PG&E Will Install 7,500 Charging Stations In California

MAR 8 2018 BY MARK KANE 20

California, Pacific Gas and Electric Company (PG&E) announced a three-year EV Charge Network program, under which it will install 7,500 Level 2 charging stations.

PG&E EV Charge Network program

The new infrastructure is planned at condominiums, apartment buildings and workplaces across Northern and Central California, including at sites in disadvantaged communities.

PG&E says that the reason behind the program is to accelerate the adoption of electric vehicles (and to sell more electricity, of course).

More than 500 customers already are interested in the installations, which means that those 7,500 statons will not last long, especially if there only 2,500 available every year, as we’re led to believe.

Press blast:

Interested business customers can learn more and apply for the program now at To date, more than 500 customers have expressed interest in the program. In the first quarter of 2018, PG&E will begin installing new EV chargers in partnership with business customers, including at the first participating customer Merced College.

“Merced College’s Los Banos Campus is excited to partner with PG&E on their new EV Charge Network program which promotes the sustainability goals of our district. We are committed to doing our part to reduce greenhouse-gas emissions in California and also look forward to providing increased access for future electric vehicle users,” said Joe Allison, Vice President of Administrative Services at Merced College.

Increasing Clean Transportation in California

In California, transportation is the single largest contributor to greenhouse-gas emissions. Expanding access to EVs is essential to increasing clean air and reducing greenhouse-gas emissions in the state. The electricity fueling EVs in California comes from one of the cleanest energy mixes in the country – nearly 70 percent of the electricity PG&E delivers to customers is from greenhouse gas-free resources.

While EV adoption continues to grow in California, one of the biggest barriers remains – the lack of available places to charge. PG&E’s EV Charge Network will support the adoption of EVs by increasing access to charging in locations where it has traditionally been limited and where cars often sit for longer periods of time, like workplaces and apartment buildings.

“California continues to lead the nation in the fight against climate change and clean transportation is critical to building our sustainable energy future. One in five electric vehicles in the United States plug into PG&E’s clean energy grid. Through this new program, we can help even more of our customers feel confident using electric vehicles, thereby helping the state and our communities meet their clean air and greenhouse-gas emission reduction goals,” said Geisha Williams, CEO and President of PG&E Corporation.

Accelerating EV Adoption with PG&E’s EV Charge Network

PG&E’s EV Charge Network program will pay for and build the infrastructure from the electric grid to the charger. Additionally, PG&E will offset a portion of the charger cost for all participating customers, based on the site and location.

Details of the program include:

  • Partnering with EV charging companies, PG&E will install 7,500 level 2 charging stations at business customer sites including condominiums, apartment buildings and workplaces across Northern and Central California.
  • To increase EV charging access to more customers, at least 15 percent of the chargers will be installed in disadvantaged communities.
  • The three-year program officially starts in 2018, and continues through 2020, with a budget of $130 million.
  • All site hosts can choose to own their charging equipment. PG&E can own and maintain up to 35 percent of the total (up to 2,625 out of 7,500) at workplaces in disadvantaged communities and apartment buildings or condominiums.
  • Customer sites can choose chargers from a list of pre-qualified vendors that meet quality and safety standards. A list of the pre-qualified vendors can be found here.

Supporting EV Adoption

Committed to increasing adoption of clean vehicles in the state, PG&E continues its efforts to make it easier for customers to make the switch to EVs. Online resources help customers driving EVs learn more and determine which rate plan makes sense for them. On PG&E’s residential EV rate plans, customers pay the equivalent of $1.20 per gallon to charge their vehicle overnight.

EV drivers who are PG&E residential electric customers can apply for the Clean Fuel Rebate, a one-time rebate of $500 rewarding them for using electricity as a clean transportation fuel. The rebate is part of California’s statewide Low Carbon Fuel Standard initiative, which aims to reduce transportation-related greenhouse-gas emissions by encouraging the adoption of clean fuels like electricity.

Also, PG&E has proposed additional projects to the California Public Utilities Commission that, if approved, will further accelerate EV adoption and combat climate change. Projects include deployment of fast-charging stations to meet consumer demand as well as electrification for fleets with medium- and heavy-duty vehicles including school buses, transit agencies and delivery fleets that often use diesel, a highly polluting fuel.

To learn more about the EV Charge Network program, watch an overview video here and visit our website at To learn more about other options for EV drivers, visit

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20 Comments on "PG&E Will Install 7,500 Charging Stations In California"

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(⌐■_■) Trollnonymous

AC L2 charging is typically 3.3KW to 6.6KW charge rate. Rarely ever above that.

One thing they really need to do is enforce the parking when it get’s ICE’d.

I agree. It will be hard to make this work smoothly. I have a 110 plug I use for my Volt and 99% of the time it is fast enough to fully recharge my car overnight. If I had to choose between 1000 L2 chargers and 10,000 110 plugs, I think the 110 plugs would help more people with fewer headaches.
L2 works better as an attraction at a coffee shop or grocery store where drivers only want to visit for 30 or 40 minutes.

Wish we had something like that happening in Texas!

I don’t think Level 2 is very forward thinking. It’s ok for home use, but on the road it’s just too slow.

Exactly. L2 is useful when you are going to be stopped for hours and hours on end, like at home or work. What I like to call “medium speed” chargers: 50kw and below L3 units are what should be installed at shopping and entertainment venues.

L3 at entertainment venues? Depends. Disney and Universal Studios are entertainment venues in my book. My car will sit in their lot over 8 hours, abundant L2 would be fine for them.

Volt#671 + BoltEV

Considering the use-case that was described in the video, L2 sounds fine for those situations.

L2 is fine for destination charging.

If every place, be it a grocery store, mall parking lot, restaurant, Home Depot, etc, all had L2 then it would be perfectly fine. It might not give you a full charge, but it would top you off, and combined with your starting battery capacity would mean that there was basically no chance of running low around town.

Utility companies will be the Exxons of tomorrow

Volt#671 + BoltEV

Last time I had checked companies like Exxon, while big and powerful, don’t have monopolies most of the time. Standard Oil was forced to split in 1911.

Meanwhile electric utilities are already natural monopolies, it always was so and it will stay so for foreseeable future.

L2 stations should be fine as medium speed charging solutions, but it does seem like the higher speed Level 3 stations should be part of the mix. I’m guessing power supply, infrastructure and cost factor into the equation.

Those factors definitely affect the deployment of DCFC stations. However, for a true medium speed solution, it would be better to convert/combine some of those L2 stations into DCFC, even if the power and AC input is equivalent. Since L2 is limited to the onboard charger of the BEV, available power can go unused, and time wasted, because the onboard charger cannot use the extra power to charge. L2 can go up to 80-amps, which is 19.2 kW @240V. Virtually no onboard charger can take advantage of that. Most are limited to 7.2 kW or less. However, converting that into a 19.2k DCFC would facilitate charging any DCFC capable BEV at nearly 3x the speed.

It would be trivial to replace a pair of 40-amp L2 stations with a 19.2k DCFC without any change in infrastructure at all. This would give the flexibility for charging when the charging timeframes do not match the charging power. 30 minutes at 6.6 or 7.2 kW is a waste of time. However, 30 minutes at 19.2 or 25 kW represents a significant charge boost.


DCFC at shopping malls can be kinda terrible. Yesterday I hunted around for quite a while in a huge parking structure to find a DCFC to use while on the road. It was at a mall. I wasn’t going to the mall, just passing through. I even had to pay $3 for “parking” one hour in the garage!

Most DCFC should be located right off of highway exits or major roads, outside and easy to see. L2 everywhere else.

Just tested the new Honda Clarity Plug in here in ohio. The dealer had 4 Clarity, 3 touring and 1 base. Salesperson was best salesperson that i ever had. He Knew inside and out of the Clarity and was not pushing me towards an ice. Great car. Very big. Range was better then my Volt.Need to test i3, new volt, new leaf before making a descion

It’s a nice car. But how long will the battery last?

There’s not much of a lost capacity warranty on the battery. Basically, it’s trust us.

They told me 80k battery warranty. Honda is good with deals

Just lease and you let Honda take that risk.

DCFC should be on the tollways and turnpikes. Im trying to see if chargepoint or EVgo put some chargers on the ohio tunpike and PA turnpike and several on I80 in PA. Theres none on I80 between Cleveland and New York City

I’ve heard that eMotorWerks and their Juicebox is going to be part of this program with installation of their Pro40 and Pro75 (75 AMPs) stations.