Top 100 Countries by Public EV Chargers per 1,000 EVs, 2025
Charger coverage per 1,000 EVs: a demand-adjusted snapshot (2025 edition)
This metric shows how many publicly available charging points (slow + fast) exist for every 1,000 plug-in passenger cars (BEV + PHEV) in a country. Units are charging points per 1,000 EVs. It is often more informative than “chargers per capita” because it normalizes supply by the size of the EV fleet, which is a closer proxy for queueing pressure, local congestion risk, and the likelihood that public networks feel “full” during peak periods.
Coverage is not only about counts: power (kW), uptime, pricing, and location density also shape real user experience. Still, this ratio is a practical first-pass indicator of “infrastructure adequacy relative to demand”.
Table 1. Top 38 countries with comparable public charger and EV stock data (maximum available set in the source dataset). Values are shown as chargers per 1,000 EVs; underlying counts are rounded (≈) for comparability.
| Rank | Country | Value (chargers per 1,000 EVs) |
|---|---|---|
| 1 | Korea | 675.9 (≈417 000 public points; ≈617 000 EVs) |
| 2 | India | 311.9 (≈75 000 public points; ≈240 480 EVs) |
| 3 | Russia | 252.4 (≈10 600 public points; ≈42 000 EVs) |
| 4 | Netherlands | 191.8 (≈188 000 public points; ≈980 000 EVs) |
| 5 | Chile | 160.2 (≈1 810 public points; ≈11 300 EVs) |
| 6 | Greece | 133.3 (≈6 000 public points; ≈45 000 EVs) |
| 7 | Belgium | 111.3 (≈74 600 public points; ≈670 000 EVs) |
| 8 | China | 102.9 (≈3 500 000 public points; ≈34 000 000 EVs) |
| 9 | Italy | 100.0 (≈60 000 public points; ≈600 000 EVs) |
| 10 | Austria | 99.3 (≈27 300 public points; ≈275 000 EVs) |
| 11 | Spain | 91.1 (≈41 000 public points; ≈450 000 EVs) |
| 12 | France | 86.9 (≈152 000 public points; ≈1 750 000 EVs) |
| 13 | Poland | 77.3 (≈9 200 public points; ≈119 000 EVs) |
| 14 | South Africa | 74.5 (≈1 520 public points; ≈20 400 EVs) |
| 15 | Denmark | 72.6 (≈35 200 public points; ≈485 000 EVs) |
| 16 | Sweden | 69.4 (≈75 000 public points; ≈1 080 000 EVs) |
| 17 | Finland | 64.1 (≈23 000 public points; ≈359 000 EVs) |
| 18 | Turkiye | 63.4 (≈12 800 public points; ≈202 000 EVs) |
| 19 | Indonesia | 63.3 (≈12 600 public points; ≈199 000 EVs) |
| 20 | Costa Rica | 62.6 (≈1 440 public points; ≈23 000 EVs) |
| 21 | Japan | 61.6 (≈230 000 public points; ≈3 730 000 EVs) |
| 22 | Brazil | 58.9 (≈12 600 public points; ≈214 000 EVs) |
| 23 | Germany | 57.3 (≈152 000 public points; ≈2 650 000 EVs) |
| 24 | Ireland | 55.4 (≈6 700 public points; ≈121 000 EVs) |
| 25 | Portugal | 54.8 (≈12 100 public points; ≈221 000 EVs) |
| 26 | Switzerland | 52.6 (≈9 200 public points; ≈175 000 EVs) |
| 27 | Iceland | 52.2 (≈1 770 public points; ≈33 900 EVs) |
| 28 | United Kingdom | 44.1 (≈70 000 public points; ≈1 590 000 EVs) |
| 29 | Israel | 39.9 (≈9 100 public points; ≈228 000 EVs) |
| 30 | Colombia | 38.6 (≈1 100 public points; ≈28 500 EVs) |
| 31 | Canada | 37.9 (≈32 600 public points; ≈860 000 EVs) |
| 32 | Malaysia | 32.4 (≈2 010 public points; ≈62 000 EVs) |
| 33 | Norway | 32.3 (≈31 000 public points; ≈960 000 EVs) |
| 34 | USA | 30.6 (≈193 000 public points; ≈6 300 000 EVs) |
| 35 | Mexico | 27.2 (≈1 850 public points; ≈68 000 EVs) |
| 36 | Australia | 22.2 (≈6 700 public points; ≈302 000 EVs) |
| 37 | New Zealand | 12.7 (≈1 440 public points; ≈113 000 EVs) |
Chart 1. Top 20 countries by public chargers per 1,000 EVs (values rounded to 0.1).
What the ranking reveals: leaders, laggards, and where congestion risk concentrates
The top of the table is driven by two very different patterns. Some countries score high because they have built dense, widely available networks while also sustaining meaningful EV adoption (a “scaled” model). Others look unusually strong because their EV fleet is still small, so each additional charging point boosts chargers-per-1,000-EVs quickly. This is why the metric is useful, but also why it must be read alongside adoption indicators.
On the other end, low values can indicate a classic “infrastructure lag”: EV stock grows faster than public deployment, pushing up peak-time utilization and raising the probability of queues. Yet a low public ratio does not automatically mean a bad experience if a country has high access to home and workplace charging and strong reliability. The ratio is most informative when you compare it with the speed of adoption, not in isolation.
Why per-1,000-EVs often beats per-capita
- Closer to demand: it scales supply to the EV fleet that actually needs charging.
- Highlights bottlenecks: fast adoption with flat infrastructure shows up quickly as a falling ratio.
- Comparable across demographics: population size matters less than fleet size for congestion pressure.
The main downside is the “small denominator” effect: early-stage EV markets can look over-supplied. That’s why the scatter below uses EV share in new sales as an adoption proxy.
Table 2. Bottom 20 (anti-ranking): where public infrastructure is most likely to lag the EV fleet in this dataset.
| Rank (worst) | Country | Value (chargers per 1,000 EVs) |
|---|---|---|
| 1 | New Zealand | 12.7 (≈1 440 public points; ≈113 000 EVs) |
| 2 | Australia | 22.2 (≈6 700 public points; ≈302 000 EVs) |
| 3 | Mexico | 27.2 (≈1 850 public points; ≈68 000 EVs) |
| 4 | USA | 30.6 (≈193 000 public points; ≈6 300 000 EVs) |
| 5 | Norway | 32.3 (≈31 000 public points; ≈960 000 EVs) |
| 6 | Malaysia | 32.4 (≈2 010 public points; ≈62 000 EVs) |
| 7 | Canada | 37.9 (≈32 600 public points; ≈860 000 EVs) |
| 8 | Colombia | 38.6 (≈1 100 public points; ≈28 500 EVs) |
| 9 | Israel | 39.9 (≈9 100 public points; ≈228 000 EVs) |
| 10 | United Kingdom | 44.1 (≈70 000 public points; ≈1 590 000 EVs) |
| 11 | Iceland | 52.2 (≈1 770 public points; ≈33 900 EVs) |
| 12 | Switzerland | 52.6 (≈9 200 public points; ≈175 000 EVs) |
| 13 | Portugal | 54.8 (≈12 100 public points; ≈221 000 EVs) |
| 14 | Ireland | 55.4 (≈6 700 public points; ≈121 000 EVs) |
| 15 | Germany | 57.3 (≈152 000 public points; ≈2 650 000 EVs) |
| 16 | Brazil | 58.9 (≈12 600 public points; ≈214 000 EVs) |
| 17 | Japan | 61.6 (≈230 000 public points; ≈3 730 000 EVs) |
| 18 | Costa Rica | 62.6 (≈1 440 public points; ≈23 000 EVs) |
| 19 | Indonesia | 63.3 (≈12 600 public points; ≈199 000 EVs) |
| 20 | Turkiye | 63.4 (≈12 800 public points; ≈202 000 EVs) |
Table 3. A simple 2×2 matrix using EV share in new car sales as a demand proxy (X) and chargers per 1,000 EVs as coverage (Y). Thresholds: EV share ≥ 25% and coverage ≥ 60.
| Quadrant | Definition | Examples |
|---|---|---|
| High adoption + High coverage | EV share in new car sales ≥ 25% and chargers/1,000 EVs ≥ 60 | Belgium, China, Denmark, Finland, Netherlands, Sweden |
| High adoption + Low coverage | EV share ≥ 25% and chargers/1,000 EVs < 60 | Iceland, Norway, Portugal, Switzerland, United Kingdom |
| Low adoption + High coverage | EV share < 25% and chargers/1,000 EVs ≥ 60 | Austria, Chile, Costa Rica, France, Greece, India, Italy, Korea |
| Low adoption + Low coverage | EV share < 25% and chargers/1,000 EVs < 60 | Australia, Brazil, Canada, Colombia, Germany, Indonesia, Israel, Japan |
How to read “high ratios” carefully
A very high chargers-per-1,000-EVs value can mean excellent public availability, but it can also occur when EV stock is still small. The bubble chart below adds context by plotting adoption (new sales share) against coverage (chargers per 1,000 EVs), with bubble size reflecting EV stock.
Chart 2. Adoption vs coverage: EV share in new car sales (X) vs chargers per 1,000 EVs (Y). Bubble size ≈ EV stock (plug-in passenger cars).
Related StatRanker context: EV share in new car sales (2025) and passenger car ownership per 1,000 people (2025) help interpret whether low coverage reflects early adoption, rapid scaling, or broader mobility demand.
Interpretation: what the ranking can (and cannot) tell you
A high public chargers-per-1,000-EVs ratio usually signals that public supply has kept pace with demand, which can reduce the probability of queues and the operational stress associated with peak-time charging. For policymakers, it can also indicate stronger readiness for continued adoption among drivers who lack private parking. For grid operators, fast expansion of public points can be a leading indicator of where distribution upgrades, load management, and tariff design may become more important.
However, public charging experience is shaped by more than point counts. Countries with fewer but higher-power fast chargers can deliver similar throughput to countries with many low-power points. Uptime, payment friction, and site density matter, as do local housing patterns (home charging access) and commuter distances. This is why the most actionable read is to combine coverage (chargers per 1,000 EVs) with adoption speed (EV share in new sales) and, where relevant, broader mobility indicators such as passenger car ownership.
The scatter pattern is especially useful for spotting “pressure zones”: countries with high EV sales shares but comparatively low public coverage can face the strongest short-term utilization growth unless home and workplace charging offsets public demand. Conversely, countries with low adoption and high coverage may be in an early-stage build-out phase, where future adoption can “absorb” existing capacity and bring ratios down without any deterioration in user experience.
Policy takeaway
- Track adequacy, not just rollout: pair charger counts with EV stock to monitor congestion risk.
- Prioritize throughput where adoption is high: fast chargers and power upgrades can matter as much as new sites.
- Design for fairness: dense urban areas with limited home charging typically need higher public availability.
- Plan the grid side early: public charging growth is a leading indicator of distribution-level load challenges.
- Measure reliability: uptime and pricing transparency can be as impactful as headline deployment numbers.
FAQ
What exactly counts as a “public charging point” in this ranking?
The metric uses publicly available charging points (slow + fast). It does not count private home chargers or restricted workplace-only access points.
Does a higher chargers-per-1,000-EVs value always mean fewer queues?
Not always. Counts ignore charging power, uptime, and local demand peaks. Still, all else equal, a higher ratio usually reduces the likelihood of congestion.
Why can early-stage EV markets appear “over-supplied”?
When EV stock is still small, even modest charger deployment creates a large per-1,000-EVs ratio. Adoption growth can quickly bring the ratio down without any network decline.
Why is EV share in new sales used in the scatter plot?
New-sales EV share is a practical proxy for adoption speed. It helps interpret whether high coverage reflects strong scaling or simply a small current fleet.
What is the biggest limitation of comparing countries with this metric?
Housing patterns and private charging access vary widely. Two countries can have the same public ratio but very different user experience if home charging penetration differs.
What would be a “next step” metric beyond charger counts?
Public charging capacity (kW per EV), share of fast chargers, utilization rates, and uptime metrics provide a closer link to real-world throughput and reliability.
Primary data sources and technical notes
Technical note: chargers-per-1,000-EVs = (public slow + public fast points) ÷ (plug-in passenger car stock: BEV + PHEV) × 1,000. Figures are rounded (≈) for comparability. “2025 edition” reflects the 2025 dataset update, while the latest complete year in the dataset is 2024.
IEA Global EV Data Explorer (data behind the Global EV Outlook; updated 31 Jul 2025)https://www.iea.org/data-and-statistics/data-tools/global-ev-data-explorer Global EV Outlook 2025 (methodology context for EV stock and charging infrastructure)
https://iea.blob.core.windows.net/assets/7ea38b60-3033-42a6-9589-71134f4229f4/GlobalEVOutlook2025.pdf IEA – Electric vehicle charging (overview chapter)
https://www.iea.org/reports/global-ev-outlook-2025/electric-vehicle-charging StatRanker context: EV share in new car sales (2025 page)
https://statranker.org/mobility/top-100-countries-by-electric-vehicle-share-in-new-car-sales-2025/ StatRanker context: passenger car ownership per 1,000 people (2025 page)
https://statranker.org/mobility/top-100-countries-by-passenger-car-ownership-per-1000-people-2025/
Download tables & charts — Public EV Chargers per 1,000 EVs (2025 edition)
Includes CSV tables (Top/Bottom ranking, 2×2 matrix, chart inputs) and PNG charts (bar + bubble) used in the article.
