Electric Vehicles and Socioeconomic Inequity in Access to the Charging Network on Virginia Roads

About the report:

Electric vehicles (EVs) are becoming attractive to consumers due to their ability to reduce greenhouse gas (GHG) emissions, lower operating costs, and benefit from government incentives. Yet a barrier to EV adoption is the lack of direct current fast charging (DCFC) stations, which contributes to range anxiety. Studies also show that DCFC stations are more commonly found in affluent communities than in disadvantaged communities (DACs). Achieving convenient and equitable access to EV infrastructure requires thoughtful planning and policymaking, tailored to the demographic characteristics of different communities. This study investigates the current state of EV charging infrastructure in Virginia, projects battery electric vehicle (BEV) adoption and future EV charging needs, and proposes optimized solutions to tackle the shortage of DCFC stations and address socioeconomic disparities. To achieve these goals, this study utilizes data from the Alternative Fuels Data Center, S&P Global Mobility, Virginia Clean Cities, the American Community Survey, the Justice40 Initiative, Daily Vehicle Miles Traveled estimates, Alternative Fuels Corridors, Mile Marker and Exit Numbers, and the EVI-Pro Lite: Daily Charging Need Tool. This study’s analysis spans multiple geographic scales, including census tracts, counties, Virginia Department of Transportation (VDOT) districts, and metropolitan statistical areas (MSAs). This study’s key results include:

• By 2030, Virginia is projected to have 0.46, 0.77, or 1.2 million BEVs, reflecting growth of 30%, 40%, or 50%, respectively. Under each scenario, an additional 238, 342, or 694 DCFC ports would need to be added to the state’s existing 1,096 ports as of 2023.
  
  
• In 2023, advantaged communities (ACs) had 684 charging stations, including 403 DCFC ports, compared to DACs, which had 165 charging stations and 156 DCFC ports. This results in a ratio of 4.1:1 for charging stations and 2.6:1 for DCFC ports between ACs and DACs. However, careful consideration is needed. ACs had 53,676 BEVs spread across 696 census tracts, while DACs had 1,737 BEVs across 350 census tracts. The land area of DACs is 6,588 square miles, which is more than double that of ACs.
  
  
• As of 2023, the Washington, Richmond, and Virginia Beach MSAs had high BEV adoption. In the Washington MSA, DACs accounted for 4% of DCFC electric vehicle supplier equipment (EVSE). The Charlottesville and Roanoke MSAs had moderate levels of BEV adoption. The Roanoke MSA had no DCFC stations in ACs. Other MSAs with low BEV adoption included Lynchburg, Winchester, Blacksburg-Christiansburg, Harrisonburg, and Staunton-Stuarts Draft, which had no DCFC infrastructure in ACs.
  
  
• In 2023, the annual savings in the social cost of GHG estimates due to BEVs was $61 million in Virginia. With a BEV adoption rate of 0.9% in 2023, Virginia has significant untapped potential. Expanding the DCFC infrastructure to address range anxiety could increase BEV adoption. A 30% increase in adoption could elevate annual savings to $415 million in terms of the social cost of GHG estimates.
  
  
• When considering only locations within two miles of Virginia’s interstates, the areas categorized as advantaged and disadvantaged were similar in size, yet there were roughly four times as many EV charging stations in advantaged areas.

Supplemental files can be found at: https://library.vdot.virginia.gov/vtrc/supplements

Authors