Globally, the number of private1 light-duty vehicle (LDV) charging points is estimated to have reached more than 43 million in 2025, supporting an electric LDV stock of around 76 million. About one-third of the private charging points worldwide are in the People’s Republic of China (hereafter, “China”), one-third in Europe, and one in six in the United States.

Home charging – whether in a driveway, garage or other dedicated parking space – is currently the preferred way to charge an electric car for those with the ability to do so, due to its relative affordability and convenience. This is expected to remain the case in the coming years.

Access to home charging can vary, however, and is generally higher for electric vehicle (EV) owners living in houses rather than multi-unit residences. For example, in Norway, where a large share (64%) of the population lives in detached or semi‑detached houses, around 90% of EV owners can charge at home. In China, on the other hand, only 7% of residents live in single-family houses, with the majority living in apartments. According to a 2025 survey, only around 50% of EV owners in China have home chargers, though another third have access to shared residential chargers (such as those in an apartment complex parking lots).

In recognition of the importance of access to home charging, policy measures in place in many countries around the world include specific building regulations or codes. For example, in 2024 the European Union revised the Energy Performance of Buildings Directive to require new or renovated buildings to include pre-cabling for EV charging. This makes it easier for residents to install home chargers, while avoiding the future need for costly retrofits. Kenya’s 2024 National Building Code mandates 5% of parking spaces in all new buildings be equipped for EV charging. India’s Model Building Bye‑Laws (MBBL) were amended in 2019 to include dedicated provisions for EV charging: charging infrastructure should be planned to cover 20% of parking capacity for all vehicles (including 2Ws). In Brazil, several proposals aim to support private charger installation in new buildings, including apartments. Actions are also being taken at the city level: a 2026 São Paolo law guarantees that owners of condominiums have the right to install charging infrastructure in their private parking spaces.

Beyond building codes, some governments provide subsidies to install home and other private chargers. In Europe, more than ten countries offer subsidies for at-home charging. For example, in the United Kingdom, residents in flats or rentals with off-street parking and an eligible EV can receive grant funding of up to GBP 500 per household. Elsewhere, countries including Canada, New Zealand and the United States also provide support for chargers and installation through various national and regional funding programmes. However, the US tax credit, covering 30% of the cost of purchase and installation of EV charging equipment up to USD 1 000 for low-income or non-urban communities, is set to expire on 30 June 2026.

BEVs charged at home result in significant cost savings compared to driving a conventional ICE car

As electric cars are more energy efficient than internal combustion engine (ICE) cars (on average, a typical battery electric vehicle [BEV] uses around 70% less energy per kilometre than a gasoline ICEV of a similar size), driving a BEV results in cost savings, especially when charged at home. The running cost savings vary by region, according to energy price differentials, average vehicle size and average mileage. Energy price fluctuations can impact the economic proposition of BEVs, but ever since 2020, when compared to a gasoline car, refuelling electric cars has generally resulted in annual running cost savings of between USD 550 and USD 1 000 across major BEV markets, although the United States did see even higher savings from 2022-24.

In China, the average annual operating costs for a gasoline ICE car increased from USD 660 in 2020 to nearly USD 900 in 2022. Prices then declined to just over USD 700 in 2025, as gasoline prices fell. Nonetheless, annual operating costs for BEVs remain substantially cheaper when considering residential electricity rates, ranging from around USD 100 to USD 550 over the same period. As a result, the annual average running cost savings of battery electric cars in China have ranged from over USD 550 to nearly USD 800 this decade2.

In the United Kingdom, average annual operating costs for ICE cars fluctuated between USD 1 200 – USD 1 700 between 2020 and 2025, while running costs for BEVs increased over 80% from just over USD 550 in 2020 to more than USD 1 000 in 2025, as electricity prices increased. This cut the running cost savings associated with a battery electric car compared to an ICE car from more than USD 650 in 2020 to nearly USD 500 in 2025. Unlike in China, where battery electric cars are, on average, cheaper to buy than gasoline ICE cars, in the United Kingdom battery electric cars are priced USD 13 000 higher on average, meaning that the payback period for the investment is still a barrier to adoption.

In the United States, annual ICE car operating costs have increased from around USD 1 000 in 2020 to USD 1 400 in 2025. At the same time, the cost of running a BEV has also increased from just below USD 450 in 2020 to nearly USD 600 in 2025, as average residential electricity prices increased by more than 50%. Despite the increases in running costs for BEVs, net savings increased by over 50% during this period, but ICE running costs increased more rapidly. As a result, in 2025, battery electric cars in the United States offered about USD 860 per year in running cost savings compared to gasoline ICE cars.

Home charging has consistently offered running cost savings compared to ICE cars in the major EV markets. However, the mark-up for public fast charging can change the picture. Electricity prices associated with public slow charging can be up to 150% higher than residential electricity tariffs, and public fast charging can be up to 240% higher than residential prices. As a result, exclusively using public fast charging for a battery electric car would result in higher running costs than a gasoline ICE car. Survey data indicates that worldwide, EV owners charge privately (at home or a workplace) almost 75% of the time, and charge at public fast chargers only 10% of the time, meaning that, on average, BEV owners are saving on running costs based on historic energy prices.

Electric cars have lower running costs than ICE vehicles in most cases, mainly due to their higher efficiency. The recent oil price increase resulting from the closure of the Strait of Hormuz has translated into higher prices at the fuel pump as well as higher electricity prices in some instances.

Using the latest retail fuel price data for April 2026 and assuming that cars are charged at home, we estimate that the savings of running a battery electric car compared to a gasoline one have increased between 20% and 45% in most countries. For example, in the United States, running cost savings increased from around USD 900 per year to USD 1 300 per year. The degree to which retail fuel prices rise with crude oil prices varies across regions due to differences in fuel taxation. In many European countries, taxes and levies account for a large share of the fixed fuel cost so prices rise more slowly, while in the United States lower taxation means that the correlation is stronger. In some countries, fuel taxation has been reduced in response to the oil price increase, resulting in a reduction in the savings offered by electric cars compared to in 2025.

Nevertheless, in most countries analysed, the yearly savings are significantly higher than in 2025 due to the high oil price environment, but the payback period is, on average, only around 20% lower (assuming high prices persist). For countries where electric cars have already reached price parity, the additional savings can strengthen the affordability proposition of electric cars. The savings offered by electric cars are directly proportional to mileage, therefore for drivers that drive more than average, the savings are more noticeable. A driver travelling 30 000 km per year in the European Union could save USD 1 900 per year with April 2026 prices – or USD 700 more than in 2025. Over time, electricity prices may also rise if natural gas prices increase, partially offsetting these gains. Oil prices around USD 100/bbl (per barrel) therefore strengthen the value proposition of EVs, but they do not fundamentally alter their overall cost-competitiveness.

The stock of public charging points increased more than 33% in 2025

While access to home and other private charging is important, the availability and accessibility of public charging is key to enabling wider access to EVs. In 2025, nearly 1.8 million public charging points were added to the global stock, representing an increase of more than 33% compared to the previous year, in line with the growth of the electric LDV fleet. The total stock of public charging points worldwide reached more than 7 million at the end of 2025.

There are several metrics that can help gauge whether the build-out of public charging infrastructure is keeping up with the deployment of electric LDVs. One is the number of public charging points compared to the number of electric LDVs on the road: in 2025, there were around 11 electric LDVs worldwide per public charging point, similar to the value in 2024. In addition, given that faster, more powerful chargers can meet the needs of more vehicles in a set timeframe, the public charging capacity per electric LDV is another key metric to gauge the sufficiency of the network. On average, there was 4.5 kilowatts (kW) of public charging capacity per electric LDV worldwide at the end of 2025.

The average speed of public charging points increased in 2025, as the share of public fast and ultra-fast charging points increased faster than slow public charging points3.

China continues to hold the largest stock of public charging infrastructure, representing more than 65% of public charging points globally at the end of 2025. China’s public charging infrastructure grew from nearly 3.4 million charge points at the end of 2024 to over 4.7 million at the end of 2025, accounting for over 75% of the global growth. As of the end of 2025, there were ten electric LDVs per public charging point in China. The number of fast and ultra-fast chargers grew 40% from 1.5 million in 2024 to 2.2 million in 2025. As a result, the estimated average charging speed of public charging points was over 55 kW, higher than the global average of 50 kW, and resulting in nearly 6 kW of public charging capacity per electric LDV. China has also announced a plan to further expand the national charging network by more than 60% compared to 2025 by the end of 2027.

In Europe, the number of public charging points increased by about 20% in 2025. Within the European Union, five countries saw their charging networks grow by more than 50%: Denmark, Estonia, Latvia, Lithuania, and Romania. This was driven in part by projects such as the EXPAND-E project, which provided over EUR 70 million (USD 75 million) in funding for LDV charging projects across 23 EU member states. Meanwhile, in the United Kingdom, the number of public charging points increased more than 30% to about 116 000. The Netherlands had the most public charging points in Europe at the end of 2025, with 210 000, up from 184 000 at the end of 2024. Germany and France followed closely, with 196 000 and 185 000 charging points, respectively, at the end of 2025. On average, the European Union has 11 EVs per public charging point, close to the global average. The estimated public charging capacity was around 3 kW per electric LDV at the end of 2025, lower than the global average. Nonetheless, the rollout of ultra-fast chargers has been supported by large-scale infrastructure policies, such as the Alternative Fuelling Infrastructure Regulation (AFIR), which mandates the installation of charging stations for cars and vans of at least 150 kW every 60 km along major highways in the European Union, where the number of ultra-fast charging points has increased 30% from 2024 to 2025.

The United States saw a record number of public charging points added in 2025, with 20% more added than in the previous year. However, the public charging stock remains only a small share of the global total: 3% of global public charging points compared to 10% of global electric LDV stock. The total number of fast and ultra-fast charging points in the United States grew 30% to nearly 70 000 in 2025, while the number of slow charging points increased to reach over 160 000 in 2025. This growth was in spite of a pause in the National EV Infrastructure (NEVI) Funding Program, one of the major government funding programmes for public fast charging points deployment along highway corridors, for which obligations were paused from February 2025 to January 2026. In August 2025, the US Federal Highway Administration (FHWA) released new interim guidance for implementing state NEVI programmes, allowing states to start submitting their 2026 plans. As of April 2026, around 550 NEVI-funded fast charging points were operational across 19 states, representing only a small share of public charging points. However, another 1 000 charging points have already been fully awarded funding from fiscal year (FY) 2022-25 budget allocations, and 42 states have had FY 2026 plans approved. By the end of 2025, the United States had 33 electric LDVs per public charging point, a value that has continued growing steadily this decade, from less than 20 electric LDVs per charging point in 2020. The capacity per EV is also lower than the other major EV markets at just over 1.5 kW per electric LDV, though the United States does have greater access to home charging.

Latin America has shown promising growth as policies take shape. In Brazil, public charging points increased by close to 35% in 2025. This growth, however, was lower than the increase in electric LDV stock, which rose by over 80%, increasing the number of electric LDVs per charging point from 17 to 24. Most of the public charging point stock in Brazil is slow, but the share of fast chargers increased significantly in 2025, to reach more than 20% of the stock. Still, the country has about 1 kW of public charging available per electric LDV, though Brazil also has a significantly higher share of plug-in hybrid electric vehicles (PHEVs) in the electric LDV stock (55%) than the global average. Brazil also recently introduced a bill that would provide tax incentives for public or shared EV chargers.

Other Latin American countries are also providing government support for public EV charging. In Argentina, simplified registration procedures are expected to further aid EV charging rollout, and the city of Buenos Aires is planning to install 400 additional charging stations by 2027. Chile’s public charging grew by 20% to just over 2 000 charging points, although most of these are in Santiago. Mexico has also introduced new provisions for charging infrastructure aimed at standardising grid connections, improving price transparency for users and creating clearer pathways for gas stations to integrate EV charging into their refuelling networks. The country saw a rapid uptake of EVs in 2025, most of which were PHEVs, with the electric LDV stock more than doubling in a year. This pace was not matched by public charging deployment, which increased by less than 25% to reach 4 000 charging points in 2025. As a result, the number of electric LDVs per public charging point in Mexico more than doubled.

India saw public charging point numbers increase by 15% in 2025, reaching 88 000 4. The latest round of PM E-DRIVE funding for 2024-26 included INR 20 billion (Indian rupees) (USD 230 million) for public EV charging stations, targeting support for 22 100 EV fast chargers, however the scheme has been extended to 2028.

The rapid deployment of fast chargers in some Southeast Asian countries has been carried out in line with the rollout of electric cars. In Malaysia, public fast chargers grew by more than 70% year-on-year in 2025. Malaysia has several incentives to further increase deployment of public chargers, including the Green Investment Tax Allowance, under which charging point operators can receive a tax exemption for 5 years if investment thresholds are met. In Indonesia, over 4 500 public chargers have been deployed by the state-owned power utility PLN, and the country’s first ultra-fast charging station, developed in collaboration with two other partners, was unveiled at the start of 2026. Thailand currently hosts nearly 12 000 public chargers. Fast chargers gained momentum with an increase of 30%, making up 60% of the stock in 2025. Despite this progress, EV uptake outstrips charger rollout, with the number of EVs per public charger increasing from 19 to 30 EVs per EVSE from 2024 to 2025.

Elsewhere, Korea has seen a 10% increase in fast charging points (including ultra-fast), rising from 47 000 in 2024 to 51 000 in 2025. Korea also has the highest public charging capacity per EV of any country with over 9 kW of rated capacity available per electric LDV in 2025, and just over 2 EVs per public charging point.

Deployment of ultra-fast chargers has accelerated, though only about 30% of battery electric cars today can benefit from them

The continued deployment of ultra-fast charging has increased the average speed of charging points worldwide by 15% in the past year, from just over 40 kW in 2024 to nearly 50 kW in 2025. At the same time, the global public charging capacity available per electric LDV increased from 4 kW to 4.5 kW between 2024 and 2025.

Behind the trend of increasing kW per charging point lies the increasing speeds of ultra-fast chargers themselves, with next‑generation ultra-fast chargers providing power above 250 kW. For vehicles that can take advantage of ultra-fast charging, charging a car for 15 minutes at a 150 kW charger can provide almost 180 km of driving range 5 in mixed (city and highway) driving conditions. Today, only a few high-end electric cars can charge at this speed, but charging point operators such as Fastned, BYD, Iberdrola, Charge+ and BP Pulse are already deploying these stations in anticipation of future demand. In 2025, there were roughly 160 battery electric car models known to be available that can charge at speeds higher than 150 kW; for charging speeds greater than 250 kW the number of models decreases further to 50 (out of 670 battery electric car models), or only 4% of all electric cars sold since 2010.

At the same time, innovation in batteries and charging points continues to break charging speed records, with BYD “flash” charging points (up to 1.5 MW), unveiled in early 2026, being a prominent example aimed at LDVs, with other megawatt charging solutions targeting HDVs. Besides model availability, temperature can also limit ultra-fast charging.

The uptake of electric trucks has recently accelerated in China and, to a lesser extent, in Europe. Growth is focused on applications in which distances are shorter and trucks can rely on depot charging. Today, the average range of a battery electric truck is 300 km, which is below the ranges needed for long-haul applications. The rollout of public chargers suitable for medium- and heavy-duty vehicles (HDVs) is therefore becoming crucial to enabling the deployment of electric trucks for long-distance applications.

Electric trucks can use either chargers specifically dedicated to HDVs, using an HDV-specific connector (such as the Megawatt Charging Standard or ChaoJi) or chargers that primarily serve LDVs but can be accessed by trucks (i.e. site layout allows adequate manoeuvring and parking). However, in reality, only a small share of LDV chargers can be used by trucks: a recent project analysing heavy-duty chargers in Helsinki, Finland, identified only 25 locations out of a total 5 000 public charging points that were suitable for trucks.

Available data on the number of public HDV charging points is sparse, but efforts have been ongoing to improve data availability for this charger class. In 2025, the European Alternative Fuel Observatory (EAFO) released country-level details on the number of charging points for HDVs within the European Union. Furthermore, eTrucker, a mobile application, has tracked where electric truck drivers can charge easily across Europe. In China, several charger operators publish details on their truck coverage, but deployment is not as closely monitored. In the United States and Canada, the Alternative Fuel Data Centre (AFDC) tracks deployment.

We estimate that in 2025, over 70 000 public charging points able to accommodate HDVs were available globally (of which 1 200 could be verified as being exclusively dedicated to trucks). With a total stock of more than half a million electric heavy-duty trucks, this would mean that each HDV-accessible charger would need to be shared with more than seven electric heavy-duty trucks on average globally.

China accelerates heavy‑duty charging through integrated grid and corridor planning

By the end of 2025, China had deployed nearly 1 million electric trucks, which roughly equates to 3% of its truck fleet. Estimates on the number of public HDV charging stations in China vary between 5 000 and 9 000; by assuming approximately ten charging points per charging station, this would equate to roughly 70 000 HDV charging points. When considering public and private HDV‑dedicated chargers, estimates approach nearly 140 000. Research on 2 700 truck stations show that roughly 1% of truck chargers are MW-scale, with the majority having charging speeds between 300-400 kW.

Emerging trends in the country include the integration of renewable energy, stationary storage and high‑power HDV charging at dedicated hubs. For example, the Huawei megawatt charging hub which commenced operations in August 2025, combines 18 megawatt chargers (1.44 MW), with 1 MW of solar PV on the carport rooftop and a microgrid, so that it can operate independently from the main grid when needed. There are also ongoing efforts to ensure enough coverage on main freight corridors. In Yunnan, the fast charging corridor of 4 major routes (3 350 km) was finalised in 2025, with one station every 50 km, with an average of 110 kW per charging point. Furthermore, an electric truck trial journey that spanned 5 000 km was completed successfully, totalling nine charging stops.

Besides cross-country corridors, there has also been progress at linking logistical nodes, with public chargers in specific industrial clusters ensuring that sufficient chargers are available at each node. For example, the Tangshan corridor connects ports, steel mills and petrochemical bases, and Yichang Petroleum in Hubei is targeting phosphate ore transportation lines and setting up points at the entrance to mining areas.

Currently there is no national policy that covers truck charging in detail. However, at the end of 2025 the government announced an action plan to double its charging capacity by 2027. This plan is primarily focused on LDVs, but its emphasis on expanding grid capacity, standardisation and interoperability may indirectly support the rollout of HDV charging solutions as well.

Europe scales up HDV‑charging infrastructure, backed by major funding commitments

After China, the European Union has shown the greatest progress in deploying public chargers suitable for trucks, with more than 4 000 available today. About 30% of these are exclusively available to trucks; these chargers are nearly all faster than 150 kW, and over two-thirds can charge at speeds between 350 kW and 1 MW. Today, over 40 chargers faster than 1 MW have been identified.

In 2025, the second phase of the Alternative Fuels Infrastructure Facility (AFIF) was finalised. The AFIF distributes EUR 1 billion (USD 1.1 billion) to support the AFIR objectives. In this second round, EUR 600 million (USD 650 million) was allocated to transport decarbonisation projects. Of the 70 selected projects, 19 projects in 11 member states include HDV chargers, totalling 2 000 new HDV charging points with rated capacities of at least 350 kW, and nearly 600 charging points with at least 1 MW. Deploying them all would increase the truck public charging stock by 60% compared to today, and would increase the number of MW chargers 14-fold.

Germany currently has one of the largest numbers of chargers dedicated to trucks. At the start of 2026, about 70 stations and 270 charging points for trucks were available. As part of its “Power to Road” plan of 2024, 350 heavy-duty charging stations, totalling 2 400 ultra-fast and 1 800 MW charging points, were planned and had been tendered for. In December 2025, the European Commission approved the budget of EUR 1.6 billion (USD 1.7 billion) for these government-funded stations. The German government also released its Masterplan Ladeinfrastruktur (Charging Infrastructure Masterplan) 2030, detailing funding guidelines for depot chargers and grid connection for companies, and streamlining planning and permitting processes.

In the Netherlands, efforts are underway to develop a HDV charging network. As part of a research project, 6 charging hubs are being monitored on technical design, spatial planning, grid integration, logistic process and business case development. To encourage companies or fleet owners to install more public HDV chargers, a subsidy to cover up to 20% of the costs was made available at the start of 2026, with a total budget of EUR 14.5 million (USD 15 million).

The country with the highest road freight transport in the European Union is Poland, accounting for about 20% of total tonne-km. In April 2025, the government announced several funding programmes to support the transition to EVs, one of which is dedicated to HDV charging, with an allocated budget of PLN 2 billion (Polish zlotys) (USD 550 million). Given that grid expansions will be crucial to the transition, the government allocated another PLN 2 billion (USD 540 million) to expand 50 energy supply points to power these HDV stations.

Progress in the rest of the world is mixed

In other parts of the world, deployment is taking place at a smaller scale. In the United States, the number of public and semi-public chargers accessible to medium- and heavy-duty vehicles increased by over 30% to 400 charging points in 2025, a lower growth rate compared to 2024. Most of these chargers are located in California, which has also deployed the largest share of electric trucks. The number of chargers could soon increase, as nearly 1 000 HDV chargers are under development or pre-construction.

In India, three electric truck charging stations became operational in 2025, of which two were located at ports and one on the highway. Besides these truck-dedicated chargers, the first 10 high-speed chargers were installed along two Indian highways, with speeds ranging from 120 kW to 400 kW. The latest round of PM E-DRIVE funding for 2024-26 (see above) aims to support 1 800 EV fast chargers for electric buses or trucks by March 2026. The proposal guidelines published at the end of 2024 also indicated priority highways for buses and trucks.

Depot charging is a crucial element of HDV electrification, particularly for urban bus fleets, which typically rely on overnight or opportunity charging at central depots. The successful deployment of electric buses therefore depends not only on vehicle availability but also on timely access to adequate charging infrastructure.

Planning depot charging for electric bus and truck fleets requires an integrated approach, combining route profiling, battery sizing, charging strategies and the number of chargers installed. Poorly optimised charging infrastructure can significantly increase peak power demand, raising costs and increasing grid connection timelines. In some cases, shifting part of the charging load to daytime or off‑peak periods can reduce maximum depot power demand by up to 60%.

Despite these optimisation options, grid connection delays remain a major bottleneck for electric bus deployment, especially for large depots with a high concentration of charging points. In urban areas, limited substation capacity, long permitting procedures and the need for network reinforcements can delay charging depots by several years, directly slowing fleet renewal plans.

Beyond grid constraints, existing bus depots often face physical and operational challenges when integrating charging infrastructure. Charging points, cabling and transformers require space that is not always readily available in existing depots, while bus operations typically need to be maintained throughout the year. This limits the ability to phase construction flexibly or temporarily reduce fleet size. In addition, misalignment between depot installation timelines and vehicle delivery schedules can further delay the entry into service of electric buses.

In several countries, governments have introduced schemes to support the development of depot charging. For instance, in the United Kingdom, the government launched the Depot Charging Scheme in 2025, offering grants covering up to 70% of the cost of installing charging infrastructure at fleet depots, or up to GBP 1 million (USD 1.3 million) per organisation. Similarly, in the Netherlands, the SPRILA scheme was available for private depot charging points in 2025, with a budget of EUR 87.5 million (USD 94 million).

As EV adoption grows, public charging points are expected to increasingly provide more electricity, though home charging will continue to play a major role, given its affordability and convenience. Charging availability at other private locations, such as at workplaces, and public charging, plays an important role in supporting widespread adoption of EVs, especially among populations without access to home charging and for long-distance travel.

In the Current Policies Scenario (CPS), over 350 million charging points are added from 2026 to the end of 2035. Public charging points account for just 5% of the charger stock in 2035, as most additions are in fact home chargers (60%), or other private chargers such as charger points located at workplaces (35%). Despite the small share of public chargers, a third of the charging capacity in the CPS comes from fast and ultra-fast public chargers. Both private and public charging capacities grow rapidly. Private charging capacity will increase almost ninefold by 2035, and ultra-fast public charging increases more than fivefold as it becomes essential for long-distance use. As a result, in the CPS, as the number of electric LDVs per public charging point worldwide increases from about 11 in 2025 to 19 in 2035, the kW available per electric LDV will decrease from 4.5 kW/EV to 3.5 kW/EV, as utilisation of the network is expected to increase. With the deployment of more and faster public charging points, the average rated power of charging points does increase, from about 50 kW to nearly 65 kW.

In the Stated Policies Scenario (STEPS), the stock of electric LDVs in 2035 is about 5% higher than in the CPS, leading to a corresponding 5% increase in both charger stock and capacity. The number of electric LDVs per public charging point reaches 19, the same level as in the CPS. In the Net Zero Emissions by 2050 Scenario (NZE Scenario), the EV stock grows much more rapidly, around 60% higher than in the CPS, requiring the number of public charging points to increase nearly fivefold between 2025 and 2035.

China continues to dominate global public charging infrastructure. In 2025, the country accounted for the largest share worldwide, representing around 60% of the more than 4 million public slow chargers in operation. In the CPS, the global stock of public slow chargers rises to 14 million by 2035, with China remaining the main driver of global charger deployment. The worldwide electric LDV per public charging point ratio increases from around 18 to 33 in the CPS for slow chargers. Fast and ultra-fast chargers also expand rapidly. By 2035, in the CPS there are over 10 million fast and ultra-fast chargers worldwide, split into approximately 60% fast and 40% ultra-fast units. China’s dominance is even stronger in this segment, with the country representing over 80% of the global public charger stock in 2025. Europe also accelerates deployment, reaching over 1 million fast and ultra-fast chargers by 2035 in the CPS.

Over the past decade, there have been roughly ten or fewer electric LDVs on the road in China for every public charging point. This relatively low ratio is in part because Chinese EV owners have tended to be concentrated in dense cities with limited access to home charging. As the number of electric LDVs is identical in the CPS and STEPS in China, the associated requirements for charging points and charging capacity are therefore the same. In the CPS and STEPS, the ratio of electric LDVs per public charging point remains relatively low but still increases to 15 in 2035. The stock of public charging points in China grows nearly fourfold by 2035, reaching nearly 18 million units. Ultra-fast charging infrastructure expands particularly quickly: The number of public ultra-fast chargers increases nearly fivefold by 2035, compared with a fourfold growth in slow and fast chargers over the same period. As a result, ultra-fast chargers account for nearly 20% of all public charging points in 2035.

In 2025, about 1.3 million public charging points were added in China. The average annual additions needed to reach the public charging stock required in 2035 is roughly the same, but still about 30% higher than the deployment level in 2024. In 2030, the average annual number of charging point additions required in both the CPS and STEPS is higher than in 2035, reaching around 1.6 million, as a result of the rapid EV stock growth expected in the coming years. Furthermore, the National Energy Administration’s 3-year action plan, presented in 2025, details a strategy to increase the number of public and private chargers from 20 million in 2025 to 28 million by 2027 (increasing by 4 million per year). Public charging points account for around 25% of China’s existing stock today. This implies that roughly 40% of the charging points added under the 3‑year action plan would need to be public in order for deployment rates to match the average public‑charger additions projected in the CPS and STEPS. By 2035, public charging capacity in China reaches approximately 1 300 GW, an increase of more than 1 000 GW compared with 2025.

In Europe, under the CPS, the stock of public charging points increases more than threefold to 2035, reaching over 4.3 million units. Slow charging infrastructure is expected to more than fourfold between 2025 and 2035, while the number of fast-charging points increases almost fivefold over the same period. Ultra-fast charging also becomes more widespread, reaching nearly half a million public charging points by 2035. The faster adoption of fast and ultra-fast chargers compared to slow chargers reflects the expanding share of fast chargers seen in Europe. As a result, total public charging capacity across Europe rises to nearly 200 GW in 2035.

As the number of electric LDVs in Europe grows nearly sevenfold in the CPS, the ratio of electric LDVs per charging point similarly increases from 15 in 2025 to more than 30 in 2035. With increasing installation of faster chargers, the charging capacity per EV only falls by 40%. In the European Union in 2035, this amounts to roughly 1.7 kW per battery electric LDV and about 0.9 kW per plug-in hybrid electric LDV in 2035. This level of public charging capacity exceeds the power output targets laid out in the EU Alternative Fuels Infrastructure Regulation (AFIR) (1.3 kW per battery electric LDV and 0.8 kW per plug-in hybrid). For the wider Europe region, 1 kW/BEV and 0.8 kW/PHEV is projected. Overall time-based utilisation of the European public charging network is also set to increase from 10% in 2025 to 15% by 2035.

To reach the level of public charging projected in the CPS in 2035, Europe must deploy an average of 300 000 public charging points per year until the end of 2035, which is above the current record of approximately 270 000 additions in 2024. In 2025, deployment decreased marginally to around 260 000 public charging points. In the CPS, the European Union’s public charger stock reaches 2 million public charging points by 2030 and roughly 3.5 million by 2035.

In the STEPS, which includes the flexibilities announced by the European Commission, around 3.1 million public charging points are required to be deployed by 2035, around 10% less than in the CPS. Charging capacity is therefore also 10% lower, reflecting the lower EV stock in the STEPS compared to the CPS.

In addition to EU regulation, there are national targets for public charging infrastructure. These targets generally focus on deployment milestones for 2030, while explicit goals for 2035 have not yet been announced. For example, the French government aims to have 400 000 publicly accessible charging stations by 2030, about two times the number available at the end of 2025. The UK government has also stated an aim for at least 300 000 public charging stations in 2030, about two-and-a-half times the stock in 2025. The German government has set a target of 1 million public charging points by 2030, though energy industry suggest that this is more than will be needed. The German National Centre for Charging Infrastructure (NLL) estimates that between 380 000 and 680 000 public charging points will be required by 2030, depending on the availability of private charging options.

In the United States, the stock of public LDV charging points grows from around 235 000 in 2025 to more than 420 000 at the end of 2035 in the CPS. This assumes the historical trend in the increasing ratio of electric LDVs per public charging point continues, and that in 2035 there are more than 45 electric LDVs per public charging point, an increase of more than 10 electric LDVs compared with 2025. Although this ratio is more than double the global average, a large share of EV owners in the United States currently have access to home charging. However, as EV adoption increases, the share of EV owners with access to private charging is expected to decline. As a result, public charging infrastructure will play an essential role in supporting future EV uptake.

The number of slow chargers is expected to nearly double between 2025 and 2035, while the stock of fast chargers is projected to almost triple. As a result, public charging capacity in the CPS rises from roughly 13 GW in 2025 to just under 30 GW in 2035. With higher utilisation of the public network, average available capacity per EV slightly declines from 1.6 kW/EV to 1.5 kW/EV. Overall, the pace of charger additions in the CPS is around 50% lower than maximum annual seen in the last 5 years.

In the STEPS, the EV stock grows roughly fourfold over the decade, around 45% higher than in the CPS. Consequentially, by 2035, roughly 210 000 more public chargers are deployed in the STEPS, resulting in public charging capacity that is about 40% greater than in the CPS. To reach a total of 630 000 public chargers by 2035, the United States would need to install an average of 405 000 units per year, roughly equal to its historical peak deployment rate.

Under the 2021 US Bipartisan Infrastructure Law, the National EV Infrastructure (NEVI) Formula Program was created to provide funding to states to strategically deploy public EV chargers along highway corridors. The initial guidance focused on building charging stations at least every 50 miles (80 km) along alternative fuel corridors. In August 2025, the Federal Highway Administration (FHWA) issued new, interim NEVI guidance giving states more flexibility for the charging infrastructure deployment, including removing the 50-mile spacing requirement. States also may now choose to use NEVI funding for medium- and heavy-duty chargers and upgrades to existing stations, once the state has concluded that alternative fuel corridors have sufficient LDV charging coverage. Many states have already had their final (fiscal year 2026) NEVI plans approved.

EV adoption in regions other than the major markets profiled above is projected to increase in both the CPS and STEPS. In the CPS, adoption increases ninefold by 2035, at a more tempered rate than in the STEPS, which sees the electric LDV fleet grow to more than 85 million (45% higher than in the CPS).

In India, the number of public charging points increases from 88 000 at the end of 2025 to more than 520 000 by the end of 2035 in the CPS, to support a stock of about 3.6 million electric LDVs. As a result, in 2035 in the CPS there are around 7 electric LDVs per public charging point, up from 5 in 2025. To reach this projected stock of public charging points, around 43 000 charging points would need to be added on average each year until the end of 2035, about three-and-a-half-times more than the additions made in 2025. In the STEPS, India’s fleet further electrifies with an additional 7 million electric LDVs by 2035, increasing the public charger stock to 1.2 million. The charging capacity is more than double in the STEPS than in the CPS.

In 2023, Japan announced a target of deploying 300 000 public chargers by 2030, including 30 000 public fast chargers. Achieving this target would require almost an eightfold increase compared with the public charging stock in 2025. In the CPS, Japan reaches a more moderate level of public charging infrastructure, with roughly 61 000 public chargers projected for 2030 and 72 000 by 2035. The EV‑to‑charger ratio is expected to rise from 20 in 2025 to about 60 by 2035. The high ratio of EVs to chargers today is due to the high share of PHEVs in the EV stock, and is expected to remain high. Compared with the CPS, the EV stock in the STEPS is 30% higher, resulting in a higher number of charging points and capacity. Capacity amounts to around 4 GW in 2035 in the STEPS.

In Southeast Asia, Indonesia, Thailand, Malaysia, Singapore and the Philippines have dedicated roadmaps for public charging rollout. Indonesia has set the target of 32 000 public charging points by 2030, a sevenfold increase compared to 2025 levels. By 2030 in the CPS, Indonesia’s projected stock of public charging points is 40% higher compared to this target, reaching 44 000 charging points, and increasing further by 2035 to 81 000. In the STEPS, higher EV adoption is projected, requiring the installation of an additional 37 000 chargers compared with the CPS in 2035. Indonesia also recently reduced minimum foreign investment requirements for charging station providers, reducing the barriers for entry and providing opportunities for joint ventures, co-financing, and risk-sharing with Indonesian co-operatives. Singapore, the Philippines, Thailand and Malaysia together account for about half of Southeast Asia’s electric LDV stock today. Their combined target6 of 127 000 public charging points by 2035 corresponds to roughly 45% of the public chargers projected to be needed in Southeast Asia excluding Indonesia under the CPS, and about 40% of the projected needs under the STEPS.

Overnight private depot charging is generally the most attractive option for electric buses and trucks, given the lower power requirements and typically lower cost. However, to enable longer daily driving ranges and expand the applications that can be carried out by electric HDVs, en route or other opportunity chargers (such as at terminal bus stops or highway service stations) are needed. Public charging points for HDVs are also important for smaller fleet operators, as the investments needed for depot charging can be significant due to lower occupancy or high upfront costs.

In the CPS, the stock of HDV charging points increases from around an estimated 2 million in 2025 to more than 11 million in 2035. Depot charging continues to dominate charging, and still accounts for 99% of all HDV chargers in 2035. The stock of chargers for trucks grows more quickly than for buses. It is estimated that in 2025, truck chargers make up about 60% of all HDV chargers and this share increases to almost 80% by 2035. Charging capacity expands in line with stock growth, increasing nearly sixfold between 2025 and 2035. While depot charging provides the most capacity in 2035, public en route charging becomes increasingly important for long-distance trucks. By 2035, the number of public HDV chargers in the CPS is still low, at around 155 000 (1.5% of the stock), yet these chargers already provide around 7% of the total capacity. Compared with the CPS, in the STEPS around 13 million HDV chargers are deployed by 2035, resulting in a roughly 15% higher total installed charging capacity.

By 2035 in the CPS and STEPS, China accounts for around 80% of the global HDV charger stock, with a total of about 9 million chargers, the majority of which are truck depot chargers. Public HDV chargers represent 1% of China’s total stock in 2035, and those that do exist are primarily truck chargers.

Europe sees the number of depot chargers growing rapidly towards 2035, reaching around 1.3 million units in the CPS. Around a quarter of these are bus depot chargers. As in China, the number of public HDV chargers remains relatively low, reaching around 27 000 units by 2035 in the CPS. When considering EV deployment in the STEPS, just over 5% more depot and public chargers are deployed, due to slightly higher adoption of electric trucks and buses. Under the EU AFIR, member states must progressively expand HDV-dedicated charging coverage along the TEN-T network. By 2030, the TEN-T network must be fully equipped with HDV charging stations, with maximum spacing of 100 km on the comprehensive network and 60 km on the core network. To meet these regulations, member countries are accelerating the rollout of dedicated HDV charging networks. Germany, for example, has launched national tenders for fast-charging infrastructure for electric trucks, and has committed EUR 1.6 billion (USD 1.7 billion) to support the deployment of 725 ultra-fast and 685 megawatt charging stations for HDVs in the coming years, to meet the AFIR targets. In parallel, regional and municipal authorities in several countries are also providing financial support to speed up HDV charging deployment.

In the United States, the HDV charger stock reaches only around 40 000 chargers by 2035 in the CPS. By contrast, in the STEPS, uptake of electric trucks and buses is much higher, which would require the HDV charger stock to reach over half a million by 2035, of which most would be truck depot chargers.

Charger needs for HDVs in the rest of the world are low in the CPS, with only half a million charger points projected to be required by 2035. This is in contrast to the STEPS, where electric HDV uptake is much higher by 2035, resulting in a fourfold increase of the charging needs for this segment, to almost 1.5 million points. Many countries tend to electrify bus fleets prior to truck fleets, illustrated by the fact that bus depots account for roughly 70% of all depot chargers in the rest of the world.

Despite the relatively low power rating for depot chargers (typically 50-150 kW compared to 350 kW to 1 MW+ for some opportunity charging) grid upgrades at depots may be needed, especially for larger fleets. This can take between one and several years, depending on the voltage, in particular (see the following section on grid investments). HDVs can also supplement dedicated HDV charging points by using public LDV charging stations that are accessible to larger vehicles. As the number of ultra-fast chargers for LDVs grows rapidly, the overall charging network will become more flexible and provide HDVs with many additional en route charging options. However, enabling true mixed use would require future LDV stations to be designed to accommodate both vehicle types.

Daytime charging of HDVs may also be suited to renewables, such as solar PV, which would support integration and ease grid demand. Co-locating charging hubs with battery storage can further ease grid connection requirements, lower infrastructure costs and accelerate deployment, especially given today’s record-low battery prices. Battery swapping offers another pathway to minimise grid constraints. This approach has gained strong momentum in China, where adoption is expanding. CATL, for example, plans to establish a nationwide swap network covering roughly 150 000 km by 2030, serving about 80% of China’s truck-line freight capacity.