The States w/ Highest EV Ownership & Most Chargers Installed!

[@karensandberg6226]

I’m in the Eastern Panhandle of WV, we are in between MD and VA. In this area there are quite a few EV’s because of our closeness to DC. More open minded people. I love my EV and will never go back to an ICE. A proud 62 year old WV woman. 😊

[@JosephHawkins]

IDEA FOR A SHOW - Last year Hilton Hotels announce a plan to install Tesla universal chargers at many hotel locations - this does not seem to have happened - what ? It this still planned ? Perhaps you can reach out to Hilton and interview someone?

[@ekaa.3189]

I think they are in the works. Hilton Hotels are businesses so they have to do all the permitting. A show on hotels and retail businesses that are putting in destination and DCFC charging would be good. Many Hy-Vee grocery stores have EV charging ports. Some of the first Tesla Superchargers in Iowa went in at Hy-Vee grocery stores. That was back in V2 Supercharger days. The 2 ports at my local Hy-Vee are ChargePoint 6.6 kW AC units run by the local electric utility and only charge the residential electricity rate per kW. Hy-Vee also has other DCFC charge networks at some of their stores. One of their Waterloo stores has both EA and Superchargers.

[@AdamFrugoli]

6 Tesla level 2 chargers installed at the Hampton Inn, Farmington Utah.

[@tonys9413]

The health and viability of future EV transportation will depend on AC charging availability (particularly L2). DC charging is the concern of road trippers. I can count on one hand the number of times I need to recharge before getting to my destination every year. If we have L2 charging at destinations, this’ll be sufficient for most drivers. I have an EV and rent an ICE car in long road trips (it’s even cheaper this way).

[@ab-tf5fl]

"I have an EV and rent an ICE car in long road trips (it’s even cheaper this way)." Even in parts of the country where gas is cheaper than public charging fees, I don't see how renting an ICE could possibly be cheaper than driving the EV you already have. Car rental fees are expensive (~$60-$100/day after adding up all the taxes and fees), so whatever money you save on energy just gets squandered on car rental fees. Also, when calculating road trip costs in ICE vs. EV, don't forget that with an EV, you still get to use cheap home charging for the first 200 miles of the trip. That's a substantial savings. So, even if public charging costs more than gas, the trip has to be quite long for the ICE to make up the cost deficit from not being able to home-charge the first leg.

[@tonys9413]

⁠@@ab-tf5flNever mind the time to plan your charging stops to get to destination, finding working chargers when you get to unfamiliar areas, repeat process on return trip. Waiting for and charging time in all stops while you’re on vacation or business. Never mind the wear and tear on your car’s tires, brakes, batteries ……

[@buddy1155]

The Netherlands has at the moment 674.000 public chargers (mostly on street, level 2), and 1.3M registered EVs. That would be a 1:2 ratio. We have half the population of California.

[@rcpmac]

You also have enormous incentives in Netherlands so please don't pat yourself on the back too hard. You would have to be stupid not to buy an EV there "EV owners receive the following MRB tax benefits: Purely electric vehicles: Until 2024: fully exempt from motor vehicle tax. 2025: 75% discount on MRB. 2026 onwards: full MRB applies. PHEVs: Until 2024: 50% discount on motor vehicle tax. 2025: 25% discount on MRB. 2026 onwards: full MRB applies."

[@buddy1155]

@@rcpmac MRB for a gas car from 1500kg in the most expensive region is €241 for three months. So you save about €1000/year, do you seriously call that enormous? We might be way ahead of the US, but we are not doing so good compared other European countries like: Iceland, Norway, Sweden, Finland and Denmark.

[@jdlutz1965]

Any EV driver should consider a charging location at home, level 2 being the best option. Also, you'll want to consider your average daily mileage needs and perhaps level 1 charging will be sufficient. A simple 20 amp level 2 may cover most charging needs with simple overnight charging likely giving you a full charge. 20 amp charging is actually quite easy for an electrician to install as a standard dedicated 120 volt outlet can be converted to 240 volt without new wiring, saving hours of labor and equipment upgrades.

[@SteveH98264]

I live near Phoenix AZ. I own my 2nd Ioniq 5 (first one was totaled) and can honestly say that without a level 2 charger at home I WOULD NOT own an EV. I'm taking a trip to SoCal next month and whether I take my EV or ICE vehicle depends on the status of EA's chargers in Quartzite, AZ. Once I'm west of the Coachilla Valley there are plenty of charging options, the problem is getting there in 100 degree + heat.

[@Milhouse77BS]

Might need more chargers on rural low EV states like Nebraska for all the Colorado EV drivers passing thru on I-80.

[@chrisroberts3963]

Forget Nebraska, we need more here in Colorado.

[@vlad2838]

Talk about double jeopardy on that route! It’s already bad enough with Nebraska highway patrol harassing Colorado drivers, thinking they’re hauling cannabis.

[@Dqtube]

The important missing parameters in this equation are: average mileage and vehicle efficiency. For many households there is no need to have more than one charger in the garage/house, even if they have 2 EVs.

[@GNiessen]

It is more than just the ratio. There is a minimum coverage.

[@A-thou-less]

I think lumping all charge points into one bucket is problematic. In states where there are a huge number of road miles, you might see Level3 ports on Interstates that throw the numbers off. There is a base number of DCFC needed to have a drive-through capability, and a different number for sustainment.

[@LastMumzy]

I live in Mississippi (work in Memphis) and I can tell you the level 3 charger situation here is dire. Wanna drive down I-55 from Memphis, TN to Jackson, MS? Well you might make it if the conditions are perfect (about 215 mile trip). If it's cold outside you can forget it. There are huge swaths of land out here with no dc fast charging available for road tripping. I love my Bolt and thankfully I can charge in my Garage, but we need to get more serious about public charging if we want EV adoption to increase.

[@yeahbuddy92193911]

I still don't understand people who don't want a vehicle that costs $5 for a full tank, and no maintenance. They'd rather stick with ICE and always be struggling. Tesla chargers everywhere, so lack of chargers is not really an excuse, unless you tow long distance a lot.

[@fergman300]

Hey Francie, a review of those new ChargePoint Omni connectors on the express plus Charger would be cool to see an action.

[@777Outrigger]

I'm a Model Y driver and the Supercharger network is great, but! You should look at the Chargepoint stations in my state of Colorado. Yikes man, they're everywhere! And they cover some rural areas where Superchargers are kind of thin. I think Chargepoint Central must be Colorado.

[@COSolar6419]

In Colorado Tesla has more DCFC plugs (480) than ChargePoint (364) but fewer locations. Rural areas like Lake City, Durango, Pagosa Springs, and Gunnison may only have one or two CCS plugs each but at least they have something.

[@777Outrigger]

@@COSolar6419 Tesla kind of thin in SW Colorado where I drive often. But lots of Chargepoints. They're my backups.

[@chrisruggiero9043]

Great topic today. Missed VA in your top 8 for EV registration…about 10k more than MA. About the same 17:1 ratio as CO.

[@boomerbits2297]

Gee Alaska doesnt have a lot of ev registrations. Alaska only has 733,000 residents. It would be interesting to see the number of evs per capita for these states. Interesting how low MS is. We live in Fl, rarely dcfc but we do have a pretty active ev community

[@frankdelao4067]

Level 3 chargers needed in the National park system. Right now level 2 can handle the needs for most parks. However as more drivers switch to EVs it means having to install hundreds of slow chargers or just a few fast chargers.

[@MitolifeOfficial]

In north Idaho driving a Cybertruck gets you the bird 🖕🏻 by diesel drivers

[@777Outrigger]

It's always the 5% that makes the whole group look bad. I would hazard that most in north Idaho are fine with what you drive.

[@PeaceChanel]

Thank You Everybody for All that you are doing for our Planet Earth.... Peace.. Shalom.. Salam.. Namaste 🙏🏻 😊 ✌ ☮ ❤ 🕊

[@bigtenpochet]

I did the math a few months ago. I have added about 15% of my electricity into my vehicle at DCFCs (mostly Tesla). I drive about 20,000 miles a year and have concluded that I have spent roughly the same amount of time at a DCFC charger as I would have spent at a gas pump (for ALL driving) with an ICE vehicle. With this rough computation, one would suggested that as we transition to EVs, there needs to be just as many DCFCs as there are gas pumps today.

[@MichaelW-kx3wz]

Francie in order to be an apple to apples comparison, you should’ve used the total charge ports public and private to compare to the amount needed and your 28 to 33 ratio. If you do that California for instance moves from 47,000 charge port to 55,000,your points still hold that we got away to go much of the charge ports are gonna be private. I have to charge port Massachusetts in New Hampshire that are not included in your data.

[@glenngore6609]

I would guess that the states with the fewest miles of Interstate highways are the ones with the fewest fast-charging sites, given that the major providers, Tesla, EA, etc only place their charging sites along Interstate highways. None of these major providers place sites along US and State highways, and so far, NEVI funding is only for sites along Interstate highways, which is odd because US and state highways carry the vast majority of all US highway traffic. The Interstates are pretty well covered right now, with most having a site every 20-40 miles across the country. There are exceptions such as the 175-mile gap on I-40 from Oklahoma City to Van Buren, Arkansas, but supposedly there are NEVI funds for a couple of sites along that stretch, but no construction has taken place yet. The overall EV charging space will not improve until sites begin to show up along all those US and State highways BETWEEN those well-served Interstates,

[@OffgridApartment]

The reality is we have plenty of “ports” per EV. Every outlet in every house can serve as a charging location. While not ideal and can definitely be separated from where charging needs to happen, there are more than enough locations to charge every vehicle basically forever.

[@levenkay4468]

Bet you a jam tart that one can't use all those household outlets simultaneously, as it seems you're implying.

[@richardsego]

Great idea for study, but I'd say there's a flaw in your ratio premise. If you're measuring "ports to vehicles", and ports includes levels 1, 2 and DC fast chargers, then every EV owner who's not in multi- unit housing has a level 1 port (an outlet in the wall). Is the Dept of Energy counting those homes in its numbers of ports, or just "external stations"? I have a level 2 charger installed at home; does my house count as 2 ports because I have a level 1 and level 2 plug? If one side of your comparison includes home charging (the 28:33 ratio via Enrel) and the state comparisons don't (external stations only), then we're talking apples to oranges.

[@johnpoldo8817]

Francie, wonderful report. Do these numbers include home chargers? How would the study know who has a home charger?

[@darinbrazil5496]

It's all going to depend on the speed of the charging as to how many charging ports are needed, what the car can take and what the charger can give. The faster the charging the less the charging ports you can have. Even gas stations get busy on heavy travel days such as holiday travel so it will be at least as many gas pumps and some fraction above that being that the charging speeds aren't what pumping gas is.

[@chrisb508]

This video underlines why EV charging analysis is difficult. The ratio in Texas is pretty good, but there are a lot of highway stretches with gaps that make it challenging to drive an EV with a real world range at 70 mph less than 200 miles.

[@johnbaker5533]

By comparison to China. 23 million NEV (EV and Hybird) with 9 million EV on the road about 10 million charge ports of which public 3 million with about 1.3 million DCFC (the vast majority of these are 120kW)

[@buddy1155]

Wow, I didn't know China was doing so poorly compared to the Netherlands we have 1.3 BEV's but we are 72 times smaller.

[@Dqtube]

Does China still include in this statistic electric vehicles in the form of quad bikes and mobility scooters? Which other countries do not include because they do not meet the legal/safety definition of a road vehicle.

[@danandfaith]

Home charging on 240v is. Level 2. This is how we charge at home. Level 1 is 120v, and most folks will not find that overly useful.

[@ekaa.3189]

Public charging ports are easier to track, private ones aren't. I bet NREL has missed many level 1 and level 2 charging ports. Every EV owner I know here in Iowa has at home level 2 charging. We still need lots more public infrastructure. Both destination chargers, and DCFC. Even low kW DC chargers have a place. Especially at stores.

[@aaronhendrickson]

Kyle and Jordan might need to help you with this video idea. On the charging topic and related to this video. Time to take charging by the state and number of EVs. All levels of charging. Using 10% to 100%. Most people would do, while staying at home or staying overnight somewhere.

[@COSolar6419]

The Colorado Energy Office currently (July 2024) shows 134,255 registered plug in electric vehicles or 23.26 EVs per 1,000 people. There 4,179 Level 2 ports and 1,080 DCFC ports.

[@Dactylonian]

I think I’d like to see 4:1, charge ports to vehicles. That seems reasonable. It is ridiculous that the ratio is less than 1:1 at the moment. Edit: Including L2 home charging. Also, Francie, where did you say the link to the Google Doc was? I didn’t see it in the description or in the comments.

[@AaronandbriEnne]

Focus on ratio and utilization is premature and harms general transition. From your last trip, you’ve seen this (AR&OK). The potential stop locations are not close enough together yet. Forcing longer(higher %) stops, and moving these stops further off the highway in city centers. This extends road trips, and keeps pressure on those locations. In response operators are placing more capacity in those locations (their own or a competitor). Instead they need to focus on charging gaps, so those going through can stop before or after the main city. Another example of the is the highway corridors through AZ, NM, & TX. Places the (2 of them) ratio make you think are fine. Yes MS stinks, and is another example. It’s just high dispenser superchargers spaced 100-150 miles apart. They also tax heavily EVs (like most red states now).

[@restonthewind]

I have a level 2 EVSE in my garage, so the level 2 ratio for me is one-to-one, but the only ratio that matters is EVs to level 3 (DCFC) ports. Level 1 is a 120 volt power outlet, and the charge rate is incredibly slow, so I can't take this number seriously. Public, level 2 ports are useful for some people, but I never use them. If you can't charge at home or at work on level 2, I wouldn't recommend driving an EV at this point. My nearest level 3 station is 12 miles away at a Chevrolet dealer. It has two ports. I rarely use it because I charge at home, but it has worked for me. That station is seven miles from a ChargePoint station at a Georgia Power office that is also reliable. It has one CCS port. A few miles further in downtown Athens is an EnviroSpark station that hasn't worked for me, but it has one CCS port and seems to work for some people. Tesla stations offer quite a few nearby ports, but my Bolt can't use them yet, so they don't count. Zooming out (literally on plugshare), Atlanta to the west has loads of DCFC ports, but the territory to my east, beyond Athens, is a huge void a hundred miles across. Interstate highways aren't bad. I must carefully plan stops on long trips, but I rarely wait for a port. I use a public charger maybe a dozen times per year, two dozen at the most. I don't take many trips requiring public charging, but if I were typical, one port per hundred EVs might work. The ratio in Georgia is now 66. I'm only discussing DCFC here. I don't take many long road trips, but if the number of DCFC ports were woefully inadequate, I'd often wait, and I rarely wait. Of course, we'll need more ports as EV adoption grows, but we'll never need them like we need gasoline pumps now.

[@Bzzap83]

We have 2 EV’s and one EVSE (level2 48a) works great!

[@twocupstwodrams7535]

My EV (LiveWire One} DC fast charges and has a highway range of 90 miles. Sooooo many holes still. Feeling optimistic.

[@richardnwilson]

It seems like an interesting statistic would be the number of fast charge ports per vehicle mile driven along segments of major highways. The fast Chargers are most useful for most people on road trips which are often out of their own state so that dividing up the data by state doesn't necessarily give you much useful information. It's the number of cars on a given road trying to share DC fast Chargers when it comes to road trips.

[@30smsuperstrat]

How on earth are there accurate at home charge port numbers when there's only a record if you buy your port from the utility company?

[@MrGMawson2438]

Good afternoon Francie

[@Japplesnap]

Stalker....😂

[@dianewallace6064]

Just a nice guy. He watches Electric Viking.

[@restonthewind]

North Dakota is a large state, so even if it has many ports per EV, a given EV may be nowhere near any of them.

[@johnpoldo8817]

Did you know 45% of our population lives in apartments, HOA’s, and condominiums. Less than 1% of these buildings have charging and it’s holding back EV adoption. Our government has done very little in terms of carrots or sticks to get charging at these locations.

[@alosman7121]

I wonder is the level 2 includes the home charger I hoped, If you included the population of each state the would give better view

[@urbanstrencan]

Still surprised how many EVs are on Alaska ❤❤

[@adamchalom3872]

enjoy your programs, but lumping together level 2 and dc fast chargers doesn’t seem useful to me since they are each useful very differently. Out of Spec’s focus on public dcfc and charging speed reinforces the old gas station “fill ‘er up” habit when the vast majority of BEV charging happens at home at level 1 or 2. Yes, I know some people live in apartments or rent houses where they can’t do home level 2. Idea for a future show since you’re into stats lately: what proportion of charging happens at home vs public? what proportion of public charging (measured by kWh delivered) is taken at level 2 vs level 3 - and what should it be? I take my free or cheap level 2 charging when out and about at Target or our city’s free public charger, and I only dcfc on occasional road trips. Probably 90% of my lifetime charging has been at home, especially since we added a 240V outlet 2.5 years ago.

[@pixelfairy]

Charging for home owners driving near their homes is solved. What we need for ev adoption is charging accessible to non home owners and drivers far from home. Both of those cases are better served by DC fast charging. Sure, some are lucky and have chargers at work. But that's rare.

[@adamchalom3872]

@@pixelfairy I think it’s a yes and - over 50% of people are homeowners, so there’s plenty of room to grow for them. and apartment charging could be on site shared level 2 overnight (way cheaper than dcfc installations) as well as dcfc. the bigger issue is breaking the habit of “adding energy to my car = full capacity” - if you only need another 10-15% for the next few days, you can get that in a couple of hours at level 2 rather than needing to dcfc to 80 or 90% every time you add energy.

[@pixelfairy]

@@adamchalom3872 agreed. For home owners it's a no brainer to go ev. Most landlords would laugh at the request. Or find an excuse to evict you if you tried to bring any laws on it. If I had to fight over a few shared chargers, id just go back to gas. Stopping to get gas for the week only takes a few minutes, even if there's a line. I've been in an EV charger line in a friend's Tesla. That was not fun.

[@davidhanna92]

How would they know I have a charger at home

[@llcooljay66]

Does ev reg count hybrid

[@MH-Tesla]

Are we including home charges in this list? I don't think so

[@thereplacementfordisplacement]

I wish NREL and DOE would stop investigating in hydrogen as a transportation fuel.

[@ATE2AQTR]

"I would never own an EV without level 2 charging at home"......thats a statement almost all EV owners would say and I second that. Hotels, apartment buildings and shopping centers also need these level 2 chargers. DCFC is for highway travel not day to day charging as its expensive vs home charging and reducers the ROI/EV savings on your electric vehicle. The US should be spending money on the charging infrastructure and not on $7500 tax credits....I agree with Elon/Trump to do away with the $7500 credit upon purchase of EV, let the market determine what EV you buy. Put tariffs on imported vehicles based on % made outside US and spend the money on our infrastructure, EV charging, highspeed rail and roads/bridges. Yes GM, that includes Mexico and Canada for the tariffs, I'd be ok with a higher % of tariffs on non-North American imports. Lets say 15% on North American(Canada/Mexico) and 30% on all outside North America. Build out our mobility/Energy Infrasructure over the next 12 years team Trump/Vance.

[@johntrotter8678]

I don't understand. All of us with "home ports" need to be counted. The current fleet could not exist without it. The statistics you cite do not seem to reflect this.

[@OasisAmps]

Oasis Amps App is building a Airbnb type network of Home Chargers to create a new infrastructure to charge from. And allow owners to earn income for helping the EV Community. Plus if you recruit you earn 2% commission on their purchases with higher levels available.

[@KineticEV]

We need more L1 charging anywhere a car is going to be left for at least 3 to 5 days. such as long term parking such as an airport. We need L2 charging at shorter to medium term parking such as hotels, movies theaters, restaurants, grocery stores, hotels, air ports for 1 to 3 day parking etc. We need more reliable and well maintained DC fast charging. We need an expansion of DC fast charging beyond 3 stalls per site in most cases. We need more of all of the above in various areas in the middle of the country that is void of any charging options with maybe the exception of a camp site here or there. Much of this could have been achieved with the infrastructure bill but this administration has wasted that money. While I don't like the ideal of Tesla becoming a monopoly in this space I do feel they've been better at the rollout than anyone else. I feel as though the government should have given them all the funds needed hands down to expand charging throughout the country and to retrofit some sites all with Magic Docks while Tesla and the rest of the industry continued to transition everyone to J3400. This way CCS1 cars can continue to utilize the chargers for years to come while they're still in service. ChargePoint's new Omni connector is cool and is an answer to Magic Dock but they don't own and operate their own sites. They sell the hardware to others. Electrify America is good at some locations but are a joke at others with being extremely slow to fix issues. EVGo is goo as well as a few others but seem to either be too small or overall insignificant in the space to even be worth considering as a place to charge given how limited their network is. It's not surprising to see the states with the lowest. They tend to be your more southern states and/or states that lean conservative as well as states that are actively trying to stop or penalize consumers for EV adoption.

[@stevekight1955]

China needs EVs badly. Their air pollution is off the charts and traffic congestion is legendary.

[@MrGMawson2438]

Cheers Francie

[@johnbaker5533]

For your numbers and ratio here you are only talking about public charge points. You should then compare the projected2030 number to this. 33 million cars on the road to about 1 million public charging stations. So a 1 to 33 ratio.

[@johnbaker5533]

Just to add that is a stupidly low ratio compared to other countries that have high adoption. A 1 to 3 ratio is more realistic. I don't know who does their predictions but they should really look at other parts of the world with that have higher EV penetration.

[@camarilloconcerns8782]

Francie, the data along with your conclusions about it are very misleading. As others have said level 2 charging at home is critical. In CA, that’s all there was in the early years of adoption, so most everyone has them. CA also requires that all new apartments, etc. have to have Level 2 equipment. Level 3 charging should ONLY be used for road trips. And to claim states like WY, WV, ND have fair number of chargers to EVs is very misleading. Chargers in those states are mostly on the interstates, and are mostly going to be used by people that don’t live in those states. Complex issues can’t be explained by one statistic, especially when critical thinking skills haven’t been used to analyze what is occurring out in the wild.

[@ab-tf5fl]

And also, almost all of the level 3 charging in West Virginia is Tesla superchargers open to Tesla cars only. If your car is not Tesla, you're kind of screwed there. What few CCS chargers exist in WV are primarily at dealerships, which tend to have limited hours and poor reliability.

[@MrGMawson2438]

Former GM chairman says nearly all legacy automakers are finished in China The Electric Viking

[@buddy1155]

He is predicting bankruptcies from about each and every large legacy automaker for the last three years now, it is just an idiot.

[@Dqtube]

@@buddy1155 He's not an idiot, he's a clown who doesn't know how to shave, so he calls himself a Viking.

[@A-thou-less]

I think lumping all charge points into one bucket is problematic. In states where there are a huge number of road miles, you might see Level3 ports on Interstates that throw the numbers off. There is a base number of DCFC needed to have a drive-through capability, and a different number for sustainment.