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1、OCTOBER 2022A BEST PRACTICE GUIDE FOREVSE RegulationsTammy Klein Founder&CEO Transport Energy S2022 Fuels Institute Disclaimer:The opinions and views expressed herein do not necessarily state or reflect those of the individuals on the Fuels Institute Board of Directors and the Fuels Institute Board

2、of Advisors or any contributing organization to the Fuels Institute.The Fuels Institute makes no warranty,express or implied,nor does it assume any legal liability or responsibility for the use of the report or any product or process described in these materials.3FUELS INSTITUTE|EVC|REGULATORY BEST

3、PRACTICES As the electric vehicle(EV)market continues to grow in the U.S.,so does infrastructure.According to the U.S.Department of Energy,there are(as of December 2021)45,846 total charging station locations with 112,048 ports(90,813 level 2(L2)and 21,235 direct current fast charging(DCFC).1 EV dri

4、vers currently do about 80%of their vehicle charging at home,but this is expected to change as the market continues to grow.2 There is growing interest in the potential to develop public EV-charging stations(EVCS)at workplaces,fuel stations,retailers,and other sites.Utilities,states,and localities a

5、re providing funding for infrastructure expansion at these kinds of sites,and$7.5 billion in federal funding is planned specifically to help achieve the Biden administrations 500,000 nationwide charger goal under the Infrastructure Investment and Jobs Act(IIJA).3 1“Electric Vehicle Charging Station

6、Locations,”Alternative Fuels Data Center,U.S.Department of Energy,accessed Dec.9,2021,https:/afdc.energy.gov/fuels/electricity_locations.html#/find/nearest?fuel=ELEC&ev_levels=dc_fast&ev_levels=3.2“Charging at Home,”Office of Energy Efficiency and Renewable Energy,U.S.Department of Energy,accessed M

7、ay 4,2021,https:/afdc.energy.gov/fuels/electricity_charging_home.html.3 Infrastructure Investment and Jobs Act,H.R.3684(became Public Law No:117-58 on November 15,2021),available at https:/www.congress.gov/bill/117th-congress/house-bill/3684/text.4 Fuels Institute,EV Market Regulatory Report,March 2

8、021,https:/www.fuelsinstitute.org/Research/Reports/EV-Market-Regulatory-Report.5 Infrastructure Investment and Jobs Act,H.R.3684.As shown in the EV Market Regulatory Report produced by the Fuels Institute in March 2021,a patchwork of requirements has been developed across the country among states,th

9、eir public utility commissions,localities(county and cities),and now the federal government with IIJA funding.Several states,such as California,have been on the forefront of developing and implementing policies to encourage the uptake of the EV market and the spread of public EV charging.4 Many loca

10、lities around the country are beginning to follow.However,the research for that report also revealed that most states and localities that were surveyed had little to no policies at all respecting public EV charging.This is expected to change quickly in the next several years as states and localities

11、 recognize the need to prepare for the rise in electrification and receive funding from different sources.One of those sources has been the Volkswagen Dieselgate settlement to the states,which many states are using to expand infrastructure.5 Many state and local officials for the first time will hav

12、e to consider developing and implementing policies to expand infrastructure.EXECUTIVE SUMMARYRegulatory Best Practices 4FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES This guide has been prepared to help these officials and other readers understand in brief form the policy landscape in the U.S.at bot

13、h the state and local levels,noting the types of policies that have been set and providing several examples of how different authorities having jurisdiction(AHJ)have implemented them.Policy topics addressed in this guide include the following:states defining public utility and allowing kWh charging

14、installation-related policies operation-related policies EV-charging incentive programs utility-related policies localities expedited permitting requirements parking requirements EV-ready building code requirements signage requirements technical requirementsThe guide concludes with best practice rec

15、ommendations from regulated entities themselves,that is,stakeholders that have accumulated years of experience installing and operating EV-charging infrastructure around the U.S.Stakeholders from the EV-charging industry,fuel retailing,utility,and metropolitan planning organizations(MPOs)shared thei

16、r expertise and actionable and practical recommendations as AHJs begin to develop and implement EV-charging policies.These recommendations include the following:Do not wait for federal funding to begin planning for the future expansion of charging,even if EV uptake in an AHJ is limited right now.Loc

17、alities,particularly within a metropolitan area,but ideally at the state(and even federal)level,should consider harmonizing policies,particularly respecting permitting and other aspects affecting the installation and operation of charging infrastructure.5FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES

18、 Localities and states should take the lead in coordinating among themselves and with stakeholders now to begin discussing,developing,and implementing charging policies.Utilities should be engaged as an important stakeholder and partner as part of this effort.Localities may need to review their comp

19、rehensive plan,zoning,and land-use code to eliminate unintended barriers to charging.State public utility commissions(PUCs)should address issues surrounding cost recovery,time of use(TOU),and demand charges.States,following California and New Jerseys lead,should consider implementing expedited and s

20、treamlined permitting policies.In the absence of a state action,localities should consider developing and implementing such a policy to help facilitate the installation of EVCS.Similarly,localities can adopt EV-ready/EV-capable building codes to help facilitate the expansion of charging and better e

21、nforce parking regulations that impact consumers ability to charge.Policies should take into account the issue of equity,and localities should remember rural areas.Localities may want to review resource materials from the Justice40 Initiative,led by the U.S.Department of Transportation.6 States and/

22、or localities can consider developing a reliability standard to ensure that EVCS downtime is kept to a minimum.Incentives to help site hosts new to public EV charging reduce risk is key.6“Justice40 Initiative,”U.S.Department of Transportation,last updated November 18,2021,https:/www.transportation.g

23、ov/equity-Justice40.See also Argonne National Laboratory,“Electric Vehicle Charging Equity Considerations,”at https:/www.anl.gov/es/electric-vehicle-charging-equity-considerations.These recommendations are discussed in greater depth and with additional insight in the final section of this guide.This

24、 report was written before the National Electric Vehicle Infrastructure(NEVI)formula program requirements were released in February 2022.However,a number of topics addressed in NEVI are directly addressed in this report,such as EVCS installation and operation.This report is meant as a complement to

25、these federal efforts and provides,in addition,real-world experience and guidance from government and industry with years of experience in the charging space.6FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES EXECUTIVE SUMMARY .03INTRODUCTION .07EXAMPLES OF STATE POLICIES .08 Public-Utility Definition a

26、nd Allowing Kilowatt-Hour Charging .08 Installation-Related Policies .09 Operation-Related Policies .12 EV Charging Incentive Programs .13 Utility-Related Policies .14EXAMPLES OF POLICIES SET BY SOME LOCALITIES .18 Permitting Requirements .20 Parking Requirements .22 EV-Ready Building Code Requireme

27、nts .23 Signage Requirements .25 Technical Requirements .26 Site Design Requirements .27TYPES OF POLICIES THAT CAN BEST FACILITATE THE QUICK,EFFICIENT EXPANSION OF PUBLIC EV CHARGING INFRASTRUCTURE:VIEWS FROM INDUSTRY STAKEHOLDERS .28 North Central Texas Council of Governments:Its Important for Loca

28、lities to Prepare Now for EV Growth .31 7-Eleven:We Need Better Solutions for Demand Charges and Expedited/Streamlined Permitting .32 FLO:Localities Have a Critical Role to Play in Expanding Charging .33 Southern Company:Engage Utilities Now .35 Kum&Go:Metropolitan Areas Should Consider Harmonizing

29、EV Charging Policies .35 FreeWire:Ensure Policies Account for New,Emerging Technologies .36 Electrify America:Addressing Demand Charges,Charging Station Permitting,and EV-Ready Building Codes Is Crucial to Expanding Ultra-Fast Charging .37 Capital District Transportation Committee:Check Your Compreh

30、ensive Plan,Zoning,and Land Use Codes,and Update Them as Needed to Help Facilitate EV Charging .39 Duke Energy:Plan Early,Plan Often,Plan Now .40 GetGo and Giant Eagle:Incentives,Ensuring Fair Competition,and Better Consumer Education Is Key .41 EVgo:Connect the Watts to Accelerate Charger Deploymen

31、t .42GLOSSARY AND WORKS CITED.45CONTENTS7INTRODUCTIONThe EV Market Regulatory Report included an analysis to identify commonalties and differences in states as well as more than 100 cities and counties.That analysis found that 35 states have addressed issues related to the pricing of charging(allowi

32、ng kilowatt-hour(kWh)pricing)and that 29 states have made it clear in policy that charging site hosts are not public utilities subject to that industrys regulatory regime.Beyond finding that EV charging is not a public utility as defined in some state policies and allowing kWh pricing,10 states addr

33、ess other installation-related issues;five states,operation.Installation-related policies tend to address issues such as licensing of installers,site design,signage,and parking.Several states address operation-related questions such as requiring multiple payment options and/or prohibiting subscripti

34、ons plans.Many states do not address installation or operation issues related to public charging and have no policies in place related to electric vehicle supply equipment(EVSE).California,by far,has the most developed regulatory regime.Localities have tended to address issues such as siting/zoning,

35、station design,parking,and signage.Out of 100 localities surveyed for the 2021 report,49 cities and counties have set ordinances or other regulations governing EVSE installation,23 of which are in California.One city out of the group surveyed included operation-related EVSE requirements.Within metro

36、politan statistical areas,the lens used to evaluate these cities and counties,there was a lack of alignment on issues generally related to EVSE installation,including permitting.Even in California,not all cities have yet adopted requirements set by the state respecting expedited and streamlined perm

37、itting.Correcting this inconsistency is one stated intent behind the enactment of the policy.Policy topics addressed below include the following:states defining public utility and allowing kWh charging installation-related policies operation-related policies EV-charging incentive programs utility-re

38、lated policies localities expedited permitting requirements parking requirements EV-ready building code requirements signage requirements technical requirementsFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 8The sections below provide an overview and exam

39、ples of policies that states have set respecting the definition of public utility and allowing kWh charging,installation-and operation-related policies,incentive programs,and utility-related policies.PUBLIC-UTILITY DEFINITION AND ALLOWING KILOWATT-HOUR CHARGINGMore than 30 states have addressed two

40、common issues(Figure 1).The first is clarifying that an EVSE site host is not a public utility and thus not subject to the regulatory regime that governs utilities.The regulatory regime is not applicable and it would prove burdensome to those entities looking to develop EV-charging sites.The second

41、is allowing site hosts to charge by the kWh,which may be more transparent for EV drivers.It is important to note that even if a state has not yet clarified that EVSE or site hosts are not defined as public utilities and not subject to that regulatory regime,no state to date has regulated third-party

42、 EVSE as public utilities or prohibited third-party deployments for that reason.EXAMPLES OF STATE POLICIESAddresses bothFIGURE 1:STATES ADDRESSING KILOWATT-HOUR CHARGING AND PUBLIC-UTILITY DEFINITION ISSUESAllows kWh charging onlyAddresses public utility definitionDoes not addressFUELS INSTITUTE|EVC

43、|REGULATORY BEST PRACTICES 9INSTALLATION-RELATED POLICIESInstallation-related policies cover issues such as siting;permitting;parking;site design(including compliance with Americans with Disability Act(ADA)requirements);property flow;curb cuts;and proximity of charging equipment to other equipment o

44、n-site,such as petroleum dispensers.Additional policies include require-ments and processes for construction and installation of EVSE,as well as engagement with the local utility.According to the Fuels Institute Electric Vehicle Councils EV Market Regulatory Report(2020),10 states have adopted such

45、policies.7 Some states,such as Massachusetts,have installation requirements tied to EV-infrastructure incentive programs.Still other states have taken a direct approach with detailed policies.Several examples of state approaches follow in Table 1.7 Fuels Institute,EV Market Regulatory Report,3.TABLE

46、 1:EXAMPLES OF STATE APPROACHES ON POLICIES GOVERNING EVSE INSTALLATIONSTATESUMMARY OF POLICYCaliforniaThe state has adopted an expedited permitting policy under state legislation(AB 1236)that localities in the state must adopt.Cities and counties must adopt an ordinance that creates an expedited an

47、d streamlined permitting process for EVSE.Each city or county must consult with the local fire department or district and the utility director to develop the ordinance,which must include a checklist of all requirements for EVSE to be eligible for expedited review.AB-1236 requires the following:Local

48、ities must enact ordinances creating an expedited,streamlined permitting process for EVCS including L2 and DCFC.A checklist of all requirements needed for expedited review must be posted on each localitys website.EVCS projects that meet the expedited checklist are administratively approved through a

49、 building or similar nondiscretionary permit.EVCS projects are reviewed with a focus on health and safety.Localities are required to allow for electronic submission of application packets for plug-in electric vehicle(PEV)charging stations through email,internet,and/or fax and allow for electronic si

50、gnatures on all forms.The locality accepts electronic signatures on permit applications.The locality commits to issuing one complete written correction notice detailing all deficiencies in an incomplete application and any additional information needed to be eligible for expedited permit issuance.An

51、y project that meets all the requirements in the checklist,as determined by the locality,shall qualify for expedited review.In the majority of cases,this means that no discretionary-use permit will be required,which can be the most time-consuming aspect of permit approvals.A discretionary permit can

52、 only be required if the building official makes a finding,based on substantial evidence,that the EVCS could have a specific,adverse impact upon public health or safety.The health and safety review a locality conducts under AB 1236 uses objective measures and allows building officials to assess if a

53、“specific,adverse impact”may result due to the installation of EVCS or EVSE equipment.For example,health and safety concerns can lead to the need for project revisions when the building official believes that added EV-charging loads may affect existing electrical infrastructure or when the project m

54、ight create a visual hazard.It should be noted that a visual hazard is different from a visual impairment.California continued on the next pageTable 1 continued on the next pageFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 10Table 1 continued from the previous pageTable 1 continued on the next page

55、8 California AB-1236 Local Ordinances:EVCS,Chapter 598(approved October 8,2015),available at https:/leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB-1236;California Governors Office of Business and Economic Development,Electric Vehicle Charging Station Permitting Guidebook,J

56、uly 2019,https:/businessportal.ca.gov/wp-content/uploads/2019/07/GoBIZ-EVCharging-Guidebook.pdf.9 California AB 970(approved October 8,2021)at https:/leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB970.10 83 Illinois Administrative Code 469.120(2020).11 Massachusetts Departme

57、nt of Environmental Protection,MassEVIP Public Access Charging(PAC)Program Requirements,December 4,2020,accessed Aug.31,2021,https:/www.mass.gov/doc/massevip-public-access-charging-requirements/download.12 Minnesota Statutes 325F.185,326B.35(2020).STATESUMMARY OF POLICYCalifornia continued from the

58、previous pageIn California,EVCS permit applications are supposed to be approved through a truncated permitting process.EVCS permit applications will usually be reviewed for compliance with building,electrical,accessibility,and fire safety regulations.The permit applications may also receive public s

59、afety,structural,and engineering reviews based on the processes and organizational structure of the locality.If possible,these reviews are done concurrently.8 Other recent legislation(AB 970)assigns specific timelines for permitting review and deems an application approved if timelines are not met.9

60、IllinoisPrior to installation of an EVCS,the retail customer shall provide notice in writing to the servicing electric utility of plans to install an EVCS that includes the following:the name,address,and electric utility account number of the retail customer who owns,uses,operates,or maintains the E

61、VCS the location of the EVCS when an EVCS is to be installed by an installer,maintainer or repairer(IMR):the business name,address,and phone number of the IMR that is the certificate holder the Commission docket number in which the IMR obtained a certificate from the Commission the load and technica

62、l specifications of the charging stations whether the charging station is for personal or commercial use10 MassachusettsMassachusetts is an example of a state that has attached installation requirements as a condition of receiving grant funds to develop EVSE.Its Massachusetts Electric Vehicle Incent

63、ive Program(MassEVIP)provides funding for both fleet EVs and the development of EVSE.Among other requirements,applicants must:allow the general public to have practical access to,and use of,the parking space and the EVCS for a minimum of 12 hours per day at the location identified in the application

64、 and describe such access in the application ensure the EVCS location is designed to protect the equipment from physical damage,which includes curbs,wheel stops,setbacks,bumper guards,and bollards ensure the charging station parking space and area around the charging station is maintained,including

65、snow removal and general cleaning install directional signage to the EVCS location,starting at the entrance of the parking area ensure the station can charge EVs produced by multiple manufacturers comply with ADA requirements and ensure that at least 5%of the sites EV-charging spaces,but not less th

66、an one such space,be accessible to persons with disabilities11MinnesotaEVSE installed in Minnesota must:1)be able to be used by any make,model,or type of PEV;2)comply with state safety standards and standards set by the Society of Automotive Engineers;and3)be capable of bi-directional charging once

67、electrical utilities achieve a cost-effective ability to draw electricity from PEVs connected to the utility grid.These requirements may not apply if the installations require significant upgrades.12 FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 11Table 1 continued from the previous pageSTATESUMMARY

68、 OF POLICYOregonThe legislature enacted legislation requiring the development of a statewide EVSE permit and inspection protocol regulations.The EVSE permit covers the installation of all electrical components dedicated to the operation of an EV-charging system,and no other state building code permi

69、t is required.Building officials and inspectors shall permit and allow installation of an EV-charging system that has a Building Codes Division special deputy certification label without further testing or certification.However,EVSE installers must obtain a permit from the inspecting jurisdiction fo

70、r the EVSE.Inspection of an EVSE installation is limited to determining compliance with certain Oregon Electrical Specialty Code provisions.1313 Revised Code of Washington 19.27.540(2021).Source:Compiled by Transport Energy Strategies,August 2021FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 12OPERAT

71、ION-RELATED POLICIESOperation-related policies govern issues such as how electricity is sold,the marketing of charging services,disclosures required to be provided to customers,the unit of measurement required in selling electricity,and type of receipt required.According to the Fuels Institute Elect

72、ric Vehicle Councils EV Market Regulatory Report(2020),five states have adopted such policies.14 Several states address operation-related questions that include requiring multiple payment options and/or prohibiting subscriptions plans (Table 2).14 Fuels Institute,EV Market Regulatory Report,3.15 Cal

73、ifornia Health and Safety Code 44268,44268.2(2020);California Air Resource Board,EVSE Standards Regulation,Final Order,June 2020,available at https:/ww2.arb.ca.gov/our-work/programs/electric-vehicle-supply-equipment-evse-standards;4 California Code of Regulations 4001,4002.11(2020).16 Connecticut Ge

74、neral Statutes 16-19ggg(2016).17 New Hampshire Revised Statutes 236:131(2020).STATESUMMARY OF POLICYCaliforniaEVSE service providers may not charge a subscription fee or require membership for use of their public charging stations.In addition,providers must disclose the actual charges for using publ

75、ic EVSE at the point of sale;allow at least two options for payment;and disclose the EVSE geographic location,schedule of fees,accepted methods of payment,and network roaming charges to the National Renewable Energy Laboratory.Exceptions apply.Also,the California Air Resources Board has adopted inte

76、roperability billing standards for network roaming payment methods for EVSE.Providers would be required to meet these standards within one year of adoption.For new AC chargers after January 2021 and DC chargers after 2023,the state requires EVSE to be type certified and field verified to ensure that

77、 a kWh dispensed equals a kWh received.15 ConnecticutOwners and operators of public EVSE that require payment must allow multiple payment options to allow public access.In addition,payment should not require users to pay a subscription fee or obtain a membership of any kind;however,payment required

78、may be based on price schedules for such memberships.Owners and operators can impose restrictions on the amount of time a vehicle can use the EVSE.16 New HampshireIf the owner or operator requires payment for use of the EVSE,they must accept multiple payment options.Also,they must not require users

79、to pay a subscription fee or obtain a membership at any organization to use the equipment.17 Source:Compiled by Transport Energy Strategies,August 2021TABLE 2:EXAMPLES OF STATE APPROACHES ON POLICIES GOVERNING EVSE OPERATIONFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 13EV-CHARGING INCENTIVE PROGRA

80、MSTwenty-four states offer incentives for expanding EV charging that may be applicable to public charging.These incentives are in addition to what is offered by utilities and through the Volkswagen Clean Air Act Civil Settlement.Table 3 provides examples of the types of incentives some states have o

81、ffered to support EVSE scale up.18 Administrative Code of Arkansas 15-10-903(2020).19 Oklahoma Statutes 68-2357.22(2014).20 Texas Statutes Health and Safety Code 386(2019)and Texas Administrative Code 14.660-114.662(2021).21 Revised Code of Washington 47.04.350(2019).STATESUMMARY OF POLICYArkansasTh

82、e Arkansas Department of Energy&Environment Division of Environmental Quality may offer a rebate for each approved private EVCS,public EVCS,compressed natural gas refueling station,liquefied natural gas refueling station,and liquefied petroleum gas refueling station that is not more than 75%of the q

83、ualifying costs of the station,not to exceed$400,000;not more than 50%of the eligible equipment purchase and installation cost of the private EVCS,not to exceed$900;or not more than 50%of the eligible equipment purchase and installation cost of the public EVCS,not to exceed$5,000.18OklahomaFor tax y

84、ears beginning before December 31,2027,a tax credit is available for up to 45%of the cost of installing commercial alternative-fueling infrastructure.Eligible alternative fuels include natural gas,propane,and electricity.The infrastructure must be new and must not have been previously installed or u

85、sed to alternative-fuel vehicles.19TexasThe Texas Commission on Environmental Quality(TCEQ)administers the Alternative Fueling Facilities Program(AFFP)as part of the Texas Emissions Reduction Plan(TERP).AFFP provides grants for 50%of eligible costs,up to$600,000,to construct,reconstruct,or acquire a

86、 facility to store,compress,or dispense alternative fuels in the Clean Transportation Zone,including electricity for EV charging.20WashingtonThe Washington State Department of Transportation offers competitive grants to strengthen and expand the West Coast Electric Highway network by deploying EVSE

87、with L2 and DCFCs and hydrogen fueling infrastructure along highway corridors in Washington.Eligible project costs include siting,equipment purchases,electrical upgrades,installation,operations,and maintenance.21Source:Compiled by Transport Energy Strategies,August 2021TABLE 3:EXAMPLES OF STATE APPR

88、OACHES ON INCENTIVE POLICIES TO SUPPORT EVSE SCALE UPFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 14UTILITY-RELATED POLICIESStates have also set policies respecting the utilitys role in EV charging,also known as utility engagement.This does not include PUC or public service commission(PSC)decisions

89、,which will be covered in more detail below.The most common public charging issues state legislatures are addressing related to utilities pertain to setting rates,requiring utilities to submit transportation electrification plans(TEPs)that detail how they will help the state achieve its electrificat

90、ion goals,and addressing the role of utilities in charging.This includes PUC/PSC and/or legislative discussions on the use of existing ratepayer dollars directed toward expanding EV-charging infrastructure and whether that may impact the competitive marketplace for charging as a service.With respect

91、 to the latter,several states have and continue to consider whether utilities can own and operate charging stations as well as expanding customer access to EV charging through the direct deployment of charging infrastructure.States already have considered and approved several models that include all

92、owing utilities to(1)deploy make-ready installations that enable infrastructure up to the point of installing a charger,(2)owning and operating installations outright,or(3)providing financial incentives to host sites.These three approaches are summarized in Figure 2.BUSINESS AS USUALUtility/contribu

93、tion in aid of constructionHost site investmentUTILITY INCENTIVEUtility/contribution in aid of constructionHost site investmentMAKE-READYUtility investmentHost Site investmentOWNER-OPERATORUtility investment1)Business as UsualElectric CompanyCustomer2)Make ReadyElectric CompanyCustomer3)Charger Only

94、Electric CompanyElectric CompanyCustomer4)Full OwnershipElectric CompanyUtility incentive paymentsUTILITY DISTRIBUTION NETWORKService connectionSupply infrastructureCharger equipmentMETERCONDUCTOR(BORING/TRENCHING)EV CHARGERELECTRIC VEHICLEPANELTRANSFORMERSERVICE CONNECTIONSUPPLY INFRASTRUCTURECHARG

95、ER EQUIPMENTSERVICEMETERPANELCONDUIT WIRINGCHARGING STATIONUTILITY PAD-MOUNTED TRANSFORMERFIGURE 2:EV-CHARGING INFRASTRUCTURE UTILITY MODELSSource:Smart Electric Power Alliance(SEPA),citing M.J.Bradley&Associates,2019FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 15Make-ready installations appear to

96、be a more favored approach than ownership at this time,allowing the utility to construct electrical infrastructure,such as trenching and conduits,which enables charging readiness for site hosts.22 Such a solution may address upfront cost barriers and make charging infrastructure cost competitive for

97、 public charging market participants.23 With respect to rates,states are preparing for new,dispersed load growth and expanded peak demand that may strain the electric grid as the EV market continues to grow.24 Some states also are considering how to design utility rates to support charging behaviors

98、 that enhance,not threaten,grid reliability and costs,namely inducing chargers(particularly homeowners)not to charge during peak demand periods.25 Utilities are also considering special rate structures for DCFC that reduce or eliminate demand charges,which can often be a barrier to the development o

99、f these chargers.On the other hand,states are also recognizing that EVs may benefit the grid as flexible loads,charging during lower demand periods and potentially providing energy back to the grid during peak demand periods through the use of vehicle-to-grid technology.26 22 Matthew Rogotzke,Garret

100、t Eucalitto,and Sue Gander,Transportation Electrification:States Rev Up(Washington,D.C.:National Governors Association Center for Best Practices:2019),https:/www.nga.org/wp-content/uploads/2019/09/2019-09-15-NGA-White-Paper-Transportation-Electrification-States-Rev-Up.pdf.23 Rogotzke et al.,14.24 Ro

101、gotzke et al.,14.25 Rogotzke et al.,14.26 Rogotzke et al.,14.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 16STATESUMMARY OF POLICYColoradoPublic electric utilities may provide electricity to charge PEVs as unregulated or regulated services and may recover the costs of distribution system and infras

102、tructure investments to accommodate PEV charging.The Colorado Public Utilities Commission(Commission)should consider revenues from charging PEVs in the utilities service territory in evaluating the retail rate impact from the development of EVSE,which cannot exceed 0.005%of the total annual revenue

103、requirements of the utility.Public electric utilities were required to file an application with the commission for widespread transportation electrification programs within their respective service territories by May 15,2020,and every three years thereafter.Programs may include:investments or incent

104、ives to facilitate the deployment of customer-or utility-owned EVSE and associated electrical equipment facilitating electrification of public transit and other vehicle fleets rate designs or programs that encourage PEV charging customer education,outreach,and incentive programs that increase awaren

105、ess of transportation electrification27 ConnecticutUtility companies must evaluate if it is appropriate to implement PEV time-of-day rates for residential and commercial customers.A time-of-day rate for PEVs is designed to reflect the cost of electricity to the consumer at different times of the day

106、.Utilities that have already made this determination prior to July 1,2017,are not required to do so again.28New MexicoBy January 1,2021,and upon request by the New Mexico Public Regulation Commission thereafter,public utilities must file an application to the commission to expand transportation elec

107、trification.Applications may include,but are not limited to,incentives to facilitate the installation of PEV charging infrastructure,electrification of public fleet vehicles,PEV charging rates,and customer outreach and education programs.The commission may approve applications based on whether the p

108、roposed projects can be reasonably expected to improve the electrical system efficiency of the public utility;to increase access to electricity as a transportation fuel,including in low-income and underserved communities;to reduce air pollution and greenhouse gas emissions;and to encourage consumer

109、adoption of PEVs.29 UtahThe Utah PSC is authorized to establish a large-scale EVSE program with a maximum cost of$50 million.The program may include utility-owned EVSE,a new EVSE rate structure,and a public education plan.Utilities implementing EVSE programs must submit annual progress reports by Ju

110、ne 1 for the previous calendar year.30Source:Compiled by Transport Energy Strategies,August 2021TABLE 4:EXAMPLES OF STATE APPROACHES ON UTILITY ENGAGEMENT POLICIESSeveral states via legislation have directed utilities to develop,or PUCs to oversee,the development of TEPs.Several of these states have

111、 defined criteria that utilities must consider in creating their respective TEPs,such as system efficiency,equity(particularly for underserved communities),innovation,competition,and interoperability.They have also provided a degree of guidance about what could be included in TEPs,such as rebate and

112、 other incentive programs,public education and outreach,and new rate structures.Table 4 shows examples of types of state policies related to utility engagement.27 Senate Bill 19,077(2019)and Colorado Revised Statutes 41-1-103.3,41-3-116,and 40-5-107(2021).28 Connecticut General Statutes 16-19f(2021)

113、.29 New Mexico House Bill 521,2019,and New Mexico Statutes 62-3(2021).30 Utah House Bill 396(2020)and Utah Code 54-4-41(2018).FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 17Much of the action and engagement with respect to charging generally is happening at the regulatory level in respective states

114、 PUCs,which have considered hundreds of filings in the last few years from utilities on a range of EV-related issues,including charging,different types of incentives,rates,and others.Table 5 summarizes select examples of utility rate designs that have been approved by PUCs in several states.31 Arizo

115、na Corporation Commission,docket number E-01933A-17-0250,Tucson Electric Power Company,filed August 1,2017,https:/edocket.azcc.gov/search/docket-search/item-detail/20126.32 Hawaii Public Utilities Commission,docket number 2018-0422,Maui Electric Company,Limited,filed December 21,2018,https:/dms.puc.

116、hawaii.gov/dms/dockets?action=details&docketNumber=2018-0422.33 Maine Public Utilities Commission,case number 2019-00217,Commission Initiated Request for Proposals for Pilot Programs to Support Beneficial Electrification of the Transportation Sector(P.L.2019 CH.365,Section 5),case start August 20,20

117、19,https:/mpuc-cms.maine.gov/CQM.Public.WebUI/Common/CaseMaster.aspx?CaseNumber=2019-00217.34 State of New York Public Service Commission,Case 18-E-0138,Order Establishing Electric Vehicle Infrastructure Make-Ready Program and Other Programs,issued and effective July 16,2020,https:/documents.dps.ny.

118、gov/public/Common/ViewDoc.aspx?DocRefId=%7b6238DD07-3974-4C4E-9201-3E339E311916%7d.STATESUMMARY OF POLICYArizonaTucson Electric Power was approved on February 20,2019,to invest in certain elements of their Energy Efficiency Implementation Plan.The PSC-approved programs including the distributed ener

119、gy resource,smart home EV pilot,residential EV rate,REV West,and smart city EV build-out plan.These programs include elements seeking to enhance vehicle-to-grid efforts,including smart charging and incentives for charging infrastructure.31 HawaiiOn January 15,2020,Hawaiian Electric was approved to e

120、stablish a fast-charging service and EV rate in Maui through the subsidiary Maui Electric Company.The utility will own and operate four DCFC stations that will add to the existing EVohana network on the island.New rates will offer low-cost charging during off-peak daytime hours when solar energy gen

121、eration is abundant.The utility will replace the existing infrastructure at these sites to allow more types of EVs to access them.The commission reduced the initial budget of the program and required modifications to the EV rate where a rate structure was eventually approved following the companys a

122、doption of the shared savings mechanism requested by the commission.32 MaineOn February 25,2020,the Maine PUC approved portions of several proposed EV pilots by Central Maine Power.The commission denied any funding for DCFC make-ready and incentives,which was the bulk of the$3.5 million initially pr

123、oposed by Central Maine Power.In addition to$240,000 for make-ready investment in 60 L2 charging stations,the commission also approved a new rate structure for DCFC stations that seeks to lower the operating costs for station hosts.33 New YorkIn July 2020,the state PSC approved a$701 million EV make

124、-ready program that will run through 2025 and be funded by investor-owned utilities(IOUs).The funding is expected to support the development of 50,000 L2 and 1,500 DCFC charging stations in the state.The EV make-ready program will be funded by IOUs in New York state and creates a cost-sharing progra

125、m that incentivizes utilities and charging station developers to site EV-charging infrastructure in places that will provide a maximal benefit to consumers.The PSC order caps the total budget at$701 million and will run through 2025.34 Source:Compiled by Transport Energy Strategies citing data from

126、Atlas Public Policys EV Hub,Electric Utility Filings Dashboard,June 2020TABLE 5:EXAMPLES OF STATE PUC APPROACHES ON UTILITY RATE DESIGNS FOR EV-CHARGING18FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES EXAMPLES OF POLICIES SET BY SOME LOCALITIESIn the EV Market Regulatory Report,more than 100 of the m

127、ost populated cities and counties in the U.S.were selected to survey what types of policies,if any,were being implemented.The research revealed that 49 cities and counties policies have ordinances or other regulations in effect concerning public EV charging.Nearly half(23)of those cities and countie

128、s are in California,and nearly all policies focus on aspects of EVSE installation.Most public EV-charging regulation appears to take place in cities,though there are a few counties that also regulate public charging.Policies tend to fall into the following categories:permitting requirements specific

129、 to non-residential EVSE sites parking requirements specific to EVs signage requirements other specific design or installation requirements that may address issues such as technical requirements(voltage,raceway,power supply),landscaping,fire and safety code compliance,and trip hazards,among other is

130、sues EV-ready building code requirementsFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 19Table 6 provides a short example from the city of Atlanta of a general approach to setting these kinds of policies cities and counties and includes the foregoing categories.35 This a brief summary of some of the

131、requirements;see the ordinance for further detail:Atlanta Code of Ordinances Sec.16-28.017(2021).STATESUMMARY OF POLICYAtlanta,GeorgiaEVSE infrastructure shall be installed per the requirements of the current edition of the National Electrical Code(NFPA 70)as adopted and amended by the State of Geor

132、gia for enforcement by the City of Atlanta.a.The off-road parking provided for certain specified building occupancies must have EVSE infrastructure installed at the parking spaces dedicated for the use of the building.b.The ratio of EV parking spaces to non-EV parking spaces shall be 1:5 and only ap

133、plies to the total new parking spaces.c.Designated dual-port EVSE may be dual-usage for ADA-accessible EV-charging spaces and non-ADA-accessible EV-charging spaces with ADA-compliant hardware.The use of the space for accessible parking takes precedence over the need to use this space for EV charging

134、.Other criteria for signage,parking,landscaping is included in the policy such as:1.Installation of EVSE must meet NFPA 625 as it may be from time to time amended.2.EVSE must be mounted on the wall or on a structure at the end of the space provided and must be placed at least 4.5 feet above the park

135、ing surface of the space.No charging devices may be placed within the dimensions of a space on the sides or entrance to a space.3.EVSE mounted on structures such as pedestals,lighting posts,bollards,or other devices must be located as to not impede pedestrian travel or create trip hazards.4.Wayfindi

136、ng signs,if installed,must be placed to effectively guide the motorists to the EV parking space and/or charging station.Private regulatory signage must be placed in a manner that must not interfere with any parking space,drive lane,or exit.5.Each EVCS and parking space for which any parking incentiv

137、e was granted must be reserved for use as an EVCS or as EV-reserved parking.If time limits or usage requirements are to be enforced by vehicle immobilization or non-consensual towing,the posting of signage that complies with the requirements of the city code applicable to vehicle immobilization or n

138、on-consensual towing must be observed.Vehicle immobilization or non-consensual towing may be enforced for the EVCS and parking spaces by the owner or operator of the parking spaces even when no parking incentive was granted.6.Any EVCS and parking spaces for which any parking incentive was granted mu

139、st be operational at all times.When an EV parking station is not operational for 14 consecutive days,it must be considered to have been removed from service.The failure to maintain the number of EVCSs and parking spaces shall be cause to require the installation of the number of parking spaces requi

140、red by the district regulations.7.A phone number or other contact information must be provided when the station is not functioning in a manner that allows EVs to be charged.35 Source:Compiled by Transport Energy Strategies,August 2021TABLE 6:EXAMPLE OF LOCAL GENERAL APPROACHES TO SETTING POLICIES FO

141、R PUBLIC EV CHARGING:ATLANTA19FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 20PERMITTING REQUIREMENTSSome cities that were included in the survey require a permit before an EV charger can be installed.Some localities have implemented expedited review processes and requirements for EVSE permitting,pa

142、rticularly in California,which requires localities to implement such processes(noted above).Some localities have developed guidelines,checklists,websites,and other information to assist prospective site hosts.36 Others allow application packages to be submitted online,such as in Houston.37 Common in

143、formation a locality requires in the permitting process includes:site plans a single-line electrical diagram load calculations and whether a panel upgrade will be required a separate mechanical permit application if ventilation will be required for the station charger installation instructions from

144、the manufacturer how the site host will address accessibility,with clear diagrams and text showing how the project will meet ADA requirements38 easement requests,if necessary36 The city of Tustin,California,has a checklist that exemplifies what an AHJ may require and what a checklist looks like:City

145、 of Tustin,Eligibility Checklist for Expedited Electric Vehicle Charging Station Permit:Non-Residential Buildings and Facilities,August 2017,https:/www.tustinca.org/DocumentCenter/View/647/EVCharger-Eligibility-Checklist-Non-Residential-PDF.37 Houston Permitting Center,Electrical Vehicle Charging Ou

146、tlets Permit,https:/www.houstonpermittingcenter.org/hpwcode1056.38 California Governors Office of Business and Economic Development,Electric Vehicle Charging Station Permitting Guidebook,2829.Localities may require a site plan and may need to address the following elements:utility interconnection re

147、quirements and an electrical plan grading and drainage that may be required at the site landscaping plan,particularly if any trees will need to be removed,which may trigger a tree removal permit lighting parking,with the number of required and existing parking spaces shown in the plan some AHJs have

148、 ordinances requiring a certain percentage of parking spaces be dedicated to EV charging accessibility and compliance with ADA requirements equipment anchorage EVSE protection,such as with the placement of bollards and curbs ensuring right-of-way for pedestrians and that cords will not present trip

149、hazards types of station and wayfinding signage used to direct drivers into EV-charging spaces adherence to all applicable codes,such as the National Electric Code(NEC),National Fire Protection Code(NFPA)and the International Building Code(IBC),among others.Table 7 provides two examples of approache

150、s to regulating permitting for EV charging.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 2139 Berkeley Municipal Code,Section 19.15(2021).40 City of Boston,How to Guide:Electric Vehicle Charger Installation,December 2019,https:/www.boston.gov/sites/default/files/file/2019/12/How%20To%20Install%20an%

151、20EVSE.pdf.STATESUMMARY OF POLICYBerkeley,California Prior to submitting an application for processing,an applicant must verify that the EVCS meets applicable health and safety standards and requirements imposed by the state and the city.An EVCS must meet all applicable safety and performance standa

152、rds established by the California Building,Electrical and Green Building Standards Codes,the Society of Automotive Engineers,the National Electrical Manufacturers Association,and accredited testing laboratories such as Underwriters Laboratories and,where applicable,rules of the Public Utilities Comm

153、ission regarding safety and reliability.A permit application that satisfies the requirements in the citys checklist must be deemed complete and be promptly processed.Upon confirmation by the building official that the permit application and supporting documents meet the requirements of the citys che

154、cklist and are consistent with all applicable laws and health and safety standards,the building official will approve the application and prepare the permit for issuance.If the building official determines that the permit application is incomplete,the building official must issue a written correctio

155、n notice to the applicant,detailing all deficiencies in the application and any additional information required to be submitted to facilitate expedited permit issuance.Review of an application must be limited to the building officials review of whether the application meets the checklist and any app

156、licable California Building Standards Code requirements.However,if the building official makes a finding,based on substantial evidence,that the EVCS could have a specific,adverse impact upon the public health and safety,the applicant may be required to apply for a use permit.In the case that a use p

157、ermit to install an EVCS is required,its application may not be denied unless written findings are made based upon substantial evidence in the record that the proposed installation would have a specific,adverse impact upon the public health or safety,and there is no feasible method to satisfactorily

158、 mitigate or avoid the specific,adverse impact.The findings must include the basis for the rejection of potential feasible alternatives of preventing the adverse impact.39 Boston,MassachusettsThe City of Boston has separate permitting processes for new and existing developments.An electrical permit

159、is required to install EVSE for existing developments.However,installation of a charging station associated with the development of a new residential or non-residential property can be processed in association with the underlying permit(s).Electrical permit applications are on the citys online porta

160、l,where the user creates an account to electronically apply for permits.Relevant project information includes any team members,number of floors being worked on,existing service,new service information,and attaching all necessary attachments.After obtaining the required permit and satisfying the rele

161、vant requirements,site hosts can proceed with installation.40 Source:Compiled by Transport Energy Strategies,August 2021TABLE 7:APPROACHES TO REGULATING PERMITTING FOR EV CHARGINGFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 22PARKING REQUIREMENTSSeveral cities have parking-related requirements for

162、EVs(Table 8).41 Clayton County Georgia Code of Ordinances,Section 4.87(L)(2021).42 The Dallas City Code,Section SEC.51A-4.217(2021).43 Mesa Arizona Code of Ordinances,Section 11-32-4(2021).44 Montgomery County Maryland Code,Section 6.2.5.F(2021).45 Riverside County California Code of Ordinances,Sect

163、ion 17.188.045(2021).STATESUMMARY OF POLICYClayton County,GeorgiaA minimum of one EVCS shall be provided for all new developments that have 100 parking spaces or more.41 Dallas,TexasUp to 10%of parking counted as required parking for a main use on the property may be EV-charging spaces.42Mesa,Arizon

164、aIf spaces for EVs are provided,allowed compact parking spaces can be increased by 1%for every two EVCSs;up to a maximum of 25%of the total minimum required.43(11-32-4).Montgomery County,MarylandAn EVCS-ready parking space must be:1.located in a preferential,highly visible area within the parking fa

165、cility2.a minimum width of 9 feet3.designed so that the space and pathways for the future installation of at least a 120-volt charging station and associated infrastructure are provided4.constructed such that all conduits leading to the electrical room,including electrical service conduit,service si

166、ze,and the electrical room,are appropriately sized to accommodate future electrical equipment necessary for the number of EVCS-ready parking spaces required.44Riverside County,CaliforniaAll development projects that require 25 to 49 parking spaces shall designate two parking spaces for EVs.All devel

167、opment projects that require 50 or more parking spaces shall designate three spaces for EVs and designate one additional space for EVs for each additional 50 parking spaces.All EV parking spaces shall be serviced by an EVCS.If capable,a charging station may service more than one EV parking space.All

168、 EV parking spaces shall be shown on parking site plans.Charging stations and associated equipment or materials shall not encroach into the minimum required areas for driveways,parking spaces,garages,or vehicle maneuvering.45Source:Compiled by Transport Energy Strategies,August 2021TABLE 8:APPROACHE

169、S TO REGULATING PARKING FOR EV CHARGINGFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 23EV-READY BUILDING CODE REQUIREMENTSCalifornia,Massachusetts,Oregon,and Washington and more than 23 localities have implemented EV-ready building codes that require a certain percentage of parking spaces in residen

170、tial,multi-unit dwellings,and commercial buildings to be EV-ready and/or EV-capable.46 These terms are defined as follows:EV-ready spaces:Full circuit installations include 208/240 V,40-amp panel capacity,raceway,wiring,receptacle,and overprotection devices similar to a dryer circuit.EV-capable spac

171、es:Panel capacity and the conduit(raceway)are installed to accommodate the future build-out of EV charging with 208/240 V,40-amp circuits.EV-installed spaces:EV charging must be installed in new buildings that are constructed.46 The Southwest Energy Efficiency Project is tracking these developments

172、on an ongoing basis:“EV Infrastructure Building Codes:Adoption Toolkit,”Southwest Energy Efficiency Project,https:/www.swenergy.org/transportation/electric-vehicles/building-codes#requirements.47 The International Code Council,“Electric Vehicles and Building Codes:A Strategy for Greenhouse Gas Reduc

173、tions”,September 2021 at https:/www.iccsafe.org/wp-content/uploads/21-20604_COMM_EV_Strategy_RPT_v5.pdf(hereinafter“International Code Council).The International Code Council in September 2021 published an educational resource on EV-readiness provisions for residential,multi-unit dwellings,and comme

174、rcial buildings.47 Table 9 summarizes model code language pertaining to commercial buildings.Notes:(a)Where EVSE-Installed Spaces installed exceed the required values in Table C401.4.1 the additional spaces shall be deducted from the EV-Ready Spaces requirement.(b)Where EV-Ready Spaces installed exc

175、eed the required values in Table C401.4.1 the additional spaces shall be deducted from the EV-Capable Spaces requirement.Source:International Code Council,September 2021TABLE 9:EVSE-INSTALLED,EV-READY SPACE AND EV-CAPABLE SPACE REQUIREMENTS FOR NEW COMMERCIAL BUILDINGSTOTAL NUMBER OF PARKING SPACESM

176、INIMUM NUMBER OR%OF EVSE-INSTALLED SPACES(A)MINIMUM NUMBER OR%OF EV-READY SPACES(B)MINIMUM NUMBER OR%OF EV-CAPABLE SPACES1 2 10 11 15 16 19 21-25 26+_#or _%of total parking spaces_#or _%of total parking spaces_#or_%of total parking spacesFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 24The model code

177、 recommends that:Construction documents shall indicate the raceway termination point and proposed location of future EV spaces and EVSEs.Construction documents shall also provide information on amperage of future EVSE,raceway methods,wiring schematics and electrical load calculations to verify that

178、the electrical panel service capacity and electrical system,including any on-site distribution transformers,comply with the requirements of this code.Vehicle spaces equipped with EVSE shall be identified by signage.A permanent and visible“EV-Capable”or“EV-Ready”label shall be posted in a conspicuous

179、 place at the service panel to identify each panel space reserved to support EV-Capable or EV-Ready Spaces,respectively and at the termination point of the raceway or circuit termination point.48 Table 10 provides examples of EV-ready building codes that cities have instituted.48 International Code

180、Council at 10.49 Chicago City Ordinance SO2019-8025(April 24,2020).50 ity of Denver Community Planning and Development,Code Amendment Proposal(2019).51 San Jose California Municipal Code,Section 24.10.300(2021).52 Sedona Arizona City Code,Section 15.45(2021).53 Seattle Municipal Code,Section 23.54.0

181、30(L)(2021).LOCALITYSUMMARY OF POLICYChicago,Illinois20%EV-ready(30+spaces)49Denver,Colorado5%EV-installed,10%EV-ready,10%EV-capable 50 San Jose,California10%EV-installed,40%EV-capable 51 Sedona,Arizona5%EV-capable 52 Seattle,Washington10%EV-ready 53Source:Compiled by Transport Energy Strategies,Aug

182、ust 2021TABLE 10:APPROACHES TO REGULATING EV-READY BUILDING CODES FOR EV CHARGING IN NON-RESIDENTIAL SPACES24FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 25SIGNAGE REQUIREMENTSSeveral cities have signage requirements for EV charging;see Table 11 for examples.54 Jersey City Code of Ordinances,Sectio

183、n 332-28.1(2021).55 Kansas City Missouri Zoning and Development Code,Section 88-305-10-E(2021)56 Miami-Dade Florida County Code of Ordinances,Section 33-122.5(2021).STATESUMMARY OF POLICYJersey City,New JerseyAt the direction of the municipal engineer,there must be appropriate signs and markings to

184、be placed in and around the EVCS that prominently indicate the parking regulations.The signs must identify the voltage and amperage levels;define time limits,fees,and hours of operation,as applicable;and state that the charging station space is reserved for charging purposes only,which is to be defi

185、ned as occurring when a vehicle is connected to the EVSE for electric charging purposes.54Kansas City,MissouriEV-charging equipment must be designed and located so as to not impede pedestrian,bicycle,or wheelchair movement or create safety hazards on sidewalks.1.Information must be posted identifyin

186、g voltage and amperage levels and any type of use,fees,or safety information related to the EVCS.2.A public EVCS must be posted with signage indicating that the space is reserved for EV-charging purposes only.55 Miami-Dade County,FloridaAll EV parking spaces shall be prominently designated with a pe

187、rmanent above-ground sign that conforms to the figure below entitled“Electric Vehicle Charging Station Sign.”The bottom of the sign must be at least 5 feet above grade when attached to a building,or 7 feet above grade for a detached sign.The number of required EVSE spaces or EVSE-ready spaces shall

188、be determined based on the total number of off-street parking spaces,as shown in the table in the statute.The property owner or operator may establish the hours during which vehicles may be charged and the length of charging time permitted per vehicle,provided such information is depicted on the sig

189、n in the manner shown in the figure included in the ordinance.56 Source:Compiled by Transport Energy Strategies,August 2021TABLE 11:APPROACHES TO REGULATING SIGNAGE FOR EV CHARGINGEVELECTRICVEHICLEPARKINGAND CHARGINGSTATIONHOUR#CHARGINGAMPMTO76FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 26TECHNICA

190、L REQUIREMENTS Several cities have technical requirements for EVs;see Table 12 for examples.There may be other technical requirements,codes and standards that will be applicable as well and need to be considered,including the International Fire Code(IFC),National Electric Code(NEC)and National Fire

191、Protection Association(NFPA)Code.57 Gwinnett County Code,Section 115.1(2022).58 City of Santa Clara Code,Section 15.38(2022).59 City of Warren Zoning Code,Article IV-E(2022).STATESUMMARY OF POLICYGwinnett County,GeorgiaCommercial buildings,multifamily residential buildings and single-family resident

192、ial units shall have electrical panels installed with space reserved for the installation of a 2-pole single-phase circuit that can be used for an electric vehicle charging system.57Santa Clara,CaliforniaSanta Clara implements the California Green Building Code,which includes a technical provision r

193、elated to construction plans and specifications.These must demonstrate that all raceways shall be a minimum of 1”and sufficient for installation at all required EVCS.Electrical calculations shall substantiate the design of the electrical system to include the rating of equipment and any on-site dist

194、ribution transformers and have sufficient capacity to simultaneously charge EVs at all required EVCE including EV Capable spaces;and service panel or subpanel(s)shall have sufficient capacity to accommodate the required number of dedicated branch circuit(s)for the future installation of the EVSE.58W

195、arren,MichiganElectric vehicle charging stations shall be maintained in all respects,including the functioning of the equipment.A phone number or other contact information shall be provided on the equipment for reporting non-functioning equipment,malfunctioning equipment,or other issues regarding th

196、e equipment.59Source:Compiled by Transport Energy Strategies,August 2021Note:These provisions are part of an overall EV-ready policy for these two areas.Policies cross over and may cover a range of topics.TABLE 12:APPROACHES TO TECHNICAL REQUIREMENTS FOR EV CHARGING26FUELS INSTITUTE|EVC|REGULATORY B

197、EST PRACTICES 27SITE DESIGN REQUIREMENTSSeveral cities have other site design requirements for EVs;see Table 13 for examples.60 Mesa Arizona Code of Ordinances,Section 11-32-4(2021).61 Montgomery Maryland County Code,Section 6.2.5.F(2021)62 Town of North Hempstead,New York,Municipal Code,Section 70-

198、203X(2021).STATESUMMARY OF POLICYContra Costa County,California Each EV-charging space must include a posted sign and painted curb,or ground markings,indicating that the space is exclusively for EV-charging purposes.EV-charging equipment must be located so that pedestrians are not required to cross

199、between the EV-charging space and the EV-charging equipment.The EV-charging equipment may not obstruct any ADA-compliant sidewalk,entrance,curb-cut,or ramp,while in use or otherwise.EV-charging equipment must be illuminated by lighting to enable the equipment to be used at night.Concrete-filled stee

200、l bollards or other similar barriers must be installed between EV-charging equipment and an EV-charging space under certain conditions outlined in the code provision.Mesa,ArizonaEVCS may be placed in parking lot landscape islands.If necessary,shrubs and ground cover may be eliminated to accommodate

201、the charging equipment.60Montgomery County,MarylandAn EVCS-ready parking space must be1.located in a preferential,highly visible area within the parking facility;2.a minimum width of 9 feet;3.designed so that the space and pathways for the future installation of at least a 120 V charging station and

202、 associated infrastructure are provided;and4.constructed such that all conduits leading to the electrical room,including electrical service conduit,service size,and the electrical room,are appropriately sized to accommodate future electrical equipment necessary for the number of parking spaces requi

203、red to be ready for EVCS.61North Hempstead,New YorkAn EVCS shall be permitted in all commercial districts,subject to the following:1.Each EVCS shall include vehicle-impact protection(bollards)or a similar structure.2.A maximum of two parking spaces that are designated for the exclusive use of electr

204、ic charging and the sale of electricity may be counted toward the off-street parking requirements specified in 70-103.3.Components for an EVCS may encroach up to 36 inches into a required setback or buffer.62Source:Compiled by Transport Energy Strategies,August 2021TABLE 13:APPROACHES TO REGULATING

205、SITE DESIGN FOR EV CHARGING28FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES In discussions with stakeholders involved in the EV-charging space,and as shown in the experiences and recommendations below,common issues related to expanding public charging include:creating necessary incentives to help red

206、uce investment risk and address demand charges expediting permitting updating and addressing permitting,inspection,and zoning codes may inadvertently serve to constrain charging expansion instituting EV-ready/capable building codesTypes of Policies that Can Best Facilitate the Quick,Efficient Expans

207、ion of Public EV-Charging Infrastructure:VIEWS FROM INDUSTRY STAKEHOLDERSFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 29Stakeholder also raised the issue of reliability of charging stations and incorporating equity,which localities should consider.They highlighted the need to begin planning now for

208、 the future expansion of charging;for localities to consider harmonizing policies,especially in metropolitan areas as well as at the state and even national levels;for policymakers to better understand the EV-charging space;and for better coordination at all levels of government.Turning to demand ch

209、arges,PUCs should address issues surrounding cost recovery,TOU,and demand charges.One of the primary operating costs for DCFC stations is the cost of electricity.In the absence of an EV-charging rate,DCFC customers take service under rates that include both energy and demand components.A study by Ro

210、cky Mountain Institute found that when utilization of DCFC stations is low,which is common given the nascency of the technology and EV industry,demand charges can account for up to 90%of a stations monthly electricity bill,resulting in prohibitively high operating costs.To meet current and future EV

211、 needs,and maximize ratepayer savings,some third-party charging companies have said that utilities might consider designing and implementing purely volumetric energy-based EV-charging rates that mitigate the impact of demand charges.Some state PUCs have instituted new demand charge“holiday”rates or

212、reductions.Examples include:Southern California Edison:Created an approved demand-charge-free rate for all non-residential DCFC load for a five-year period,followed by the phase-in of a modest demand charge over the following five years.The long-term demand charge is lower than the demand charge on

213、the default rate.The TOU volumetric energy charges have been increased to recover costs previously recovered in the demand charge.Eversource(Connecticut):Approved a demand-charge-free rate for all DCFC charging load with increase in volumetric energy charge to recover costs previously recovered in t

214、he demand charge.No limit on term of rate offering.NV Energy(North and South territories)(Nevada):Approved a DCFC rate with a ten-year transitional demand charge(20192028).ConEd(New York):Approved an economic development rate for DCFC that includes a bill discount for seven years.Pacific Power(Orego

215、n):Approved a rate beginning with a demand-charge discount of 90%,phasing in at 10%per year until the demand charge is restored at 100%.TOU volumetric energy charges are adjusted to recover costs previously recovered in demand charges.Florida Power and Light:With approval by the Florida PSC,the comp

216、any has created the utility-owned public charging for EVs tariff of$0.30 kWh for electricity sold to users of DCFC stations.The rate is based on a comparison of a cost-per-mile basis of recent gas prices.Two other tariffs,1)EV-charging infrastructure riders for general service demand and 2)general s

217、ervice large demand,will reduce the impact of demand changes brought about by charging stations with low utilization.With respect to permitting,states can implement policies that have been proven effective,such as Californias streamlined permitting and make-ready laws as well as New Jerseys accessor

218、y use bill(S3223)noted in the sections above.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 30Localities can adopt EV-ready/EV-capable building codes to help facilitate the expansion of charging.Buildings constructed today will last for 50 years or more and retrofitting parking structures is at least

219、 four to eight times more expensive than outfitting garages at initial construction,with residents often bearing these costs.When installed during initial construction,EV-charging infrastructure costs are generally less than 1%of the total building construction cost.Elements that could be included i

220、n EV-ready/capable building codes specifically for multi-unit dwellings and non-residential/commercial properties include:Size the primary electrical panel capacity to provide 20%of parking stalls with at least 40-amp 208/240 V service for each parking space.Distribute subpanels throughout parking f

221、acility,with no parking space more than 100 feet from an interconnection point(deeded spaces).“Future proof”the building by providing the option to utilize automatic load-management systems to provide L2 EV charging to 100%of parking spaces,as described in section 625.41 of the National Electrical C

222、ode(2014).Require that 20%of spaces be EV-ready and up to 100%of spaces be EV-capable.Finally,several stakeholders highlighted that an extended zoning review,with multiple rounds of commenting,and the application of parking count minimums are the most common causes of project delays.Below are recomm

223、ended policies and best practices local governments can adopt to improve EV-charging installation timelines:Establish and enforce permitting turnaround times.For example,a California law(AB 970)deems a permit automatically complete within 5-10 days and deems a permit automatically approved within 20

224、-40 days.Establish an expedited EV permit review process that encourages permit reviewers to administratively approve permits(a.k.a.“approved as noted”).An example is Californias expedited permitting law,noted above.).Amend zoning codes to clarify that public EVCS(L2 or DCFC)does not require further

225、 zoning board approval and to clearly identify any exceptions.Appoint an EV-infrastructure permitting point-person to help applicants through the entire permitting process.Align planning codes so that EVCS application reviews are limited to health and safety.Publish an ordinance or bulletin clarifyi

226、ng that EV-charging spaces count as one or more parking spaces for zoning purposes.Count EVCS spaces as regular parking stalls in the parking count study to include supporting equipment(transformer,switchboards,power cabinets).California legislation(AB 1100 and AB 970)can serve as a model or guide f

227、or states and localities.Classify EVCS is as an accessory use to a site,not as a traditional fueling station.Allow EVCS as an approved use as a primary use of a site with streamlined permit and zoning review.Require only an electrical permit,as opposed to an additional EVCS permit.Adopt an online pe

228、rmitting process.Clear permitting and inspection processes,requirements,and forms should made available on a public-facing website for single-family home,multi-family home,and workplace,public,and commercial medium-and heavy-duty charging.Establish an online submittal and payment process,ideally thr

229、ough a portal.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 31 Route permit applications through one department,not multiple.In cases where multiple departments need to review,the reviews should be concurrent rather than sequential.Limit the number of review comments and consolidate when possible.In

230、corporate and prioritize planning for zero-emission vehicles and supporting infrastructure within documents,such as the general plan,capital improvement plan,climate action plan,and design guidelines.Offer pre-application meetings with knowledgeable staff.Finally,several stakeholders raised the issu

231、e of utility service connection timelines and site constraints and easements,with the following regulatory best practices recommended:Require utilities to disclose average timelines for service connection for EV-charging accounts.Provide special easement considerations for EV charging,including the

232、ability to include utility easement language in site leases and contracts between an EV-charging developer and landowner or a long-term ground lessee.Allow for utility make-ready for EV charging(which could be modeled after legislation enacted in California,AB 841).Allow visibility into where power

233、is available on the grid,such as with hosting capacity maps or a way to check with the utility if power is available at a specific site.Improve the feasibility study phase for new projects without having to go through the full design process.Maintain an inventory of utility equipment commonly used i

234、n EV-infrastructure installations,specifically transformers that otherwise can be“made to order”and require long lead times.Provide dedicated design and construction staff for EV-infrastructure projects.Streamline utility design approvals.Below are specific recommendations and perspectives from vari

235、ous stakeholders involved in expanding public charging.NORTH CENTRAL TEXAS COUNCIL OF GOVERNMENTS:Its Important for Localities to Prepare Now for EV GrowthThough EVs only represent 2%of vehicle sales in the U.S.as of 2021,that will change in the coming years,and localities need to be prepared.EV rea

236、diness is an important priority for the North Central Texas Council of Governments,as a fast-growing region with EV uptake growing faster than the national average.With all the economic growth in the region and new construction,supporting the development of EV-charging infrastructure(both public and

237、 private)with EV-ready/EV-capable building codes is becoming a priority,and it makes economic sense to put the infrastructure in so that when the time comes to install EVSE,the costs will be lower and more manageable.Another important policy consideration for localities are incentives for putting in

238、frastructure into place,such as local government incentives that would waive or expedite permits if charging infrastructure is installed in new building construction.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 327-ELEVEN:We Need Better Solutions for Demand Charges and Expedited/Streamlined Permitt

239、ingThere are many barriers to the successful implementation and operation of the EV-charging business,according to Becky Knox,senior energy policy analyst at 7-Eleven Inc.Removing barriers to market,such as high demand charges and slow,antiquated siting and construction processes,are key to ensuring

240、 the rapid expansion of nationwide fast convenient EV charging for all customers.7-Eleven believes that state policymakers,utilities,and stakeholders need to work together on solutions that create more favorable rate structures for EV fast charging.Companies are less likely to invest in areas with h

241、igh demand rates because they can add significant cost to operations,making a successful long-term business unobtainable.At this early stage in the EV market,when charger utilization is still relatively low,it will be difficult,and costly,to successfully operate a nationwide fast-charging network if

242、 the demand-charge issue is not addressed.Additionally,the process of installing EV infrastructure for DCFC needs to be updated and expedited.This includes working with AHJs to streamline the permitting and inspection process so that projects can move forward faster.It also includes working with uti

243、lities to expedite siting of locations with available capacity as well as speeding up interconnection and easement processes.Some states have already started addressing these issues and could provide a good foundation for identifying best practices and lessons learned.Working in partnership with sta

244、te policymakers,AHJs,utilities,and other stakeholders to create favorable utility rate structures and streamlined implementation processes are key factors in advancing the EV fast-charging market.These types of changes will help ensure that consumers have access to more convenient,reliable,and fast

245、EV-charging solutions.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 33FLO:Localities Have a Critical Role to Play in Expanding ChargingFLO is a leading North American EV-charging network operator and a major provider of smart charging software and equipment.FLOs headquarters and network operations c

246、enter are based in Canada,with an office in Montreal and regional teams located in Ontario,British Columbia,California,New York,and Texas.There are measures that already exist in other jurisdictions that localities should consider adopting to better facilitate the expansion of public charging infras

247、tructure.For example,the company is supportive of expedited and streamlined permitting policies,such as those that exist in California.Second,enforcing measures that already exist are important.One example is enforcing parking policies that restrict EV-charging spaces to only EVs.Adopting EV-ready/E

248、V-capable building codes is important,such as the Green Building Code legislation adopted in California and implemented by localities.However,Californias building code currently only addresses L2 charging;FLO recommends a pathway encouraging DCFC make-ready infrastructure build-out so that the optio

249、n is available to site hosts that want it.This is an issue that is currently under discussion and being addressed in California.Policies should be flexible and focus on the“state of the art.”For example,California has minimum requirements with respect to payment standards,which requires an EMV-chip

250、credit-card reader.However,FLO notes that while this is beginning to phase out,regulators will likely be to slow to adapt the regulation as the market evolves quickly.This will result in unnecessary added costs and create potential reliability issues with the station.Localities should beware of lowe

251、st-cost charging solutions.Rather,to ensure people keep adopting EVs,governments need to focus on both increasing the quantity of charging stations and ensuring the quality of those stations.Cory Bullis,senior public affairs specialist for the U.S.for FLO,says,“FLO is trying to prevent a race to the

252、 bottom with charging equipment because there are tons of stories about broken chargers in the wild.Consumers are frustrated,consumers hate it,and then they feel like EVs are not a good fit for them.”One way to address this,he says,is by developing and implementing a reliability standard.“In any of

253、your procurements,you should mandate a percentage of uptime,in a given year,”Bullis notes.FLO recommends at 97%uptime target.Since localities are using public dollars and need to show good stewardship of these funds,they should require uptime to guarantee reliability and reduce downtime.In addition,

254、localities have a central role in developing curbside charging because they can help with site selection,permitting,and reserving spots for charging.Bullis notes that“cities need to take an active role in guiding and shaping that process to make it a reality.And cities should want curbside charging

255、to be a tool in their toolbox because its going to be an important service for a lot of their citizens that cant access charging at home,especially those at apartment complexes.”FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 34Finally,equity is also an important consideration in expanding public EV c

256、harging.FLO suggests the following principles that localities should consider in ensuring equity,particularly in low-income,disadvantaged,and rural communities.1)Ensure funding provides assured and measurable benefits:Given that low-income and disadvantaged communities have typically been left behin

257、d in initial efforts to electrify transportation,50%of ongoing public and ratepayer funding for transportation electrification programs should go to projects located in these communities.Half of these funds should also go to projects that benefit households with lower incomes residing in these commu

258、nities.Projects must be allowed to fulfill both of these requirements if they meet specified criteria.2)Distribute charging stations equitably:To ensure all communities can access and benefit from EVs,governments and utilities need to ensure the chargers they fund are distributed evenly by populatio

259、n density,geographical area,and population income levelincluding low-,middle-,and high-income levelsacross the state and their respective service territories,with considerations given to redundancy in deployment to provide adequate support to drivers.3)Ensure equitable reliability of charging statio

260、ns:Public-or ratepayer-funded charging stations must be reliable and maintained equitably across communities,regions,geographies,and charging networks.No communitywith a particular focus on low-income and disadvantaged communitiesshould struggle with a lower level of reliability from publicly funded

261、 stations deployed in their area.State agencies and utilities should analyze the reliability of public-or ratepayer-funded charging stations to determine whether there are inequities with regards to their reliability.4)Deploy stations in rural areas:As part of statewide efforts to deploy charging st

262、ations evenly,the unique challenges to deploying infrastructure in rural communities,where electrical capacity is often limited,must be addressed.Identifying best practices and lessons learned has the potential to help standardize and expedite solutions in these areas;in other words,our solutions mu

263、st be data driven.Deploying more robust infrastructure in rural areas also enables potential microgrid developments and vehicle-grid integration solutions,which provides resiliency benefits in the event of public-safety power shut-offs.5)Fund community-based organizations to deliver incentives to ho

264、useholds with lower incomes:Governments and utilities offer a number of consumer-facing incentives for EVs and charging stations,among other things.Public access to these incentives is often obscured or overly complex,which only exacerbates trust issues typically expressed by marginalized groups tow

265、ard government bodiesand limits the uptake of EV incentive programs.Partnerships with community-based organizations,then,are crucial given that these organizations best understand the unique needs of their respective communities and can more effectively deliver these incentives to households with lo

266、wer incomes to make sure families can access the benefits of these technologies.6)Electrify shared-mobility applications:Shared-mobility applications provide critical access to transportation,and driver and rider demographics are typically primarily represented by lower-income and underserved groups

267、.To support these services transition to EVs and help underserved groups access zero-emission shared-mobility services(which can include car-sharing,ride-hailing,and vanpooling services),government,utilities,and infrastructure providers must have a dedicated FUELS INSTITUTE|EVC|REGULATORY BEST PRACT

268、ICES 35focus in deploying infrastructure solutions at“urban mobility hubs,”where shared-mobility vehicles are most concentrated,defined as downtown cores,airports,and nearby multi-dwelling units.7)Upgrade panels to support home charging for households with lower incomes:Many older homes,typically bu

269、ilt decades ago,are occupied by people with lower incomes and lack the appropriate electrical infrastructure to support EV charging.The cost to upgrade electrical panels is one of many barriers that prohibit families living below certain income thresholds from switching to an EV.Given the substantia

270、l wage gaps between families at the lower and higher ends of income ranges,dedicated funding is needed to target these households and remove this cost-related barrier to electrification.Doing so will have a multiplier effect by also enabling building electrification and supporting renewables integra

271、tion.SOUTHERN COMPANY:Engage Utilities NowLincoln Wood,electrification policy manager at Southern Company,says its important for states and localities to engage utilities,especially as they prepare to devote more funding to installing EV-charging infrastructure.He says,“With$7.5 billion in federal E

272、V infrastructure funding made possible by the bipartisan infrastructure bill,it has never been more important to engage utilities early in the process.We want to partner with state and local governments,transportation agencies and industry stakeholders to share our energy expertise and knowledge of

273、state requirements to put these funds to work quickly and efficiently.”Wood says it is critical that the lines of communication remain open among site hosts,charging companies,state and local officials,and utilities to expand EV-charging infrastructure.He notes its important to understand more how u

274、tilities work and their constraints.“Utilities have regulatory responsibilities there are processes and reasons for why things are done the way they are.We are in the business of providing safe,reliable,affordable,and clean electricity to the customers we serve and remain focused on proactive grid p

275、reparation and management to meet EV charging demands as the market matures.”Wood says harmonizing various regulatory processes at the state and local levels,as well as funding and timelines,is an all-hands-on-deck task to ensure that as EVs begin to scale up,the infrastructure will be there.He poin

276、ts to,as an example,the regulatory lag that can occur in PSCs between the time that utility programs are approved and that they can actually be implemented.He notes that federal funding will help speed up the expansion of charging infrastructure but aligning processes is important as well.Wood says

277、that grant funding will be available down the road for ports and airports for conversion from diesel to EVs and will involve a multi-stakeholder process to apply for those grants.Its important for states and localities to begin looking at potential opportunities and preparing for them now.“To me,tha

278、t means laying the groundwork now,”he says,“so that when the time comes,the right players are in the room at the right time to put the proposal together.”KUM&GO:Metropolitan Areas Should Consider Harmonizing EV-Charging PoliciesIn addition to addressing the issue of demand charges(a critical barrier

279、 in expanding charging),in Kum&Gos view there are three other areas that localities should consider as they develop and implement EV-charging policies:improving the permitting process by adopting expedited,streamlined permitting policies;clarifying ADA requirements related to charging;and harmonizin

280、g policies among localities in metropolitan areas,if not state-or nationwide.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 36Brad Petersen,director of retail fuels at Kum&Go,says that permitting varies widely among the jurisdictions where the company operates and,surprisingly,some of the most progre

281、ssive and supportive charging policies also have the most complicated permitting regimes.“We are able to complete our permitting stage and start construction in a timely manner in some areas,and in other areas the permitting process is very slow,”he says.This will need to change to expand charging,o

282、r fuel retailers may conclude it is just too complicated to develop charging stations in some jurisdictions.Another issue Petersen highlights is that localities should consider clarifying for site hosts the ADA accessibility requirements for charging sites.These issues are currently being considered

283、 in states like California,but Petersen says it will ultimately save time and costs for charging station developers to have clarity on what those requirements are as charging continues to grow.He also highlighted potential ADA issues with existing stations that may affect site hosts.“Localities real

284、ly need to be considering this now as they develop charging policies,”Petersen says.Finally,Petersen says regulatory consistency,at least among localities in metropolitan areas,is critical.To really help expand charging infrastructure,regulatory regimes should ideally be consistent at the state or e

285、ven national levels.The difficulty for fuel retailers and convenience store operators is that they typically have consistent,replicable store designs to control both development costs and provide a seamless customer experience.A patchwork of regulatory requirements may impact both.“When we build sto

286、res,we try to be consistent,”Petersen says.“The inconsistencies create complications and slows down the process,and it creates additional work to ensure compliance.”Harmonized regimes,especially for permitting,could address this issue.FREEWIRE:Ensure Policies Account for New,Emerging TechnologiesPet

287、er Olmsted,director of regulatory affairs for FreeWire Technologies,explained that with the substantial public and private investments being committed to deploy EV-charging infrastructure,it is critical to ensure that these investments result in the biggest bang-for-the-buck.DCFC will be a critical

288、piece of the EV-charging ecosystem as long as deployment is timely and cost effective.FreeWire observes that the time and cost associated with building or upgrading traditional electrical and grid infrastructure can present barriers to the deployment of fast-charging equipment,which presents a risk

289、to meeting EV adoption targets.FreeWire offers battery-integrated ultrafast charging solutions that overcome these barriers and deliver energy whenever and wherever its needed by connecting to the grid at low voltage power that is converted to high power output delivered to vehicles.With this innova

290、tive technology,Olmsted says FreeWires Boost Charger can avoid the complexity of upgrading traditional grid infrastructure,as well as help to manage energy costs associated with fast charging.“We are encouraging utilities,regulators,and policymakers to think outside of the box and design EV-charging

291、 programs that leverage and reward technology innovations such as pairing DCFC and energy storage technologies,”says Olmsted.“By creating space in EV-charging programs for innovative solutions to compete on equal terms,FreeWire believes that site hosts will be able to select from the broadest range

292、of technology options available in the market.We believe that the best EV-charging programs are those that are designed to encourage the most optimal outcome,including speed of deployment and reduced grid impact.While we understand the purpose of utility make-ready and demand-charge relief programs,

293、we are concerned that these will slow deployment and increase the total cost of fast-charging solutions.”FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 37For example,Olmsted notes that FreeWire has proposed a per-kWh incentive for battery storage in some states to support the deployment of EV chargin

294、g paired with battery storage.In other words,in situations where battery-integrated EV charging offers the ability to reduce costs associated with make-ready infrastructure,FreeWire has suggested that it would be appropriate to incentivize these technology configurations.This would put different tec

295、hnology solutionsmake-ready infrastructure and technologies like FreeWireson equal footing in terms of the customer value proposition.“Funding can be invested in traditional make-ready infrastructure or on capital equipment and energy storage,”Olmsted says.“We are trying to educate policymakers and

296、regulators that there is opportunity to push the industry to innovate and deliver solutions that will benefit EV drivers,site hosts,the grid,and ratepayers at large.”Olmsted also points out that with the new federal funding for EV-charging infrastructure,it will be critical for states and localities

297、 to build on prior programs,such as those established as part of the Volkswagen Settlement.Olmsted says,“Its important to get those dollars to work as quickly as possible to expand charging across the country.States and localities should look at lessons learned from these programs in order to stimul

298、ate near-term market activity.”ELECTRIFY AMERICA:Addressing Demand Charges,Charging Station Permitting,and EV-Ready Building Codes Is Crucial to Expanding Ultra-Fast ChargingAccording to Electrify America,addressing utility-demand charges at the state level,and permitting processes as well as EV-rea

299、dy building codes at the local level,are critical for expanding public EV charging,including ultra-fast charging.In the companys view,utility-demand charges present the largest long-term barrier to expand the development of public EV charging in the U.S.because of the impact utility-demand charges h

300、ave on EVCS and especially on high-power charging.Many in the industry have recognized this,but it has become a more critical issue as charging stations have moved toward much higher rates of power.“It used to be that when you did a DC fast charging installation,you installed maybe one or two 50 kil

301、owatt chargers,”says Andrew Dick,state government affairs and public policy manager at Electrify America.“Your entire site level demand was a maximum of 50 or 100 kilowatts.But the minimum we install at our standard highway corridor site is two 350 kilowatt and two 150 kilowatt chargers,or 1000 kilo

302、watts of potential demand.”That is 10 to 20 times more powerful than a conventional installationand this has evolved in just a few years.The increase in power increases the exposure to demand charges,which are based on maximum site-wide power demand during a billing period.“It used to be the convent

303、ional wisdom in this industry FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 38and with some policymakers that demand charges are a utilization problem,”Dick says.The idea is that charging would hit a tipping point in utilization where a charging company would generate enough in revenues because ther

304、e are frequent enough charging sessions that would offset demand charges.”However,he continues,“when you get to 350 kilowatts,that really is no longer the case.”He says that finding a long-term solution to demand charges that will allow charging stations to operate economically into the future is a

305、pressing issue that will not be resolved when a certain level of utilization is achieved.He referenced research by the Great Plains Institute showing that,even at higher levels of utilization,most 350 kW chargers will not reach a financial break-even point without substantially reducing or eliminati

306、ng demand charges.Some states are beginning to address this issue.Dick says,“There are a number of different approaches you can take,and its not a one-size-fits-all.For different states,the policy might be different.Weve seen utilities that just simply say,Were going to create a new EV rate that doe

307、snt have a demand charge,or sometimes its for a certain period of time,or sometimes the demand-charge phases back in.That can be an effective approach,as long as its not phasing back into the same starting point,which was too high even for a mature utilization station.”Some utilities have offered de

308、mand-charge credits that are based on the nameplate capacity rather than just being a percentage reduction in the demand charge over a given month.Other utilities have put limiters in place so that demand charges are never more than a certain percentage of a utility bill in any given month.Dick note

309、s that this strategy can be effective since demand charges can account for 80%or more of utility bills for DCFC stations.“There are a lot of different ways to approach the problem,but the demand charges,particularly for ultra-fast-charging infrastructure,thats by far the biggest issue on the utility

310、 side of things,”Dick says.At the local level,Electrify America notes that permitting processes can be challenges.Dick highlights that under Californias expedited and streamlined permitting legislation,which localities are required to implement,permitting application reviews for an EVCS are to be li

311、mited to the question whether or not the station meets health and safety requirements.That is the case in many California localities that have implemented the state legislation.However,permitting processes can create barriers to station installation in other jurisdictions,where planning officials ma

312、y reject EV-charging projects due to parking count minimums or station aesthetics.Zoning officials may conclude a property is not zoned for hosting a charging station or that a zoning classification for a charging station doesnt even exist.Dick says,“Some jurisdictions will determine that the closes

313、t thing in their code is an automobile service station,obviously something very different from EV charging,a full-on gas station with a garage and underground tanks.Sometimes weve had to do code updates to address these kinds of zoning and planning issues,which can be time consuming.Streamlining zon

314、ing and planning codes is something that can be helpful in expanding public EV charging.”EV-ready and EV-capable building codes can be especially helpful in ultimately controlling installation costs since the physical construction of tearing up an existing parking lot to put in conduit,known as tren

315、ching,can be a major cost.“The one thing that we would say in that instance is that a lot of EV readiness codes historically have been written only to contemplate Level 2 charging equipment,”Dick says.“And as the vehicles get faster and faster,and as the battery capacities get bigger,Level 2 is mayb

316、e still part of the solution,but its not the only solution.So having an alternative written into those codes where you can use DC fast chargers to meet requirements we think is pretty important.”FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 39CAPITAL DISTRICT TRANSPORTATION COMMITTEE:Check Your Comp

317、rehensive Plan,Zoning,and Land Use Codes,and Update Them as Needed to Help Facilitate EV ChargingJacob Beeman,Senior Transportation Planner at the Capital District Transportation Committee,the designated MPO for the Albany-Schenectady-Troy and Saratoga Springs metropolitan area,says its especially i

318、mportant for municipalities to look at their existing land-use and zoning regulations to plan for EV and infrastructure scale up.“A lot of municipalities havent updated land-use and zoning regulations in a long time,”he says.Municipalities can update these codes to facilitate EVs adoption and expans

319、ion of charging infrastructure,and they can proactively do so even when there may be a financial limit in actually funding infrastructure.Beeman says that through a technical assistance program provided by the MPO and local regional planning commission municipalities can receive assistance in assess

320、ing and developing EV-friendly zoning regulations:“We took that on,and we did a review of the municipalitys existing comprehensive plan and zoning regulations.”One thing that Beeman says he realized is that a municipalitys comprehensive plan may have to be updated first before zoning and land-use co

321、des are updated,and municipalities should be looking at this now.Beeman says the MPO worked with five different municipalities in New York state who have already implemented EV-friendly land-use and zoning codes to develop a list of best practices for others.“I talked to them about what the process

322、was,what the benefits could be for them,and how they can incentivize implementation.Then we created a document of potential zoning changes that went from least prescriptive to most prescriptive.We had to start at the beginning with describing what an EV is,what infrastructure is,and then progress fr

323、om there,”Beeman says.A best practices paper was prepared in March 2021 for the Town of Colonie,New York,a member of the MPO.The paper investigated the feasibility of incorporating EVCS requirements into the towns zoning and development codes and provided example language from model municipalities.I

324、n the audit of the comprehensive plan,the papers authors noted that including language that supports EVs in local comprehensive plans makes it easier to establish specific EV policies,ordinances,and regulations in other areas of local code and helps lay the foundation for EV adoption in a municipali

325、ty.The review team,among other recommendations,included:Review the comprehensive plan:EVs can be supported in the comprehensive plan directly or more generally through the identification of the municipalitys broader environmental and sustainability goals.Adopt zoning language that defines terms asso

326、ciated with EVs:Adopt zoning language that specifically defines the terms associated with EV charging and does not unnecessarily restrict the installation of EVSE.Establish EV-ready building codes:These EVSE-ready building regulations should require the installation of EVSE in new developments and/o

327、r require the installation of EV provisions to reduce the cost and ease the installation of future EVSE.Review permitting processes:Establish a standardized,low-cost permitting process for residential and commercial EVSE installations.Standardize parking signage:Establish consistent standardized EV

328、parking signage to be used throughout the town.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 40DUKE ENERGY:PLAN EARLY,PLAN OFTEN,PLAN NOWJim Poch,electric transportation manager at Duke Energy,says utilities have a critical role to play supporting the deployment of EVs,including by creating a founda

329、tional network and readying the grid for EV demand and charging management.CREATING A FOUNDATIONAL NETWORKUtilities can help seed the market and ensure that consumers have access to EV charging as the transportation sector begins to transition to electric fuel.By leveraging a long-term perspective o

330、n capital investments,utilities can sustain operations through early growth years during which charging infrastructure cannot provide sufficient return on investment for others.This role may be especially important in areas where adoption may occur more slowly,such as low-and moderate-income neighbo

331、rhoods.Convenient and equitable access to charging is critical for consumer adoption,which includes ensuring that charging stations operate properly and are maintained so that the user experience is smooth.“If we dont have that focus,the transition to electrification will come with unnecessary hiccu

332、ps,”Poch says.READYING THE GRID AND ENABLING CHARGING MANAGEMENTWill the grid be able to handle large-scale penetration of EVs?Poch says yeswith some caveats that are important for policymakers to keep in mind:“We feel very good about the grids capacity because we think with smart charging and distr

333、ibuted generation or energy storage that we can shift a lot of this load to off-peak hours,where our nation has a tremendous amount of unused capacity.Theres a very big opportunity there.”To make that opportunity a reality,utilities need the ability to participate with and enable charging management solutions.Advanced planning is still critical,especially for areas where EV loads are likely to be