Now More Than 8,000 ChargePoint Stations In California

NOV 4 2014 BY ERIC LOVEDAY 24

ChargePoint CT4000

ChargePoint CT4000

“ChargePoint is the world’s largest and most open EV charging network with over 18,700 public level 2 and DC fast charging spots. We’re growing rapidly adding over 500 new charging ports every month.”

States ChargePoint’s website, but we’ve learned via Pasquale Romano, president and CEO of ChargePoint, that California has over 8,000 of those 18,700 chargers:

“To serve the California EV market, ChargePoint currently operates 8,158 charging stations. This number however, does not meet the needs of the rapidly growing demand for charging stations in our state.”

Romano penned a post in the SF Examiner titled “State leading the charge on electric-vehicle growth.”  He further stated:

“As Californians, we take pride in our state’s leadership of an issue of global importance. We’ve done a great deal, but look forward to a future where charging your car is easier than filling up the tank.”

ChargePoint is clearly that fastest-growing network in the charging stations business, so we expect to see 20,000 ChargePoint stations worldwide soon and for California to crack 10,000 in the very near future.

Source: SFExaminer

Categories: Charging

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24 Comments on "Now More Than 8,000 ChargePoint Stations In California"

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It’d be nice to see where the 500 plugs / month are being added. You’d think the charging networks would want to promote that data to encourage use.

Think how many more they could add if they cut their monthly recurring prices by half. At $9.00/month It would grow like Netflix did. Heck at $9.00/month I’d install one in front of my house and charge .50/hour.

NPNS! SBF!
Volt#671

At $0.50/hr even 3.3kW is only $0.15/kWh. At 6.6kW, that’s $0.075/kWh. You would be willing to subsidize electricity for EV drivers? That’s great – install a cheaper EVSE that doesn’t monitor usage and then put your house on plugshare for free! You would save money in the end.

I’m pretty sure you have that wrong. Buy yourself a Kill-A-Watt Electricity Monitor and see how much your spending charging stuff. http://www.homedepot.com/p/Kill-A-Watt-Electricity-Monitor-P4400/202196386

NPNS! SBF!
Volt#671

Oh wait you maybe right at level 2 rate. I was thinking level 1.

NPNS! SBF!
Volt#671

Yes, I was assuming L2 charging rates.

Trying to make a profit on public charging is a very challenging game. ChargePoint seems to be making a profit by having others pay for the costly installation, while they charge a fairly high network access fee. That’s all well and good, but it will fall apart if they run out of customers willing to take a loss on EV charging.

At this early stage in the game, I do believe that public funds are appropriate. How much government money are we spending on hydrogen stations? If instead that went towards an intelligently planned DCQC network, it would do far more good.

The alternative is to piggyback on Tesla’s network. If the major OEMs provided an option for owners to buy into the supercharger network (like the $2000 option on a 60kWh Model S), imagine how many takers you would have. Even with today’s 80-mile BEVs, I would probably pay for the access.

Brian, You have 3 strong positive points. I have been saying that EV Charging Stations (When listed on sites like PlugShare) should be considered like a Bill Board on the Highway: It attracts customers to your place of business, where your normal Business model is there to make money. It costs a lot to set up, but not much to maintain, and this is where a Charger installation (Level 2 or Level 3) is like a bill board you set up yourself. As to Governments Spending on Hydrogen Filling Stations – even that could be reduced if the OEM Auto Makers would make their Fuel Cell Vehicles – like Range Extended Fuel Cell Vehicles, giving them a similar All electric Range to the Volt or a iMiEV (38 – 62 Miles), which is then enhanced by the Fuel cell for longer trips and fast fueling – so long as they included a good 6.6 kW AC on board Charger, and access to DC Quick Charging, too! This would cut the number of H2 Stations down to maybe 1 per city, and the rest between cities, for long distance travel. Connecting to the Supercharger Network – or even the CHAdeMO /… Read more »

So…

Does this mean ChargePoint has moved a finger towards closing those holes in QC coverage between the Bay Area and southern Oregon, or between the Bay Area and the LA region?

Not to mention the routes east from SF to Tahoe and from LA to Las Vegas?

Of course not.

So much PR blabber about x,000,000 non-essential to downright-useless L1/2 charging spots.

So little action on the ground to make California intercity travel on BEVs not named Tesla a reality.

If we want apartment dwellers to join in the EV revolution, then what chargepoint is doing is vital and supplementary to Tesla’s intercity DC-fast-chargers

No argument about apartment dwellers. But hopefully ChargePoint et al. can walk and chew gum at the same time?

ChargePoint doesn’t actually own any of the charging stations, they rely on hosts to buy the stations and then pay usage fees to keep them on the network.

So if there are holes to be filled, you have to find someone else to pay for the charging equipment (ChargePoint for L2, someone else for DCQC stations), host the site and then pay ChargePoint for network/billing services.

They need to team up with one of those truck stop chains like Pilot or TA where there is a restaurant. Then you can guarantee long distance EV drivers in addition to Tesla drivers…

Hmmm.. It’s been a long time since we’ve gotten ANY new charging stations in DF/W. In fact, I think we’ve lost a few. And some might as well be gone because they are perpetually broken.

Where the hell are they??? I live in the East Bay and commute to San Jose. There’s none in the general areas that I dine or shop at, with the exception of one Target store in Fremont.

You can go to http://www.chargepoint.com and see the map.

I know that….my point was that they still are not conveniently located in a geographic area with high EV rates.

Sad news … 18,700 charging points … but no data on number of kWh delivered per station per day? It’s like McDonalds discussing number of in-store seats but not covering food sales in a financial report! The average AC Level 2 station are used less than one session per day on average, and few L2 have more than 2-3 sessions per day. What really is needed are more DCFC stations. Over half of PEVs on the road in US are DC charging capable (eg: 90,000+ CHAdeMO compatible BEVs) where DCFC station can provide 6-20 session per day. AC Level 2 is great for charging on private property, but DCFC is a real requirement for BEVs to charge at public locations. The focus of 20 kW or greater (DCFC) being needed to extend useful range. PHEVs always have a gas alternative, but BEVs need DCFC. With recent sales trends for PHEVs being down sharply (-26% YOY) while BEV sales continue to climb (+35% YOY) makes it clear that BEV infrastructure requirements will need to expand faster to keep up with increasing number of BEVs. PS: Even the deployment of 10-20 kW AC Level 2 would be a major improvement over 6… Read more »

Age old argument here. My opinion is that L2 stations are plenty good most of the time. THis is especially true if they are located at places you intent to stay for an hour or more. I can pick up 20 miles of range in 1 hour with my Leaf.

I tend to agree with Mr. Henderson. When charging in public, less than 20kW is of very little benefit to a BEV. In fact, I would really rather see a few (intelligently placed, reliably available) 100+kW fast chargers than a larger scattering of 6kW L2 EVSEs.

20 miles for a 1 hour break is of minimal benefit if I am trying to drive 150+ miles with an 84 mile BEV. On the other hand, I would be happy to make a single 20-minute stop.

L2 really only belongs in places where you are going to be for hours anyway – mostly at home and at work. Maybe at the mall or movie theatre. But anywhere else doesn’t make all that much sense.

Of course, I would much rather have L2 than nothing (or a 120V wall socket).

I agree. I only have a 3.3 kW L2 charging but even then the vast majority of the time this is plenty fast for the driving I need to do when I need to charge.

A smaller portion of the time 6.6 kW charging would be more than enough, but the rest of the time DC QC is really needed – and preferably even faster than DC QC would be useful.

I have to wonder how many of these in the ChargePoint count are limited access. Major Bay Area employers (Google, Apple, Cisco, etc.) are installing these for employee use, but you have to have a white-listed ChargePoint card in order to use them. It really boosts ChargePoint’s numbers but does nothing for the general public.

Now start installing lots of CCS/Chademo chargers, please.

To All My (#ElectricFueledVehicle)Friends- The Feds tell us that 74% of US commuters drive less then 34 miles a day. 1.5 billion 110V AC outlets in North America to The 65% of home owners with wall outlet access covers 100% of these drivers daily range needs as well as found in the wild, with permission of course, wink! Bring in Work Place Charging/Refueling for 8 hours a day again on even simple 110V AC EV Filling Stations and this effective All Electric Range now doubles to 70-90 miles, for about $1.00 to $1.50 a day, refueling, home owner cost. Remember, work place Charging/Refueling is a LEED Credit addition and generally a low cost employee free perk up to 40 miles. Back to the ChargePoint L2 EV Filling Station. Many are FREE as Merchants, Hotels and Big Business are seeing that EV Owners/Lessees will stop, plug in and spend money while refueling, even on a 110V AC outlet! (#EVPlugNStay) (#EVPlugNPlay) (#EVPlugNPayNoWay) Here is the best Crowd Sourced Google Maps based EV Filling Station Locator on the planet. Link Goes To PlugShare Dot Com- http://www.plugshare.com/ Zoom way in, stations will multiply like rabbits! Type in a city or address and the widget… Read more »

In my Opinion/Observation,

Level 1/Level 2 Charging Station Priority:
#1) Home (Gives you a full charge each day)
#2) Workplace (Means you can live in a Condo and use an EV, or Doubles Driving Range easily)
#3) Malls/Theaters/Fitness Centres, etc. (Public, for opportunity charging while doing errands/shopping, etc.)

Level 3 Charging Station Priority:
#1) Near Freeway Located Restaurants
#2) At Freeway Service Centres
#3) In City Core/Downtown

I am sure other’s would like to change some of these order priorities, but that simply is determined by the kind of driving they do, and the current charging station they have access to at present, I think.