Public EV charging in Piedmont, Quebec. 4 charging locations (1 DC fast, 3 Level 2). Score any address with EV Data Map's free 0–100 site profitability analyzer — Canadian incentives via ZEVIP and provincial programs included.
Piedmont, Quebec is served by 4 public electric vehicle charging locations operating roughly 21 individual chargers. Of those, 1 (25%) offer DC fast charging suitable for road-trip stops and short-dwell sessions, while 3 (75%) provide Level 2 charging for longer dwell times such as workplace, retail and overnight parking.
The largest charging network in Piedmont is Tesla Destination with 2 locations, followed by Circuit électrique with 2. Average DC fast power across the city is approximately 50 kW.
EV Data Map scores every potential charging site in Canada from 0 to 100 for profitability, combining ZEV registration density, daytime population, traffic, demographics, nearby competing chargers, and grid context. Enter any Piedmont address below for an instant profitability score, demand projection, and recommended charger configuration — including ZEVIP, Quebec provincial, and utility incentive matching.
Piedmont projects can typically stack three layers of funding: the federal Zero Emission Vehicle Infrastructure Program (ZEVIP) covering up to 50% of project costs, Quebec provincial programs for additional rebates and tax credits, and local utility incentives for grid-connected installations. Class 56 accelerated capital cost allowance (100% first-year writeoff) further improves project economics for commercial installations.
Use the analyzer to see which programs apply to a specific Piedmont address along with eligible award amounts.
Every score on EV Data Map blends location demand, competition and operating economics into a single 0–100 number. For Canadian sites, demand draws on Statistics Canada ZEV registrations (Table 20-10-0024) projected forward to 2026 using province-level CAGR, daytime population from StatCan census tracts, and traffic patterns. Competition uses the count and quality of nearby chargers — including DC fast power, network reliability and dwell-fit. Operating economics include provincial electricity tariffs, demand-charge exposure, expected utilization, and capital cost for the recommended hardware mix.
For Piedmont specifically, our model factors local commute corridors, the existing footprint of 1 DC fast and 3 Level 2 sites, and the dwell profile of surrounding land use. The result is a per-address score plus a recommended configuration — number of stalls, target power level and network — that maximises projected revenue.