys.

The logical reasoning behind this is the bulk of Evgo’s new construction budget is being spent in the Los Angeles area in that every week a new quick charger or two is under construction by Evgo.

Everywere else you rarely see them build new quick chargers expect in small groups of one or two every three to four weeks.

So this means there is a critical self supporting mass of EVs in LA.

Actually from my records (I record all fast chargers added to PlugShare) in the last 3 months, (Mar, April, and May), 4 EVgo stations were added in CA and 60 were added elsewhere. For example, here are some of the hotspot areas recently for these EVgo installations: Pittsburg PA, Charlotte NC, Las Vegas NV, Phoenix AZ, and Spinx gas stations in SC. At least half a dozen EVgo stations were added in each of these metro areas.

I totally see that it’s tough. Most business are these days. Still, in building a charging network, you’d at least have a first mover advantage.
Also, I don’t get it that Fastned apparently has a business model figured out (at least their investors think that), and nobody else has managed that to this extent.
Is there something else in the equation apart from money, taking the risk and being a tiny bit bold?

Good question!! I think one thing that Fastned has going for them is the pretty decent number of EVs in the Netherlands.

Neither Tesla nor Fastned are able to get out of red. There are few paying customers in this service. Most of the time you can charge at home, or put it other way, really fast charging means high peak demand charges on high power plan electric bill, or grid balancing issues/capital costs, and charging price would go much higher than gas price, so people would not rush to use such chargers except when necessary.

Fastned expects to reach break-even on its first stations by mid 2017. Quoting:

“It is anticipated that the first charging stations will pass break-even by mid next year. As a result of continued favourable tax incentives for electric cars in the Netherlands this point may come even sooner.”

I have to say tho that in a county like the Netherlands where EVs are I think around 6% of the market share, along with other factors, compared to less than 1% in the U.S., they have some good things going for them. I believe it will be years (at least one decade) until commercial fast charging is a viable business in the U.S.

When Nissian and Greenlots build the muti standard quick chargers in Richmond Vriginia they were around $40,000 to $50,000.

It was possible to get 20 quick chargers for a million dollars.

Nah… the most common charger installed here in europe at the moment is the efacec qc45. They are less than $30,000 per unit in order of five or more. And there are some multi-standard 50kW units on the market for less than $20,000 in bulk.

That’s true about fast charger cost alone, but there’s a big difference to actually have it installed. Typically installation costs (trenching and grid connection and upgrading of transformers etc) is half to 2/3rds of the total cost of installing a fast charger. So 50-60 thousand dollars is correct.

Indeed 50KW are slow!

_Still_ installing 50kW chargers?


I wish they would at least make them 100 kilowatt chargers in that there are common 100 kilowatt chargers on the market for Chamo and CSS.

The article was not well researched. Some are already 150kW at the start, while some more will be upgraded before 2018.
Still, they need to be many more than the projected 40 to make a viable network. Luckily they’re not the only project in the picture… Another project ( are in it for 600 DCFC with 150kW (CCS only, as of today).

There is little point to install something more powerful right now. Tesla is not very social in regards of charging and even their Chademo adapter is limited to some 50 kW. Kia Soul EV may charge at some 70 or 80 kW, but there are very few of them sold.

Meanwhile, CHAdeMO announces 150 kW protocol, full downward compatible.

This is a very good sign in that if you have a older EV you won’t get kicked out of the charger network when all the ultra fast CHAdeMO chargers hit the market. But I’m very glad to see CHAdeMO get a major upgrade to match Tesla and CSS.

Unfortunately, there’s no information in that press release about the voltage and amperage limits of the 150kW protocol.

Nice! Thanks for sharing!

It says 150kW (350A) so thats with current voltage levels (~400V) – awesome!

Excellent news! Thanks!

I am surprised that has slipped the editors’ attention. Seems the TSLA agm had their brains busy.

Thanks Counter-Strike Cat!! I was wondering when we would hear about higher power from CHAdeMO!! Now here we have it. Exciting times.

This giant network is a very good sign but I hope it pans out in that a year ago Evgo and Greenlots between the two of them got funding to build over 700 quick chargers from the major car makers. While Evgo’s revenue is rising to were they could fund the chargers themselves.

So far Greenlots has not built a single new charger while Evgo has only maybe built 50 new ones between today and last year. And the bulk of the new chargers are still popping up in the same dense LA valley mass in California.

I’m not trying to totally counter you but get the facts straight here. It was November 19th 2015 that the news about BMW partnering with EVgo to install 500 fast chargers came, and the timeframe stated is within the next two years (ie 2016 & 2017):

And for Greenlots (Nissan & BMW) this is all I’m aware of:
(Dec 21st 2015)

No time frame is stated for the Nissan BMW Greenlots project, but generally assume at least one year from these type of infrastructure announcements til they are actually finished with it.

For the BMW EVgo deal 500 fast charge in two years is getting close to one a day, and that is what I’m currently seeing with EVgo via PlugShare activity. See my comment above. I do see quite a number of Greenlots stations being added to the map too.

Also the 1000V, 350A or 350kW standard is useful for trucks and buses which (to my knowledge) use proprietary quick-charging mostly.

Next step: Ferry charging with megawatts of power!

AFAIK there is a pilot running en EV ferry in Norway (where else, almost).