Mapping Haringey’s EV equity gap, neighbourhood by neighbourhood*
Every time we build a spatial intelligence map at CityFutures, something we didn’t expect to find ends up being the most important thing on it.
We’ve been working on an interactive map of Haringey’s energy landscape: EV adoption by neighbourhood, charger locations, home energy efficiency, and what the UK’s ZEV (zero-emission vehicle) mandate means for each of the borough’s 147 small areas by 2030 and 2050. What the data shows isn’t alarming in aggregate. It’s alarming in the detail.
The patchy picture
The map’s first layer is EV share by neighbourhood. Some parts of the borough show electric and near-electric vehicle ownership well above the national average. Others are barely visible in the transition. That variation matters because it shapes demand, and demand shapes where public charging infrastructure should go. If you only look at borough-level figures, you miss the story.
EV share by neighbourhood in Haringey-London. The darkest green means that more people have EV cars in that neighbourhoods.
EV charger station locations. Red: existing, grey: planned.
The gap that doesn’t follow the pattern you’d expect
The second layer is where things get uncomfortable. It shows the gap between EV ownership and charger provision in each neighbourhood, not as raw counts but as a relative position. An area can have high EV adoption and still be underserved if its charger density lags behind its own demand. The map flags these areas in red. Blue means the reverse: provision ahead of current demand. The spatial pattern they form isn’t random. And it doesn’t follow where charger rollout would have been easiest to deliver.
EV charger density per neighbourhood. Light colours show less EV charging units available per EV car.
EV chargers and EV car ownership gap in Haringey, one of boroughs of London.
The flat problem
Then there’s housing form, and this is where I think the real EV charging equity question lives.
Haringey’s EPC certificate data shows that detached homes use roughly four times the modelled annual energy of a flat. That figure matters because flats dominate Haringey’s housing stock. Flat dwellers can’t install a home charger. They depend entirely on public provision, whether on-street or at a hub. If those residents also happen to live in the neighbourhoods the gap map colours red, they’re doubly exposed: no private option, and insufficient public provision. The electrification pressure isn’t the same for everyone.
Home energy use classification (EPC-energy performance classes) of neighbourhoods in Haringey. Source: CityFutures
What 2030 looks like if nothing changes
The scenario layers make this harder to ignore. Under the UK ZEV mandate pace — 80% of new car sales zero-emission by 2030, 100% by 2035 — Haringey’s mean EV share rises significantly over the next four years. But charger supply is modelled as growing slower than demand, because grid connections and planning consents don’t move as fast as car sales. TfL’s own 2025 infrastructure strategy estimates London needs to go from roughly 25,500 public chargers today to 43,000-51,000 by 2030 just to keep pace. That’s a structural lag, not a budget problem. The neighbourhoods underserved today are likely to be more underserved in 2030, not less.
I think councils and infrastructure planners already understand this challenge in aggregate. What they often don’t have is the neighbourhood-level picture: where the gap is widest, where flat density and charger shortage overlap, and where acting first would have the highest return.
Start with the neighbourhood.
*The interactive map is available as a standalone HTML file. It covers 147 Haringey LSOAs with layers for EV share, charger density, the EV-vs-charger equity gap, home energy bands (A-G, EPC-derived), 2030 and 2050 EV projections, and supporting environmental context. Charger data sourced from Haringey Council’s published EVCP locations (148 points). Contact CityFutures to access the map or discuss the methodology.*