China Charging Alliance: By the end of March 2025, the cumulative stock of national charging infrastructure reached 13.749 million units, an increase of 47.6% year-on-year.

According to the statistics of the China Charging Alliance, as of the end of March 2025, the cumulative stock of national charging infrastructure reached 13.749 million units, an increase of 47.6% year-on-year. Among them, the stock of public charging piles was 3.9 million units, including 1.785 million DC charging piles and 2.114 million AC charging piles; the stock of on-board charging piles was 9.849 million units. Overall situation of public charging piles From the end of 2024 to March 2025, a total of 321,000 new public charging piles were added nationwide, an increase of 75.3% compared to the same period last year when 183,000 were added. In terms of public charging pile construction, the first quarter of 2025 continued the growth momentum of 2024. Based on the plans of various local governments and policies already in place, it is expected that the increment and growth rate of public charging piles in 2025 will both significantly increase compared to 2024. Statistical data shows that in terms of the total stock of public charging piles, there were 851,000 units in March 2021; by March 2022, this number had increased to 1.232 million units, an increase of approximately 45.1% from the previous year; in March 2023, the stock reached 1.958 million units, an increase of around 59.0% from the previous year; in March 2024, the stock was 2.909 million units, an increase of approximately 48.6% from the previous year; and in March 2025, the stock had risen to 3.9 million units, an increase of about 34.1% from the previous year. From 2021 to 2025, the total stock of public charging piles continued to grow, reaching its peak growth rate in 2023. In terms of increments, there were 309,000 units in March 2021; in March 2022, this number increased by 381,000 units, approximately a 23.3% increase from the previous year; in March 2023, the increment was 726,000 units, approximately a 90.5% increase from the previous year; in March 2024, the increment was 951,000 units, approximately a 31.0% increase from the previous year; and in March 2025, the increment was 991,000 units, approximately a 4.2% increase from the previous year. The increment rapidly increased from 2021 to 2023, peaking at 726,000 units in 2023. Although the increment growth rate in 2024 and 2025 has slowed down, it still remains at a high level. The rapid growth of public charging piles is closely related to the promotion and popularization of new energy vehicles, local public charging pile construction plans, and construction subsidies. It is expected that the public charging pile will continue to grow in 2025, with construction work steadily advancing and growth rate possibly stabilizing. Development of public charging piles in each province Guangdong province ranks first with a stock of 700,255 units, followed closely by Jiangsu province, Zhejiang province, and Shanghai, where economically developed areas lead in charging pile construction. Xinjiang Uygur Autonomous Region had an increment of 11,084 units in the first quarter of 2025, with a high growth rate of 37.97%, showing outstanding performance. Inner Mongolia Autonomous Region (7,972 units, growth rate of 24.49%), Qinghai province (4,821 units, growth rate of 24.54%), and Guangxi Zhuang Autonomous Region (9,511 units, growth rate of 12.45%) also showed relatively high increment and growth rates. In terms of average monthly increment, Guangdong province had the highest average monthly increment at 11,002 units, highlighting the sustainability of its charging pile construction. Jiangsu province (8,534 units) and Zhejiang province (7,916 units) also had relatively high average monthly increments. Provinces with high stocks (such as Guangdong, Jiangsu, Zhejiang) had large increments, but relatively lower growth rates, indicating that the construction of charging piles in these areas is relatively mature and the growth rate is gradually stabilizing. Provinces with lower stocks (such as Xinjiang, Inner Mongolia, Qinghai) had higher growth rates, indicating that these areas have greater potential and demand for the construction of charging piles. The stock and increment of public charging piles continue to grow, but the growth rate has slightly slowed down, indicating that the construction of charging piles has entered a stable development stage. Economically developed regions (such as Guangdong, Jiangsu, Zhejiang) have high stocks, but the growth rate is slowing down; while the growth rate in central and western regions (such as Xinjiang, Inner Mongolia, Qinghai) is higher, showing greater development potential. Developed regions are advised to focus on optimizing the layout of charging piles and overall supporting facilities to enhance the quality of charging services; central and western regions are advised to increase policy support, encourage the construction of charging piles, and meet the demand for the popularity of new energy vehicles. Distribution of power of public charging piles According to the latest statistics, the national market share of public charging pile power is as follows: 1. Low-power charging piles dominate the market (below 60kW) Charging piles with a power below 60kW account for 58.9% of the total, holding an absolute advantage, as public charging piles are still predominantly low-power. Low-power pile technology has lower technical thresholds and costs, making it suitable for the early stage market demand for charging piles. 2. Medium to low power is next in line The proportion of 120kW > P 60kW is 12.1%, and the proportion of 240kW > P 120kW is 22.4%, with a combined proportion of 34.5%. These medium to low power piles are commonly seen in urban public fast charging scenarios (such as malls and transportation hubs), but the overall proportion is much lower than that of the low-power segment, reflecting limited penetration of fast charging in the current market. 3. High-power segment (240kW) is in its infancy The combined proportion of 360kW > P 240kW (4.1%), 480kW > P 360kW (1.3%), and P 480kW (1.3%) is only 6.7%, indicating that ultra-fast charging technology is still in its early stages. The application of ultra-fast charging piles is currently limited by grid capacity, vehicle compatibility (such as only supporting high-voltage platform models), or high investment costs. In the future, it is necessary to accelerate the layout of high-power fast charging piles, especially in efficient charging scenarios such as highway service areas and urban core areas, while optimizing the utilization of low-power piles (such as time-of-use pricing guidance). Governments can promote the implementation of ultra-fast charging technology through subsidies or standard setting; companies need to balance the input-output of high-power piles (such as cooperation with automakers and grid companies). It is also necessary to enhance user awareness of the convenience of fast charging, promote automakers to accelerate the research and development of high-voltage platform models, and form an ecosystem of "vehicles-piles-grid" coordinated development. The national public charging pile market currently presents a pattern of "low-power dominance, insufficient penetration of fast charging, and nascent ultra-fast charging," which is significantly different from the industry's expectation for efficient charging. In the future, through technological upgrades, policy guidance, and ecosystem coordination, efforts are needed to.Promote the popularization of high-power fast charging facilities to meet user needs and promote the widespread adoption of new energy vehicles.Power utilization rate of public charging piles in various regions Overall, the utilization rate of public charging piles nationwide is generally low (all below 7%), but there are significant regional differences, with higher rates in South China, North China, and Northwest China, and lower rates in East China, Central China, and Southwest China. South China: Strong promotion of new energy vehicles in economically strong provinces such as Guangdong has led to a high adoption rate, with dense distribution of charging piles in the Pearl River Delta urban cluster, high coverage in service areas along highways, and a high proportion of fast charging. The higher winter temperatures in southern regions result in less battery degradation for electric vehicles, leading to stable charging frequency for users. However, there is a phenomenon of "tide-style charging" in urban core areas (low utilization during the day, queues at night), which still leaves room for improvement in overall utilization rates. North China: The Beijing-Tianjin-Hebei region provides subsidies for the construction of public charging piles, and policies such as license plate restrictions for gasoline vehicles in cities like Beijing are driving the popularity of new energy vehicles. Additionally, the high proportion of new energy logistics vehicles and taxis in North China supports high-frequency charging demand. However, there is an increase in fault rates for some older charging piles in winter due to low temperatures, impacting actual availability. Northwest China: Although the total number of charging piles is low and the density is also low, there is a high load for individual charging piles due to concentrated demand from B-end users such as new energy public buses and electric shuttle buses in tourist areas. Furthermore, the abundant new energy generation resources in Northwest China have led to the construction of charging stations in conjunction with photovoltaic/wind power, significantly reducing operating costs. However, the uneven distribution of charging piles results in insufficient coverage in remote areas, and users still have "range anxiety" for long-distance travel. Northeast China: The power utilization rate of public charging piles is 5.43%, significantly lower than the national average. The core contradiction for the low utilization rate lies in the coexistence of "insufficient demand" and "inefficient supply," specifically with low adoption rates of electric vehicles and dispersed charging demand on the demand side, and concentrated charging pile layout, inadequate equipment maintenance, and poor climate adaptability on the supply side. East China: The construction of charging piles in the Yangtze River Delta region is ahead of other regions, but private vehicle charging mainly relies on home chargers, leading to lower dependence on public charging piles. Additionally, competition in East China is fierce, with concentration of third-party operators in some areas, resulting in a rise in idle charging piles. There are clusters of charging piles in urban centers, but insufficient coverage on intercity highways and in rural towns highlights structural contradictions. Central and Southwest China: The penetration rate of new energy vehicles in the central and western regions is low, resulting in dispersed charging demand. In mountainous Southwest China, the high cost of building a charging network results in higher reliance on gasoline vehicles, while in Central China, frequent cross-provincial travel is not supported by an inadequate intercity charging network. In response to the issues with public charging infrastructure in various regions, it is recommended to actively promote the "integration of solar energy storage charging" model in South China and North China, combine distributed energy to reduce peak electricity prices, and guide off-peak charging. In settings such as office areas and commercial districts, "supercharging piles" should be added to shorten individual charging times. For Southwest and Central China, priority should be given to densifying charging points on highways and in tourist hotspots. In North China and Northwest China, cold-resistant charging equipment should be promoted to reduce winter fault rates. Utilize big data to analyze user behavior and dynamically adjust charging pile layout (such as adding mobile charging vehicles to handle peak holiday demands). Establish a mechanism to address "zombie piles," whereby operators are obligated to regularly maintain or recycle idle resources. In Northeast China, seize the opportunity for differentiated development in "cold region economics" by collaborating with universities like Harbin Institute of Technology to develop batteries resistant to low temperatures and specialized charging equipment for cold regions. Integrate charging piles with rest areas in scenic spots and ski resorts to meet the demand of ice and snow tourism. Encourage traditional automotive companies to transition to electric vehicles and develop full-chain capabilities for testing, production, and operation in cold regions. On the policy front, low utilization rate regions should be provided with "charging demand subsidies" to attract operators to enter underserved markets. Promote the "unified construction and unified operation" model, consolidate dispersed charging pile resources, and improve turnover rates through platform-based operations. Encourage cross-sector cooperation (such as building charging stations with gas stations and convenience stores) to reduce land and electricity costs.