The United Kingdom (UK) is one of the European countries with the largest public charging infrastructure for electric vehicles (EV), but its distribution is far from balanced.
According to the Department for Transport (DfT), as of January 2025, there were 73,334 points, of which only 14,448 (approximately 20%) are high-powered—50 kilowatts (kW) or more. In contrast, 57% are slow chargers ranging between three and eight kilowatts, highlighting the predominance of low-speed urban infrastructure.
“In fact, central London is not as well equipped as it may seem,” says Asif Ghafoor, CEO of Be.EV, in an interview with Mobility Portal.
“There are many chargers, but they’re low-speed. If you’ve ever driven through central London and paid for parking, you know you want to charge quickly. Parking for a few hours can cost 40 or 45 pounds,” he explains.
The executive points out that high land value in city centres limits the installation of ultra-rapid charging stations.
“There are areas where land is very expensive, which limits the presence of rapid charging. The same is true in the centres of Birmingham, Manchester or Liverpool. There are many lampposts, but few high-powered chargers,” he notes.
An urban network, but uneven
DfT data confirms this concentration. In England, 84.3% of public chargers are located in urban areas, while just 7.9% are found in towns or dispersed rural zones.
This results in a stark territorial contrast: London has nearly 250 chargers per 100,000 inhabitants, whereas Northern Ireland has only around 36. The national average is 108, according to an analysis by Zapmap and the DfT.
“There are indeed more chargers on the outskirts, especially in retail parks,” Ghafoor acknowledges.
In fact, suburban and commercial areas have driven much of the recent expansion.
Between January 2024 and January 2025, the UK’s public charging network grew by 37% (an additional 19,657 devices), but over 80% of that growth occurred in urban areas, according to a study by EVC & I.
Rural Areas: The great neglected
By contrast, expansion in rural areas has been minimal.
“To be honest, in rural areas, there simply isn’t demand at the moment,” admits the Be.EV CEO. “In the UK, only about 4–5% of vehicles on the road are electric, and in rural areas it’s probably not even 1%.”
Data supports his claim: studies by the County Councils Network reveal that in some rural counties there is only one public charger every ten miles (16 km).
The low adoption of electric vehicles in these territories leads operators to prioritise densely populated areas, where infrastructure is profitable in the short term.
However, the lack of available grid capacity in many rural regions compounds the issue.
“Many rural areas simply don’t have enough grid capacity,” Ghafoor points out. “It’s not just about chargers—it’s about the available power infrastructure.”
According to the National Audit Office (NAO), 43% of all chargers installed in the country are concentrated in London and the Southeast, highlighting a structural imbalance in charging access.
A gradual strategy: Cities First, Countryside Next
Ghafoor argues that network deployment must follow a phased approach.
“The first stage is to build a network for urban and densely populated areas. And I think the UK, with the number of charge point operators, is doing well in that respect,” he states.
“The second stage will be addressing rural areas. That may require government support,” he adds.
The executive believes it’s not about installing chargers in every village, but about ensuring reasonable access distances.
“We don’t need chargers everywhere. If you live in a rural area and have a charger within 20 minutes, that’s good enough. We don’t need one in every town or village at this stage,” he concludes.
Meanwhile, Zapmap data shows that the UK charging network handles over two million charging sessions per month, with 60% taking place at rapid or ultra-rapid chargers—indicating growing demand for power and convenience.
With these numbers in mind, Be.EV’s warning carries weight: the full electrification of the UK’s vehicle fleet will not only depend on how many chargers exist, but where they are located—and whether the electrical grid can support that growth equitably.
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