Colombia Joins China’s Belt and Road – A New Chapter for Electric Mobility?

Colombia’s accession to China’s Belt and Road Initiative (BRI) opens the door to potential investments in electric vehicles and charging infrastructure. Yet, fragmented standards, technical hurdles and the lack of a clear policy framework cast doubt on whether this will mark a turning point for the country’s eMobility sector.

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Colombia has formally joined the Belt and Road Initiative, China’s flagship cooperation strategy aimed at expanding its global economic influence through strategic investments.

The agreement, signed by President Gustavo Petro during his recent visit to Beijing, brings Colombia into a network of over 20 Latin American countries and grants direct access to Asian financing for infrastructure, energy, and transport projects.

While the move presents a broad range of opportunities, one question looms large: what are the short-term implications for Colombia’s electric mobility sector?

China, eMobility and a Promise of Cooperation

The agreement outlines a roadmap for cooperation in sectors such as electric vehicles, wind power, the digital economy and artificial intelligence.

Chinese President Xi Jinping reaffirmed his country’s commitment to promoting investments in sustainable mobility and to encouraging the participation of Chinese firms in Colombia’s infrastructure development.

“Taking advantage of Colombia’s formal accession to the high-quality Belt and Road Initiative, bilateral cooperation should be promoted at a higher quality and level,” stated Xi during the meeting with Petro, according to China’s official Xinhua news agency.

The Chinese leader also pledged to increase imports of Colombian goods, support Chinese investment in the country, and participate in the development of strategic infrastructure.

“The two sides can further expand cooperation in emerging sectors such as wind energy, electric vehicles, the digital economy and AI,” Xi added.

For his part, Colombia’s Minister of Mines and Energy, Edwin Palma, stated that this new phase of collaboration “will allow Colombia to jointly benefit from opportunities in the fields of transport and connectivity.”

According to sector sources, this could translate into new EV charging projects and state-of-the-art technologies—provided that a clear national policy is established.

X-ray of the Current Infrastructure

Colombia currently has 186 public charging stations across its territory, according to data from USAENE and the Inter-American Development Bank.

While growth has been steady, between 75% and 85% of these stations originate from Chinese manufacturers.

This preference is no coincidence: the average cost of a DC fast charger from China can be up to 30% lower than a European one, and often includes smart charging features and remote monitoring capabilities as standard.

Geopolitical Tensions: A US-Aligned Grid and a Fragmented System

Colombia operates on a 120/208V and 440/480V 60Hz electrical grid, similar to the US, which led to the adoption of the Type 1 (SAE J1772) connector as the mandatory standard for public stations.

Despite this, up to seven different connector types coexist in the country, including GB/T, Type 2, CCS2, and CHAdeMO, contributing to infrastructure fragmentation and increased adaptation costs for both operators and users.

Natalia Ortiz, representative of Colombian charging infrastructure firm MubON, points out:

“Colombian regulations favour Type 1/CCS1, but this is only a minimum requirement. Stations may offer multiple connectors depending on market demand, which provides flexibility but also complicates the system.”

As a result, charging stations must incorporate multi-connector setups to be functional, a move that entails higher initial investment and poses mid-term challenges for interoperability.

Will the Belt and Road Provide the Boost Needed for Charging Infrastructure?

According to the latest data from UPME, Colombia had 186 public charging stations in 2024, up from 119 in 2021—a 56.3% increase in just three years.

In total, there are 389 active connectors, featuring a high level of technological diversity: Type 1, Type 2, CCS1, CCS2, CHAdeMO, GB/T, and CEE.

Type 2 is the most common, with 172 units, followed by Type 1 (110) and CHAdeMO (34). Fast chargers CCS1 and CCS2 have a smaller presence (24 and 17 units respectively), while GB/T accounts for 13 and CEE for only 3.

In terms of charging speed, semi-fast stations dominate (121), followed by fast chargers (48) and slow ones (17). However, projections for 2025 are ambitious: 769 new semi-fast and 329 fast charging stations are in the pipeline.

The key question is whether Colombia’s entry into the Belt and Road will accelerate this rollout. The growing availability of more affordable Chinese EVs could support this expansion, though interoperability remains the major challenge.

Bogotá and Medellín Take the Lead

UPME forecasts that by 2030, Bogotá will have 279,606 light electric vehicles, while Medellín will host 100,515.

To support this demand, projections include:

In Bogotá:
- Up to 1,075 public chargers (11/22/50 kW)
- Over 251,000 private chargers (Level 1 and 2)
In Medellín:
- Up to 387 public chargers
- Nearly 90,464 private chargers

These figures account for potential installations in shopping centres, service stations, car parks, and residential areas in socioeconomic levels 4, 5 and 6—raising broader questions about equity in access to electric mobility.

What Could Change Under the Belt and Road?

BRI membership could grant Colombia access to preferential credit lines to expand EV charging infrastructure using Chinese equipment already proven in the local context.

It could also pave the way for pilot projects in public transport electrification or heavy-duty freight, areas where China leads globally.

There is already precedent: PowerChina is involved in renewable energy generation projects in Antioquia, which will cover up to 9% of the national electricity demand.

Such initiatives could become strategic nodes for rapid charging hubs or electric logistics centres.

However, the alignment with Beijing raises geopolitical concerns. The United States—Colombia’s top trading partner—has expressed opposition to China’s growing influence in the region.

The US Office of Western Hemisphere Affairs has even warned that it may block access to IDB financing for Chinese state-owned firms involved in Colombian projects.

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