U.S. highways have 878 stretches of 50+ miles with no fast EV charger (map)

Every stretch of Interstate, U.S. highway and designated EV corridor in the 50 states and DC where public DC fast chargers are more than 50 miles apart, from our daily check of every open public fast charger.

According to ChargingNear.me, 878 stretches of U.S. highway run more than 50 miles without a public DC fast charger, as of November 10, 2026. The longest is 376.6 miles of US-2 in Montana, from Idaho state line to Tilleman Motors. Of the 15,940 fast charging stations we checked, 2,556 meet every federal NEVI minimum.

Data as of November 10, 2026. Download the CSV or JSON.

Each line is one gap, drawn along the highway and colored by length. Select a line for its ends and length.

The map needs JavaScript. Every gap is in the table below.

The 20 highways with the longest single gap, longest first. Select a highway to find its row in the full table.

Data as of November 10, 2026. Select a column heading to sort by highway, state or length; the table scrolls inside its box.

How many gaps each state has, the miles they cover and the longest one. A state with no gaps has a public DC fast charger at least every 50 miles on every highway this page checks.

The National Electric Vehicle Infrastructure (NEVI) Formula Program pays states to build fast chargers along designated Alternative Fuel Corridors. Its rule, 23 CFR 680.106, sets the minimum for a funded station: at least four CCS ports, each able to deliver 150 kilowatts at the same time. Federal guidance from February 2022 treated a state’s Interstates as fully built out once such chargers stood every 50 miles. The interim final guidance of August 11, 2025 superseded it and leaves spacing to each state.

This page uses the 50-mile mark for every state so the numbers compare, and counts any open public DC fast charger, of any network and any plug, Tesla Superchargers included. A gap here means no fast charger at all for more than 50 miles, a stricter test for drivers than the NEVI station minimums. Of the 15,940 fast stations we checked, 2,556 meet every NEVI minimum; the rest still count as chargers here.

Highway lines and mile markers come from FHWA’s Highway Performance Monitoring System (HPMS, 2024 data year): every mainline section a state signed as Interstate or U.S. highway. Several states leave that signing blank in HPMS (Texas, California, Maryland and Delaware among them), so a section’s signing also comes from FHWA’s National Highway System dataset, which records the posted route for the same HPMS route IDs. Sections of one highway in one state are joined end to end; a second carriageway or couplet drawn beside the first is dropped. Roads FHWA designates that are not Interstate or U.S. highways (state routes, parkways, turnpikes) use FHWA’s own corridor lines.

Mile markers come from the route measure each state reports to FHWA in HPMS, where it runs continuously along the line (state_route_measure). It often matches the posted mileposts (it does for I-70 in Colorado) but not always: some states measure from a different starting point or by section. Where the measure does not run continuously, such as one that restarts by county, the markers are miles from the south or west end of the line within the state (from_south_or_west_end).

Chargers are AFDC stations listed as open and public with at least one DC fast port, any network and any plug, including Tesla. A charger serves a highway when it is within 1 mile of it in a straight line. Chargers just across a state line count.

We walk each highway from end to end and record every stretch longer than 50 miles between consecutive chargers, or between a charger and a state line, the Canada or Mexico border, or the end of the highway. Gap length is measured along the highway.

Why 50 miles: FHWA’s February 10, 2022 NEVI guidance treated a state’s corridors as fully built out when chargers were installed every 50 miles along its Interstates. FHWA’s August 11, 2025 interim final guidance superseded it and leaves spacing to each state. 23 CFR part 680 itself sets no spacing. We use 50 miles everywhere so states can be compared.

Corridor designation comes from FHWA’s Alternative Fuel Corridors map (Round 8), matched to the highway lines within 0.1 mile. A corridor named for another road counts only where that road has no line of its own there.

The gap file is rebuilt every day from our copy of the Alternative Fuels Data Center list; this page reads the latest build, made November 10, 2026. Read the full open data methodology.

The list is rebuilt every day, so it moves as the network does. A gap shrinks or disappears when a new fast charger opens near the highway, and a new one can appear when a station closes or drops off the federal list. States keep building NEVI-funded stations, and new corridor designations add highways to the check. One new station in the middle of a long gap splits it into two shorter ones, and if both halves run under 50 miles, the gap leaves the table. Each version of the file is numbered, and its changelog on our open data page records what changed.

The file is built for state transportation departments, metropolitan planning organizations, utilities, charging companies and journalists: to see where corridors still need investment, to check announced projects against what is actually open, and to report on progress. Each row carries coordinates and mile markers, so the gaps load straight into mapping software such as QGIS or ArcGIS. Grant writers can cite the longest gaps in a region as evidence of need; credit ChargingNear.me and name the data date.

878 rows, version 10, last changed November 10, 2026. The file adds mile markers, coordinates and corridor designation for each gap. Also on Hugging Face and archived on Zenodo (DOI 10.5281/zenodo.23984554), with the rest of our open data files.

License: Creative Commons Attribution 4.0 International (CC BY 4.0). Credit ChargingNear.me.

Cite as: ChargingNear.me. “U.S. highway charging gaps over 50 miles.” US EV Charging Open Data, version 10, November 10, 2026. https://chargingnear.me/data#us-highway-charging-gaps. CC BY 4.0.

As of November 10, 2026, the longest stretch of U.S. highway without a public DC fast charger is 376.6 miles of US-2 in Montana, from Idaho state line to Tilleman Motors. Next are 374.3 miles of US-212 in South Dakota and 347.4 miles of US-87 in Montana. Gap lengths are measured along the highway.

Texas has the most highway gaps over 50 miles, 98, covering 8,581 miles as of November 10, 2026. 42 states have at least one gap. Large rural states with long Interstate and U.S. highway mileage lead the list; the table of states on this page sorts by count, miles or longest gap.

We count a gap wherever public DC fast chargers are more than 50 miles apart along an Interstate, a U.S. highway or another designated EV corridor. Federal NEVI guidance from 2022 treated a state’s Interstates as built out when chargers stood every 50 miles. The August 2025 interim guidance leaves spacing to each state, so we use 50 miles everywhere to compare states fairly.

In our daily check of November 10, 2026, 2,556 of the 15,940 open public DC fast stations in the 50 states and DC meet all three federal NEVI minimums: at least four CCS ports, each able to deliver 150 kW at the same time, within one mile of a designated Alternative Fuel Corridor. Our EV charging stations by state page shows the count for every state.

Yes. As of November 10, 2026, 126 of the 878 gaps are on Interstate highways, where the federal NEVI program focused first. The longest is 168.9 miles of I-29 in South Dakota, from Quality Inn Airport North to North Dakota state line. The rest are on U.S. highways and other roads designated as EV corridors.

Charge before the gap starts, enough to cover its full length with a safety margin for cold weather, wind, hills and speed. Our Will I Make It tool checks a trip against your car’s range. A gap can still have Level 2 chargers at hotels or towns, and a station listed as open may be down, so check its page before you rely on it.