Growing in parts: Chile triples installed charging power but public stations decline

The charging infrastructure for electric vehicles (EVs) in Chile is following a dual path: while the megawatts of installed capacity are increasing, the number of public charging points available across the country is decreasing.

This paradox exposes a tension that could slow down the rollout of electromobility in the medium term unless territorial asymmetries and the lack of access beyond the private domain are structurally addressed.

According to the Zero and Low Emission Report published by the National Automotive Association of Chile (ANAC), as of April 2025 the Superintendency of Electricity and Fuels (SEC) had registered a total of 166 new public charging points — representing an 8.7% drop compared to the 182 recorded at the same time in 2024.

In contrast, installed capacity has tripled, reaching 38 MW compared to 7.6 MW a year earlier. This represents a 399% increase, driven by the deployment of more powerful and efficient chargers.

This growth in capacity aligns with a strategy that prioritises fast chargers, especially in high-demand urban environments. However, it does not necessarily equate to broader territorial access.

Of the 611 new chargers registered between January and April 2025, 68% correspond to private installations — raising concerns about equity in access to charging.

A bottleneck in the making

The most evident issue is geographic concentration. As previously reported by Mobility Portal Latinoamérica, more than 75% of Chile’s public charging points are located in the Metropolitan Region, leaving other parts of the country with minimal — or, in some cases, non-existent — infrastructure.

In its most ambitious form, electromobility implies the right to travel cleanly and efficiently, regardless of postcode. Yet what is currently happening in Chile contradicts that vision.

Those living outside Santiago face serious limitations in adopting an EV — not due to a lack of interest, but because the environment does not yet support such a choice as a viable option.

Homes without chargers: a structural gap

In addition to territorial concentration, there is another structural factor: the low penetration of residential charging infrastructure.

According to another Mobility Portal Latinoamérica report, fewer than 1% of households in Chile have a home EV charger — an alarming figure, given that the private vehicle fleet is expected to play a key role in the technology shift by 2035.

Several factors contribute to this reality. The most cited is the absence of clear regulations requiring or incentivising the installation of home chargers, particularly in new buildings or shared housing developments.

Cost is another hurdle: installation can exceed 600,000 Chilean pesos, depending on the distance to the connection point and the household’s electrical capacity.

A useless surplus?

Returning to the surge in installed power, it is important to note that having more megawatts available does not guarantee universal access to charging. While the total number of connectors in Chile reached 1,682 by April 2025, a significant portion is located on private property or within corporate fleets.

Of the total installed so far this year, 469 are private chargers — a 112% increase from 2024 — while only 108 are public, representing a 27% decrease.

In terms of connector types, 70% are Type 2 AC. Fast-charging DC standards such as CCS Type 2 or CHAdeMO remain in the minority, although they are gradually gaining ground.

Buses: a notable exception

Public transport is a different case altogether. According to ANAC, 98 electric buses have been added to Chile’s fleet so far this year, with 61 of them operating under Santiago’s RED system.

This segment benefits from more structured planning, along with dedicated infrastructure such as charging depots capable of servicing large volumes simultaneously.

However, these chargers are not available for public use and therefore do not address the broader access deficit.

Strategies under discussion

Within the private sector, there are already calls for more decentralised planning. Companies such as Copec Voltex, Enel X and Kaufmann have highlighted the need for a roadmap agreed upon by both public and private stakeholders, in order to avoid logistical bottlenecks that could hinder EV market development.

Meanwhile, Chile’s Ministry of Energy introduced a proposal in 2024 to regulate the installation of chargers in new buildings. The draft includes minimum requirements based on the number of parking spaces. However, it has yet to be passed into law and remains under technical review.

What about incentives?

The economic factor cannot be ignored. Unlike countries such as Colombia, where tax deductions or exemptions are granted for residential charger installations, Chile still lacks a robust incentive package to democratise access.

Existing measures are primarily aimed at the import and purchase of electric vehicles, not at developing the charging network — a critical blind spot in the national strategy.

While Chile leads many regional electromobility rankings, its charging infrastructure is advancing at two speeds. On the one hand, records are being broken in installed capacity and new EV models are flooding the market. On the other, the average user experience still depends heavily on where one lives, whether they have a garage, and whether they can afford a private installation.

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