What EV charging at American hotels actually looks like

That one-point gap is the finding. When a hotel in this dataset has a Tesla charger, it almost never has a second network beside it. Drive anything else and your options at those properties come down to whether the station takes a J1772 plug. The next network down, counting only properties whose stations sit on a network at all, is Universal at 6.6%.

Level 2 adds range over eight hours in a parking space, which is exactly how long a hotel guest is there. It is the right technology for the use case, and it is worth saying plainly because coverage of charging infrastructure tends to treat the hotel lot and the highway plaza as the same subject. They are not. If you need a fast charge, plan it around a station on the road, and treat the hotel as the slow top-up it is.

A single plug serving a property of any size is a queue waiting to happen, and it is the most common configuration in the dataset after two. This is the number that decides whether a charger is useful to you at 9pm on a Friday, and it is almost never the number a reservation page puts in front of you. Where we hold it, we show it on the hotel listing.

The denominator matters more than the percentage here. Free charging is common among the stations we can price, but roughly half the stations in the dataset carry no price at all, so treat this as a statement about documented prices and not about the whole set. Pricing also changes without much notice. Confirm it with the hotel when you book.

NACS reaches 61.3% of American properties here against 38.6% of Canadian ones, while J1772 runs the other way. CCS barely registers in either country's figures here, which follows from the section above: CCS is a fast-charging connector, and there is very little fast charging in this dataset. If you are crossing the border, the adapter you need changes with it.

Charging details are mapped from public charger registries: the US Department of Energy's Alternative Fuel Data Center, run by NREL, and ChargeHub. A station is attributed to a hotel only when it sits within 60 meters of the property, or within 150 meters with a matching name, and a station already attributed to one hotel is not counted for a second. That is deliberately strict, and it means a charger just off the property line is left out.

The figures cover every property we hold charging records for, which is more than the number with a published listing on this site: 1,939 of these 4,979 properties have a page you can read today, and the rest are records waiting on the description and checks a listing needs. The counts here are the records, not the pages.

What we hold, we publish. What we do not hold is absent rather than estimated, and that shapes several figures above. The limits worth carrying into any citation:

• These properties were assembled because they have charging. The dataset supports no claim about how many hotels have chargers, and we make none.
• Coverage is uneven across states, so there is no state ranking here. A ranking would measure where we have looked, not where the chargers are.
• Pricing is documented on 55.4% of American stations. The pricing figures use that subset as their base and say so.
• Charging speed in kW is documented on 14.1% of stations, which is too thin to publish a distribution.
• The registry records are supplied by networks and site hosts. We map them, we do not inspect the hardware.
• Charger hardware, pricing and access rules change without much notice. Figures are frozen at the date above.

Every figure on this page, with its count and its denominator, is in one CSV. Quote them, chart them, put them in a story. What we ask is that you credit ChargedStays and link to this page, so your reader can see the base a figure was calculated on. That matters more here than usual: several of these percentages are computed on a subset, and a number repeated without its denominator stops being true. If you need a cut we have not published, ask and we will run it.