According to industrial officials and experts, the company is now trying to use the available data on the operation and penetration of EV to place chargers in places where the use of chargers can be maximized, which is currently estimated to be in the low range.
“Most charging stations in India are currently working on 4% to 5% capacity. This means that chargers are used only for 2 hours a day, which is significantly low and means that on average one car is charged using one point of charging in operating hours,” said Atul Jairaj, Partner Deloitte India.
Experts quoted that charging points are slow to start EV, their location in unimpeded or uncomfortable places, and an increase in home chargers among key reasons for low use of public charging units.
State companies such as Indian Oil Corporation, Bharat Petroleum Corporation and private companies such as Tata Power, Jio-BP and StatiQ, among other things, run thousands of charging points in the country. Mint could independently verify the use of chargers operated by every company.
According to the Ministry of Heavy Industry in Parliament on 4th April, India had 26,367 public stations at the end of March. The use of charging stations on a given day is measured by the total amount of energy consumed against the total energy available at the charging station.
Tata Motors, the largest EV manufacturer in the country and the first manufacturer of the original equipment (OEM), which in 2018 gets into space, notes that the use of the charger varies depending on places, with high -frequency sites such as highways, sees more use.
“At a wider level, the average use in the network in individual digits remains.
Tata Power, which has more than 5,400 public, semi -public charging stations and fleet, suggests that it is increasingly relying on data analysis to increase the use of chargers in the country.
“Recent trends show a steady increase in the use of the charger, powered by acceleration of electric vehicles,” the company spokesman said in response to Mint questions.
“To optimize deployment, we use real -time data analysis to identify insufficiently powerful remedial measures and prefer areas with high demand for expansion. Pencing the charger with actual use patterns, increasing network efficiency, minimizing overload and providing experience with EV users.
Priyans Murarka, founder of expwithev.in, platform for data analysis for EV Chargers, suggests that all charging players had to go through the curve of learning where to place the chargers EV.
“A few years ago, the lack of data on the use of EV meant that there was a lot of guessing on where the chargers were giving,” Murarka said. “However, all charging players are now looking closely at EV data and place charging stations in the right places such as centers, highways and Dhabas, etc.”
According to Murarka’s analysis, the charging station needs use in the range of 12.5% to 15% to break at the operating level and most of the fast charging stations are already running near 10% of the level.
Since the sale of electric vehicles continues to grow in the country, companies are in a hurry to correct their strategies. In FY25, over 2 million electric cars, scooters, buses and trucks were registered in the country, by 16% by 16% during the year. Automobica sold a total of 25.6 million vehicles in the country.
Stariq, which claims to operate more than 7,000 charging stations, suggests that he has witnessed healthy trends in the EV charger network. AKSHIT BANSAL, CEO and founder in Stitiq, however, points to a shift in the strategy of how places are selected for new public charging stations EV.
“There has been a significant shift in how new EV chargers are selected. The process is now much more based on data and strategic, with decisions based on operating samples, user behavior and partnership with local companies and infrastructure providers,” Bansal said.
(Tagstotranslate) Points for public charging
