Installation Costs Of Electric Car Charging Stations By Type

FEB 15 2016 BY MARK KANE 68

Installation Costs of Electric Vehicle Charging Stations by Type, 2011-2013 (INL Study) (source:

Installation Costs of Electric Vehicle Charging Stations by Type, 2011-2013 (INL Study) (source:

In total, some 13,000-odd ECOtality Charging Units Were Sold To CarCharging

ECOtality Blink charging stations

U.S. Department of Energy recently presented a comparison of installation costs for different types of charging stations.

Data for this graph comes from two projects run in 2011-2013:

  • EV Project (ECOtality)
  • ChargePoint America (ChargePoint)

As it turns out, Blink DC fast chargers were installed at an average price $22,626, and the lowest registered cost was $8,500.

At that time, Blink chargers installed by ECOtality were up to 60 kW with two CHAdeMO plugs, but only one car could be charged at a time (the second connected would charge after the first one stopped, unlike Tesla Superchargers, which has power sharing implemented for every two terminals).

In the case of AC Level 2 (J1772) charging stations, installation cost were from a few hundred to several thousands or even over $10,000 for some publicly available points (probably with all the connectivity and payments). Such high installation costs of J1772 makes the whole project pointless on the economic side, we believe.

Sadly, there is no data for 2015, but for sure it should be somewhat less expensive to install charging points as more places (and persons) are in the business of doing it.  As for the EVSEs themselves, they are significantly less expensive (some of them at lower power level even don’t need installation because they are equipped with a plug). The average person probably will also take care to keep costs to a minimum, much lower than companies engaged in public projects. If the location is difficult and requires a lot of work/parts/etc. the cost could surge.

“The EV Project and the ChargePoint America project were conducted for the Department of Energy by Idaho National Laboratory (INL). From 2011-2013 the project installed nearly 17,000 alternating current (AC) Level 2 charging stations for residential and commercial use and over 100 dual-port direct current (DC) fast chargers in 22 regions across the United States.

Results from this study show that DC fast charger installations were by far the most expensive, ranging from $8,500 to $50,000 per installation, though it is important to note that the DC fast chargers installed had dual ports as opposed to the single port level 2 charging stations. The cost for public level 2 charger installations ranged from about $600 to $12,660. Residential installations had the lowest average installation cost with a mean of $1,354 though individual installation costs ranged from just a few hundred dollars to as much as $8,000. The cost of installation varies greatly depending on the electrical requirements at the site and other factors such as permit and inspection fees.”

Installation Costs of Electric Vehicle Charging Stations (INL Study):

Type of Charging StationMinimumMaximumMean
Residential Level 2A few hundred dollars$8,000$1,354
Workplace Level 2$624$5,960$2,223
Public Level 2$600$12,660$3,108
Blink DC Fast Charger$8,500$50,000$22,626

Source: U.S. Department of Energy

Categories: Charging

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68 Comments on "Installation Costs Of Electric Car Charging Stations By Type"

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I wonder why residential costs more than workplace? I would have thought it was the other way around. Workplace usually has further to run wires than a residence, often dealing with parking lot cement, etc.

Well, the workplace average is actually higher than residential. I’m thinking the high end of the residential probably involves having to upgrade electrical on an older home/neighborhood or something like that.

For home charging, one station in the garage is probably around $500 – $1,000 if the electrical box needs upgrade.

But, to charge 3 cars, two outside, you’d need a double outside charging station: Dig a trench, lay the wire, concrete post, and then the double charger.

That could get you to $2000.
Don’t know how they get you to $8000, unless it’s Tesla powerwall and DC fast charging.

How to get to $8000 for residential L2?

Because upgrading an older home’s main electrical panel, and wiring, can cost a lot more than a mere $1000. Best to get competitive bids if the electrician wants over $1000. According to a lot of stories, prices can vary quite a bit. (Can you say “price gouging”?)

When I wanted to install a Level 2 in my home built in 1928, I needed to upgrade my electrical panel from the existing 100 Amp to 200 Amp. Quotes were in the $5k range.

we were told $3K just for the panel and another $900 for the wiring to the docking port. docking port not included so yea $5K is not that unusual.

If you don’t have to upgrade the panel, $100-$300 is about right for a home or work installation at Level 2.

Other costs are really for upgrading the panel — or they’re gross overcharges, which is really common, unfortunately.

Workplace usually involves multiple chargers, hence conduit, trenches, etc can be shared. Just a guess…

ARE WE PROMOTING ICE HERE??? This is a very discouraging article. The prices are Scary High ..sounds like a worst case scenario situation in a 3rd world country…But., If you buy a Tesla ….You charged up for free…BUT Then Again., The Free transfer of extended warranty got canceled without warning. S0 how long before that! gets scrubbed too ????…I can see Lawyers Having hay day….

Prices are scary high because these companies are ripping the Government off by gouging on station and install costs.
Note the low cost is the actual cost except in rare locations. But there just doing a pole drop is very cheap instead of going through a business power system.
Fact is level 2 is little more than a RV/Boat powercord, just with a metal box , a contactor and control board.
Some before were telling me how expensive they have to be but just no reason for most to be over $600 installed.

Right. Mine was like $525.

Correct, it cost me $601 for a GE Durastation hard wired installation in my garage.

Take a deep breath. Nobody is promoting anything.

The fact that large commercial and public charging stations were expensive in 2014 isn’t shocking. And a level 2 residential install could get quite expensive in many urban settings, especially considering the costs for permits.

Talk to EV owners, and they will generally tell you that level 2 charging wasn’t a big deal, or expensive. In my case, the level 2 Bosch charger was zero cost after rebate. I ran the conduit and cable myself in an afternoon, and hired an electrician to inspect it and make the connections to the panel. Less than $200.

The fact is that prices vary greatly, and that costs have steadily been decreasing. That was pretty clearly stated in the article, and certainly doesn’t qualify as ICE promotion. No drama required.

The problem with this article is the data is from 2011-13, when there was few EVs on the road, the supporting EVSE equipment was low volume production and the electricians were expensive since they were brand new to the effort. Especially with level 3 stations and high voltage, they should have the largest price drop. Especially since they can charge so many more vehicles per day. Level 3 chargers make the most economic sense.

$8000 for a home L2….LOLWUT?

I could see it. If you have all of these:

1. Need a new panel that can support a high-power EVSE
2. Have a detached garage that needs a long cable run and a separate box (per code)
3. Need to run conduit under concrete/pour new concrete, etc.

That could easily top $8000 when professionally done.

Wow! You Americans get really ripped off by your electricians!!!

Yup, only in America can those who attended a short journeyman trade class charge $100/hour while those who went to college for a professional degree earn $50/hour.

In other parts of the world, a house painter lives in poorer neighborhoods. In the suburbs of California, I see painters living in large homes with a boat, RV, his truck and her SUV in the driveway.

Erzählen Sie uns davon

We Americans get ripped off by almost everyone. An emergency room visit for a stomach ache: $4300 (about 10 minutes with the doctor). No one else in the world puts up with that scheisse.

With just a 100amp service there is no need to upgrade as only 20-50amp is needed.
And most homes in the last 50 yrs have a 200 amp service and most are in or come to the garage for dryers if nothing else.
Sadly for most EV’s a simple $10 dryer plug would do just as well with a $60 RV outlet box if you want to get fancy.
It is only in 100kw+ you need designed plugs.

If I had to put EVSE where I normally park at home, it would’ve required trenching almost 150 ft (probably more) through fence and flower bed, laying down 6 gauge or thicker wires, permits, blah, blah, easily topping $5K, maybe even $10K if service panel needed upgrade (house is 75 years old). I can see some may have to do such extensive work, especially if they want/need higher power EVSE like 10kW or more.

If you need to upgrade your electrical panel, that’s an immediate $3-$4k. If you need to upgrade your service (because you have 100 amp service for example), that’s a thousand or more right there. So we’re talking about $5,000 before any strictly EVSE related costs. Remember, the median home age in the US is 37 years with some areas (Boston as an example) with 75 years as the median age.

“…If you need to upgrade your service (because you have 100 amp service for example),….”

I have a ‘100 amp service’ (really 75-85 amps but due the the ‘residential exception’ its rated at 100) from when the house was built 57 years ago).

I also have:
2 electric cars (one of which used to be a Roadster – requiring 30 amps @ 240)
Large 8 x 10 ft hot tube with 3 – 2 horsepower motors (3- 6.5 hp according to the manufacturer, but they lie)
Central Air Conditioning
3 hp electric snow blower (home made) 240 volts.
All the usual refrigerators, freezer, disposer, dishwasher, tv sets, stereos, lights, ham radio station, etc.

I’m possibly condisidering getting a 3rd ev, this time, again a BEV. But even with 3 ev’s I don’t have to worry about running out of juice.

I haven’t remotely come close to my service’s limitation, especially since converting the hot tob heater to natural gas (its currently 1/10th the cost of electricity in my area).

If another electrician looked at my house, I’m sure he would say I need a 300-400 amp service. As it is now, I use roughly 50-60 amps tops.

I forgot the electric sauna room. Another 2 kw.

And seasonally, another 2kw or so of Christmas decorations.

The electrical inspector for the solar installation 2 years ago was very surprised I had NOT upgraded my service. But as far as he knew everything was existing so he couldn’t insist on it.

Holy Reddy Kilowatt:

Haha, I was more interested in the other YouTube suggestions, such as “My Town and the Telephone”, (1/2 hour) and Dinah Shore’s 12 minute commercial for the 1953 Chevrolet. Interesting mix of hard and soft sell.

Wow. There is NO WAY my local building department would have allowed all that on a 100 Amp main panel.

Yeah, that is true. But there was no enforcement mechanism to force me to change things, since it is unknown what was existing and what was added. As a practical matter, there is no problem, since all those things are either seasonal (the central air conditioner doesn’t run when the christmas decorations and snow blower are running), and, since most of the energy used by the home is natural gas, there is no problem using a lot of things that each use a ‘little’ electricity. Many of us can get by charging our cars at somewhat less than the very fastest rate. I’ve never had the slightest inconvenience due to charging my Roadster at 30 amps, even though its ‘rated’ current was 70. Many model “S” owners charge at 80 amps, even though only a minority are traveling salesmen or other high mileage drivers and constantly need to recharge quickly. I did a slight remodel after purchasing my home, dispensing with the ‘all electric’ appliances. This freed up 2 large circuits for the hot tub and ev wall boxes. As I say, natural gas is currently one tenth the cost of electricity currently, and I make all my own juice… Read more »

“3 hp electric snow blower (home made) 240 volts.”

THat sounds awesome.

Yeah, since its 240 volts I only need a 150 foot light #14 awg extension cord. The drive sprocket on the motor is the smallest I could find, giving an ‘effective’ engine speed of around 3100 rpm (I took my pocket tachometer to my neighbor’s dual stage snow blower and he said he rarely revs it to 3600 rpm – most of the time even in heavy snow it runs at 2800 rpm, so 3100 is a good compromise, and, when plowing into a snow bank, the load on the motor is around 6 hp – just shy of its breakdown torque point where it would stall). Its a “Case” brand snow blower, with a Dual – Augur first stage (24″ high mouth), so it can eat up snow banks in a single chomp. Works great after a snow storm. All drives are #41 chain – no belts to wear or slip. Self propelled with a 2 speed automotive style transmission, both Fwd and Rev. The motor is the largest Harbor (Junk) Freight Tools sells. With 20% discount coupon, it was $143 TAX included. Cheap. Has overload protection, so I just put a double pole 30 amp switch in a… Read more »

You know what this chart needs for scale: The price of one hydrogen fueling station.

+2 (million)


What would be the range for H station? For simple one with only storage tanks or near production facility and “pipe it in” like refineries do, cost should be far less.

Also, I think H stations would make more money per fill session than DCFC operators. At ~$2/mmbtu nat gas, current H pricing is about 50 times that. Not sure how it’d work out if capital cost is factored in.

Well, you would have to include the marginal cost of the production facility for each H2 station it serves as well as the cost of the pipeline running to each station in this instance. I’m throwing out a total WAG here, but I’d venture the total would run way over $2M for each station. EV chargers don’t have to incorporate these costs because infrastructure costs are already baked into the price of electricity.

These capital costs would kill H2 stations’ financial viability. They would have to do such an incredibly high volume to break even that the chicken-and-egg problem with H2 refueling would already have to be solved and ther ewould have to be a high density of FCVs already demanding a lot of H2. When you can put in AT LEAST 40 DC quick chargers for the price of 1 H2 station, and when real-world EV owners do 95% of their charging at home anyway, the market is definitely not moving in the direction it needs to for H2 stations to make sense.

I’m saying only the stations close to H production facility would get pipeline, or leverage existing pipeline going to refinery (ie, tap). They are, of course, tiny minority.

Then there’s also shipping via truck method where filling station would only have H storage tank, presumably just enough to sell out in a day. That also shouldn’t cost $2M, though operating cost would be high (even more than gasoline).

I agree H suffers from what I think is insurmountable chicken-egg problem. But on the chart, it would’ve been interesting to see some range of costs, and how ridiculous the low cost options are compared to BEV chargers.

It is interesting that I have recently been reading about H2 Fueling stations that need to pause after fueling two or three vehicles in a row, because they can’t maintain the 10,000 PSI needed if they fill 3 Toyota Mirai’s back to back! I don’t think the DC QC’s have this issue, as far as the infrastructure side is concerned. What would happen if they doubled the cost of an H2 fueling station, so either, they could fuel a full stream of HFC cars, or just added 40 DC QC stations on site? That would be a good comparison for actual throughput in numbers of vehicles fueled/charged per hour or 8 hour shift! Maybe someone is up to the task of building a few research sites of equal dollar investment, comoarring amount of vehicles that can be fueled or charged per $4,000,000 ($4 Million Dolla) investment? Maybe a study grant for this could be found? Also, since the average $2 Million per H2 Station is concentrated in one spit, how much better it would be if, on the DC QC site of this research project, that for $500,000, at least 10, and possibly 12-15 or more DC QC Stations could… Read more »

I’m glad to see Toyota has really thought through daily use of their very expensive product.

They are over-paying their consultants.

They didn’t anticipate 2 vehicles refueling one after another? Sounds like some of GM’s more brain dead decisions. Of course, GM is also researching H2. Thankfully, their heart doesn’t seem to be fully gung-ho with it.

i insist that we add in the insurance premium for the H2 station. I’ll bet that they are all “experimental” at the moment, but you try getting a quotation for one, especially in a built up area….. my guess is that the industry will be quite “conservative”!

SparkEV said:

“What would be the range for H station? For simple one with only storage tanks or near production facility and ‘pipe it in’ like refineries do, cost should be far less.”

You can’t really pipe it in for H2, unless it’s an extremely short distance. Existing gas pipelines can’t be used to move H2, which requires high pressure and special seals to reduce leakage… leakage which can’t be eliminated completely. Even then, it embrittles metal pipes, H2 will even — slowly — thru the solid metal walls of pipes and storage tanks.

That’s why commercially produced H2 (made by reforming natural gas) is moved in tanker trucks. And yes, that’s one of multiple reasons for the high cost of H2 fuel.

Well, that’s why I say it has to be very close to production facility. Another might be to tap off existing pipeline going to refinery. Either way, cost should be less than $2M, though a tiny minority.

Gasoline is trucked in, yet it’s only 5X oil price. Even with lots of inefficiencies along the way, 50X seems way overpriced. Even if they have to liquefy it (let’s say 50% for energy + leak) after reformation (assume 50% for efficiency + leak) and truck (again 50% for efficiency + leak), we’re still taking about 12.5%, or 8X nat gas. Even if we double those figures, we’re still taking about 16X, not even close to 50X.

I suspect lots of money is being made along the line. That’s the only reason for them to buy politicians to push FCEV.

Capital costs of the necessary equipment need to be amortized over each kg of hydrogen sold as well. Also, the few demo stations already in existence didn’t need to lease the retail space to site the station on since a lot of them were on government / utility property or demonstrators on fuel cell company or car dealership property. Leasing fees will need to be incorporated into the price of hydrogen fuel if fueling stations ever move past the early demonstration phase.

A DC quick charging station doesn’t need to lease nearly as much space since it’s basically a post in a parking lot with an electrical connection. For the Starbucks’ and McDonald’s of the world, spending $10k or so on a shining beacon of advertising that attracts a growing and dedicated group of customers is a bargain. I would be surprised if we don’t see a lot more springing up in the next year.

Sault, I wish someone would explain to me the rationale behind this hydrogen-fueled-car bandwagon.

I don’t see any advantage over a PHEV where the car does most of its driving on electricity, and uses time-proven existing facilties for more than the usual driving. Its proven because 99% of the public already purchase gasoline.

Maybe its to convince people we need some type of esoteric clean, drinkable exhaust, – so marketing will convince them to pay for all the added, (to me useless) infrastructure.

Sounds to me just as good as GM’s 42 volt electrical systems for cars. Unfortunately, all the technological advances (electric steering, ABS braking, and autonomous driving) someone figured out how to do on the existing 12 volt system.

This H2 system is uncanny, in that they STILL haven’t figured out how to bring the fuel to the people.

John Q. Public, at least by me, ain’t gonna get very excited about this one. Not when pricey vehicles are getting more and more out of his ability to obtain anyway.

That’s great! While you were at it, you should’ve added what a gas station costs..

Insane Electric Torque

And Tesla SC station with total 480kW for 6-8 cars – $175000. smaller one is $100000.
Am I wrong?

As I recall, the price cited for Supercharger installation is $50,000 per Supercharger, which services two stalls. An average station has five stalls, which would cost $250,000; an 8-stall station would be $400,000. If that price doesn’t include the cost of the land and putting in a parking lot (if it doesn’t already exist on the property), then that would add to the cost.

No it doesn’t cost anything like that. At most $10k/2 car unit.
It is just a 3ph diode pack and 2 DC-DC, 2 contactors and control board plus the cords.

Sounds Cheap, Until you add them all up…But Still…. A GREAT DEAL!

Re: “Blink chargers installed by ECOtality were up to 60 kW with two CHAdeMO plugs, but only one car could be charged at a time (the second connected would charge after the first one stopped, —> unlike Tesla Superchargers, which has power sharing implemented for every two terminals).” <—

Why in the world can't the chademo/ccscombo 2 plug charges share as well? We know the the drop off charging rate is pretty steep once the 1st car is ~25% charged?!?

ECOtality claimed 60 kW charging capability at 120A at 500V.

Most modern BEV batteries (BMW, Kia Nissan, Tesla, etc) have a voltage at full state of charge (SOC) of ~400V.
ie: in real world use, no Blink DC charger would need supply more than. 48 kW (400V * 120A). Typically only higher (120A) will be accepted by a charging BEV when SOC is below 50% when the pack voltage is closer to ~360V … 43kW max power provided (360V * 120A).

FYI: For a DC quick charger to deliver 60 kW to a 400V battery … it would need to supply 150A. This is beyond the Blink DC max current spec of 120Amps.

Note: this is why the “current rate” of charging is more useful spec than the “Maximum Power” rating in kW.

My Clipper Creek 40amp Level 2 charger with a $25 foot cord cost about $560. The electrician was $120 through Angie’s List. Two new breakers were under $50. The cord easily reaches past my little used ICE in the single car garage to my happy Leaf parked outside.

My biggest frustration is with the Blink chargers that make you wait, or are usually not working due to poor design or vandalism. Thank heavens we have a strong network of Aerovironment chargers throughout this region that are also very affordable- unlimited charging for only $20 a month. They even have a lighted cap on top that allows you to check your charging status from across the parking lot.

“They even have a lighted cap on top that allows you to check your charging status from across the parking lot.” Wow! That I did not know, but about a minut ago, while reading comments above this one, I thought, maybe they could have a system of a three color light per DCQC cable, that showed Red, when just starting charging, or otherwise not available, amber/orange when you car has charged to 80% of its capacity or target fill if that can be programmed in at the station, and a green light when finished charging the vehicle!

Maybe, if an account is used to access the station, it could send a text: “Your vehicle has reached 80% of its charge, please return to it an prepare to unplug it an vacate the charging space for the next user”

I don’t know about other cars but my Leaf lets me preprogram an 80% charge. When it shuts off, it texts me. The indicator on the AV charge towers are a series of lights in a circle that build clockwise during the session. When the charge is complete, the display goes back to its “attract mode” of animated lights going in a circle. Clever.

I did the math and found that 200 DC chargers placed 150 miles apart from each other could cover almost all of the major interstate corridors in the lower 48 states. The major cities in the US are basically islands of DC charging capability with nothing linking them if you look on plugshare (and don’t own a Tesla!). So for just $10M worst case scenario, we could make cars like the Bolt capable of cross-country driving. How much money has California wasted on its “Hydrogen Highway” so far? How in the world does it make sense to keep throwing good money after bad on this hydrogen pipe-dream? And now we come to GM’s failure to support DC fast charging for the Bolt. $10M is less than they spent on superbowl ads this year! Heck, double the figure to $20M so that we can make them all 100kW chargers and it still doesn’t matter. Do they even know how much more effective a sales tool widespread DC quick charge availability is compared to print / TV / internet ads? The FIRST thing people say to me when I tell them the car will have a 200 mile range is how can… Read more »

Your numbers allow for just one car to charge at a time every 150 miles.
A more realistic scenario would involve at least 4 and up to 12 (or more) at each “station”. And they would need to be more like 100-120 miles apart anywhere that has winter.
Still a good goal to have, but not as cheap as you project.

Heh.. that’s exactly what I was going to say!! 100 to 120 miles between DCFC is a good distance for next gen EV’s. Got to consider 3 things: cold winter weather, 80% charge level leaving a fast charger, and 20% buffer remaining when arriving at a fast charger. I would also add that we shouldn’t expect the fast chargers to be in place at the time next gen EVs arrive. They will only be installed as there is a need for them and when it is known what type of charger is best for next gen EVs.. probably 100 kW+.

Yes, eventually we’d need that kind of redundancy. But with the cars just coming out, just getting a skeleton network together to make it possible to drive across country is the biggest, most necessary and most effective first step. Real-world data on charger use can then be used to add redundancy in key locations. I don’t know if there’s a price differential between a charger with 1 plug or 2, but it has to be small compared to the total price of the charger itself. 2-stall chargers with adaptable plugs for both Chademo and CCS should be the norm. This would make it cost $40M to put in 4 100kW chargers every 150 miles along the interstate corridors. To put in stations every 100 miles instead, use $55M as a nice, round number. While a little higher, this amount of money is still small for the auto industry, especially when it is way more effective than advertising when selling their vehicles. Better yet, tack a 0.1 cent / gallon onto the gas tax and you could raise that much money in 3 – 4 months (depending on your luck with rounding since somebody would need to fill up with at… Read more »

GM’s Bolt problem is compounded by the fact that they depend on existing 50kW DCFC. That means each charge session is 0.8C at most. I’d hardly call that “fast” when SparkEV is 2.5C. Even Leaf without cooling is 1.3C.

Currently, there are enough 50kW chargers to go from Mexico Border to Sacramento with 80 miles range EV. Hopefully soon, we’ll get to Oregon border, and soon after go to Canada border. Wouldn’t it be interesting to have a legal EV race from Mexico border to Sacramento? 😉

Great … spend more time charging than driving 😉

It’d be 30 min DCFC for about 1 hour of driving in freeway. But going through LA, it’d be 30 min DCFC for 4 hours of driving!

SparkEV, I am sure you are likely referring to CCS charging spots, or you missed the times Insideevs, or other EV sites, posted stories about the BC to BC Race: Baha California, to British Columbia. Sure it was charging at 50 kW on CHAdeMO only, for the times I remember, but it was actually California that was the most difficult state to do, overall, as Washington and Oregon leaped ahead with the West Coast Electric Highway, and California lagged behind a couple years or more! On the thought of full fast charging, I think the Federal Government should be pushed to put in Multiple units of multi-standard (CHAdeMO + CCS) DCQC at about 100- 125 mile intervals accross America (and up here, in Canada, too), so as to have at Least 4-12 DC QC’s at each site (maybe with at least 2 (or not less than 50% of the installed units), that provide up to 100 kW minimum), and the States and Provinces be pushed to close the distance in between, so as to be about 50 to 65 mikes apart maximum, also with 4-12 multi-standard DCQC’s at them, with at least 1 unit that can provide not less than… Read more »

Great stuff Robert! One caution I would have tho is the issue of charger reliability that is bound to be present in a government mandated rollout versus a fast charge company rollout.

It was only last few months that DCFC was put in to allow 80 miles range EV to travel from Mexico border to Sacramento. I don’t see how BC2BC would be possible before, unless lots of L2 was used.

My idea is to have one day race (the great trans CA EV race). It would take about 14 hours with 8 DCFC with choke point in central CA due to lack of chargers. I wrote a blog about such fictional race (link below may not show). It’s fun to think about, though unlikely to happen. But it is great that it’s now possible without L2.

Opps. Missed your comment about Chademo. Since about Oct. 2015, CCS is also possible, though on a different route.

FACT #911: The last Blink DC charger was installed in Dec 2013. The units made by EcoTality are no longer being manufactured because the company went bankrupt in summer of 2013.

FACT #912: The so-called Dept of ENERGY “January 2016” is based on data collected 2011-2013 and previously reported in 2013. Move along, no new news here.

QUESTION(s): Why no new studies, or initiatives by Dept. of ENERGY (DOE) on topic of DC Quick Charging? Seems since Tesla started deploying delivering its EV models and Supercharger Network in summer of 2013; DOE has avoided EV studies. How do the DoE deployed DC charging compare with Tesla’s as far as use and reliability? When can we expect new data to be collected by DoE on EVs and DC churching infrastructure?

FYI: the website for the study has gone dead as of Dec 2015:

I was really surprised nobody else brought this up…
This report is completely worthless, being 4 years old on average, in a very fast moving market. There’s no excuse for it — it should have been published a month after the last data were collected. Methinks someone in the DoE is desperate to prove his/her department is actually doing something and avoid layoffs. If I were a US taxpayer, I’d complain to the GAO about this.

With EVs quickly moving up in range over 200 miles, faster onboard chargers and ‘duel’ L2 chargers(58 miles per hour of charge) like Tesla does sound like the best retrofit for current homes.

I plan to get a 200+ mile Model 3, with ALL charging taking place at home in the garage overnight. But with enough range to go a few days without charging.