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It’s no Route 66.
But the roughly 80-mile stretch of U.S. Route 50 that snakes across Virginia from the nation’s capital to the West Virginia border is rich in American history and culture. The mostly two-lane, winding mountain road features vineyards, battlefields, high-end resorts, and more. And just like the iconic route from Chicago to California, U.S. 50 is increasingly making way for the future of American road trips: electric vehicles.
The tiny town of Middleburg, Virginia, is a case in point: Officials there installed a fast charger nearly 18 months ago to serve EV drivers in the wealthy, bucolic region just 45 miles west of Washington, D.C.
Named for its equidistance between Alexandria and Winchester, Middleburg has long been at the center of foxhunting and steeplechases. These days, the town of less than 1,000 people is also surrounded by wineries and boasts a film festival, a 168-room five-star resort, and a Christmas parade replete with horses and hound dogs.
“Since colonial times it has been a stopping place, and it’s continued to be a place where people come from all over the world, as well as from the greater D.C. area,” said Lynne Kaye, chair of Middleburg’s sustainability committee.
As electric vehicles have become more prevalent, so too has “EV tourism”: towns off the beaten path seeking to lure travelers with charging infrastructure. While visitors juice up — often for free at relatively slow Level 2 chargers – they might browse local art galleries and shops, grab some dinner, or visit another attraction they may have otherwise missed.
But Middleburg is part of Loudoun County, the nation’s richest, with some of the most robust EV adoption numbers in Virginia. The town has ample attractions, so the idea to install a charger was less about drawing in new visitors than it was about keeping those already passing through happy.
“When we walked around town, we were noticing a bunch of EVs,” said Kaye. “We wanted to make sure that we didn’t accidentally become unappealing to people who were driving them.”
Reducing the town’s climate footprint was also a consideration. Kaye and others reason that cars driven by visitors and residents are the leading contributor to its planet-warming emissions.
“We only have 673 residents. We can only create so much carbon,” she said. “But when you have 20,000 people come to an event, that’s a lot of carbon all at once.”
When town leaders were in the planning stages of adding their charger, they also noticed a lack of devices in the region that could fill up a car battery in an hour or less. “Not everybody wants to spend however many hours getting their EV charged,” Kaye said.
For all these reasons, the decision to install a fast charger in the heart of town was an easy one. But bringing that choice to fruition wasn’t as simple.
An expansive bay with 10 or more chargers, an increasingly common feature at gas stations, wasn’t logistically feasible in the tiny Town Hall parking lot. And most charging companies Middleburg approached wanted to install no fewer than six fast chargers.
“Getting this huge bank of chargers didn’t fit a historic town,” Kaye said. “There wasn’t really space for it, and we weren’t sure that we were going to get enough traffic to use the chargers effectively.”
XCharge North America came to the rescue. The charger manufacturer was “willing to work with us and come up with a way to have the one charger,” Kaye said. “And it’s been a success.”
Initially called Current Electric, the startup had recently been acquired by a European equipment maker. Its business proposition: making fast chargers cheaper by using a 208-volt system rather than the global standard of 480V.
While Middleburg had already wired its new Town Hall to accommodate the industry standard, XCharge still leapt at the opportunity to showcase its hardware, said company cofounder Alex Urist.
“This was very much a way for us to get early applications in the U.S.,” said Urist, who lives in New York City. “The proximity to D.C. is great as well. Selfishly, I go to D.C. to visit the in-laws frequently enough, so I can always check in on the charger. I like to take them over there and show off that I actually have a job,” he quipped.
Typical direct-current fast-charging units can run between $30,000 and $120,000. In Middleburg’s case, XCharge provided its hardware for free while the town covered the installation. The two entities share the revenue from charging sessions, and the company can learn from how the fast charger performs as it explores other markets.
“It’s not really a charger on a high-throughput area,” Urist said. “But what is interesting about it is, it’s kind of dead in the middle of Virginia wine country. It’s along this rural corridor where the perceptive availability of chargers is very important.”
Between March 2024, when the charger was installed, and February 2025, 181 sessions were logged. Since then, there’s been an uptake, with 268 sessions logged as of May 2025, according to XCharge.
“It’s a really interesting use case for us to see. How does it help with the local economy? Are they going to also see any ancillary impacts of it beyond just the revenue coming in?” Urist said.
Indeed, that’s one of the expectations behind an initiative called Virginia Green Travel, which helps the state’s towns, especially those with carbon-reduction goals, attract environmentally minded tourists, said Alleyn Harned, executive director of Virginia Clean Cities.
“Electric vehicle chargers have been part of green tourism in Virginia,” said Harned, whose group is among the backers of the Green Travel initiative.
Virginia Clean Cities, a U.S. Department of Energy-funded entity that’s based at James Madison University in Harrisonburg, is what brought Middleburg and XCharge together. The town’s success with its fast charger was a bright spot for the organization after President Donald Trump stalled the rollout of $5 billion for charging infrastructure launched under his predecessor.
“This is a positive story in getting something done,” Harned said, “because this stuff really improves our economy.”
As the Trump administration moves toward releasing National Electric Vehicle Infrastructure funds after losses in court, more towns across Virginia may have the chance to follow Middleburg’s lead.
Kaye says they should know that fast charging is possible for them. “I think it’s important for other small towns to realize that there is an opportunity, if they want to take it,” she said.
NEW YORK — Just off the chaotic coastline of Lower Manhattan sits Governors Island, a tranquil oasis of tree-lined paths that the city is transforming into a hub for climate change research. Getting there, however, has long meant riding on a diesel-burning ferry that spews soot and planet-warming gases as it zips across the New York Harbor.
A new ferry now provides visitors a much cleaner way to reach the 172-acre island.
Harbor Charger, a hybrid-electric vessel, entered into service last week. The boat is the first of its kind in New York state — and it’s one of only a handful of hybrid-electric ferries to operate nationwide. On Aug. 12, elected officials and other leaders joined the ferry’s inaugural cruise around the harbor, roasting in the late-summer heat on the outside car deck.
“We’re proud to be charting the course for sustainable maritime transportation,” said Clare Newman, president and CEO of the Trust for Governors Island, a nonprofit created by New York City to redevelop the island. Later, Newman smashed a champagne bottle on the stern to christen the new vessel.
The $33 million Harbor Charger operates like an incredibly robust Toyota Prius. The boat’s diesel-fueled generators charge up the 870-kilowatt-hour battery system, allowing the vessel to run partly or fully on electricity during the eight-minute trip to or from the island. The ferry will eventually plug in directly to a shoreside rapid-charging station, using the generators only as emergency backup, but the charging infrastructure hasn’t yet been built.
Harbor Charger, which can fit up to 1,200 people and 30 vehicles, will replace its 69-year-old predecessor named Lt. Samuel S. Coursen. The older ferry guzzles an average of 420 gallons of diesel per day, so switching to the hybrid vessel is expected to save the city over $200,000 per year in fuel costs, according to the Trust for Governors Island.
The new boat will also significantly reduce air pollution and slash carbon dioxide emissions by nearly 600 tons per year when running in hybrid mode. Once it can plug in, the vessel will curb CO2 by an additional 800 tons.
Nationwide, many of the nearly 620 ferries plying waterways rely on decades-old, inefficient diesel engines, making them some of the largest emitters among commercial harbor craft. The vessels also typically operate around densely populated communities, exposing people to health-harming pollutants such as particulate matter and nitrogen oxide emissions.
“Diesel ferries are an important part of our transportation system, but continuing to spew the fumes that diesel leaves and … burn that fuel in the middle of our cities does not make any sense,” New York state Sen. Brian Kavanagh (D) said from the gently humming Harbor Charger. Skyscrapers towered in the distance as helicopters and seaplanes soared noisily overhead.
The newly built Harbor Charger is the second hybrid-electric ferry to launch in the U.S. this summer. In July, Washington State Ferries began running the renovated Wenatchee — a 27-year-old diesel ferry that underwent a $96 million conversion to become a Prius of the seas. The giant ferry can carry nearly 2,500 passengers and over 200 vehicles on a route between Seattle and Bainbridge Island.
Siemens Energy outfitted both ferries with its hybrid technology. The German manufacturer recently equipped a new hybrid-electric ferry in Galveston, Texas, and is in the process of retrofitting another vessel there. It’s also working to deliver two similar vessels to Louisiana’s department of transportation later this year, said Ed Schwarz, the company’s head of marine solutions sales in North America.
“We really think that this is the direction the industry is going,” Schwarz said in an interview as the Harbor Charger cruised past the Statue of Liberty.
For now, the industry will have to chart that course without key federal funding. The GOP megalaw that President Donald Trump signed last month rescinds millions of dollars in unobligated grant money from the 2022 Inflation Reduction Act to help local governments and others slash diesel pollution from ports by modernizing and electrifying equipment.
New York City itself received a $7.5 million federal grant in 2023 to fund the installation of Harbor Charger’s shoreside charging infrastructure, which is currently in the design phase. U.S. Rep. Dan Goldman (D-NY), who helped to secure the grant, lamented the loss of federal subsidies for projects like this one. “It is a very fraught time for our cleantech and our renewable energy,” he said during the launch ceremony.
Still, Goldman added, Harbor Charger “is such a critical example of what the future can be and will be.”
The Trump administration appears to be backing away from its fiercely contested efforts to freeze a $5 billion federal funding program for electric vehicle chargers.
On Monday, Transportation Secretary Sean Duffy unveiled revised guidance for states to access their remaining share of $5 billion in formula grants from the National Electric Vehicle Infrastructure program. NEVI was created by the 2021 bipartisan infrastructure law to establish reliable charging along major highways, particularly in underserved parts of the country.
“Our revised NEVI guidance slashes red tape and makes it easier for states to efficiently build out this infrastructure,” Duffy said in a statement. “While I don’t agree with subsidizing green energy, we will respect Congress’ will and make sure this program uses federal resources efficiently.”
Groups representing industries involved in EV charger deployments welcomed the decision, which could allow states to restart projects that have in some cases been paused for months due to orders from the federal government. But environmental advocates warned that the move is just another delay tactic from an administration that’s exceeding its lawful authority by blocking money appropriated by Congress, for EV charging and beyond.
Monday’s announcement comes after months of legal challenges to the Department of Transportation’s February decision rescinding guidance for states to access their NEVI funding. That withdrawal, part of the Trump administration’s broader attack on Biden-era climate and clean energy initiatives, forced states to halt work underway on contracts and projects representing roughly half of the $5 billion in program funding.
Litigation hasn’t panned out in the administration’s favor so far. In June, a federal judge ordered the Transportation Department to release about $875 million for the states that had contested the freeze, including Arizona, California, Colorado, Delaware, Hawaii, Illinois, Maryland, New Jersey, New Mexico, New York, Oregon, Rhode Island, Washington, and Wisconsin.
Some of those states have been able to access NEVI funding since then, said Daniel Wilkins, a policy analyst at research firm Atlas Public Policy.
However, a chunk of the funding remains unavailable, and the District of Columbia and 20 states are continuing their fight in court in the hopes of getting the Trump administration to unfreeze the rest. The federal government’s actions have disrupted ongoing contracts with EV charging developers and caused “costly delays in project implementation,” according to an August court filing.
The 20 states suing the Transportation Department are led by Democratic governors, but the NEVI program sets aside money for red and blue states alike. Texas is set to receive nearly $408 million, more than any other state, and Ohio opened the first NEVI-funded charging station.
Under Monday’s order, states can now reapply for funding within the next 30 days.
Getting the NEVI program back up and running will “help to ensure that EV drivers can find charging when and where they need it,” Albert Gore, executive director of the Zero Emission Transportation Association, a trade group that includes automakers, battery manufacturers, mining companies, charging manufacturers, and electric utilities, said in a Monday statement. In that light, the new guidance “provides important regulatory certainty for the companies and state departments of transportation that are implementing this program on the ground.”
But the Sierra Club, one of seven nonprofit groups that have joined the legal challenges against the NEVI funding freeze, noted that the department’s guidance does not reinstate those plans, but instead requires states to resubmit them, “further delaying the nationwide EV charging buildout.”
“While the Trump administration has moved away from anti-EV rhetoric in this guidance in response to federal litigation filed by over a dozen states, Sierra Club, and other nonprofit organizations, it is still illegally withholding billions Congress dedicated to EV charging,” Katherine García, director of Sierra Club’s Clean Transportation for All campaign, said in a Monday statement. “We will continue to work towards the recovery of nationwide NEVI funding.”
A spokesperson for the Washington state attorney general’s office, one of the lead plaintiffs in the lawsuit by the 20 states and D.C., said the office is reviewing the revised guidance.
Monday’s announcement also weakens the program’s support for lower-income and disadvantaged communities. It removes requirements that the funding “ensure that the deployment, installation, operation, and use of EV charging infrastructure achieves equitable and fair distribution of benefits and services,” and eliminates Biden-era Justice40 requirements that at least 40% of the benefits of the projects be targeted toward disadvantaged communities.
Duffy justified these changes in Monday’s statement. “If Congress is requiring the federal government to support charging stations, let’s cut the waste and do it right,” he said.
The NEVI program has made slow progress. The Biden administration hoped to spur the buildout of 500,000 public charging stations by 2030, up from about 206,000 today. But just 378 NEVI fast chargers have come online as of this month, according to Wilkins at Atlas Public Policy. And of the $5 billion in funds, only about $615 million was under contract for constructing almost 1,000 charging sites as of February, according to EV-charging data firm Paren.
Monday’s announcement highlighted that slow start as a “clear signal of the program’s failure.” Both Republicans and Democrats have criticized the pace of deployment under the Biden administration.
The NATSO and SIGMA trade groups, which represent truck stops and fuel retailers, respectively, praised the Transportation Department’s new guidance, saying in a Monday statement that it “marks a constructive step toward addressing the ongoing challenges associated with deploying EV charging infrastructure while also ensuring that taxpayer dollars are spent wisely and effectively.”
But Sierra Club’s García said the Trump administration’s freeze has only further delayed the work that Monday’s order purports to streamline. “It’s ironic that this guidance was sold as cutting red tape, yet all it has accomplished is more than half a year of needless delay,“ she said.
The country doubled its number of public charging ports between 2020 and last year, and over 7,100 public fast-charging ports came online in the first half of this year, according to Atlas Public Policy. Still, only 23 NEVI chargers have opened since February.
That delay is particularly harmful to parts of the country that lack the EV adoption to make charger investments worthwhile for private-sector developers — a hurdle NEVI was meant to help overcome. Rural communities in particular are lagging in fast-charger deployments.
Loren McDonald, Paren’s chief analyst, noted that Monday’s revised guidance does give individual states more flexibility and control over how they spend NEVI dollars, which could speed project selection and construction.
However, it could also make the program less effective at serving “charging deserts,” he said — a term for places where EV charging companies like Tesla, EVgo, and Electrify America were “not deploying stations because utilization would be low.”
“One of the main factors holding many people back from getting an EV is they dream of that one road trip in rural Wyoming and won’t get an EV because they’ve heard there are no charging stations,” he said. “NEVI was designed to fix that perception in reality. But I worry that if states have complete control over locations, they may not focus on solving the charging-desert issue.”
It’s getting easier and easier to find a public EV charger in the U.S.
Between 2020 and 2024, the number of public EV charging ports available to U.S. drivers doubled, reaching nearly 200,000 by the end of last year, according to International Energy Agency data. Northeast states have the highest charger density by far, with Massachusetts at the top of the list.
It’s solid growth, though significantly slower than other regions that have embraced EVs more wholeheartedly. In Europe and China, both of which are adopting EVs much faster than the U.S., public chargers roughly quadrupled over the same period.
Even though an estimated 80% of charging happens at home in the U.S., concerns about a lack of public charging infrastructure have dogged EV adoption for years. American drivers consistently cite the issue, or its close cousins, like a fear that EVs are no good for road trips, as among the top reasons they are unlikely to get an electric car.
That’s why widely available public EV charging ports are so important to the transition to electric vehicles — a shift that needs to happen for the U.S. to clean up transportation, its biggest source of carbon emissions.
If the number of public plugs continues to grow at the rate observed in recent years, the industry would have over half a million public charging ports available by 2030, enough to meet a goal set by the Biden administration years ago.
That might be a big “if” under President Donald Trump.
Since taking office in January, Trump has tried to freeze billions of dollars’ worth of federal funding for public EV charging authorized by the 2021 bipartisan infrastructure law. A judge ruled last month that the administration must turn the spigot back on. The program was already sluggish to begin with, having funded the installation of just a couple hundred charging ports over the last four years, and the Trump turmoil has only thrown more sand in its gears.
Then there’s the possibility that EV sales slow down in the U.S. after Sept. 30, when Trump’s megabill eliminates federal tax credits for consumers. Fewer EVs hitting the road could undermine the economic case for companies to build new charging stations.
Still, it’s true that chargers are becoming a more familiar sight for drivers — especially those in the Northeast. As time goes on, that familiarity should help erode the stubborn perception that EVs are unworkable, and help push more and more people to embrace electric, emissions-free driving.
So far, 2025 has been a mixed bag for EV sales in the U.S. A record 607,089 EVs left the lot in the first six months of the year, Cox Automotive reports, but sales in the second quarter were still lower than in Q2 2024.
A big part of that Q2 decline has to do with Tesla, which remains the U.S.’s top EV seller but has suffered stateside and around the world thanks to CEO Elon Musk’s stint in the White House. This week, Tesla reported its profits dropped 16% in Q2 compared to the same period last year. Tesla doesn’t report its sales, but it delivered nearly 60,000 fewer vehicles in Q2 compared to a year ago.
General Motors, meanwhile, had better news to share. It sold 46,280 EVs in Q2, more than double its sales in the same period last year. That’s still a far cry from Tesla’s 380,000-plus deliveries, but it was enough to make GM the No. 2 EV brand in the U.S. And slower EV sales across the industry aren’t deterring GM CEO Mary Barra, who said the company sees EV production as its “North Star.”
Rivian reported a delivery decline in the second quarter but still plans to build new headquarters and an EV factory in Georgia. Smaller EV company Lucid says it delivered a record 3,309 cars in Q2.
Be prepared, though, for a rollercoaster in the next few months now that the “Big, Beautiful Bill” has sent EV tax credits to an early grave. Cox Automotive predicts EV sales will hit a new record in Q3 as buyers race to use federal incentives before they expire at the end of September. After that? “A collapse in Q4, as the electric vehicle market adjusts to its new reality.”
Trump calls off loan for major transmission line
The Trump administration this week canceled a $4.9 billion federal loan guarantee for the Grain Belt Express, putting its future in jeopardy, Canary Media’s Jeff St. John reports.
The planned transmission line, which was granted its loan guarantee under the Biden administration, is meant to bring wind and solar power generated in the Great Plains to cities further east. It has been in the works for more than a decade, and construction on its first phase was slated to start next year.
While the Grain Belt Express had support from utility regulators and large electricity consumers along the line’s route, Missouri Republicans turned against it in recent weeks. The state’s Republican attorney general launched an investigation into the project earlier this month, and Sen. Josh Hawley said he made a direct appeal to President Trump to pull back federal support.
Can the EPA revoke all its emissions rules at once?
The U.S. EPA is planning to demolish the bedrock of many of its climate change-fighting regulations, The New York Times reports. The agency is reportedly preparing a rule that would rescind the 2009 “endangerment finding,” which scientifically established that greenhouse gases harm human health. That finding underpins many of the EPA’s landmark emissions rules, including regulations targeting pollution from cars, factories, and power plants. If the finding is revoked, it would immediately end all those limits and make it harder for future presidential administrations to reinstate them.
The draft of the rule change doesn’t dispute that climate pollutants like carbon dioxide and methane drive global warming or put people’s health at risk, according to the Times. Instead, it claims the endangerment finding oversteps the EPA’s authority. The new rule is almost certain to face legal challenges if it’s finalized.
A “shadow ban” on renewables? Democrats, advocates, and industry groups push back on the Trump administration’s decision to heighten reviews for proposed solar and wind projects on federal land, saying it could lead to a clean energy “shadow ban.” (E&E News)
Shaving solar costs: Solar industry veteran Andrew Birch says cutting non-equipment costs like permitting and project management can reduce the price of rooftop solar installations as federal incentives expire. (Canary Media)
Reeling in the deep: The U.S. government’s step toward issuing The Metals Co. deep-sea mining permits conflicts with an international treaty, leaving the startup’s partners abroad wary of continuing to work together. (New York Times)
Can SMRs succeed? Nuclear industry leaders say there’s enough momentum and funding behind small modular reactor development to propel the sector beyond its past failures. (Canary Media)
Data center downgrade: OpenAI’s Stargate project softens its ambitious plans and is now only looking to build one small data center this year, which could have fallout for energy developers who would have powered the projects. (Wall Street Journal)
Carbon capture’s secret supporters: The oil and gas industry has played a big role in crafting an Ohio carbon-capture bill that could help keep fossil fuel operations running. (Canary Media)
Rates on the rise: U.S. utilities have requested or secured a record $29 billion in rate increases in the first half of the year, more than double the total reached halfway through 2024. (Latitude Media)
Have you been thinking about getting an electric vehicle? It may be time to put your foot on the accelerator.
On July 4, President Donald Trump signed the “Big, Beautiful Bill” — and thus hastened the expiration date for tax credits that knock thousands of dollars off the price of an EV.
Under former President Joe Biden’s landmark Inflation Reduction Act, these incentives would have lasted another seven years. They’ll now sunset in just a few months, on Sept. 30.
That leaves a small window of opportunity for shoppers willing to move fast.
“There are just so many benefits to driving an EV, and we encourage people to take advantage of the tax credits while they’re here,” said Ingrid Malmgren, senior policy director at the nonprofit EV advocacy organization Plug In America.
Getting an EV is one of the best ways to reduce your planet-warming pollution — on par with or better than replacing your fossil-fueled heating with a heat pump. And though they tend to cost more up front than cars that guzzle gasoline, EVs have many advantages. For starters, they provide a smoother, quieter driving experience. They also eliminate trips to the gas station and cost less to operate and maintain, pointed out Sara Baldwin, senior director of the electrification policy team at think tank Energy Innovation. A 2023 analysis by the nonpartisan group found that in every state, it’s cheaper to charge all EV models than to fill up their gas-powered counterparts.
Here’s a rundown of the incentives that are available until the end of September:
The New Clean Vehicle Credit (30D) can get you $7,500 off your federal tax bill for a brand-new, qualifying EV model that meets strict requirements around where it’s assembled and where the battery bits come from, for example. Fueleconomy.gov has a list, and dealers should be able to flag eligible vehicles. In addition, your household must earn less than $300,000 for married couples filing jointly, or $150,000 for single filers. You can get the discount right when you make your purchase.
The Used Clean Vehicle Credit (25E) can lop up to $4,000 off your federal tax bill for qualifying pre-owned EVs. The income thresholds are half of those for 30D: $150,000 for married couples filing jointly and $75,000 for single filers. You can get the discount at the point of sale.
The Commercial Clean Vehicle Credit (45W) of up to $7,500 can’t be claimed by consumers, but it benefits them anyway. Auto dealers can take the federal tax credit themselves, passing on the savings to leasing customers. Also affectionately dubbed the EV “leasing loophole,” the credit can be used for vehicles that don’t meet the stringent requirements to claim 30D.
Plus, there’s one more relevant credit that has a slightly longer lead time:
The Alternative Fuel Vehicle Refueling Property Credit (30C) provides up to $1,000 off your federal tax bill to install qualified EV charging equipment if you live in an eligible area. This credit doesn’t expire until June 30, 2026.
“The tax credits have been really powerful at helping to drive EV adoption and to make EVs more accessible to lower- and moderate-income families,” Malmgren said.
Once they’re gone, experts are expecting the growth of the EV market to slow — but not stop — under the Trump administration.
The loss of the tax credits is compounded by other headwinds from the federal government, which has imposed ever-shifting tariffs, frozen funding to build out a network of EV chargers, and revoked California’s authority to set its own vehicle emissions standards. Before Congress stripped California of that autonomy, BloombergNEF had forecast that EVs would make up just 27% of car sales in the U.S. in 2030, down from last year’s prediction of 48%. Now, the research firm expects EV sales to fall even lower.
For the next two-and-a-half months that the federal incentives are intact, automakers and dealers could drop prices to try to move their inventory more aggressively, said Loren McDonald, chief analyst at EV and charging data firm Paren.
Fueled by the tax credits, the EV market has already had a steady drumbeat of some “amazingly low lease prices,” Malmgren noted. For example, in July, the 2024 Fiat 500e and the 2025 Toyota bZ4X, an all-electric SUV, are both on offer for $179 per month, InsideEVs reports.
Customers could see more deals like these if sellers anticipate a slump in consumer interest once the tax credits expire. However, discount offers are likely to be patchy, with the most popular models maintaining higher price points if demand for them outstrips supply, McDonald said.
In the used-EV sector, the $4,000 credit can make an especially big difference; some used EVs are priced as low as $15,000 or $20,000 to begin with.
“The used EV market is quietly on fire,” said Liz Najman, director of market insights at Recurrent, a company that aggregates data on battery health from tens of thousands of EVs across the United States. Used EVs are selling faster than at any point since COVID, she added.
Check out Recurrent’s guide to shopping for used EVs and Plug In America’s PlugStar.com, a brand-neutral resource to help people find the vehicle that’s right for them. Type in your ZIP code, and the site shows you local EV incentives.
Have specific features you want in your vehicle? Find a match for your needs — including range, seating, four-wheel-drive, and more — with Plug In America’s virtual shopping assistant. The tool can connect you to dealers registered with the IRS to provide federal EV tax credits.
“Given all the changes going on, try to find a dealer that offers the point-of-sale rebate,” Najman said, so you don’t have to worry about claiming it yourself next tax season. “Work with a dealer who has IRS credentials, who can show you on the spot that they’re logging in and the car is qualified.”
If you run into trouble in your EV search, you can reach out to Plug In America; the nonprofit offers free one-on-one support for prospective and current EV drivers.
And don’t forget to land on your charging strategy — at home, work, or a public station. If you decide to get a charger, install it before you bring your EV home for ultimate convenience.
“The clock is now ticking on the federal tax incentives for new, used, and leased EVs,” Najman said. “The sooner you start looking, the better.”
This article originally appeared on Inside Climate News, a nonprofit, non-partisan news organization that covers climate, energy, and the environment. Sign up for their newsletter here.
Sixteen states, the District of Columbia, and more than a half dozen environmental groups have alleged in a lawsuit that the Trump administration has indefinitely and unlawfully frozen funds for a nationwide electric vehicle program.
The complaint was filed on Thursday last week in U.S. District Court in Seattle. Plaintiffs’ attorneys are asking the judge to require the Trump administration to unfreeze the funds and distribute them to the states according to a formula established by Congress.
During the Biden administration, Congress appropriated $5 billion for the National Electric Vehicle Infrastructure Formula Program, also known as NEVI, as part of the Infrastructure Investment and Jobs Act of 2021. The money would have been disbursed each year to all 50 states, plus Washington, D.C., and Puerto Rico, to build a nationwide network of electric vehicle charging stations along designated Alternative Fuel Corridors.
“Transportation is the leading source of climate pollution in the U.S., and halting the NEVI program directly threatens our progress toward clean, reliable transportation options — especially in the Southeast, where EV infrastructure is still catching up,” said Megan Kimball, senior attorney at the Southern Environmental Law Center. “In rural and urban areas alike, more charging access means cleaner air, economic growth, and real savings for families. We’re defending that future.”
The legal challenge coincided with a Government Accountability Office report published Thursday that found the U.S. Department of Transportation is unauthorized to withhold the congressionally appropriated funds. The Transportation Department could petition Congress to pass a law to rescind the funds or change the NEVI program, the GAO wrote, but it can’t act unilaterally.
A department spokesperson said in a prepared statement that the GAO report “shows a complete misunderstanding of the law” and “conflicts with Congress’ intent.”
Less than three weeks after Trump was elected to a second term, the Transportation Department ordered states to stop distributing their funds for fiscal years 2022-2025, worth about $2.7 billion. States could reimburse contractors for money already spent, but no new funding could be obligated.
DOT justified the funding freeze by saying the Federal Highway Administration was “updating the NEVI Formula Program Guidance to align with current policy and priorities.”
The GAO report concluded that the Transportation Department erroneously froze funding when it determined that funding was available only for signed project agreements. Instead, the GAO wrote, the effective date for funding was much earlier: when the law made money for the program available for obligation.
Some agencies delay their funding distribution while trying to comply with legal requirements for a program, the GAO wrote. In the NEVI case, however, DOT imposed requirements that exceed what the law prescribes. For example, the Infrastructure Investment and Jobs Act requires states to submit plans to DOT, but does not provide authority for the secretary of transportation to approve or disapprove such plans.
A DOT spokesperson said the GAO was “cherry-picking language in the program statute.”
The agency is updating NEVI program guidance, according to the spokesperson, “because the implementation of NEVI has failed miserably, and DOT will continue to work in good faith to update the program so it can be utilized more efficiently and effectively.”
Attorneys for the environmental groups — including CleanAIRE NC, the Southern Alliance for Clean Energy, West End Revitalization Project, Sierra Club, and the Natural Resources Defense Council — wrote that in blocking the distribution of funds, the Trump administration directly defied congressional directives.
The funding freeze nullified more than 150 state implementation plans, according to court documents, which harmed local communities. NEVI requires EV charging stations in the first phase to be installed every 50 miles along the federally approved Alternative Fuel Corridors, and that they be within one mile of those routes.
“By reducing access to reliable public charging,” the plaintiffs’ attorneys wrote, “DOT and the FHWA are restricting electric vehicle owners’ ability to travel and use their EVs, increase their fuel costs, delay EV purchases, worsen health impacts from vehicle pollution, and deprive communities of promised public investment.”
In the Charlotte, North Carolina, metro area, for example, air quality — such as levels of ozone and particulate matter — has worsened, according to the 2025 American Lung Association State of the Air Report. The largest city in North Carolina, Charlotte is ringed and bisected by several highways clogged with cars.
“Tailpipe pollution is a public health crisis — fueling asthma, heart disease, and respiratory illness in communities already overburdened by environmental harm,” Jeff Robbins, executive director of CleanAIRE NC, said in a prepared statement. “NEVI is a vital step toward reducing that harm through zero-emission transportation. Freezing the program blocks progress and keeps our most vulnerable residents breathing dirty air. Clean air and climate justice cannot be put on hold.”
Interstate 85 and U.S. Highway 70 run through many underserved communities in Alamance County, North Carolina, about 30 miles west of Durham.
“For decades, communities like ours in Alamance County have been denied access to basic infrastructure,” said Omega Wilson, codirector of the West End Revitalization Association. “The NEVI program offers a real chance to change that — with public investment in EV charging that finally includes rural Black and brown neighborhoods. Suspending the program delays critical investments, widens infrastructure disparities, and sends the message that once again, the taxpayers who’ve been left behind the longest will be the last to benefit.”
Brooke Canova was nervous after she and her husband bought their Ford F-150 Lightning, the electric version of the enormous, classic pickup truck.
She wasn’t worried about running out of charge and being stranded on the road, or whether the truck would have enough oomph to merge onto a speeding highway. Canova, a health and physical education teacher and mother of a preteen son in Charlottesville, Virginia, fretted about the vehicle’s size.
“I’m not going to be able to drive this!” she recalled thinking. “It’s too big. How will I park it?”
The purchase was a sort of compromise: Her husband had long wanted a truck, and she finally agreed to go along if it was electric.
As it turns out, the vehicle has enough cameras to help Canova manage its girth. It can parallel park itself in self-driving mode. What’s more, she can drive to Richmond, Virginia, and back on one 320-mile charge. And since her rooftop is equipped with 27 solar panels, it costs her family less than $6 a month to charge the truck at home.
“It has been a lot of fun,” Canova said, especially as a woman driving a big truck that’s electric to boot. “It’s sort of a conversation piece. People are like, ‘Wow, look at you in that thing!’”
That’s just the reaction Generation180 is hoping to provoke. Headquartered in Charlottesville, the nonprofit has recruited Canova and some 7,000 other “EV ambassadors” nationwide to spread the word about their experiences online and in person.
While the group supports policies to speed the clean energy transition, its core mission is to “inspire and equip” people to adopt clean energy in their own lives, said Executive Director Stuart Gardner. EV ownership, he said, is a vital “stepping stone” to other clean energy actions.
Gardner’s team has long encouraged people to drive electric. But last year, their research found remarkable gender disparities among the “EV curious” in Virginia. Women said helping the environment was a top reason to drive electric, tied with saving money. Yet just a quarter of women had heard “a lot” about EVs, compared to nearly half of men.
The Virginia survey was backed up by other studies, which showed just 30% of women had some familiarity with EVs, compared to over half of men. In all, more than 70% of EV owners are men.
“There was an obvious disconnect, Gardner said. The “I’ll Drive What She’s Driving” campaign, now in its second year, was born.
The initiative is focused on reaching women in the suburbs — auto-dependent areas where electric vehicles are ideal for short trips and where many new-car buyers live, said Gardner. Suburbs also “tend to be evenly split Democrat and Republican,” he said, “So, they [offer] a great opportunity to say, ‘Hey, EVs are for everyone.’”
At the crux of the effort is the belief that people in general and women in particular are skeptical of the increasingly polarized information landscape and are looking for reliable messengers.
The women EV owners Generation180 has identified did a lot of research first, said Shakaya Cooper, program manager with the group. Much of that homework involved talking to friends and colleagues, she said. “They’re intentional in their research, and they are going to people that are trusted sources, for sure.”
That’s where volunteer ambassadors like Canova come in. Last fall, she brought her F-150 Lightning to a car show tied to a downtown Charlottesville event, where various EV makes and models were on display. A graduate of the University of Virginia, she’s also attended college basketball games with a suite of other women to talk about going electric.
“It was just a really nice vibe — talking to people about their cars, what they like, what they don’t like,” she said, having “those really approachable conversations between moms.”
Beyond official functions organized by Generation180, Canova and her family undoubtedly pique EV curiosity in their community by milking all the Lightning’s bells and whistles in their daily lives.
One popular feature is the “frunk,” a trunk in the front where a combustion engine would normally go. With a drainage hole and light insulation, it can act as a cooler. Plus, the entire vehicle is equipped with outlets — making it perfect for tailgating.
“One of our favorite things to do with the truck is tailgate because we plug in an [electric] pellet grill and a griddle and a TV — all into the truck bed, which has been a lot of fun,” she said. “We tailgated for a Little League game the other day; the whole team was there.”
After a year with the Lightning, Canova and her husband were so sold on driving electric that when her treasured Ford Escape perished last summer, she replaced it with a used Tesla. “We haven’t really encountered any moments where we’ve been desperate to have a gas vehicle,” she said. “We’re all in.”
Some 340 miles south of Charlottesville in Bostic, a tiny town in the North Carolina foothills between Charlotte and Asheville, Terri Watts and her husband are equally thrilled with their EV but for very different reasons.
As the owners of a high-end chauffeur service, they use their fleet of 17 premium vehicles to transport customers to wine and beer tours, weddings, and scenic vistas in this tourist-heavy corner of the state. One of their most popular rides is a Rivian, especially among clients who have their own EV at home and are committed to a low-carbon lifestyle.
“It’s another offering that fits what some people are looking for,” said Watts, who is also a Generation180 EV ambassador. “I think it allows us to maybe get more business. There are people who, unless [they can get] an electric vehicle, they’re not interested.”
From a financial perspective, the Rivian is a no-brainer. The couple paid tens of thousands of dollars less for it than their other luxury vans, and its operating costs are much lower. There are no oil changes, and they can fully charge it overnight at their house for $15. If a driver needs to use a public fast charger, the price might run as high as $45. By contrast, filling up one of their conventional SUVs with premium fuel runs between $55 and $75.
The Rivian’s style and performance has also won converts. “It’s really nice. It’s very roomy on the inside,” Watts said. “It’s got the speed that you can’t beat.”
One recent weekend, she added, a pair of women had wanted a sedan for their sightseeing tour, but it was booked. They rented the Rivian instead and enjoyed it so much they reserved it again for the next day of their trip. “They were super impressed,” Watts said.
In addition to having person-to-person conversations about their EVs, scores of women including Watts and Canova have blogged about their experiences for Generation180. The group has also identified social media influencers who’ve rented EVs and posted about activities ranging from the novel to the mundane, like charging at the shopping center while buying groceries.
“The individuals have been moms, families, single women,” Cooper said, “just sharing, ‘I could go hiking in the rural part of North Carolina or in a rural part of Virginia and still be able to charge.’”
Cooper and other advocates acknowledge that long road trips in EVs still require more planning than those in conventional gas-powered vehicles. And the price of entry to drive electric, while falling, is still too high for many.
Lawmakers in both Richmond and Washington, D.C., have sought in recent years to alleviate these barriers to EV adoption. Biden-era tax credits for new and used electric vehicles lower upfront costs. A nationwide commitment to charging infrastructure, especially in rural areas, is critical for peace of mind on long road trips.
In Virginia, state lawmakers created an electric vehicle rebate program four years ago but have yet to fund it. In a move most observers say is illegal, Republican Gov. Glenn Youngkin last year announced Virginia won’t follow a 2021 state law that commits it to standards set by California’s Clean Cars program — which requires automakers to sell more electric cars in the coming years.
At the federal level, the Trump administration has frozen billions of dollars for states to build charging stations, also likely in violation of the law. Just before the Memorial Day weekend, House Republicans muscled through a massive tax bill that, in addition to dealing other blows to clean energy, would end the electric vehicle tax credits and charge EV drivers new fees. The legislation is now in the hands of the Senate, which could make changes.
“It’s really unfortunate. It really hurts the more rapid adoption of electric vehicles,” said Gardner, who says the credits and rebates should be preserved. But, he added, the turbulence in Washington reinforces the value of his group’s “I’ll Drive What She’s Driving” campaign.
“We’re seeing now that policy can be very fragile,” he said. “But trusted messengers and the clean energy constituencies that we’re building — those have real staying power.”
A correction was made on May 27, 2025: The caption for the first image in this story originally misidentified Brooke Canova as the person on the right. Canova is on the left.
Despite challenges in key markets like the U.S., the global shift to battery-powered vehicles is moving along.
Last year, more than one in five new cars sold worldwide were either fully electric or a plug-in hybrid vehicle (PHEV), per a new International Energy Agency report. This year, EVs and PHEVs will make up more than one-quarter of new car sales, IEA forecasts.
China, the world leader in EV and battery manufacturing, continues to also lead the way on EV adoption. A total of over 17 million fully electric and plug-in hybrid vehicles were sold around the world last year — and more than 11 million of those were in China alone. PHEVs are growing particularly fast in China. The country saw nearly double the number of PHEVs hit the road in 2024 as it did in 2023. Almost half of all cars sold in China last year were EVs or PHEVs.
Europe is the next-biggest region for electric vehicle adoption, but it stagnated a bit last year. Roughly the same number of EVs and PHEVs were sold across the continent as in 2023. Growth has tapered off in large part because large European countries like France and Germany have phased out EV subsidies in recent years. Still, sales grew last year in over half of the European Union’s 27 member states — and they climbed significantly in the United Kingdom, the second-largest auto market in Europe.
The U.S. electric vehicle market saw modest growth in 2024. About 10% more EVs and PHEVs took to the road in the U.S. than in the year before, a marked slowdown from 2023’s growth rate but not a bad outcome given some of the apocalyptic forecasts from analysts. It’s notable that the sector saw growth despite Tesla, the dominant player in the U.S. EV landscape, recording a decline in sales.
EV sales in 2024 were also bolstered by emerging markets, where over 60% more EVs and PHEVs were sold than in 2023. India and Thailand are among the largest markets in this category, though they were far from the fastest growing — meanwhile, Brazil, Vietnam, and Indonesia all saw a rapid rise in EV sales.
The outlook for this year is solid. The IEA expects more than 20 million EVs and PHEVs to be sold worldwide as China keeps expanding its massive EV fleet. Sales in Europe could rebound a bit as new policies incentivizing EVs go into effect. EV adoption in emerging markets will continue to grow on the strength of increasingly affordable Chinese models.
The biggest question mark is the U.S., where tariffs, policy rollbacks, and the likely repeal of the consumer EV tax credit — and possibly manufacturing incentives, too — could seriously dampen adoption of electrified models. But even if the worst case for EV adoption unfolds in the U.S., it’s just one country. The rest of the world, meanwhile, will keep on moving toward EVs.
Road transport is responsible for around three-quarters of global carbon dioxide emissions from transport. Switching from petrol and diesel to electric vehicles is an important solution to decarbonize our economies.
This chart shows the change in share of new cars that were electric in China, the European Union (EU), and the United States (US) between 2020 and 2023. This includes fully electric and plug-in hybrid cars, though most are fully electric.
In 2020, electric cars were rare everywhere. But by 2023, over one-third of new vehicles in China were electric, compared to less than a quarter in the EU and under a tenth in the US.
While we only have annual data up to 2023, preliminary figures suggest that in 2024, electric cars outsold conventional ones for the first time in China.
Explore data on electric car sales for more countries →
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