And The Top 5 States For Number Of Public Charging Stations Are…


Public Chargers in U.S.

Public Chargers in U.S. via DoE

Meanwhile, In The State Of Michigan (Where I Reside) There Are Only 252 Charging Stations, Including Only 3 DC Fast Chargers (1 A Tesla Supercharger) And Exactly Zero CCS Chargers

Meanwhile, In The State Of Michigan (Where I Reside) There Are Only 252 Charging Stations, Including Only 3 DC Fast Chargers (1 A Tesla Supercharger) And Exactly Zero CCS Chargers

LoHud recently posted an article on the status of public charging in the state of New York.

According to the article, New York ranks 5th in the nation (and 1st in the Northeast) in number of public charging stations (964 outlets among 432 stations).

The article lists the Top 5 states:

  1. California
  2. Texas
  3. Florida
  4. Washington
  5. New York

California easily leads the nation with over 6,000 outlets at more than 2,000 stations.

To check out where your state stands, follow this link to the DoE’s alternative fuel locator website.  Simply input your state’s name in the search box and select the appropriate search options.

Source: LoHud

Categories: Charging

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37 Comments on "And The Top 5 States For Number Of Public Charging Stations Are…"

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I live in the Hudson Valley here in NY and there are still zero public (non-dealer, non-hotel, etc) chargers within about 40 miles of my house. There are good areas like in Albany but it’s a far cry to say that NY is one of the top states for EVs. They should really do this comparison per capita instead of treating NY (population 20 million) and Oregon (population 4 million) the same.

I live in Central NY, and there are over 60 chargers in and near Syracuse. Unfortunately, many of them charge a prohibitively expensive amount, or are in parking spots not reserved for EV’s.

There’s also a row of 13 chargers on Washington Street alone that are all turned off. Sigh.

I live in Central N.Y also. If N.Y. is #5 on that list I’d say the future of electric automobiles is in big trouble. Not only is Central N.Y charging a joke, I travel to Yonkers every other month or so. The only charging stations around there are at the auto dealers. How can that be any good for the people that live there. Oh, I think I’ll take a ride to the dealer and wait 3-4 hours to charge my car. Yeah right. Green my ass

There are a handful of chargers in the mid-hudson valley. There is even a CHAdeMO in Carmel, NY. It’s awkwardly placed, in a poorly-lit corner of the Hanaford’s parking lot, but it’s there.

That CHAdeMO L3 charger in Putnam Plaza isn’t even active yet. NY’s L2 charge initiative seems like it’s being planned by idiots, the Taste NY Taconic Parkway park and ride L2 chargers are in the “One Hour Parking” section, and they only have 120V outlets, probably intended for block heaters, in the long-term parking section. It’s weak sauce, it seems like it’s only for appearances. In NYC, it seems like there’s no on-street initiative at all, they only want to put the chargers into expensive pay garages. I’m willing to pay by the kwh, but the EVSEs should be accessible from street parking, and the adoption of BEVs in NYC is stunted until this is addressed.

What’s the story with those LoHud/Fairfield CT CHAdeMO’s? They have been listed as coming soon for a very long time, but just sit there as expensive ornaments.

Well that’s obnoxious! I was excited to see it there, but it has been in the ground for months and they can’t turn it on?

I was also excited to see signs for an EVSE in Rhinebeck – they actually posted signage on 199 as you get off the bridge heading east. I came to find out later that it’s for patrons of the SmokyRock BBQ ONLY. If you just want a charge, it’s highway robbery at $25/hr. I can’t imagine the logic behind that pricing!


And I thought I had seen it all. Is it at least a L2 charger?

It reminds me of when I went to Block Island, RI many years ago and went into a local store with a big Kodak sign out front to buy a roll of 35mm film. The guy told me it would be $28!!! He then told me that his was the only store on the entire island that sold film, take it or leave it. I left it. On my next trip out to Block Island I brought plenty of extra film with me and stopped into that same store and waited just a short while until a customer come in and asked for film. After the proprietor told the customer the now $29 price, I quickly jumped in and offered to give the customer a couple of rolls of my film for free. Cost of giving away 35mm film: $3.95. Cost of seeing the look on the proprietors face; PRICELESS. I wish I could do the same thing at that $25/hr charger.

I live in NYC and it’s the Sahara Desert of public charging stations. What public charging stations we have are mostly in very expensive pay parking garages: $20+ dollars for parking plus an exorbitant rate for charging.

I just want to know how many NC has so I can laugh at my own state.

The number of quick chargers in North Carolina are reproducing fairly fast they are getting ten new ones in the last week from Greenlots.

Thanks for the tip, Lol they weren`t listed a month or so ago. has the answers you seek!

Greenlots is breeding DC Chamo quick chargers like jack rabbits in Virginia. The number of DC quick chargers in Virgina has rocketed past the numbers in Pennsylvania, Maryland and New Jersey combined.

I am hoping southern VA gets some love from all of this DCFC expansion. Right now the only place to charge in southern VA is the Yogi Bears Camp Jellystone in Emporia. And you need a NEMA 14-50 adaptor. South of Petersburg this is your only option until you get to Roanoke Rapids, NC.

The question is not how many stations, is how much they charge per Kw/h, that is what makes the difference for EV adoption.

It’s what makes the difference for BEV adoption.

Public chargers will essentially never be viable for PHEVs unless they are free. Gas would need to crest $5/gal before commercial chargers would be cost-competitive with range-extender mode in a Volt or an i3 REx.

Furthermore, commercial charging will always be much more expensive than charging at home. Generally speaking, commercial charging should strictly be the option of last resort.

If Charging Stations were allowed to charge per kWh Delivered, but not more than 10% Above Retail Rates (Based on local time of day rates at the time of charging), they would have an issue as to knowing they would not make a killing, but – they would likely get used more – IF – there was no additional ‘Surcharge’ or ‘Connection Fee’!

My own thought is simple – EV Charging Stations, should be considered as Billboards: Advertising expenses – to draw in customers, and not as gas pumps – to make big bucks on the product (Electricity), as the installation comes with a high setup price, but a low ongoing operational price!

The irony here is that your typical gas station makes more profit off selling snacks and coffee than they do from selling gasoline. If we are talking about a typical QC session, they would have that BEV driver in their shop for 20-30 minutes! Most people would naturally want to grab a drink/snack and sit down to use the wifi during that time. Seems like it could be a great business model once BEV ownership hits critical mass.

Nice try, LoHud. On paper, it looks like NY’s infrastructure is strong. It’s actually quite weak on a per-capita basis. We also are severely lacking along the Thruway corridor.

And we darn well better be leading the northeast. We are the largest state by far in both area and population.

Agree that it needs to be normalized. I’d like to see it normalized in two different ways:

1. Normalized for population
2. Normalized for km of paved road

Normalized to registered cars in the state makes more sense than to population. Remember, they have NYC’s non-drivers to dilute the population size, which would work to your benefit but is disingenuous to ignore.

Or – instead of “Normalized to registered cars in the state”, rather “Normalized to registered [Electric] cars in the state”; but with a growth plan to connect City/Town pairs, tripples, and more!

Starting with the current highest EV Population Centre – and branching out to cities where traffic typically flows to routinely; then the next highest EV Population center, etc.

When I go to and look at the continental US, I notice an interesting trend when I switch between only ChaDeMo stations and only Tesla Superchargers.

ChaDeMo chargers are densely clustered. All of them are in major metropolitan areas. You never see a single one in the boonies.

Superchargers, by contrast, are barely in the cities at all. There might be one or two in each. Most of them are instead on the way out of cities to other cities.

This second method is quite a lot more effective than the former. I have to wonder how many of those ChaDeMo chargers go completely unused, vs Superchargers.

The Tesla HPWC (High-power Wall Chargers) ie: 20 kW Level2 also follow in interesting location pattern.

I agree. And I’m pretty sure it’s because Tesla followed an intentional strategy based on what it knew its customers wanted. CHAdeMO on the other hand, has been installed hodgepodge by a variety of entities, most of whom don’t have much of a clue about what EV drivers want. Hence Nissan installing them at dealerships (where people only go if they have to), other energy companies installing them in response to rulings of some lawsuit, and cities and counties installing them on public facilities they own (mostly in metro areas). No overarching strategy in sight. This may change with the Chargepoint/VW alliance to install chargers along major corridors on the east and west coast, but it remains to be seen how effective it is.

Exactly John. Most dealers seem to have put the CHAdeMO in places that do more to promote EV sales than service the EV driving public. Nothing wrong with that since they paid for them, but it’s a huge gap between the usefulness of CHAdeMO and Tesla SCs.

That’s why I’m saving up my pennies for a CPO Tesla when my Leaf lease is up in 2017.

I want fast charging along the highway not in the inner city were I really don`t need it. Why should a ICE city car get to travel while I can`t leave the city because there is no chargers leaving town.

I have a Ford… and San Marcos Nissan allows me to charge at their chargers out front a couple of times now, so they aren’t all bad. Heck the Ford dealer doesn’t even have one.

So… number of Combo CCS in Michigan is ZERO… What does that say about the big 3 committment to this “important standard” that had to block wider adoption of the excellent and way ahead CHAdeMO standard that 100s of thousands of us use everyday worldwide. Sheesh! Just think how far along we would have been if not for the Combo CCS foot dragging game.

This DOE database is really useless as far as “station” counts and “charging point” counts. The issue is it includes plug types from 12A 120V outlets to 300A 480V Tesla Superchargers.

Additionally there is minimal quality filtering of the data, and ability to filter station capability on the map. Basic filtering of DCFC vs Level2 is not even available. Data on pricing, and Charging Point host is often omitted, no way to tell if a Level2 has 3, 6, 10, or 20 kW capability.

While the database provides some geographic idea of infrastructure … quality and completeness of data for particular locations is limited.

For anyone wanting reverent EVSE info, I’d recommend at least cross checking site specifics with the Plugshare database. (which is also updated more frequently)

“Top-5 States” … excluding “private stations”, but includes Tesla’s Supercharger (SC) network. While the SC are located on public accessible property, “use” of the SC stations is not public.

Secondary, the Tesla SC Stations have no reflection on state investments … based mostly on Model S owner distribution and travel needs. eg: Montana and South Dakota would have zero EV stations if not for Tesla’s private network.

Beyond Tesla; the DOE database show at least 30 DCFC locations from “The EV Project” that are not operational, or removed. (I leave it as an exercise for EVInsiders to find the working 63 DCFC vs. the 107 total Blink DCFC listed in DOE’s dataset)

For fun exercise … cross-check data in DOE EVSE dataset with PlugShare for type (CCS-SAE, CHAdeMO, or Tesla-SC) and number of operational DCFC in the following cities:

Indianapolis, IN
Kanas City, MO
Minneapolis-St.Paul, MN
Richmond, VA
Salem, OR

Looking at the dots I see they’re heavily skewed toward NY City and Long Island, which is Light Years away from me.

When I look at Plugshare in the city of buffalo I can’t find at least 1/2 of the stuff we’re supposed to have, they must be in underground for pay parking lots which I almost never use, or else they’re planned but construction isn’t done and won’t be for a while. Of course, living here, I don’t need them but someone trusting plug share has a 50/50 chance of being disappointed. The burbs are a bit better, but there’s one figure I think is great :

432 stations, for the whole state.

And Kansas city alone is getting 1000?


It IS such a sad reflection on Michigan’s so called auto industry that they are frozen in the 20th century with 2 DCQC’s for the entire state!!! It feels like the industry is depending on plug-in’s that have gasoline range extenders for the present or local commuting, which really doesn’t require even Level 2.

Admittedly the infrastructure needs to at least pay for itself and compete against home charging.. but, I’d like to hear thoughts about that… Thanks for the article.

Ben – “Admittedly the infrastructure needs to at least pay for itself and compete against home charging.” Funny – Billboards go up everywhere, and even the ad slickers on some cost as much as a DC Quick Charger – over a couple months, and do they even have a way to track the result of their Ads ROI in such instances?

I still think – for at least the first decade [2011 – 2021] – Public EV Charging, installed at useful businesses, should be considered like a Billboard: They invest the bucks in it to bring people in EV’s to their business, to sell them their products, not to sell them ‘the new gas’ (Electricity) at exorbitant rates!

If they can’t be offered for free – then a federal cap should be regulated on them – such that the price is not more than slightly (maybe 10% Tops) higher than home time of use charging rates, for the same amount of electricity as per local rates!

Let me guess, Pennsylvania has only three.