Jan 21

Jan 21 EV Charging Density by State – Why It Matters, and Why It Doesn’t

By Edward A. Sanchez – Jan. 21, 2021

In a statement this week, the U.S. Department of Energy released its listing of the 50 states in order of EV charging stations per 100,000 population. Although California as widely seen as the leader in the race to green energy and transportation electrification, the Golden State did not top the list in this particular rubric. Instead, Senator Bernie Sanders’ home state of Vermont took the crown, with 114 EV charging stations per 100,000 population. Second was the not-exactly-a-state Washington D.C. with 81 per 100,000, and California third with 72 per 100,000. Rounding out the bottom of the list was Alaska. Aside from the leaders, the actual numbers were not called out, but it appears the charger density in The Last Frontier is in the neighborhood of 6 or 7 per 100,000.

Although this makes for interesting cocktail conversation among EV geeks, it deserves some clarification and caveats. The assumption is that these stations are publicly accessible Level 2 or higher stations. The report does point out the inconsistency among the 50 states in terms of charging infrastructure. But what does it mean in real terms? For all intents and purposes, it means if you’re EV road-tripping in Alaska, Louisiana, Alabama, Kentucky, or Mississippi, your chances of finding a public Level 2 charger are a lot more hit-or-miss than California, Vermont, or D.C.

Personally, I don’t let the fear of a lack of public, networked Level 2 infrastructure dissuade me from hitting the road. As noted in my post, “Looking Back on 2020 – EVs Not Mainstream Yet,” I have an unusually diverse selection of plug adapters, in addition to a 25-ft, 50-amp extension cord. With these accessories, I can get power from any grounded household 15-amp plug, all the way up through most 30- to 50-amp 220-240V outlets. As impressive as my collection is, it doesn’t cover 100% of charging scenarios, but it’s enough where if I’m near an RV park, commercial building with outdoor outlets, a friend’s house with a 30-amp outlet, or other somewhat edge-case scenarios, I’m not yet in panic mode.

This Martin Luther King Jr. Day weekend, I drove to a friend’s vacation property in Ocotillo Wells, a desert community in eastern San Diego County. Total distance door-to-door from my home in South Orange County was about 130 miles. To be on the safe side, I charged my Tesla Model 3 SR+ to the full “Trip” setting, netting me just above 200 miles. Not having made the trip before, I didn’t honestly know whether or not we could make it the whole way without a top-off charge. There were no Tesla Superchargers along the route, and only a few Level 2 chargers, which would necessitate at least an hour-long coffee or bathroom break. With Level 2s as the “Plan B” backup, my wife and I hit the road hoping for the best. Approximately 20 miles before our destination, we got the following message on the Model 3’s center display: “Plan your next charge – All known charging locations will be out of range soon.”

To the uninitiated or first-time EV driver, I could see how this message would cause immediate panic and freak-out, as not only is eastern San Diego County not exactly a dense cluster of EV charging stations, it also features inconsistent cellular network coverage. However, I knew our friend’s property had multiple 30- and 50-amp RV power hookups, and I was confident I could plug into one of them. I casually hit the “Cancel” button and drove on.

Plugging in at an RV site is a perfectly acceptable way to charge an EV, but knowing which adapters are needed – and even knowing adapters exist in the first place – makes this more of a “life hack” than a mainstream solution.

Not to continue to sing the praises of the Cult of Elon, but here again, Tesla has a big advantage over other EV makers. Many “portable” chargers that come with other new EVs are either 15-amp, 115V (household plug) only, or 14-50, a relatively common but not universal 240V standard. If you’re willing to do your homework, there are plenty of aftermarket adapter or charger solutions to give you the same level of flexibility.

But Tesla’s second-generation charger features a modular design that allows you to change the plug end to accommodate a variety of different outlets. They even sell essentially a “road trip” bundle that includes multiple plugs to fit a variety of scenarios. I’ve bought a few myself, as well as aftermarket plugs that work with the mobile charger. Aftermarket support for Tesla in this area is generally far ahead of other brands. Somewhat ironic considering Tesla’s generally dismissive or even hostile attitude toward the aftermarket and “Right to Repair” in other areas.

At any rate, my point is this: The majority of drivers are not ready for EVs, nor is the U.S. infrastructure. Even taking into consideration the assumption that the majority of EV buyers will likely charge at home, and assuming the majority of those made the modest investment of installing a 220-240V Level 2 charger or outlet at home, unless you’re in-the-know with plug types, adapters, “unlisted” outlets, and charging stops, driving an EV through a remote area could cause panic and anxiety for the majority of drivers. This mental roadblock, whether perceived or real, has to be overcome before EVs can become a confident, convenient choice for the majority of car buyers.

(Images by Edward A. Sanchez)

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