The use of publicly accessible, government-subsidized charging infrastructure in Germany shows a clear upward trend. Data from the National Charging Infrastructure Control Center (NOW), based on approximately 28,000 charging points between July 2018 and June 2024, shows an average occupancy of about 2.3 hours per day (around 9.6 percent). However, this metric only becomes meaningful in context: At the same time, the number of battery electric vehicles (BEVs) has grown significantly, making the ratio of vehicles to charging points a key driver of the rising utilization rate.
From an economic perspective, according to various sources, an average usage of about 4 to 8 hours per day is considered the threshold at which public charging points—depending on location and charging capacity—can be operated on a cost-covering basis. Current usage thus remains below this threshold in many places, indicating that the infrastructure is still under development. At the same time, as utilization increases, the user experience comes into focus: high local occupancy rates can lead to wait times and impair the attractiveness of individual locations. It is therefore crucial to strike a balance between growing demand and sufficient availability.
In the early years starting in 2018, usage was still low. The number of battery-electric vehicles was low; many locations were built with foresight and initially served to expand the network. Average occupancy was correspondingly moderate.
With the significant increase in new registrations starting in 2020 and particularly in 2021 and 2022, the utilization of charging points also rose noticeably. The market ramp-up of electric mobility led to an increase in charging sessions.
In 2023 and 2024, a more nuanced picture emerges. While absolute usage remained at a higher level than in the early development phase, infrastructure expansion had accelerated significantly. A large number of new locations were added and, naturally, started with lower utilization. This put the average increase per charging point into perspective. At times, the expansion outpaced demand growth.
Regardless of the annual perspective, usage patterns remain clearly recognizable. Occupancy is low during the night, rises in the morning, and peaks around noon. In urban areas, charging points remain busier in some cases well into the evening hours, while tourist-oriented regions show pronounced weekend and holiday effects.
The data suggests that it is not only the vehicle fleet that determines utilization, but also location quality, surrounding area usage, and regional mobility profiles.
Differences between the power categories were also evident over time. Standard charging points with up to 22 kW recorded the highest average utilization and benefited from regular daily charging. Fast-charging points gained particular significance along long-distance transportation corridors and showed dynamic growth.
Charging points in the mid-power range between 22 and 150 kW, on the other hand, remained comparatively underutilized.
This differentiation suggests that usage is increasingly concentrated on clearly defined scenarios, either longer dwell times in urban environments or targeted fast-charging sessions on long-distance trips.
An analysis of subsidized charging points shows an overall increase in usage since 2018, embedded within a massive infrastructure expansion. While the early years were characterized by network deployment, the market is now in a phase of growing demand coupled with high investment momentum.
For operators and policymakers, this means that the sheer number of installed charging points is becoming less meaningful. What will be decisive is data-driven fine-tuning, consideration of regional characteristics, and a realistic assessment of utilization in the context of market ramp-up and expansion speed.
