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Fast-charging corridor from Berlin to Munich complete

BMW, E.ON and Siemens have completed the installation of 8 DC fast-charging stations on the A9 highway linking Berlin to Munich in Germany as parat of the framework of the “Electromobility Connects” Bavaria-Saxony showcase sponsored by the German government.

With the project’s completion, Allego GmbH assumes commercial operation of the stations.

Projekt_A9_V02_rdax_448x600
The A9 fast-charging corridor links Berlin and Munich. Click to enlarge.

The fast-charging stations are placed at maximum intervals of 90 kilometers (56 miles), thereby facilitating electric long-distance traffic along a stretch of more than 430 kilometers (267 miles) on one of the busiest traffic axes in Germany.

Initial availability to some of the stations for the public began in May 2014, linking Munich to Leipzig. With the installation of the final station in Dessau, the corridor was completed. In compliance with the EU Directive on the Deployment of Infrastructure for Alternative Fuels and the standardization roadmap of the National Platform for Electromobility, each column can be accessed via CCS (50 kW DC) and IEC type 2 (22kW AC).

Access to the charging columns is provided through an “SMS payment system”, i.e. the charging columns can be operated with any mobile phone that is activated for German payment services. DC charging costs €3 per 10 minutes charging time, AC charging costs €2 per 30 minutes charging time. All the fast-charging stations also have been connected to a trans-regional charging roaming system.

Comments

TM

18 EU for an hour of DC charging? If your battery could soak up the 50 KW for a full hour, that would be 50 KWh for 18 EU which would be about 40 cents for a KWh. But, as the battery fills up, the amount of energy absorbed per minute decreases. So near the end of the charge, you'll be getting a lot less than 50 KW.

Maybe that is incentive to get out of there before you start paying through the roof?

Tesla drivers won't need this network as they have their own "free" set of chargers between Berlin and Munich already.
http://supercharge.info/
http://supercharge.info/

DaveD

This is fantastic. The Germans may give lip service to hydrogen, but now that they feel the threat from Tesla, they're getting serious about next generation cars which will clearly be BEVs.

Chip

"charging columns can be operated with any mobile phone that is activated for German payment services".
The European common market started in the 1950s, yet member states are still not thinking of motorists from other member states. Also, what about tourists from outside Germany or Europe?
To fill up with fossil fuel at any filling station in Europe, all you need is a debit or credit card.
Likewise, RV chargers across Europe do not impose weird systems before you can use them.
If you want EVs to go mainstream, all these fancy ways of paying to charge need to be optional extras.

"CCS (50 kW DC) and IEC type 2 (22kW AC)".
22kW AC is a lot more than the maximum AC charging rates on the Leaf, i3 & Volt. Renault Zoe has a competitive advantage being able to charge at 22kW AC; some can charge at 43kW AC.
DC charging is an optional extra on some cars including the i3.
22kW AC is also useful when the DC charger is being used, iced or not working.
For overnight charging at home and worplace charging, 3kW or 7kW is adequate. For charging while shopping or in a restaurant, 22kW is a lot more useful than 3kW.
I wonder how soon 22kW or 43kW AC charging will become the norm for EVs. When choosing which EV to buy, 22 or 43 kW AC charging would certainly be a major factor for me.

TM

strange that they don't charge for KWh. 10 mins on an 80% full battery gets you less energy into the battery than when starting with a 10% full battery. Maybe that is incentive to get off the meter once you are at 50 or 60%

HarveyD

A combined charge rate based on kWh + time could achieve both objectives. Of course, rates would be different for 25, 50 slow chargers and 100 and 200+ KW faster DC chargers. Getting enough electrons for 500+ KM (in all weather conditions) is still a major challenge.

Better yet, ultra quick charge H2 distributers could to it under 5 minutes and transfer enough energy for 500+ Km.

A recent study demonstrated that a single H2 distributer can pump in enough energy to supply 13 to 16 times more miles/Km than from an equivalent quick charge facility for an extended range BEV.

When cost of H2 distributer(s) is based on their capability to transfer energy quickly, they become as cheap if not cheaper than DC quick charge (200+ KW) e-facilities.

The initial installation cost of one H2 distributer is lower than the initial cost of 13 to 16 quick charge DC distributers?

Darius

HarveyD,

Quick charging on could be needed very seldom or never but hydrogen stations for FCV would be needed always like ordinary gasoline.

HarveyD

Yes Darius, and the majority could live with it as long as the price of H2 is below $4/Kg and affordable extended range (500+ Km) FCEVs exist.

Combo (à la Mercedes) PHEV/FC with as larger battery pack (for 190 Km) and enough H2 tanks for another 580 KM could run on home charged electricity for all short trips and on clean H2 for longer trips.

A few very large quick refill clean H2 stations along highways would satisfy most users.

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