A Rice University study led by Xinwu Qian exposes critical inequities in public EV charging infrastructure, emphasizing the need for targeted strategies to bridge the gap.
As electric vehicles (EVs) gain traction in the global effort to combat climate change, the layout and accessibility of public charging stations are becoming increasingly scrutinized. At the forefront of this complex conversation is Xinwu Qian, an assistant professor of civil and environmental engineering expert at Rice University, who is leading research to ensure EV infrastructure aligns with people’s everyday routines and activities.
“Charging an electric vehicle isn’t just about plugging it in and waiting — it takes 30 minutes to an hour even with the fastest charger — therefore, it’s an activity layered with social, economic and practical implications,” Qian said in a news release. “While we’ve made great strides in EV adoption, the invisible barriers to public charging access remain a significant challenge.”
Qian’s research examines these barriers, revealing stark disparities based on income within the existing public charging infrastructure. His findings show that public charging stations are more commonly found near low-income households — as these residents are less likely to have access to home chargers — but these stations often do not align with their daily activities, making them less practical. Conversely, affluent suburban areas, though geographically distant from public charging stations, have them conveniently located near frequented locations.
“Disparities arising from distance measures are only part of the equation; a deeper issue emerges when we consider the actual time people can spend at different locations,” Qian added. “For lower-income households, the issue is often about time. If you’re juggling multiple jobs or family obligations, spending 30 minutes to an hour at a charging station might not be feasible, especially if it’s located far from your daily activities.”
In a 2024 study, Qian and his team analyzed data from over 28,000 public charging stations and 5.5 million points of interest across 20 U.S. cities.
The research highlights that income, rather than proximity, determines who benefits most from public EV infrastructure. Wealthier individuals are more likely to encounter charging stations at places they frequent, and they also have the flexibility to spend time at those locations while their vehicles charge. Lower-income communities, however, find it challenging to fit public charging into their routines.
“Charging decisions are deeply personal,” added Qian. “People rely on intuition and habit when choosing a station, often without realizing the broader social and economic implications of their choices.”
Drawing a historical parallel, Qian compared today’s public charging infrastructure to the interstate highway system built decades ago, which, although designed to connect cities, often ended up dividing communities and limiting opportunities for certain neighborhoods.
“We’re seeing a similar pattern emerge with EV charging stations, where deployment strategies favor certain lifestyles and leave others behind,” Qian added.
This could compound existing inequalities and mirror the issues created by past infrastructure efforts.
Additionally, Qian notes a troubling feedback loop: businesses installing charging stations tend to target higher-income customers, which perpetuates the cycle of inequity.
“It’s a sad reality,” Qian added. “If we don’t address these systemic issues now, we risk deepening the divide between those who can afford EVs and those who can’t.”
Qian’s research team, recently awarded a National Science Foundation grant, is developing cognitive models to understand how people decide where to charge their EVs. The goal is to break the “echo chamber” of intuitive decision-making and offer strategic recommendations that align with broader societal benefits.
Among Qian’s actionable recommendations for policymakers and businesses is a call to rethink how subsidies for charging stations are allocated. Instead of blanket funding, he advocates for targeted incentives that prioritize underserved communities and encourage businesses to install infrastructure in these areas.
“We can’t just rely on market forces to fix this problem,” added Qian. “Public and private sectors must work together to create an equitable charging network that benefits everyone, not just those who can afford it.”
Qian also highlights the importance of integrating charging infrastructure with community resilience strategies.
“Resilience isn’t just about preparing for disasters,” he added. “It’s about addressing chronic challenges, like ensuring that everyone, regardless of income, can participate in the transition to sustainable energy.”
As the United States aims to expand its EV charging network to 500,000 stations by 2030, Qian’s research provides a crucial blueprint for equitable deployment. By incorporating insights from engineering, sociology and behavioral psychology, his work ensures that the benefits of EV adoption are fairly distributed across all communities.
“Electric vehicles are more than just a way to save money or reduce emissions; they’re an opportunity to rethink how we design our cities and serve our communities,” Qian concluded. “But to seize that opportunity, we need to address the inequities in our infrastructure now.”
By redefining how we approach EV charging infrastructure, Qian’s work is paving the way for a more inclusive and sustainable future.