https://www.seattleeva.org/mw/api.php?action=feedcontributions&feedformat=atom&user=MarkschillerSeattleEVA - User contributions [en]2026-04-17T10:53:06ZUser contributionsMediaWiki 1.34.1https://www.seattleeva.org/mw/index.php?title=File:SEVASurvey.pdf&diff=9212File:SEVASurvey.pdf2014-02-14T05:26:13Z<p>Markschiller: Results of the SEVA member survey conducted in Jan 2014.</p>
<hr />
<div>Results of the SEVA member survey conducted in Jan 2014.</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User:Markschiller&diff=9211User:Markschiller2014-02-14T05:18:10Z<p>Markschiller: New page: <html> <head> <style> #map_canvas { width: 900px; height: 600px; float: left; margin-left: 10px; margin-bottom: 5px; margin-righ...</p>
<hr />
<div><html><br />
<head><br />
<style><br />
#map_canvas {<br />
width: 900px;<br />
height: 600px;<br />
float: left;<br />
margin-left: 10px;<br />
margin-bottom: 5px;<br />
margin-right: 10px;<br />
}<br />
#capture {<br />
float: left;<br />
width: 150px;<br />
height: 600px;<br />
margin-left: 10px;<br />
margin-bottom: 5px;<br />
margin-right: 10px;<br />
}<br />
<br />
</style><br />
<br />
<script src="https://maps.googleapis.com/maps/api/js?sensor=false"></script><br />
<script><br />
<br />
var src = 'https://docs.google.com/spreadsheet/pub?key=0AguVecsHCNHGdHVWb1ZobjM1WXdIOHhyazZXWVEtc1E&single=true&gid=0&output=txt';<br />
<br />
function initialize() {<br />
map = new google.maps.Map(document.getElementById('map_canvas'), {<br />
center: new google.maps.LatLng(47.637, -122.3331),<br />
zoom: 2,<br />
mapTypeId: google.maps.MapTypeId.ROADMAP<br />
});<br />
loadKmlLayer(src, map);<br />
google.maps.event.addListener(map, 'click', function() {<br />
infoWindow.close();<br />
});<br />
}<br />
<br />
function loadKmlLayer(src, map) {<br />
var kmlLayer = new google.maps.KmlLayer(src, {<br />
// suppressInfoWindows: true, <br />
preserveViewport: false,<br />
map: map<br />
});<br />
<br />
// google.maps.event.addListener(kmlLayer, 'click', function(event) {<br />
// var content = event.featureData.infoWindowHtml;<br />
// var testimonial = document.getElementById('capture');<br />
// testimonial.innerHTML = content;<br />
// });<br />
}<br />
<br />
google.maps.event.addDomListener(window, 'load', initialize);<br />
<br />
</script><br />
</head><br />
<br />
<body><br />
<br />
<div id="capture"><br />
<p>Unknown: <img alt="Unknown" src="http://maps.google.com/mapfiles/kml/pushpin/ylw-pushpin.png" width="32" height="32"</img></p><br />
<p>Level III: <img alt="Level III" src="http://maps.gstatic.com/intl/en_us/mapfiles/ms/micons/blue-dot.png"</img></p><br />
<p>Level II: <img alt="Level II" src="http://maps.gstatic.com/intl/en_us/mapfiles/ms/micons/red-dot.png"</img></p><br />
<p>Level I: <img alt="Level I" src="http://maps.gstatic.com/intl/en_us/mapfiles/ms/micons/yellow-dot.png"</img></p><br />
<P>Person would use this charger<br><br />
A) 11 or more times per month (10orMoreTimes)<br><br />
B) 6 - 10 times per month (10Times)<br><br />
C) 0-5 times per month (5Time)</p> <br />
</div><br />
<div id="map_canvas"></div><br />
</body><br />
</html></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:SEVAChargingStationSurvey.xls&diff=9210File:SEVAChargingStationSurvey.xls2014-02-14T05:13:59Z<p>Markschiller: These are the actual data underlying the SEVA charging station survey.</p>
<hr />
<div>These are the actual data underlying the SEVA charging station survey.</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:SEVAChargingStationSurveyResults.pdf&diff=9209File:SEVAChargingStationSurveyResults.pdf2014-02-14T05:06:20Z<p>Markschiller: These are the results of the SEVA charging station survey conducted in Dec 2013.</p>
<hr />
<div>These are the results of the SEVA charging station survey conducted in Dec 2013.</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=EVents_2014_02_11&diff=9208EVents 2014 02 112014-02-14T04:39:06Z<p>Markschiller: /* February 11th 2014 Meeting */</p>
<hr />
<div>{{Minutes}}<br />
<br />
==February 11th 2014 Meeting==<br />
<br />
SEVA monthly meeting<br />
<br />
Feb. 11, 2014<br />
<br />
Mark Schiller, Vice President, presiding.<br />
<br />
Three new members attending tonight.<br />
<br />
• Ryan Thompson is a web developer, interested in converting a car with new battery technology.<br />
<br />
'''Announcements:'''<br />
<br />
• E-mail list serve - please keep posts professional and to the point about EVs.<br />
• Washington State has highest EV ownership per capita in the nation.<br />
• Steve Lough reports that Christopher Allen is publishing his new Electric Car magazine, with coverage of people driving his new Tesla.<br />
• 2014 calendars and license plate holders are still available ($5 each for Calendars and $5 each for license plate holders or 2 for $8).<br />
• Car Charging/Blink has new NW representative, Sylvia, in San Francisco.<br />
• Pat McCue just got a Ford Focus EV and negotiated a home EVSE included with the purchase.<br />
<br />
'''Events:'''<br />
<br />
• Roderick Wilde is organizing Route 66 rally this summer.<br />
• Wenatchee seminar in March for educators<br />
• All-EV car show at Triple X Root Beer in Issaquah on May 11.<br />
<br />
'''Legislative Update was provided by Jeff Finn:'''<br />
<br />
• ZEV (zero-emission vehicle) mandate has a sponsor identified, but needs more work, postponed until next year.<br />
• Transportation appropriation bills SB 6001 and HB2762, may include funds to extend road usage charge research and implement vehicle-miles-traveled fees. It does include $5 million for DCQC charging network, but it contains a lot of projects and no guarantees it will pass or get funding.<br />
• Elimination of $100 road use fee on motorcycles, HB2689 and SB6286, are both out of committee, and they compromised on $30. Still pushing for zero, but fiscal note for $155,000 to implement computer changes is holding it up. Sponsored by Rep Bergquist and Sen. Mullet.<br />
• Universal access to public charging stations, same as California, HB2711, sponsored by Rep. Habib, passed out of House Transportation Committee, despite some lawmaker concerns about placing a burden on the EVSE industry, so the legislation encourages standardization.<br />
• HB2671 and SB6496 adds BEVx vehicles to sales tax exemption, but would apply only to new BMW i3. It appears to have died in committee.<br />
• This summer, SEVA members will be working on getting sales tax exemption extended after expiration in July 2015.<br />
• HB2524 and SB6272 would limit manufacturers from selling directly to the public as part of non-competitive requirements. Final bill may not affect Tesla, but the requirement for equal treatment in requiring EV test equipment at dealers could be a disincentive to sell EVs.<br />
• SEVA members testified at four hearings during the last two weeks in Olympia, including Jenn Northern and Chad Schwitters. Nicole Grant from IBEW local testified, too.<br />
• NOW is the time to review bills and sent e-mails to legislators who represent you.<br />
• After the legislative session, cultivate relationships with EV-friendly legislators, such as Rep. Magendanz and Rep. Muri.<br />
Website Update, Mark Schiller:<br />
• SCCC class designed Wordpress framework, and SEVA members John, Pat, Stephen, Kevin, Grace and Mark helped with content.<br />
• Requesting ideas for new content for home page, and suggestions about anything missing or out of place. Look at seattleev.dreamhosters.com and send comments to Mark Schiller (mailto:mark.schiller@stanfordalumni.org).<br />
• Site is mostly put together, but needs a few things such as organizing owner profiles, putting links in color, converting cars and activating calendar<br />
• Photos are needed!<br />
• Suggestion to have an easy way for members to go to old website forums.<br />
• Add information about vehicles that are not available here and how to get them.<br />
• Jeremy Smithson said he would write an owner profile about his experience buying an out of state RAV4. <br />
<br />
'''Charging Station Location Survey, Mark Schiller:'''<br />
<br />
• 58 people responded<br />
• About 34 sites were identified. on I-90, Hwy. 20, Kitsap and Olympic Peninsulas, Hwy. 203, Hwy. 167, routes to Mount Rainier.<br />
• Top location was malls, then theaters, rest areas, and park-and-rides.<br />
<br />
'''Member Survey last month, Mark Schiller:'''<br />
<br />
• About 70 percent are age 40-70, indicating that it might be good to get new, younger people involved.<br />
• About 51 percent have been involved for three years or more.<br />
• 63 percent are members of EAA, and SEVA would like to get more to join.<br />
• Favorite parts of meetings are special presentations, show and tell, and then learning about EV legislation.<br />
• About 70 percent of members live in Seattle and Bellevue.<br />
• Skills include web development, communications, electricians and solar technicians, as well as others.<br />
• 78 percent drive less than 20 miles to the monthly meetings<br />
• 14 percent would like to charge at meetings.<br />
• 18 percent drive another car because charging isn't available at meetings.<br />
• Top choices for focus areas are education, legislation, a little less for public outreach, car shows, personal presentations, guest speakers and EV racing.<br />
• Majority want meetings about 1.5 hours long on Tuesdays at 7 p.m.<br />
• Majority want to get agenda before meeting.<br />
• Majority are interested in time limits on presentations.<br />
• Spending money on events, promotional materials and charging infrastructure is preferred.<br />
• Favorite project is creating better meeting space with shop, meeting room, EV charging, also creating low cost range extender, reusing batteries for house back-up, and creating a community solar charging station.</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9163User talk:Markschiller2013-11-24T00:01:35Z<p>Markschiller: </p>
<hr />
<div>== EV Infrastructure Building Code Questions ==<br />
<br />
1. Should this cover other types of infrastructure such as fuel cell charging stations, and battery swapping stations?<br />
<br />
2. Should street lights have 110V plugs for EVs to plug into? Who pays for electricity, parking?<br />
<br />
3. Do we need a law like the one Hawaii passed - it's a law that Hawaii adopted to lay out the rules for EV infrastructure?<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
4. If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools?<br />
<br />
5. Would we assume that the great majority of drivers charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
Answer: I think most people charge up at home, if they can. SEVA's charging station survey may shed some light on this. Also might check out other sources of data like Dept of Commerce at WA state.<br />
<br />
6. In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
Answer: Vancouver has come to the conclusion that "every dwelling" should have access to a 110V outlet for charging purposes. This applies to all types of housing (not necessarily commercial or workplace). <br />
<br />
7. How much should we plan for in 10 years, 20 years? Particularly when it comes to charging away from home. Right now there are rougbly 3,000 gas stations in Washington. If we equate those to DCFC then we've got a way to go. <br />
<br />
8. What is the "demand factor" and how is it used in the code?<br />
<br />
9. Should we include Seattle Article 625.27 into our proposed code? It simply requires provisions for future installation of equipment in the electrical room and a path to get to the parking garage (provided by Sandra at City of Seattle Sustainability Office): <br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc<br />
<br />
== Must Read Documents ==<br />
<br />
This document is a must read. It's a writeup by the Washington State Dept of Commerce providing guidelines on EV infrastructure regulations in Washington State.<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf<br />
<br />
This is another must read document. It contains draft EV infrastructure ordinances which seem to be similar to those in the just prior document. <br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf<br />
<br />
This is some good information from IEEE about why we should be using L1 chargers in most places and why L2 at home and work is not a good idea. Should definitely read this:<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf<br />
<br />
This has some approximate costs for installing EV infrastructure - not sure if this is BC dollars nor who developed it. Should talk with Don about that.<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls<br />
<br />
Very good article about EV infrastructure in multi-family units in LA:<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf<br />
<br />
<br />
== Proposed EV Infrastructure Codes ==<br />
<br />
Should we simply start with the Regional Code Council's? <br />
<br />
Lessons from Vancouver BC:<br />
<br />
a. After 5 years of use, BC is changing to use "Each dwelling unit shall be provided with an electrical outlet box wired in accordance to the electrical code for the purpose of electric vehicle charging." This will be less problematic <br />
<br />
b. We need to insert language into both the electric code and the building code so they cross reference each other. Electric inspectors only inspect electrical while building inspectors don't inspect electric so things fall thru the cracks.<br />
<br />
c. They came to the conclusion that 110V outlets in all housing should be the standard. It accommodates the vast majority of user needs and has the least impact on the grid. It also provides flexibility of installing permanent and moveable EVSE. <br />
<br />
d. BC initially codified a lot of "design" in their electric codes and they are not removing a lot of that and simply specifying the <br />
minimums. This provides some flexibility to developers in how to meet the code in a cost effective manner.<br />
<br />
e. FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
f. L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
g. <b>Everyone needs to read this document which summarizes BC's experiences and their new recommendations:</b><br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td colspan=7>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.</li><br />
<li>Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.</li><br />
</ol><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
<br />
== Additional Notes and Documents ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf<br />
<br />
Some further articles:<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc. Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
These last two are probably not relevant to Washington State but might be useful?<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9162User talk:Markschiller2013-11-23T23:56:15Z<p>Markschiller: </p>
<hr />
<div>== EV Infrastructure Building Code Questions ==<br />
<br />
1. Should this cover other types of infrastructure such as fuel cell charging stations, and battery swapping stations?<br />
<br />
2. Should street lights have 110V plugs for EVs to plug into? Who pays for electricity, parking?<br />
<br />
3. Do we need a law like the one Hawaii passed - it's a law that Hawaii adopted to lay out the rules for EV infrastructure?<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
4. If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools?<br />
<br />
5. Would we assume that the great majority of drivers charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
Answer: I think most people charge up at home, if they can. SEVA's charging station survey may shed some light on this. Also might check out other sources of data like Dept of Commerce at WA state.<br />
<br />
6. In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
Answer: Vancouver has come to the conclusion that "every dwelling" should have access to a 110V outlet for charging purposes. This applies to all types of housing (not necessarily commercial or workplace). <br />
<br />
7. How much should we plan for in 10 years, 20 years? Particularly when it comes to charging away from home. Right now there are rougbly 3,000 gas stations in Washington. If we equate those to DCFC then we've got a way to go. <br />
<br />
8. What is the "demand factor" and how is it used in the code?<br />
<br />
9. Should we include Seattle Article 625.27 into our proposed code? It simply requires provisions for future installation of equipment in the electrical room and a path to get to the parking garage (provided by Sandra at City of Seattle Sustainability Office): <br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc<br />
<br />
== Must Read Documents ==<br />
<br />
This document is a must read. It's a writeup by the Washington State Dept of Commerce providing guidelines on EV infrastructure regulations in Washington State.<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf<br />
<br />
This is another must read document. It contains draft EV infrastructure ordinances which seem to be similar to those in the just prior document. <br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf<br />
<br />
== Proposed EV Infrastructure Codes ==<br />
<br />
Should we simply start with the Regional Code Council's? <br />
<br />
Lessons from Vancouver BC:<br />
<br />
a. After 5 years of use, BC is changing to use "Each dwelling unit shall be provided with an electrical outlet box wired in accordance to the electrical code for the purpose of electric vehicle charging." This will be less problematic <br />
b. We need to insert language into both the electric code and the building code so they cross reference each other. Electric inspectors only inspect electrical while building inspectors don't inspect electric so things fall thru the cracks.<br />
c. They came to the conclusion that 110V outlets in all housing should be the standard. It accommodates the vast majority of user needs and has the least impact on the grid. It also provides flexibility of installing permanent and moveable EVSE. <br />
d. BC initially codified a lot of "design" in their electric codes and they are not removing a lot of that and simply specifying the minimums. This provides some flexibility to developers in how to meet the code in a cost effective manner.<br />
e. <b>Everyone needs to read this document which summarizes BC's experiences and their new recommendations:</b><br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td colspan=7>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.</li><br />
<li>Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.</li><br />
</ol><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
<br />
== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf<br />
<br />
Some further articles:<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
This is some good information from IEEE about why we should be using L1 chargers in most places and why L2 at home and work is not a good idea. Should definitely read this:<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf<br />
<br />
This has some approximate costs for installing EV infrastructure - not sure if this is BC dollars nor who developed it. Should talk with Don about that.<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls<br />
<br />
Very good article about EV infrastructure in multi-family units in LA:<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf<br />
<br />
These last two are probably not relevant to Washington State but might be useful?<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9161User talk:Markschiller2013-11-23T23:40:39Z<p>Markschiller: </p>
<hr />
<div>== EV Infrastructure Building Code Questions ==<br />
<br />
1. Should this cover other types of infrastructure such as fuel cell charging stations?<br />
<br />
2. Should street lights have 110V plugs for EVs to plug into? Who pays for electricity, parking?<br />
<br />
3. Do we need a law like the one Hawaii passed - it's a law that Hawaii adopted to lay out the rules for EV infrastructure?<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
4. If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools?<br />
<br />
5. Would we assume that the great majority of drivers charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
Answer: I think most people charge up at home, if they can. SEVA's charging station survey may shed some light on this. Also might check out other sources of data like Dept of Commerce at WA state.<br />
<br />
6. In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
Answer: Vancouver has come to the conclusion that "every dwelling" should have access to a 110V outlet for charging purposes. This applies to all types of housing (not necessarily commercial or workplace). <br />
<br />
7. How much should we plan for in 10 years, 20 years? Particularly when it comes to charging away from home. Right now there are rougbly 3,000 gas stations in Washington. If we equate those to DCFC then we've got a way to go. <br />
<br />
<br />
== Must Read Documents ==<br />
<br />
This document is a must read. It's a writeup by the Washington State Dept of Commerce providing guidelines on EV infrastructure regulations in Washington State.<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf<br />
<br />
This is another must read document. It contains draft EV infrastructure ordinances which seem to be similar to those in the just prior document. <br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf<br />
<br />
== Proposed EV Infrastructure Codes ==<br />
<br />
Should we simply start with the Regional Code Council's? <br />
<br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td colspan=7>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.</li><br />
<li>Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.</li><br />
</ol><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
<br />
== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf<br />
<br />
Some further articles:<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
This is some good information from IEEE about why we should be using L1 chargers in most places and why L2 at home and work is not a good idea. Should definitely read this:<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf<br />
<br />
This has some approximate costs for installing EV infrastructure - not sure if this is BC dollars nor who developed it. Should talk with Don about that.<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls<br />
<br />
Very good article about EV infrastructure in multi-family units in LA:<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf<br />
<br />
Seattle Electrical Code that require provisions for future installation of equipment in the electrical room and a path to get to the parking garage (Article 625.27) - provided by Sandra at City of Seattle Sustainability Office: <br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc<br />
<br />
These last two are probably not relevant to Washington State but might be useful?<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9160User talk:Markschiller2013-11-21T05:17:13Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td colspan=7>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.</li><br />
<li>Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.</li><br />
</ol><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
<br />
<br />
----<br />
Question from Duane Jonlin:<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf<br />
<br />
Some further articles:<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
This is a law that Hawaii adopted to lay out the rules for EV infrastructure:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
This is some good information from IEEE about why we should be using L1 chargers in most places and why L2 at home and work is not a good idea. Should definitely read this:<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf<br />
<br />
This has some approximate costs for installing EV infrastructure - not sure if this is BC dollars nor who developed it. Should talk with Don about that.<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls<br />
<br />
Very good article about EV infrastructure in multi-family units in LA:<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf<br />
<br />
Seattle Electrical Code that require provisions for future installation of equipment in the electrical room and a path to get to the parking garage (Article 625.27) - provided by Sandra at City of Seattle Sustainability Office: <br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc<br />
<br />
This document is a must read. It's a writeup by the Washington State Dept of Commerce providing guidelines on EV infrastructure regulations in Washington State.<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf<br />
<br />
This is another must read document. It contains draft EV infrastructure ordinances which seem to be similar to those in the just prior document. <br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf<br />
<br />
These last two are probably not relevant to Washington State but might be useful?<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9159User talk:Markschiller2013-11-21T05:04:11Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td colspan=7>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.</li><br />
<li>Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.</li><br />
</ol><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
<br />
<br />
----<br />
Question from Duane Jonlin:<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf<br />
<br />
Some further articles:<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
This is a law that Hawaii adopted to lay out the rules for EV infrastructure:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
This is some good information from IEEE about why we should be using L1 chargers in most places and why L2 at home and work is not a good idea. Should definitely read this:<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf<br />
<br />
This has some approximate costs for installing EV infrastructure - not sure if this is BC dollars nor who developed it. Should talk with Don about that.<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls<br />
<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9158User talk:Markschiller2013-11-19T03:54:58Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td colspan=7>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.</li><br />
<li>Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.</li><br />
</ol><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
<br />
<br />
----<br />
Question from Duane Jonlin:<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
Need to add info on each of these:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9157User talk:Markschiller2013-11-19T03:48:07Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td span=6>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol type="A"><li>All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol type="1"><li>The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol type="A"><li>The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<ol type="1"><li>A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
<li>Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>The construction valuation is 50 percent of the existing site and building valuation.</li><br />
</ol></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>A. Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>B. Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>C. Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>1. Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>2. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>3. Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>4. Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>5. Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>6. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>D. Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>E. Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
<ol type="A"><li>Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
<table border="1"><br />
<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br></li><br />
<li>Accesible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. </li><br />
</ol><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
A. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.<br><br />
B. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.<br><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
<ol type="A"><li>No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.</li><br />
<li>Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
</ol> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
<ol type="A"><br />
<li>Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.</li><br />
<li>Signage for parking of electric vehicles shall include:</li><br />
<ol type="1"><br />
<li>Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.</li><br />
<li>2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).</li><br />
</ol><br />
<li>Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.</li><br />
</ol><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
<ol type="A><br />
<li>The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.</li><br />
<li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li><br />
</ol><br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
Need to add info on each of these:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9156User talk:Markschiller2013-11-19T03:38:46Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br><br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br><br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.</br><br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td span=6>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
<ol><li>A. All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.</li><br />
<br />
<ol><li>1. The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.</li><br />
<li>2. The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.</li><br />
<li>3. The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements</li><br />
</ol></ol><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
<ol><li>A. The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: </li><br />
<li>1. A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); </li><br />
</li>2. Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or</li><br />
<li>3. The construction valuation is 50 percent of the existing site and building valuation.<br><br />
</li></ol><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
<ol><li>A. Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.</li><br />
<br />
<li>B. Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter XX.XX and XMC Fire Code Chapter XX.XX.</li><br />
<li>C. Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.</li><ol><br />
<li>1. Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.</li><br />
<li>2. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.</li><br />
<li>3. Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.</li><br />
<li>4. Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.</li><br />
<li>5. Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.</li><br />
<li>6. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.</li><br />
</ol><br />
<li>D. Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.</li><br />
<li>E. Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.</li><br />
</ol><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
A. Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
Number of EV charging stations Minimum accessible EV charging stations<br><br />
<table border="1"><br />
<tr><td>1-50</td><td>1</td></tr><br />
<tr><td>51-100</td><td>2</td></tr><br />
<tr><td>101-150</td><td>3</td></tr><br />
<tr><td>151-200</td><td>4</td></tr><br />
<tr><td>201-250</td><td>5</td></tr><br />
<tr><td>251-300</td><td>6</td></tr><br />
</table><br />
<br> <br />
B. Accessible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. <br><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
A. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.<br><br />
B. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.<br><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
A. No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.<br><br />
B. Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br />
<br> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
A. Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br><br />
B. Signage for parking of electric vehicles shall include:<br><br />
1. Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.<br><br />
2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).<br><br />
C. Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.<br><br />
<br />
<b>SEPA Categorical Exemptions</b><br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation</b><br><br />
A. The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.<br><br />
B. The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.<br><br />
<br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
Need to add info on each of these:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9155User talk:Markschiller2013-11-19T03:22:49Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
<b>“Accessible electric vehicle charging station”</b> means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
<b>“Battery charging station”</b> means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>“Battery exchange station”</b> means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
<b>“Battery electric vehicle (BEV)”</b> means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Charging level”</b> means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.<br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
<b>“Designated accessible space”</b> means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
<b>“Electric scooters and motorcycles”</b> means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
<b>“Electric vehicle”</b> means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
<b>“Electric vehicle charging station”</b> means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
<b>“Electric vehicle charging station-restricted”</b> means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
<b>“Electric vehicle charging station – public”</b> means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
<b>“Electric vehicle parking space”</b> means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
<b>“Medium-speed Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
<b>“Neighborhood Electric Vehicle”</b> means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
<b>“Plug-in hybrid electric vehicle (PHEV)”</b> means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and <br><br />
(4) has the ability to travel powered by electricity.<br><br />
<br />
<b>“Rapid charging station”</b> means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
<b>XX.XX.XXX Permitted Uses</b><br><br />
<br />
<b>XX.XX.XXX Permitted Zones.</b><br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
<table border="1"><br />
<tr><td> </td><td span=6>Zoning District</td></tr><br />
<tr><td>EVI Type</td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td> </td><td> </td><td>P3</td><td>P</td><td>P</td><td>P</td><td> </td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use<br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – public" as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
<b>XX.XX.XXX EV Parking Requirement</b><br><br />
<br />
<b>XX.XX.010 Purpose.</b> The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
<b>XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.</b><br><br />
A. All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.<br><br />
<br />
1. The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.<br><br />
2. The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.<br><br />
3. The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements<br><br />
<br />
<b>XX.XX.030 Requirements for Multifamily and Nonresidential Uses.</b> <br><br />
<br />
A. The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: <br><br />
1. A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); <br><br />
2. Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or<br><br />
3. The construction valuation is 50 percent of the existing site and building valuation.<br><br />
<br />
<b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br><br />
<br />
<table border="1"><br />
<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr><br />
<tr><td>Multi-household residential</td><td>10%</td></tr><br />
<tr><td>Lodging</td><td>3%</td></tr><br />
<tr><td>Office, medical</td><td>3%</td></tr><br />
<tr><td>Institutional, Municipal</td><td>3% </td></tr><br />
<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr><br />
<tr><td>Industrial</td><td>1%</td></tr><br />
<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr><br />
<tr><td>Other</td><td>3%</td></tr><br />
</table><br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
<b>XX.XX.XXX EV Charging Station Design Requirements</b><br><br />
<br />
<b>XX.XX.010 Purpose</b>. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
<b>XX.XX.020 General Electric Vehicle Charging Station requirements.</b><br><br />
<br />
A. Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.<br><br />
<br />
B. Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter<br><br />
<br />
<b>XX.XX and XMC Fire Code Chapter XX.XX.</b><br><br />
C. Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.<br><br />
1. Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.<br><br />
2. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.<br><br />
3. Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.<br><br />
4. Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.<br><br />
5. Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.<br><br />
6. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.<br><br />
D. Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.<br><br />
E. Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.<br><br />
<br />
<b>XX.XX.030 Accessible Electric Vehicle Charging Stations.</b><br><br />
A. Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
Number of EV charging stations Minimum accessible EV charging stations<br><br />
1-50 1<br />
51-100 2<br />
101-150 3<br />
151-200 4<br />
201-250 5<br />
251-300 6<br />
<br> <br />
B. Accessible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. <br><br />
<br />
<b>XX.XX.040 Charging and parking.</b><br><br />
<br />
A. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.<br><br />
B. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.<br><br />
<br />
<b>XX.XX.050 Parking restrictions.</b><br><br />
A. No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.<br><br />
B. Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br />
<br> <br />
<br />
<b>XX.XX.060 Signage.</b><br><br />
<br />
A. Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br><br />
B. Signage for parking of electric vehicles shall include:<br><br />
1. Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.<br><br />
2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).<br><br />
C. Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.<br><br />
<br />
SEPA Categorical Exemptions<br><br />
<br />
<b>Approach Option 1:</b><br><br />
<br />
<b>XX.XX.XXX Categorical exemptions and threshold determinations</b><br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
<b>Approach Option 2:</b><br><br />
<br />
<b>XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation<br><br />
A. The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.<br><br />
B. The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.<br><br />
<br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
Need to add info on each of these:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=Public_Charging_Station_Location_Survey&diff=9154Public Charging Station Location Survey2013-11-18T18:34:53Z<p>Markschiller: </p>
<hr />
<div><html><br />
<head><br />
<meta charset="utf-8"><br />
<title>Electric Vehicle Charging Station Location Survey</title><br />
<link href="https://developers.google.com//maps/documentation/javascript/examples/default.css" rel="stylesheet"><br />
<script src="http://ajax.googleapis.com/ajax/libs/jquery/1.10.1/jquery.min.js"></script><br />
<script src="https://maps.googleapis.com/maps/api/js?key=AIzaSyAn4vxSetieeZ_Yrd8VoSEzOL0DsYSluQ8&v=3.&sensor=false"></script><br />
<br />
<script><br />
<br />
var Charger1 = new google.maps.LatLng(47.637, -122.3331);<br />
var Charger2 = new google.maps.LatLng(47.62, -122.3331);<br />
var Charger3 = new google.maps.LatLng(47.6, -122.3331);<br />
var marker1;<br />
var marker2;<br />
var marker3;<br />
var map;<br />
<br />
function initialize() {<br />
var mapOptions = {<br />
zoom: 13,<br />
mapTypeId: google.maps.MapTypeId.ROADMAP,<br />
center: Charger2<br />
};<br />
<br />
var mapDiv = document.getElementById('map-canvas');<br />
<br />
map = new google.maps.Map(mapDiv, mapOptions);<br />
<br />
marker1 = new google.maps.Marker({<br />
map:map,<br />
draggable:true,<br />
animation: google.maps.Animation.DROP,<br />
position: Charger1,<br />
title: "Charging Location 1"<br />
});<br />
<br />
marker2 = new google.maps.Marker({<br />
map:map,<br />
draggable:true,<br />
animation: google.maps.Animation.DROP,<br />
position: Charger2,<br />
title: "Charging Location 2"<br />
});<br />
<br />
marker3 = new google.maps.Marker({<br />
map:map,<br />
draggable:true,<br />
animation: google.maps.Animation.DROP,<br />
position: Charger3,<br />
title: "Charging Location 3"<br />
});<br />
<br />
var infoWindow = new google.maps.InfoWindow;<br />
<br />
var onMarkerClick = function() {<br />
var marker = this;<br />
var latLng = marker.getPosition();<br />
// infoWindow.setContent('<h3>Marker position is:</h3>' +<br />
// latLng.lat() + ', ' + latLng.lng());<br />
<br />
// infoWindow.open(map, marker);<br />
<br />
var oFormObject = document.forms["ss_form"];<br />
<br />
if (marker.title == "Charging Location 1") {<br />
oFormObject.elements["entry.101360646"].value = latLng.lat();<br />
oFormObject.elements["entry.837807215"].value = latLng.lng();<br />
} else if (marker.title == "Charging Location 2") {<br />
oFormObject.elements["entry.1936092440"].value = latLng.lat();<br />
oFormObject.elements["entry.74106562"].value = latLng.lng();<br />
} else if (marker.title == "Charging Location 3") {<br />
oFormObject.elements["entry.1879519401"].value = latLng.lat();<br />
oFormObject.elements["entry.248639957"].value = latLng.lng();<br />
}<br />
<br />
};<br />
<br />
google.maps.event.addListener(map, 'click', function() {<br />
infoWindow.close();<br />
});<br />
<br />
google.maps.event.addListener(marker1, 'dragend', onMarkerClick);<br />
google.maps.event.addListener(marker2, 'dragend', onMarkerClick);<br />
google.maps.event.addListener(marker3, 'dragend', onMarkerClick);<br />
<br />
} // end initialize function.<br />
<br />
function toggleBounce() {<br />
<br />
if (marker1.getAnimation() != null) {<br />
marker1.setAnimation(null);<br />
} else {<br />
marker1.setAnimation(google.maps.Animation.BOUNCE);<br />
}<br />
if (marker2.getAnimation() != null) {<br />
marker2.setAnimation(null);<br />
} else {<br />
marker2.setAnimation(google.maps.Animation.BOUNCE);<br />
}<br />
if (marker3.getAnimation() != null) {<br />
marker3.setAnimation(null);<br />
} else {<br />
marker3.setAnimation(google.maps.Animation.BOUNCE);<br />
}<br />
}<br />
<br />
google.maps.event.addDomListener(window, 'load', initialize);<br />
<br />
<br />
</script><br />
<br />
</head><br />
<body><br />
<style type="text/css"> <br />
#main {<br />
width: 940px;<br />
}<br />
#map-canvas {<br />
width: 450px;<br />
height: 500px;<br />
float: left;<br />
margin-left: 10px;<br />
margin-bottom: 5px;<br />
margin-right: 10px;<br />
}<br />
#instructions {<br />
height: 350px;<br />
}<br />
#selection {<br />
float: right;<br />
width: 450px;<br />
height: 400px;<br />
margin-left: 10px;<br />
margin-bottom: 5px;<br />
margin-right: 10px;<br />
}<br />
// #map {<br />
// float: right;<br />
// width: 650px;<br />
// }<br />
</style> <br />
<div id="main"><br />
<div id="instructions"><br />
<table><br />
<tr><br />
<br />
<td><br />
<img alt="Seva Logo" src="http://www.seattleeva.org/images/thumb/9/97/Sevalogo.gif/200px-Sevalogo.gif" width="200" height="200" /><br />
</td><br />
<td><br />
<h2>Public Charging Station Location Survey</h2><br />
<p>The Seattle Electric Vehicle Association is conducting a survey asking <br />
current Electric Vehicle owners where they would like additional public electric vehicle charging stations and what type of station is desired at those locations. <b>Instructions:</b> <br />
<br><br><br />
1. Please choose three charging station locations by dragging the three map markers below to your desired locations. The markers are identified as "Charging Station 1" (2 and 3) which you will notice when you drag them. <b>Choose any location in the Washington State!</b><br />
<br><br />
<br />
2. For each marker, select the type of charging station you'd like at that location along with your estimated use at each location from the drop down lists on the right side of the screen. <br><br />
3. When you are done, click the Submit button. <br />
<p>SEVA will provide this data to Washington government agencies along with other entities that would find this information useful. </p><br />
</td><br />
</tr><br />
</table><br />
</div><br />
<div id="selection"><br />
<br />
<form action="https://docs.google.com/a/alumni.stanford.edu/forms/d/1kkAtPMiIIyYLxrswDbzvsYbUiCtFJ_mNvKrrS_sWRcw/formResponse" method="POST" id="ss_form" target="_self" onsubmit=""><br />
<br />
<table><br />
<tr><br />
<td colspan="2"><br />
<b>Please limit your input to public locations (i.e. don't include your home or employer as locations).</b><br />
</td><br />
</tr><br />
<tr><br />
<td><br />
<br />
<P><b>For Charging Location #1:</b></P><br />
</td><br />
<tr><br />
<td><br />
What Type of Charger Would You Like to See at Location 1?<br />
</td><br />
<td><br />
<select name="entry.1772346518" id="entry.1772346518"><br />
<option value=""></option><br />
<br />
<option value="Level_III">DCFC/DCQC (480 volt)</option><br />
<option value="Level_II">Level II (240 volt)</option><br />
<option value="Level_I">Level I (120 volt)</option><br />
</select><br />
</td><br />
</tr><br />
<tr><br />
<br />
<td><br />
How Often Would You Use the Charger at Location 1?<br />
</td><br />
<td><br />
<select name="entry.2022071502"><br />
<option value=""></option><br />
<option value="1Time">1 or fewer Times Per Month</option><br />
<option value="5Times">0-5 Times Per Month</option><br />
<option value="10Times">6-10 Times Per Month</option><br />
<option value="10orMoreTimes">More than 10 Times Per Month</option><br />
</select><br />
</td><br />
</tr><br />
<tr><br />
<td><br />
<P><b>For Charging Location #2:</b></P><br />
</td><br />
<br />
<tr><br />
<tr><br />
<td><br />
What Type of Charger Would You Like to See at Location 2?<br />
</td><br />
<td> <br />
<select name="entry.1430664900"><br />
<option value=""></option><br />
<option value="Level_III">DCFC/DCQC (480 volt)</option><br />
<br />
<option value="Level_II">Level II (240 volt)</option><br />
<option value="Level_I">Level I (120 volt)</option> <br />
</select><br />
</td><br />
</tr><br />
<tr><br />
<td><br />
How Often Would You Use the Charger at Location 2?<br />
</td><br />
<br />
<td><br />
<select name="entry.1469403272"><br />
<option value=""></option><br />
<option value="1Time">1 or fewer Times Per Month</option><br />
<option value="5Times">0-5 Times Per Month</option><br />
<option value="10Times">6-10 Times Per Month</option><br />
<option value="10orMoreTimes">More than 10 Times Per Month</option><br />
</select><br />
<br />
</td><br />
</tr><br />
<tr><br />
<td><br />
<P><b>For Charging Location #3:</b></p><br />
</td><br />
<tr><br />
<tr><br />
<br />
<td><br />
What Type of Charger Would You Like to See at Location 3?<br />
</td><br />
<td><br />
<select name="entry.1255950242"><br />
<option value=""></option><br />
<option value="Level_III">DCFC/DCQC (480 volt)</option><br />
<option value="Level_II">Level II (240 volt)</option><br />
<option value="Level_I">Level I (120 volt)</option><br />
</select><br />
</td><br />
</tr><br />
<tr><br />
<td><br />
How Often Would You Use the Charger at Location 3?<br />
</td><br />
<td><br />
<br />
<select name="entry.1159724045"><br />
<option value=""></option><br />
<option value="1Time">1 or fewer Times Per Month</option><br />
<option value="5Times">0-5 Times Per Month</option><br />
<option value="10Times">6-10 Times Per Month</option><br />
<option value="10orMoreTimes">More than 10 Times Per Month</option><br />
</select><br />
</td><br />
<br />
</tr><br />
<tr><td><p></p></td></tr><br />
<tr><br />
<td valign="top"><br />
Which of these places would you be most likely to use a public Charging Station more than twice per month <br />
(select as many as you want)?<br />
</td><br />
<td><br />
<p><input type="checkbox" name="entry.1413364129" value="Mall">Malls</input><br />
<p><input type="checkbox" name="entry.1996347080" value="Theaters">Theaters</input><br />
<br />
<p><input type="checkbox" name="entry.161491776" value="ParkRide">Park-n-Rides</input><br />
<p><input type="checkbox" name="entry.2020937646" value="MajorEmployers">Major Employers</input><br />
<p><input type="checkbox" name="entry.128745434" value="Schools">Schools</input><br />
<p><input type="checkbox" name="entry.261632523" value="RestAreas">Rest Areas</input><br />
<p><input type="checkbox" name="entry.715452285" value="Hospitals">Hospitals</input><br />
<p><input type="checkbox" name="entry.146580981" value="GasStations">Gas Stations</input><br />
<br />
<p><input type="checkbox" name="entry.946993340" value="Other">Other</input><br />
<p>Enter your other place: <input type="text" name="entry_272280381"></input><br />
</td><br />
</tr><br />
<tr><br />
<td><br />
<input type="hidden" name="entry.101360646" value=""></input><br />
<input type="hidden" name="entry.837807215" value=""></input><br />
<br />
<input type="hidden" name="entry.1936092440" value=""></input><br />
<input type="hidden" name="entry.74106562" value=""></input><br />
<input type="hidden" name="entry.1879519401" value=""></input><br />
<input type="hidden" name="entry.248639957" value=""></input><br />
</td><br />
</tr><br />
<tr><br />
<td><br />
<input type="submit" value="Submit"><p></p><br />
<br />
</td><br />
</tr><br />
</table><br />
</form><br />
</div><br />
</div><br />
<div id="map-canvas"></div><br />
<br />
</body><br />
</html><br />
<br />
<br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br />
<br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br><br></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9153User talk:Markschiller2013-11-15T04:50:59Z<p>Markschiller: /* Draft Code From Regional Code Council */</p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
“Accessible electric vehicle charging station” means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
“Battery charging station” means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
“Battery exchange station” means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
“Battery electric vehicle (BEV)” means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
“Charging level” means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.<br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
“Designated accessible space” means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
“Electric scooters and motorcycles” means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
“Electric vehicle” means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
“Electric vehicle charging station” means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
“Electric vehicle charging station-restricted” means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
“Electric vehicle charging station – public” means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
“Electric vehicle parking space” means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
“Medium-speed Electric Vehicle” means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
“Neighborhood Electric Vehicle” means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
“Plug-in hybrid electric vehicle (PHEV)” means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and (4) has the ability to travel powered by electricity.<br><br />
<br />
“Rapid charging station” means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
XX.XX.XXX Permitted Uses<br><br />
<br />
XX.XX.XXX Permitted Zones.<br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
Table 1<br><br />
Uses per Zone<br><br />
EVI Type Zoning District<br> <br />
<table border="1"><tr><td></td><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional</td><td>Resource</td></tr><br />
<tr><td>Levels 1 & 2 Charging Stations</td><td>P1</td><td>P1</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Level 3 Charging Station</td><td>P2</td><td>P2</td><td>P</td><td>P</td><td>P</td><td>P</td><td>P1</td></tr><br />
<tr><td>Battery Exchange Station</td><td></td><td></td><td>P3</td><td>P</td><td>P</td><td>P</td></tr> <br />
</table><br />
P = Permitted Use C = Conditional Use</br> <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br><br />
2 Only “electric vehicle charging stations – restricted” as defined.<br><br />
3 Prohibited in residential only uses.<br><br />
<br />
XX.XX.XXX EV Parking Requirement<br><br />
<br />
XX.XX.010 Purpose. The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.<br><br />
A. All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.<br><br />
<br />
1. The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.<br><br />
<br />
2. The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.<br><br />
<br />
3. The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements<br><br />
<br />
XX.XX.030 Requirements for Multifamily and Nonresidential Uses. <br><br />
<br />
A. The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: <br><br />
<br />
1. A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); <br><br />
2. Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or<br><br />
3. The construction valuation is 50 percent of the existing site and building valuation.<br><br />
<br />
Table 1 Required infrastructure for future electric vehicle charging stations based on Use<br><br />
Land Use Type Percentage of Required Parking Spaces<br><br />
Multi-household residential 10%<br />
Lodging 3%<br />
Office, medical 3%<br />
Institutional, Municipal 3% <br />
Retail, eating and drinking establishment 1% <br />
Industrial 1%<br />
Recreational/Entertainment/Cultural 1%<br />
Other 3%<br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
XX.XX.XXX EV Charging Station Design Requirements<br><br />
<br />
XX.XX.010 Purpose. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
XX.XX.020 General Electric Vehicle Charging Station requirements.<br><br />
<br />
A. Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.<br><br />
<br />
B. Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter<br><br />
<br />
XX.XX and XMC Fire Code Chapter XX.XX.<br><br />
C. Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.<br><br />
1. Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.<br><br />
2. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.<br><br />
3. Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.<br><br />
4. Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.<br><br />
5. Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.<br><br />
6. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.<br><br />
D. Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.<br><br />
E. Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.<br><br />
<br />
XX.XX.030 Accessible Electric Vehicle Charging Stations.<br><br />
A. Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
Number of EV charging stations Minimum accessible EV charging stations<br><br />
1-50 1<br />
51-100 2<br />
101-150 3<br />
151-200 4<br />
201-250 5<br />
251-300 6<br />
<br> <br />
B. Accessible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. <br><br />
<br />
XX.XX.040 Charging and parking.<br><br />
<br />
A. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.<br><br />
B. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.<br><br />
<br />
XX.XX.050 Parking restrictions.<br><br />
A. No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.<br><br />
B. Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br />
<br> <br />
<br />
XX.XX.060 Signage.<br><br />
<br />
A. Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br><br />
B. Signage for parking of electric vehicles shall include:<br><br />
1. Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.<br><br />
2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).<br><br />
C. Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.<br><br />
<br />
SEPA Categorical Exemptions<br><br />
<br />
Approach Option 1:<br><br />
<br />
XX.XX.XXX Categorical exemptions and threshold determinations<br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
Approach Option 2:<br><br />
<br />
XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation<br><br />
A. The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.<br><br />
B. The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.<br><br />
<br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
Need to add info on each of these:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9152User talk:Markschiller2013-11-15T04:43:59Z<p>Markschiller: </p>
<hr />
<div>== SEVA EV Infrastructure Building Code ==<br />
<br />
'''Notes from Duane Jonlin'''<br />
<br />
Here's what I learned about the current state of the RCC (Regional Code Collaborative) efforts on EV charging. The RCC developed model code language, which is provided below, and it's up to the individual jurisdictions to implement it.<br />
<br />
Snoqualmie is going to adopt the RCC provisions, and Redmond is going to incorporate them into their incentive program. MLT already has the language. Seattle was going to allow for space in the panel but not make any requirements for charging stations or infrastructure until the EV project [a larger EV initiative we're working on this year] concluded at the end of this year and demonstrated that we needed to take further action. <br />
<br />
== Draft Code From Regional Code Council ==<br />
<br />
<br />
Code Proposal:<br><br />
<br />
Definitions:<br><br />
<br />
“Accessible electric vehicle charging station” means an electric vehicle charging station where the battery charging station equipment is located within accessible reach of an access aisle for a designated accessible parking space (minimum 44-inch width) and the electric vehicle.<br><br />
<br />
“Battery charging station” means an electrical component assembly or cluster of component assemblies designed specifically to charge batteries within electric vehicles, which meet or exceed any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
“Battery exchange station” means a fully automated facility that will enable an electric vehicle with a swappable battery to enter a drive lane and exchange the depleted battery with a fully charged battery through a fully automated process, which meets or exceeds any standards, codes, and regulations set forth by chapter 19.27 RCW and consistent with rules adopted under RCW 19.27.540.<br />
<br><br />
<br />
“Battery electric vehicle (BEV)” means any vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries, and produces zero tailpipe emissions or pollution when stationary or operating.<br><br />
<br />
“Charging level” means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels<br><br />
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:<br />
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.<br />
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.<br />
3. Level 3 - fast or rapid charging [station]. Typically 60-amp or higher dedicated breaker on a 480-volt or higher three-phase circuit with special grounding equipment.<br><br />
<br />
“Designated accessible space” means an accessible parking space required by WAC 51-50-005 and designated for the exclusive use of parking vehicles with a State Disabled Parking Permit.<br><br />
<br />
“Electric scooters and motorcycles” means any 2-wheel or 3-wheel vehicle that operates exclusively on electrical energy from an off-board source that is stored in the vehicle’s batteries and produces zero emissions or pollution when stationary or operating.<br><br />
<br />
“Electric vehicle” means any vehicle that operates, either partially or exclusively, on electrical energy from the grid, or an off-board source, that is stored on-board for motive purpose. “Electric vehicle” includes: (1) a battery electric vehicle; (2) a plug-in hybrid electric vehicle; (3) a neighborhood electric vehicle; (4) a medium-speed electric vehicle, (5) electric scooters and motorcycles.<br><br />
<br />
“Electric vehicle charging station” means a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle. <br><br />
<br />
“Electric vehicle charging station-restricted” means an electric vehicle charging station that is (1) privately owned and restricted access (e.g., single-family home, executive parking, designated employee parking) or (2) publicly owned and restricted (e.g., fleet parking with no access to the general public).<br><br />
<br />
“Electric vehicle charging station – public” means an electric vehicle charging station that is (1) publicly owned and publicly available (e.g., Park & Ride parking, public library parking lot, on-street parking) or (2) privately owned and publicly available (e.g., shopping center parking, non-reserved parking in multi-family parking lots).<br><br />
<br />
1. “Electric vehicle infrastructure (EVI)” means the site design must provide electrical, associated ventilation, accessible parking, and wiring connection to transformer to support the additional potential future electric vehicle charging stations pursuant to National Electrical Code (2008) Article 625.<br />
<br />
“Electric vehicle parking space” means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.<br><br />
<br />
“Medium-speed Electric Vehicle” means a self-propelled, electrically powered four-wheeled motor vehicle, equipped with a roll cage or crush-proof body design, whose speed attainable in one mile is more than 25 miles per hour but not more than 35 miles per hour and otherwise meets or exceeds the federal regulations set forth in 49 C.F.R. Sec. 571.500.<br><br />
<br />
“Neighborhood Electric Vehicle” means a self-propelled, electrically powered four-wheeled motor vehicle whose speed attainable in one mile is more than 20 miles per hour and not more than 25 miles per hour and conforms to federal regulations under Title 49 C.F.R. Part 571.500.<br><br />
<br />
“Plug-in hybrid electric vehicle (PHEV)” means an electric vehicle that <br><br />
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor; <br><br />
(2) charges its battery primarily by connecting to the grid or other off-board electrical source; <br><br />
(3) may additionally be able to sustain battery charge using an on-board internal combustion- driven generator; and (4) has the ability to travel powered by electricity.<br><br />
<br />
“Rapid charging station” means an industrial grade electrical outlet that allows for faster recharging of electric vehicle batteries through higher power levels and that meets or exceeds any standards, codes, and regulations set forth by chapter 19.28 RCW and consistent with rules adopted under RCW 19.27.540.<br><br />
<br />
XX.XX.XXX Permitted Uses<br><br />
<br />
XX.XX.XXX Permitted Zones.<br><br />
<br />
A. Battery Exchange Stations and electric vehicle charging stations with identified charging levels are permitted outright, prohibited or permitted as a conditional use according to Table 1. <br><br />
<br />
<table><br />
<tr>Table 1</tr><br />
<tr><Uses per Zone</tr><br />
EVI Type Zoning District <br />
<tr><td>Low-Density Residential</td><td>High-Density Residential</td><td>Mixed Use</td><td>Commercial</td><td>Industrial</td><td>Institutional Resource</td></tr><br />
Levels 1 & 2 Charging Stations P1 P1 P P P P P1<br />
Level 3 Charging Station P2 P2 P P P P P1<br />
Battery Exchange Station P3 P P P <br />
P = Permitted Use C = Conditional Use <br />
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br />
2 Only “electric vehicle charging stations – restricted” as defined.<br />
3 Prohibited in residential only uses.<br />
<br />
XX.XX.XXX EV Parking Requirement<br><br />
<br />
XX.XX.010 Purpose. The purpose of this section is to encourage the transition to electric vehicle use by providing electric vehicle infrastructure in order to increase the cost effectiveness of future electric vehicle charging station installations.<br><br />
<br />
XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.<br><br />
A. All new home construction and additions modifying greater than 50% of the assessed value of the building where newly enclosed parking is added shall be built to accommodate one electric vehicle charging station level 2, consistent with the National Electric Code Article 625.<br><br />
<br />
1. The plan will identify a specific place or area where a level 2 charging station could be safely installed in the future without creating a tripping hazard.<br><br />
<br />
2. The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.<br><br />
<br />
3. The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements<br><br />
<br />
XX.XX.030 Requirements for Multifamily and Nonresidential Uses. <br><br />
<br />
A. The uses identified in Table 1 of this subsection shall be required to provide electric vehicle infrastructure for the percentage of parking spaces provided when development meets one of the following thresholds: <br><br />
<br />
1. A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction); <br><br />
2. Expanding the square footage of an existing structure by 20 percent, as long as the original building footprint is a minimum size of 4,000 square feet; or<br><br />
3. The construction valuation is 50 percent of the existing site and building valuation.<br><br />
<br />
Table 1 Required infrastructure for future electric vehicle charging stations based on Use<br><br />
Land Use Type Percentage of Required Parking Spaces<br><br />
Multi-household residential 10%<br />
Lodging 3%<br />
Office, medical 3%<br />
Institutional, Municipal 3% <br />
Retail, eating and drinking establishment 1% <br />
Industrial 1%<br />
Recreational/Entertainment/Cultural 1%<br />
Other 3%<br />
<br><br />
a. If the formula for determining the number of electric vehicle parking spaces results in a fraction, the number of required electric vehicle parking spaces shall be rounded to the nearest whole number, with fractions of 0.50 or greater rounding up and fractions below 0.50 rounding down. <br><br />
<br />
XX.XX.XXX EV Charging Station Design Requirements<br><br />
<br />
XX.XX.010 Purpose. The purpose of this section is to provide requirements for the installation of electric vehicle charging stations and Accessible electric vehicle charging stations when installed.<br><br />
<br />
XX.XX.020 General Electric Vehicle Charging Station requirements.<br><br />
<br />
A. Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.<br><br />
<br />
B. Installation and equipment. The station installation and equipment shall be consistent with the rules and regulations adopted pursuant to RCW 19.27.540, Electric vehicle infrastructure requirements, and with applicable regulations under the City’s Building Code XMC Chapter<br><br />
<br />
XX.XX and XMC Fire Code Chapter XX.XX.<br><br />
C. Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.<br><br />
1. Signage. Each charging station space shall be posted with signage indicating the space is only for electric vehicle charging purposes. Days and hours of operations shall be included if time limits or tow away provisions are to be enforced.<br><br />
2. Clearance. Charging station equipment mounted on pedestals, light posts, bollards or other devices shall be a minimum of 24 inches clear from the face of curb.<br><br />
3. Charging Station Equipment. Charging station outlets and connector devices shall be no less than 36 inches or no higher than 48 inches from the top of surface where mounted, and shall contain a retraction device and/or a place to hang permanent cords and connectors sufficiently above the ground or paved surface.<br><br />
4. Charging Station Equipment Protection. When the electric vehicle charging station space is perpendicular or at an angle to curb face and charging equipment, adequate equipment protection, such as wheel stops or concrete-filled steel bollards shall be used.<br><br />
5. Maintenance. Charging station equipment shall be maintained in all respects, including the functioning of the charging equipment. A phone number or other contact information shall be provided on the charging station equipment for reporting when the equipment is not functioning or other problems are encountered.<br><br />
6. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.<br><br />
D. Data to be available. To allow for maintenance and notification, the owners of any private new electric vehicle infrastructure station that will be publicly available (see definition “electric vehicle charging station — public”) shall provide information on the station’s geographic location, date of installation, equipment type and model, and owner contact information on the charging station or related signage.<br><br />
E. Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.<br><br />
<br />
XX.XX.030 Accessible Electric Vehicle Charging Stations.<br><br />
A. Where electric vehicle charging stations are provided in parking lots or parking garages, excluding garages in single-household residential units, accessible electric vehicle charging stations shall be provided according to the ratios shown on Table 1 in this subsection and comply with section XX.XX.020, except as required by WAC 51-50-005.<br> <br />
Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br><br />
Number of EV charging stations Minimum accessible EV charging stations<br><br />
1-50 1<br />
51-100 2<br />
101-150 3<br />
151-200 4<br />
201-250 5<br />
251-300 6<br />
<br> <br />
B. Accessible electric vehicle charging stations that are designated accessible spaces shall be located in close proximity to the building or facility entrance and shall be connected to an accessible route of travel. Accessible electric vehicle charging stations shall be counted towards both the minimum accessible EV charging stations and the state requirements for designated accessible spaces. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of electric vehicles. <br><br />
<br />
XX.XX.040 Charging and parking.<br><br />
<br />
A. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.<br><br />
B. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.<br><br />
<br />
XX.XX.050 Parking restrictions.<br><br />
A. No person shall stop, stand or park any non-electric vehicle in a space designated through signage as an electric vehicle charging station. Any non-electric vehicle is subject to fine or removal.<br><br />
B. Any electric vehicle in any designated electric vehicle charging station and that either (a) is not electrically charging or (b) is parked beyond the days and hours designated on regulatory signs posted at or near the space, shall be subject to a fine and/or removal as posted by the property owner or the property owner’s agent. For purposes of this subsection, “charging” means an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br />
<br> <br />
<br />
XX.XX.060 Signage.<br><br />
<br />
A. Electric vehicle charging stations available for public use shall have posted signage, as identified in this subsection, allowing only charging electric vehicles to park in such spaces. For purposes of this subsection, “charging” means that an electric vehicle is parked at an electric vehicle charging station and is connected to the charging station equipment.<br><br />
B. Signage for parking of electric vehicles shall include:<br><br />
1. Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.<br><br />
2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).<br><br />
C. Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.<br><br />
<br />
SEPA Categorical Exemptions<br><br />
<br />
Approach Option 1:<br><br />
<br />
XX.XX.XXX Categorical exemptions and threshold determinations<br> <br />
<br />
A. RCW 43.21C.410 Battery charging and exchange station installation<br><br />
<br />
Approach Option 2:<br><br />
<br />
XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation<br><br />
A. The construction of an individual battery charging station or an individual battery exchange station, that is otherwise categorically exempt shall continue to be categorically exempt even if part of a larger proposal that includes other battery charging stations, other battery exchange stations, or other related utility networks.<br><br />
B. The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.<br><br />
<br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf<br />
<br />
Need to add info on each of these:<br />
<br />
http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9150User talk:Markschiller2013-11-14T20:54:14Z<p>Markschiller: </p>
<hr />
<div>http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf<br />
<br />
http://www.seattleeva.org/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf<br />
<br />
http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls<br />
<br />
http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf<br />
<br />
http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc<br />
<br />
http://www.seattleeva.org/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf<br />
<br />
http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf<br />
<br />
http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc<br />
<br />
http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc<br />
<br />
http://www.seattleeva.org/images/4/4a/Pulling_the_Copper.pdf<br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Pulling_the_Copper.pdf&diff=9149File:Pulling the Copper.pdf2013-11-14T20:53:12Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Guidelines_for_Proposing_Changes_e.doc&diff=9148File:Guidelines for Proposing Changes e.doc2013-11-14T20:52:33Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9147User talk:Markschiller2013-11-14T20:51:08Z<p>Markschiller: </p>
<hr />
<div>[[/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf]]<br />
<br />
[[/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf]]<br />
<br />
[[/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls]]<br />
<br />
[[/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf]]<br />
<br />
[[/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc]]<br />
<br />
[[/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf]]<br />
<br />
[[/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf]]<br />
<br />
[[/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc|BCBC_change_form_EV_Infrastructure_V4.doc]]<br />
<br />
[[]]<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?<br />
<br />
<br />
'''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''<br />
<br />
http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf<br />
<br />
http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf<br />
<br />
L1 push and communication through signage, charts etc.<br />
Example slides and wording ((attached.))<br />
<br />
http://www.aprs.org/Energy/Charging/IEEEpaper.pdf<br />
<br />
Don't get Distracted by "Issues" that only effect 3% of Charging! Almost all of the issues and problems we frequently hear about charging infrastructure apply only to L2 charging. All of these issued vanish with L1 (120v) charging. Few if any issues are involved with just plugging in an EV like plugging in a coffee pot. And many of the outlets already exist!<br />
<br />
IEEE National Committee on Transportation and Aerospace<br />
<br />
FOCUS ON THE 120v OUTLETS FIRST! Too many bureaucrats and initiatives are too focused on the expensive Level-2 and L3 EV quick charging stations and promoting public EV charging infrastructure as a way to combat Range Anxiety. This focus on public charging which is only the tip of the Charging Pyramid as shown above is doing more to underimine the adoption of EV's than to help them. Range anxiety is a self-fulfilling prophecy if we keep focusing on the need for fast routine public charging. Also the emphasis on charging speed is completely misplaced. At every level of the charging pyramid, except the top, charging is not a separate go-to process but is just an added 5 seconds on the parking process. The only place where EV charging speed is paramount is along the interstates, where the only reason for being there is to charge and charge fast to get from point-A to point B. Every other level of the charging pyramid is simply charging conveniently while we are parked. And when you are parked for 4 hours or more, 120v standard outlet charging is just fine. Park at-work, Plug-in at work and double your range!<br />
<br />
L2 Chargers at work are ineffective: The expensive high-cost Level-2 quick chargers at work locations and campuses makes little sense for the employee or employer. Employers are not going to want their people doing musical-chairs in the parking lot every hour and rotating one EV off the charging station, and then rotating another one in its place? No. We need 120v convenience outlets on every lamp post and in many cases they already exist. We simply need the means for EV owners to pre-pay for the electricity so that then they get permission to plug in.<br />
<br />
Sponsored by Nissan?:<br />
<br />
http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:BCBC_change_form_EV_Infrastructure_V4.doc&diff=9146File:BCBC change form EV Infrastructure V4.doc2013-11-14T20:49:18Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9145User talk:Markschiller2013-11-14T20:45:22Z<p>Markschiller: </p>
<hr />
<div>[[/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf]]<br />
<br />
[[/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf]]<br />
<br />
[[/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls]]<br />
<br />
[[/images/f/f6/EV_Charging_in_LA_MUDs.pdf|EV_Charging_in_LA_MUDs.pdf]]<br />
<br />
[[/images/6/60/Seattle_Electric_Code_Article_625.27.doc|Seattle_Electric_Code_Article_625.27.doc]]<br />
<br />
[[/images/4/40/Washington_EVI_full_report.pdf|Washington_EVI_full_report.pdf]]<br />
<br />
[[/images/3/38/Washington_Model_Ordinaces.pdf|Washington_Model_Ordinaces.pdf]]<br />
<br />
<br />
'''Question from Duane Jonlin:'''<br />
<br />
If we were to start providing for future large-scale EV charging infrastructure in new and renovated buildings, what’s a reasonable electric load per 100 spaces to assume? It would be different for apartment buildings, office buildings, retail & entertainment, hospitals, schools…<br />
<br />
Would we assume that the great majority of drivers would charge up overnight at home, and not really need charging at the office or clinic or movie theater? In that case, we’d just assume a small proportion of cars (5% or less) would be charging at commercial establishments at any one time, but that a large proportion (50% or more) would need charging sometime between 7:00 PM and 7:00 AM at an apartment building.<br />
<br />
In the garages, it doesn’t seem reasonable to provide for outlets at every single parking space. Maybe there’d be a few short-term parking spots for those cars that needed active charging (in case someone needed to drive to an appointment that morning), and a larger number of parking spots for people who only wanted to have their cars charged sometime before they left the office at 5:00…<br />
<br />
But I digress. I’m really trying to figure out what exactly I will be asking City Light to provide for new buildings, and I don’t want to operate under assumptions that wouldn’t bear up under questioning at a City Council meeting! For, say, a 200-car office building garage, how much charging power will we need 10 years from now?</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Washington_Model_Ordinaces.pdf&diff=9144File:Washington Model Ordinaces.pdf2013-11-14T20:43:35Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Washington_EVI_full_report.pdf&diff=9143File:Washington EVI full report.pdf2013-11-14T20:42:56Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Seattle_Electric_Code_Article_625.27.doc&diff=9142File:Seattle Electric Code Article 625.27.doc2013-11-14T20:42:06Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:EV_Charging_in_LA_MUDs.pdf&diff=9141File:EV Charging in LA MUDs.pdf2013-11-14T20:41:26Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9140User talk:Markschiller2013-11-14T20:39:54Z<p>Markschiller: </p>
<hr />
<div>[[/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf]]<br />
<br />
[[/images/6/6b/Battery-not-a-tank-1.pdf|Battery-not-a-tank-1.pdf]]<br />
<br />
[[/images/3/37/Costing_Single_Family_v2.xls|Costing_Single_Family_v2.xls]]</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Costing_Single_Family_v2.xls&diff=9139File:Costing Single Family v2.xls2013-11-14T20:39:03Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Battery-not-a-tank-1.pdf&diff=9138File:Battery-not-a-tank-1.pdf2013-11-14T20:37:37Z<p>Markschiller: </p>
<hr />
<div></div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9137User talk:Markschiller2013-11-14T20:37:16Z<p>Markschiller: </p>
<hr />
<div>[[/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf|Hawaii_Strata_SB2231_CD1_.pdf]]</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9135User talk:Markschiller2013-11-14T20:29:15Z<p>Markschiller: </p>
<hr />
<div>[[Hawaii_Strata_SB2231_CD1]/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf]<br />
<br />
[http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf]<br />
[[Link title]]<br />
<br />
[/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf[Hawaii_Strata_SB2231_CD1]]</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9134User talk:Markschiller2013-11-14T20:27:32Z<p>Markschiller: </p>
<hr />
<div>[[Hawaii_Strata_SB2231_CD1]/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf]<br />
<br />
[http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf]</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=User_talk:Markschiller&diff=9133User talk:Markschiller2013-11-14T20:26:57Z<p>Markschiller: New page: [[Hawaii_Strata_SB2231_CD1]/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf]</p>
<hr />
<div>[[Hawaii_Strata_SB2231_CD1]/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf]</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=File:Hawaii_Strata_SB2231_CD1_.pdf&diff=9132File:Hawaii Strata SB2231 CD1 .pdf2013-11-14T20:24:50Z<p>Markschiller: File from Don Chandler in BC.</p>
<hr />
<div>File from Don Chandler in BC.</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=New_Website_Content&diff=9089New Website Content2013-07-16T04:38:39Z<p>Markschiller: /* SEVA New Website */</p>
<hr />
<div>== SEVA New Website ==<br />
SEVA Primary Audiences:<br />
1. Person who wants to buy an EV<br />
2. Person who simply wants to learn more about EVs<br />
3. Person who wants to convert an existing car to an EV<br />
4. SEVA members<br />
5. Advocates – policy makers, agencies and organizations that benefit from EV adoption<br />
Goal: Motivate people to Take Action!<br />
<br />
HOME PAGE<br />
<br />
<br />
Homepage graphic could have rolling photos or stories so it grabs people’s attention. Spell things out, don’t use abbreviations. <br />
Links on the homepage link to these topics:<br />
Contents<br />
HOME PAGE<br />
<br />
[[1.0 LEARN MORE]]<br />
1.1 SAVE MONEY 5<br />
1.2 ELEGANT DESIGN (or Simple Design or “What’s Under the Hood”) - Steve to edit 18<br />
1.3 DRIVING EXPERIENCE (Steve/Pat to help edit) 24<br />
1.4 ELECTRIC VEHICLE OWNER PROFILES 25<br />
1.5 CREATES A STRONGER LOCAL ECONOMY 34<br />
1.6 HELP THE ENVIRONMENT 36<br />
1.7 ELECTRIC VEHICLE HISTORY 40<br />
1.8 DEFINITIONS 45<br />
2.0 GET An Electric Vehicle<br />
<br />
2.1 THINGS TO KNOW ABOUT BUYING AN ELECTRIC VEHICLE<br />
<br />
3.0 CONVERT Your Car<br />
<br />
4.0 CHARGE Your Electric Vehicle<br />
<br />
4.1 JOIN A CHARGING NETWORK<br />
<br />
4.2 FIND A CHARGING STATION<br />
<br />
4.3 LEARN ABOUT EV CHARGING<br />
<br />
4.4 BUY AN EV CHARGER 55<br />
5.0 ABOUT SEVA 58<br />
5.1 How to join SEVA 58<br />
5.2 Contacts 58<br />
6.0 CALENDAR OF EVENTS 59<br />
7.0 RESOURCES 60<br />
<br />
[1.0 LEARN MORE]<br />
1.1 SAVE MONEY<br />
Electric Vehicles save you money in three ways:<br />
1. Tax incentives when you purchase (or lease) a new vehicle <br />
• Buyers of new all-electric vehicles pay NO SALES TAX in Washington State [Link to http://www.fueleconomy.gov/feg/taxcenter.shtml]. That could save you thousands of dollars. This Washington tax exemption applies only to all-electric vehicles. Plug-in vehicles augmented with a range extension motor such as the Chevy Volt or the Toyota Plug-in Prius do not qualify for this exemption. [See RCW ------ (hyperlink)]<br />
• The federal government will give you a credit on your income taxes of up to $7,500 for purchasing a new all-electric or plug-in electric vehicle. If you purchase a plug-in electric vehicle [link to “types of electric vehicles”] with a 20(?) kwHr or larger battery your credit will be $7,500 [link to “vehicles that provide $7,500 tax credit]. Get income tax credit forms at (hyperlink).<br />
• The federal government will give you a credit on your income taxes of 30% of the cost to purchase and install electric vehicle charging equipment in your home up to a maximum of $1,000. This applies to businesses as well? up to a maximum of $?. [Link to IRS Tax Form] The typical cost to purchase a Level II home charger is $500-$1,000 and $250-$1,000 for installation costs depending on your house and the ease or difficulty of providing 220V power to the charging station.<br />
2. Fuel costs<br />
• Driving 25 miles costs about $4.00 for a gallon of gasoline while it costs only about 35 cents for the equivalent amount of power from electricity. Much of the energy contained in gasoline is lost in combustion and heat whereas the efficiency of batteries and their electric drive means the fuel cost for electric vehicles is one-tenth the cost of gasoline-powered cars. <br />
• Electricity costs are regulated and predictable. Contrast that to gasoline, which has costs significantly more volatile and is becoming more scarce and more expensive to extract. <br />
<br />
[Insert chart comparing gas and electricity prices for WA] <br />
<br />
• Washingtonians spend more than 64% of their annual energy bill on vehicle fuel. [divide total gas used by nbr households times current gas price]<br />
<br />
<br />
Wouldn’t you prefer stable fuel costs and less expensive fuel for your automobile?<br />
<br />
3. Vehicle maintenance <br />
• Electric vehicles have a simple powertrain [Link to elegant design section] with about 80% fewer moving parts than gasoline-powered vehicles {get source for this number}.<br />
• They don’t require oil changes. <br />
• Electric vehicles do not use antifreeze.<br />
• Electric vehicles do not use oil to lubricate their engine. <br />
• Electric vehicles will never need a valve job, injector cleaning or many of the other expensive maintenance requirements of gasoline cars.<br />
• Electric vehicles do not require the typical $300 service costs at 15,000, 30,000, 45,000, 60,000 miles.<br />
The only service that electric vehicles typically require is tire rotations every 7,000 miles and air conditioning coolant replacement at 100,000 miles. <br />
<br />
[Ideally we do one of these cost comparison series for <br />
1. New Vehicle<br />
2. Used Vehicle<br />
3. Leased New Vehicle]<br />
<br />
<br />
<br />
Go ahead and compare the real costs of Electric Vehicles to their Gasoline counterparts <br />
<br />
After user makes selections the next page is displayed.<br />
<br />
<br />
<br />
<br />
<br />
NOTE: There is no such thing as a 2011 Coda sedan, because Coda’s first and only model was released in March 2012. Also, the cost was not $28,000, but about $30,000 after the federal tax credit. Because these cars are not for sale anymore, this might not be the best comparison. <br />
<br />
<br />
<br />
<br />
Optionally, we could pair up EPA MPG data against the WA registered vehicles data to get an estimate. Or could simply compare total gallons of gas used in WA compared to what it would look like using all electricity. Assume all vehicles use the “price per gallon”, “miles driven per year”, and “cost per kwHr” the user selected.<br />
<br />
<br />
<br />
These are the assumptions and sources of data for the above cost comparisons. <br />
<br />
<br />
Do a lease option and a purchase option cost comparison for WA. Allow users to pick their make, model and year of their current car (establish combined hwy/city MPG and initial purchase MSRP), current cost for gasoline, current cost for electricity, :<br />
Incorporate PluginAmerica stats into the above spreadsheet which would then be used to drive the new flash graphic below:<br />
Create new graphic that illustrates costs like PluginAmerica<br />
Maybe show the following using one page where users select the make/model and then we show them the answer for WA. Maybe link from each row to a sample owners manual page showing the standard maintenance required between an electric car and an ICE.<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
1.2 ELEGANT DESIGN (or Simple Design or “What’s Under the Hood”) - Steve to edit<br />
Walk thru an EV, video showing details/features and describing how it works.<br />
Start every morning with a fully charged battery after charging your car while you sleep. It’s like having a gas station in your garage and filling your tank every day. Plugging a Nissan Leaf into a normal 110V outlet at 7pm and leaving for work the next day at 7am will provide about a 60% charge and a range of approximately (13.2kwHr x 3.6 miles/kwHr). <br />
<br />
Electric vehicles have approximately 80% fewer moving parts than internal combustion engines:<br />
• No gas tank<br />
• No fuel pump/filter<br />
• No transmission/clutch<br />
• No exhaust system<br />
• No alternator/spark plugs<br />
• No timing belts<br />
• No radiator<br />
Electric Vehicles are much more efficient at converting energy to motion. Better image available?<br />
<br />
<br />
• You have a “gas station” in your garage: Start ever y day with a “full tank.”<br />
<br />
• Use your Electric Vehicle for the everyday driving, leave the long-range driving to your fossil fuel car<br />
Also get some stats from the EPA/government alternate fuels website. <br />
Is there a better image (have one done professionally, use a production EV?)<br />
<br />
<br />
{Maybe use the image on the first page of Current Events May 2013, see below}<br />
<br />
Show photo of typical EV mechanic in suit and tie vs greasy ICE mechanic.<br />
EVs offer clean, high tech jobs.<br />
Electric vehicle parts last far longer than their gas/diesel counterparts:<br />
• Electric motors can last 1,000,000 miles<br />
• DC/AC converters can last ?? miles<br />
• Batteries can last 8+ years before needing replacement<br />
<br />
1.3 DRIVING EXPERIENCE (Steve/Pat to help edit)<br />
DRIVING EXPERIENCE – The weight of the batteries creates a low center of gravity giving electric vehicles exceptional handling and cornering capability. The electric motor delivers instant torque (acceleration) at all speeds with no hesitations for shifting gears. They have only one gear! As soon as your foot touches the accelerator, it is uncanny to feel such power catapulting you forward, instantly and silently, without the roar of a gasoline engine.<br />
Compare specs between EVs and ICE vehicles of comparable cost/features (show you can get more performance at less cost with an EV?[link to Save Money]).<br />
See when EV Meets (test drives) are happening in your neighborhood. [Link to Current Events]<br />
Gobs of low-end torque, better than luxury-car smooth acceleration, better than sports-car throttle response, incredible traction, <br />
Show the list of production EVs and how they have to meet the same crash test standards as gas cars and are one of the highest-rated crash test vehicles (Leaf).<br />
Show 0-60 stats and 0-30 stats for production ICE vs comparable EVs (or maybe get 0-50 km/hr, 0-100km/hr for Europe standards) from Motor Trend or other car magazines. Do the same list Plug in America has, hard code the specifications into this web page.<br />
Drag racing (flip a switch you can go from 200 hp to 420 hp and triple the torque on the fly), Steve has drag racing videos<br />
<br />
<br />
1.4 ELECTRIC VEHICLE OWNER PROFILES<br />
EV Owner Profile #1<br />
<br />
By Grace Reamer <br />
<br />
Would you give up your cell phone?<br />
<br />
Me neither. I have my life in that little black box – appointments, phone numbers, addresses, birthdays, e-mail, grocery list, music, and more. Texting is the only way I can contact my daughter. I can’t imagine what I would do without it.<br />
<br />
And yet, I was one of the late adopters. When everyone else was raving about their flip phones (remember them?), I was rationalizing why I should avoid being seduced by the new technology: “I don’t use the phone much anyway. I don’t need something more versatile. It’s too much trouble. It’s too expensive.”<br />
<br />
Boy, was I wrong. But now, those same arguments sure sound familiar when skeptics start talking about electric vehicles. This time, I did my research.<br />
<br />
A couple of years ago, as my husband (Mr. B) and I started considering an EV, we didn’t know anyone who drove one. We depended on talking to dealers – not always the best source of practical information – and reading reviews on the Internet. With so much misinformation out there in cyberspace, it was confusing to figure out if this revolutionary step was right for us. I know I would have appreciated the opportunity to hear directly from other EV drivers about why they switched from gasoline, and how their lives had changed as a result. Maybe that would have averted some anxiety, plus provided me with some snappy comebacks for skeptical friends and relatives with their shaking heads and dire warnings. <br />
<br />
With that in mind, I would like to share my story. <br />
<br />
Before the EV, the main thing I noticed about cars was whether they were big and loud, or small and not-so-loud, and if they worked or not. I am not a gearhead, by any measuring device. I rarely even drive a vehicle. My daily commute is on a bus – an electric trolley bus. That’s where I started learning about the advantages of EVs.<br />
<br />
In Seattle – land of hills, where flat surfaces exist only on water – the bus system has long since figured out the most efficient operation. Diesel buses run on the flattest freeways, and hybrid diesel-electric buses run in the transit tunnel and on most suburban routes. But the most demanding steep hills in the city are reserved for the electric trolley buses. They are the only vehicles that have the instant torque and power to take an overloaded coach with 70 people up an 8-percent grade from a standing start – in the rain. And the electric buses are quiet. The bus stop is right outside my back door. I know when the trolley bus arrives because the people getting off are louder than the electric motor. In contrast, when a diesel bus pulls up to the stop, the deafening engine noise puts all conversation on hold until the bus continues up the street.<br />
<br />
But why an all-electric vehicle? our friends and relatives wanted to know, as if we were trading in our house on an igloo. Why not a nice hybrid, or a Smart car, or a newer, more fuel-efficient truck? Those are good questions, and all things that we considered. I remembered the lesson of the cell phone. This new technology might seem complex and scary, but it is as simple as talking on a phone with a battery and transmitter instead of a cord. And driving an EV is as profoundly different as the first crank phone is from a new smart phone.<br />
<br />
I still remember my first time behind the wheel of an EV. I was unprepared for the dramatic difference from driving a gasoline car. As soon as your foot touches the accelerator, it is uncanny to feel such power catapulting you forward, instantly and silently, without the roar of a gasoline engine. Stepping down with the firmness of a traditional gas pedal yields a gravity-defying force that pins you to the seat. This must be what it's like in a rocket headed to the moon. If possible, the handling is even more responsive, thanks to the weight of the batteries that allow an EV to hug the road on curves like the most tricked-out dragster. Merging in freeway traffic is a whole new, and even fun, experience when that instant power of a 134 hp motor combines with a 31kW battery allows you to slip effortlessly into a narrowing gap. The temptation to show off the EV's superior acceleration characteristics is strong, but I try to avoid inciting road rage. The experience reminds me of sailing, like flying silently over the roadway.<br />
<br />
After a few months of EV experience, I tried going back to driving a borrowed ICE (internal combustion engine) vehicle. It proved to be challenging without that instant acceleration at the touch of the pedal. In comparison, the ICE car seemed sluggish and unresponsive. What a happy reminder about the beauty and utility of the EV's simplicity.<br />
<br />
Ultimately, the decision to convert to an EV came down to cost. As people of modest means, we naturally were concerned about the higher initial cost of most EVs. The sticker price, however, tells very little of the real story. After crunching some numbers, we estimated that the savings on gasoline, maintenance and oil changes would almost cover the monthly loan payments on a new electric car. In fact, the savings would add up so quickly, that the price difference between an EV and a comparable gasoline vehicle would be paid back within two years! As for longer-term operating costs, an EV pencils out so much less that it is by far the most practical alternative for us.<br />
<br />
Cheaper, cleaner transportation also fits well in our low-impact lifestyle that includes recycling, composting, repairing instead of replacing, growing organic vegetables and fruit, and conserving water and energy. When you don’t have a lot of money, you can’t afford luxuries such as new clothing styles, out-of-season raspberries or enormous utility bills.<br />
<br />
Because the majority of electricity generated in the Pacific Northwest comes from clean, renewable, inexpensive hydropower, the region is a prime place to use electric vehicles. Solar energy also is feasible here, even in rainy Seattle. We had a 4.5kW photovoltaic system installed on our roof two years ago. The 30-percent federal tax rebate we got for the solar installation project covered the down payment on the electric car. Thanks to solar power, we estimate our average vehicle charging costs at less than $1 a day. The $400 monthly [@ $3.00/gal of gas? PRICE PER GALLON DOESN’T MATTER. IT’S THE TOTAL OUT-OF-POCKET EXPENSE THAT PEOPLE CARE ABOUT.] gasoline bill is gone. The oil changes and regular service visits are history. Our mechanic misses us.<br />
<br />
Before choosing our EV, we checked out all the electric vehicles available on the market and took several test drives. We decided on the five-passenger Coda sedan from a new California company for its best-in-class 125-mile range, its battery management system, and its relatively compact size yet roomy interior that fits Mr. B’s tall personage. We couldn’t afford a Tesla, and the Nissan Leaf didn’t have the range we needed for Mr. B’s daily commute. It may not be flashy, but the Coda is quiet, efficient, dependable, inexpensive to operate, affordable, and above all, practical to drive every day. At nine months, we reached 15,000 maintenance-free miles. The Coda fits our lifestyle. <br />
<br />
Just like mobile technology has revolutionized communications, EVs are starting to change the way we think about transportation. It won't be long before drivers realize that charging your electric car is as easy as plugging in your cell phone. The plot below illustrates our total energy costs from 2010 thru 2012.<br />
<br />
<br />
EV Owner Profile #2<br />
<br />
By Mark and Sara Schiller<br />
<br />
Like most families we had two gas powered cars – a 2003 truck and a 1994 Mercedes Benz station wagon. When we decided to get a new car we did a lot of research and eventually decided on the Nissan Leaf. We bought a Leaf for really three reasons – we wanted to buy a car from a manufacturer that had a high likelihood of being in business five years from now; second, because we wanted to buy a car from a manufacturer that was really promoting and supportive of electric vehicles, and finally price. Our kids attend a local school and we both work downtown (6.5 miles from our home) so our required daily range is not extensive. We waited until the 2013 model became available and were one of the first to buy that model in March 2013. Since that time, we absolutely love our Leaf. We took a picture of the price of gasoline the night we drove it home which was $3.93 per gallon. We use the Leaf for virtually all driving we do. The only times we have not used it have been on trips that were 100 miles or more away, and in those cases we drive our fairly low MPG truck. We typically drive the Leaf about 25 miles a day during the work week. We generally plug the Leaf in at around 7pm every other night and leave it plugged in until about 7am the next morning. With that we get about a 60% charge which can power us for three days comfortably. We decided not to install a Level II charger although we may in the future; at this point it does not seem necessary. So far we have never needed to charge the Leaf outside our house – we’ve always used a standard 110V outlet in our garage. Prior to our Leaf purchase, we typically spent about $200/month in gas at $3.50 – 4.00/gallon. Since we purchased the Leaf we have spent a total of $??? on gas. <br />
<br />
EV Owner Profile #3<br />
<br />
Chad Hohn<br />
<br />
I initially went looking to place an order for a Nissan leaf in June of 2011 when the vehicles were first hitting the lot. I showed up to poke around and get a taste of excitement at the dream of owning this new technology. I was expecting that I would be waiting for several months like everyone else who happened to be interested in the vehicle, little did I know what would be in store for me! With its benefits of not paying for gas while producing zero emissions I was entirely captivated with the idea of owning and driving a fully electric vehicle and it just so happened that someone who reserved a leaf declined the purchase of it the very same day I happened to walk into the Nissan of Auburn dealership. While I showed interest in purchasing this vehicle I thought there would be no way I could make it work - I mean face it I was 20 years old when I walked into the dealership on this sunny Washington day. Fortunately I found someone the next day who wanted to buy my 1999 Honda Civic! My Grandmother Co-Signed the loan and I walked out the door a proud owner of a brand new Nissan Leaf! After signing up for the Blink charging station program through EcoTality I received a free home charger installed for quick level 2 charging which enabled the Leaf to be the only vehicle I own. I have driven over 26,000 miles in just under 2 years. The most exciting part of owning a Leaf is the fact that it has so much available instant torque, its more than capable of beating any teenagers “Ricer” off the line at a stoplight with ease and is as quiet as a breeze. Oh, did I mention that including the fact that it is very up to date with Bluetooth music and calling, backup camera, available USB ports, LED headlights that will last for many years beyond normal headlights and a solar panel on the spoiler to charge the 12v battery that runs electronics inside, I HAVEN’T PAID FOR GAS IN 2 YEARS!!! The Leaf is not only up to date in awesomeness, it’s also cost effective! <br />
<br />
<br />
<br />
EV Owner Profile #4<br />
<br />
By Kenneth G. Johnsen, D.D.S<br />
<br />
My son Stephen Johnsen gets the credit for stirring my interest in electric vehicles. In long discussions with him I changed from my belief that hydrogen would eventually power our cars to the firm commitment that electric propulsion is the only practical way. Through Stephen I met Jeff Thomas and purchased a 1998 Chevrolet S-10EV truck in 2005. I drove that great little truck to work every day for over five years. It was a wonderful first EV. In early 2011 I purchased a Nissan Leaf which extended my range and creature comforts. By that time, though, I had my eye on Tesla's Model S Sedan. Its production was still a couple years away when I put money down on one. I drove the Leaf for a year and a half and then took delivery of my Model S in December of 2012. The Model S is basically a rocket on wheels, a sports car disguised as a sedan. When I drive it, speeds of over 100 miles per hour are not unusual. I have never enjoyed a car as much as I am enjoying my Model S. I still have the S-10EV and the Leaf--can't bear to part with them--but the Tesla is the car of the future. With its 300 mile range, my driving is not confined to the Seattle area anymore. I love it!!<br />
<br />
I am a strong believer that the United States should kick the petroleum habit. I have had a solar energy system installed on my office building in Kent which produces more than enough electricity to charge my electric vehicles. Because it is solar, it is clean energy. So my transportation needs are met with clean, unending perpetual energy from the sun. Yes, there is a high initial cost for the car and the solar energy system. But there are great tax credits and other incentives which lower the cost. In eight years my solar system and Leaf will be paid for through the savings. If everyone in the United States did this, we would not need to fight any more Mideast wars and we would not be held in servitude to the petroleum companies. Clean electric transportation should be one of our country's highest priorities.<br />
<br />
<br />
<br />
<br />
1.5 CREATES A STRONGER LOCAL ECONOMY<br />
<br />
Focus on “domestically produced fuel” rather than how “green” EVs are. <br />
<br />
• Electricity is produced locally and electric vehicle infrastructure is installed locally, creating jobs and economic investment in Washington State. <br />
• Electric vehicles create a more diverse transportation infrastructure, providing greater flexibility to deal with shocks in the fuel-supply system.<br />
• More diverse transportation energy sources (wind, solar, hydro, natural gas).<br />
• In January of 2013 in Washington State, 98.3% of all passenger cars and 90% of all personally used trucks can run only on gasoline (3). <br />
• Find out how many jobs in WA are oil-related. What if we generated all WA energy in WA – how many jobs would that create? If we simply replaced the $’s we spend on gasoline on biodiesel produced in WA – what additional revenue would that generate for the state (along with jobs)?.<br />
• Based on an economic assessment of the impacts if 45% of the light duty vehicle fleet in California was converted to plug-in electric vehicles, by 2030 (8): <br />
o Light-duty vehicle electrification can be a potent catalyst for economic growth, contributing up to 100,000 additional jobs by 2030. <br />
o On average, a dollar saved at the gas pump and spent on the other goods and services that households want creates 16 times more jobs. <br />
o Unlike the fossil fuel supply chain, the majority of new demand financed by PEV fuel cost savings goes to in-state services, a source of diverse, bedrock jobs that are less likely to be outsourced. <br />
o Individual Californians gain from economic growth associated with fuel cost savings due to vehicle electrification, whether they buy a new car or not. As a result of light-duty vehicle electrification, the average real wages and employment increase across the economy and incomes grow faster for low-income groups than for high-income groups.<br />
Fuel costs are driving higher business expenses. Brent, a small business owner, who runs an air conditioning repair business in Albuquerque, New Mexico, typifies these rising costs. Since 2006, he's laid off 12 employees, and is now down to just himself and one employee. Together, they're spending $1,200 a month on gasoline to get to jobs in a relatively new cargo van, and a truck that averages about 10 mpg. Behind payroll and insurances, gas has become his third-largest expense. (7)<br />
(8) Plug in Electric Vehicle Deployment in California, An Economic Assesstment, David Roland-Holst, September 2012 <br />
(7) How High Gas Prices Could Help the Economy, Lisa Margonelli, Jun 9 2011, http://www.theatlantic.com/business/archive/2011/06/how-high-gas-prices-could-help-the-economy/240145/ <br />
(3) 2011 WA state department of licensing.<br />
<br />
<br />
1.6 HELP THE ENVIRONMENT<br />
Electric Vehicles help the environment in two ways:<br />
• Much, much cleaner air (less smog) and much less CO2 [and other pollutants] emitted into the atmosphere<br />
• Cleaner local waterways (no oil dripping from the engine onto roadways and washing into storm drains)<br />
Cleaner Air<br />
• Electricity in Washington is produced mostly by clean, renewable sources – hydropower, wind and solar - which DO NOT produce carbon emissions, smog, or contribute to global warming. In Washington, the fossil fuel transportation system produces 45% of the CO2 and 45% of the water pollution [source?]. Electric vehicles produce zero of these tailpipe pollutants.<br />
• The American Lung Association states, “smog and fine particle emissions generated by the combustion of petroleum fuels cause immediate and lifelong respiratory impacts. Greenhouse gases emitted today will continue to threaten respiratory health for generations to come.” (10)<br />
• Include another American Lung Association study describing how our air would look based on an all EV transportation system.<br />
• Reduce cradle to grave CO2 by factor of 4 (23/92) compared to current fossil fuel fuels. (1)<br />
• Research on neighborhood air pollution attributable to freeway traffic was conducted from an EV operated by the study team from UCLA, USC, and CARB. As long as the majority of freeway traffic consists of air polluting gassers, this research offers suggestions about health risks measured within 1.5 mi of any freeway. Early morning hours are the worst. Ultrafine particles (UFD) were even detected upwind from traffic. (11)<br />
Cleaner Local Waterways<br />
• Use oil to lubricate your engine (env – gas and oil not leaking on roadways and polluting waterways) <br />
• Washington State spends $50,000,000 annually to clean up Puget Sound. The number one contributor to this pollution is stormwater runoff and oil from cars is the biggest component of that runoff. (5) An electrified transportation system will dramatically reduce these pollutants.<br />
• Helps preserve habitat for endangered fish species. (9) <br />
• Helps keep the United States and other countries from polluting its fresh water systems by reducing demand for oil and natural gas collected via fracking, coal and tar sands oil.<br />
• Controlling the release of petroleum into Puget Sound storm water systems is one of four high-priority actions identified in the Control of Toxic Chemicals in Puget Sound study completed in 2011. The major sources of petroleum are diffuse, such as motor oil drips and leaks and minor gasoline spillage during vehicle fueling, and therefore offer ample opportunities for reduction efforts. (4)<br />
• Electric vehicles are the only option that gets greener as time goes on, as new sources of electrical generation come from non-polluting, renewable sources such as solar and wind power. <br />
(1) Low Carbon Fuel Standards final report (fuelstandards_finalreport_02182011[1]<br />
(4) Control of Toxic Chemicals in Puget Sound , Washington State Department of Ecology, 2011. PugetSoundStormwaterAnalysis.pfd (xx)<br />
(5) Beyond Oil conference (what speaker?)<br />
(6) Electric cars, Difference Engine: Tailpipe truths, http://www.economist.com/blogs/babbage/2012/04/electric-cars<br />
(9) Billy Frank, Jr, Chair of the NW Indian Fisheries Commission. <br />
(10) www.lung.org/associations/states/california/assets/pdfs/advocacy/clean-cars-campaign/zev-road-to-clean-air_final.pdf (from http://c.ymcdn.com/sites/www.electricauto.org/resource/resmgr/flyers/auto_emissions.pdf)<br />
Less Emitted CO2<br />
(11) http://www.newsroom.ucla.edu/portal/ucla/air-pollution-from-freeway-extends-93857.aspx<br />
<br />
Get WA state stats<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
Use the image of the full fuel cycle above. <br />
Pollution is a kind of environmental tax that most legislators are not intent on fixing. When legislators take responsibility for air quality, like they are with highway construction/repair taxation, EV owners deserve to be un-taxed. Subsidies offered to EV buyers are fully justified by their clean air advantages, particularly in the NW due to charging from renewable energy sources. [discuss the many tax benefits the fossil fuel industry receives] <br />
Here is a LINK to the EAA Web site, where, if you are interested one can down-load the whole slide Presentation.<br />
<br />
( http://www.electricauto.org/news/117552/Annual-Members-Meeting-Presentation-slides.htm )<br />
<br />
<br />
1.7 ELECTRIC VEHICLE HISTORY<br />
{Might also link to http://www1.eere.energy.gov/vehiclesandfuels/avta/light_duty/fsev/fsev_history.html}<br />
Electric vehicles are making a current day resurgence, but have a history that goes all the way back to the 1830s when, according to the Library of Congress, Scotland's Robert Anderson created the first electric carriage some 50 years prior to Karl Benz's first gasoline powered horseless carriage.<br />
In the 1830s, when Dutch inventor Sibrandus Stratingh created an electromagnetic cart, electric vehicles stood out as the cleaner, cost-effective option to the steam or internal combustion engine. Stratingh's invention evolved into actual cars in the late 1800s that could move at low speeds using rechargeable batteries. Quieter and less noxious than their gas-powered counterparts, these electric cars surpassed them in popularity in the early part of the 20th century. One of the best-selling vehicles of that time was the Columbia Runabout, which could go 40 miles on a single charge and run at speeds up to 15 m.p.h. In addition, Henry Ford's wife, Clara, drove her own 1914 Detroit Electric in and around Dearborn, Michigan from 1916 until 1930.<br />
<br />
<br />
From (http://c.ymcdn.com/sites/www.electricauto.org/resource/resmgr/flyers/ev_history.pdf)<br />
In the late 1890s electric vehicles (EVs) outsold gasoline cars 10 to 1. EVs dominated the roads and dealer showrooms. Some automobile companies, like Oldsmobile and Studebaker, actually started out as successful EV companies, only later transitioning to gasoline-powered vehicles. The first car dealerships were exclusively for EVs. <br />
In 1900, for instance, out of the total of 2,370 automobiles found in New York, Chicago and Boston, 800 of those cars were fully electric. Surprisingly, only 400 cars were powered by gasoline and the remaining 1,170 were steam-powered automobiles -- popular because at the time steam technology was familiar and proven [source: Sulzberger]. <br />
Early production of EVs, like all cars, was accomplished by hand assembly. In 1910, volume production of gasoline-powered cars was achieved with the motorized assembly line. This breakthrough manufacturing process killed off all but the most well-financed car builders. <br />
Independents, unable to buy components in volume, died off. The infrastructure for electricity was almost non-existent outside of city boundaries – limiting EVs to city-only travel. Another contributing factor to the decline of EVs was the addition of an electric motor (called the starter) to gasoline powered cars – finally removing the need for the difficult and dangerous crank to start the engine. Due to these factors, by the end of World War I, production of electric cars stopped and EVs became niche vehicles – serving as taxis, trucks, delivery vans, and freight handlers. <br />
In the late 1960s and early 1970s, there was a rebirth of EVs prompted by concerns about air pollution and the OPEC oil embargo. In the early 1990s, a few major automakers resumed production of EVs – prompted by California’s landmark Zero Emission Vehicle (ZEV) Mandate. <br />
Those EVs were produced in very low volumes – essentially hand-built like their early predecessors. However, as the ZEV mandate was weakened over the years, the automakers stopped making EVs – Toyota was the last major auto maker to stop EV production in 2003. But EVs would not die, and a resurgence in EVs began with the Tesla Roadster in 2008. <br />
Timeline <br />
1834 Thomas Davenport invents the battery electric car – batteries were not rechargeable. <br />
1859 Gaston Plante invented rechargeable lead-acid batteries. <br />
1889 Thomas Edison built an EV using nickel-alkaline batteries. <br />
1895 First auto race in America, won by an EV. <br />
1896 First car dealer – EVs. <br />
1897 First vehicle with power steering – an EV. Electric self-starters 20 years before appearing in gas-powered cars. <br />
1898 NYC blizzard, only EVs were capable of transport on the roads. First woman to buy a car – it was an EV.<br />
1900 NYC’s huge pollution problem – horses. 2.5 million pounds of manure, 60,000 gallons of urine daily on the streets; 15,000 dead horses removed from the streets each year. <br />
1900 All cars produced: 33% steam cars, 33% EV, and 33% gasoline cars. <br />
1903 First speeding ticket – it was earned in an EV. <br />
1904 America has only 7% of the 2 million miles of roads better than dirt – only 141 miles, or less than one mile in 10,000 was “paved”. <br />
1908 Henry Ford buys his wife an EV. Many socialites gave a rousing endorsement for EVs, “It never fails me.”<br />
1910 Motorized assembly produces gas-powered cars in volume; reducing cost per vehicle. <br />
1912 38,842 EVs on the road. Horse drawn “tankers” deliver gasoline to gas stations. <br />
1913 Self-starter for gas cars (10 years later for the Model-T). <br />
1921 Federal Highway Act. By 1922, federal match (50%) for highway construction and repair (for mail delivery). Before this, roads were considered only “feeders” to railroads, and left to the local jurisdiction to fund. <br />
1956 National System of Interstate and Defense Highways. Funded 90% by states, and 90% by the federal government. (180%?!)<br />
1957 Sputnik is launched. The US space program initiates advanced battery R&D. <br />
1966 Gallup poll: 36 million really interested in EVs. At the time EVs had a top speed of 40 mph, and typical range less than 50 miles. <br />
1967 Walter Laski founds the Electric Auto Association. <br />
1968-1978 Congress passes more regulatory statues than ever before due to health risks associated with cars: collisions, dirty air. <br />
1972 First Annual EAA EV rally. <br />
1974 CitiCar debut at Electric Vehicle Symposium in Washington, DC. By 1975, VanguardSebring, maker of the CitiCar is the 6th largest auto maker in the US. <br />
1990 California establishes the Zero Emission Vehicle (ZEV) Mandate; requires 2% of vehicles to be ZEVs by 1998, 10% ZEVs by 2003. <br />
1990 GM shows their production EV initially named Impact; later it was re-named the EV-1. <br />
1990 US government spent $194 million on all energy efficient research. Much less than the $1 billion for a single day of Desert Storm, or the $1 billion per week of 2003 Iraq conflict. <br />
1993 GM estimated that it would take 3 months to collect names of 5,000 people interested in the EV-1 – it only took one week! <br />
1995 Renaissance Cars, Inc begins production of the Tropica. <br />
1996 EAA helps to hatch CALSTART incubator (for EV research) in Alameda, CA. <br />
1996 GM begins production of the EV-1 (formerly called the Impact). <br />
1997 Toyota Prius hybrid gas-electric vehicle unveiled at the Tokyo Auto Show. <br />
2002 Toyota RAV4-EV retail sales; their estimated 2-year supply sold out in 8 months. <br />
2003 California? ZEV Mandate weakened to allow ZEV credits for non-ZEVs. Toyota stops production of the RAV4-EV; Honda stops lease renewals of the EV-Plus; GM does the same for the EV-1. <br />
2003 AC Propulsion’s tZero earns highest grade at the Michelin Challenge Bibendum; tZero specs: 300 miles per charge, 0-60mph in 3.6 seconds, 100 mph top speed. <br />
2005 Commuter Cars’ Tango and AC Propulsion’s eBox EVs ship. <br />
2008 Tesla Roadster EV ships (0-60 in 3.7 seconds). <br />
2010 Nissan LEAF ships, GM Volt ships. <br />
2011 Fisker Karma ships, Th!nk City ships; BMW ActiveE available. <br />
2012 Tesla Model S, Coda Sedan, Ford Foucs EV, Mitsubishi i-MiEV, Toyota Rav4-EV ships.<br />
2013 Nissan reaches 50,000 LEAFs sold worldwide.<br />
<br />
<br />
<br />
1.8 DEFINITIONS <br />
provide links in text to this pages’ definition or hover over the text to display definition<br />
<br />
2.0 GET An Electric Vehicle<br />
2.1 THINGS TO KNOW ABOUT BUYING AN ELECTRIC VEHICLE<br />
• NO SALES TAX - Buyers of new all-electric vehicles pay NO SALES TAX in Washington State. At 9.5% in Seattle, that could save you thousands of dollars [Link to Save Money]. Learn more at [link to RCW http://apps.leg.wa.gov/RCW/default.aspx?cite=82.08.809]. Plug-in hybrid electric vehicles that have internal combustion engines to provide range extension do not qualify for this exemption (Volt, Prius).<br />
• TAX CREDIT FOR EV PURCHASE - The federal government will give you a credit on your income taxes of up to $7,500 for purchasing a new electric vehicle. You need to owe at least $7,500 in taxes or you don’t get the full tax credit. You receive this refund when you file your taxes for the year you purchase your vehicle. Get your tax credit here: If you lease an electric vehicle, make sure the seller/dealer passes the federal tax credit on to you. [Add Hyperlinks to IRS forms below.]<br />
<br />
o Form 8911 - Alternative Fuel Vehicle Refueling Property Credit - get a one-time credit of 30 percent of the cost of installing electric vehicle charging equipment. Anyone who purchased a home charging station and wants an refund for the sales tax they paid, or anyone who is considering purchasing a home charging station and wants to claim the Washington state exemption: http://dor.wa.gov/docs/forms/excstx/exmptfrm/buyersretailtxexmptcert_e.pdf<br />
o Form 6251 - Alternative Minimum Tax - Individuals. Required for anyone filing Form 8911, even if you do not owe or pay the alternative minimum tax.<br />
o Form 8834 - Qualified Plug-in Electric and Electric Vehicle Credit - get a one-time credit for the purchase of a two- or three-wheeled electric vehicle or a low-speed four-wheeled vehicle acquired before 2012.<br />
o Form 8936 - Qualified Plug-in Electric Drive Motor Vehicle Credit - get a one-time credit of up to $7,500 on the purchase of a new plug-in electric vehicle<br />
<br />
<br />
If you finance an electric vehicle you will need to finance the entire purchase price less any money you put down on the initial purchase. Does not apply to leasing – describe how that works relative to the $7,500 tax rebate. (I don’t see the relevance here.)<br />
<br />
• ELECTRICITY AVAILABLE - Make sure you have a regular household 110-volt outlet available to charge your new vehicle at home. You can use any electrical outlet in a garage or on the exterior of a house. You can install a 220-volt charging station at home, and if you do, the federal government will give you a 30% federal tax credit on your purchas.<br />
<br />
• CHARGE ANYWHERE – All production electric vehicles come with a 110-volt adapter for charging at any household electrical outlet. You can plug in wherever you are visiting and top off the battery. Put your car to work while you are working, shopping, dining or enjoying entertainment.<br />
<br />
• CONVERSIONS – if you buy a vehicle that has been converted from gasoline to all-electric power, it qualifies for the federal tax credit the first time it is sold.<br />
<br />
• USED ELECTRIC VEHICLES – Any purchase of an electric vehicle after initial ownership does not qualify for the federal tax credit. <br />
<br />
• ROAD USAGE CHARGE – In Washington State, electric vehicles pay an annual $100 road usage charge, in lieu of paying gas taxes, to fund road maintenance and construction.<br />
<br />
• BATTERIES – The lithium batteries used to power today’s electric vehicles are extremely stable and long-lasting. Most batteries will maintain a viable charge for 8-10 years or more. Testing proves batteries can last up to 20 years [link to recent battery article] and real world experience indicates most batteries experience very little de-gredation in capacity after three years of driving [link to Nissan article]. <br />
<br />
• RANGE - Battery pack size determines your maximum range. The larger the kWh of your battery pack, the further you can drive before having to recharge, but also the more your car will cost and the longer it will take to completely recharge your vehicle. Generally, 1 kWh = about 4 miles of range. Larger battery packs also require longer to charge for the same type of charger. <br />
<br />
• Retailers, EVs for sale on current seva website, manufactures, insurance<br />
<br />
• AVAILABLE VEHICLES – Following is a list of production plug-in electric vehicles available for sale in Washington State in 2013:<br />
<br />
o Nissan Leaf [http://www.nissanusa.com/electric-cars/leaf/?dcp=ppn.aa.63023882.&dcc=0.240189300]<br />
o Ford Focus EV [http://www.ford.com/cars/focus/trim/electric/]<br />
o Mitsubishi i-MiEV [http://www.mitsubishicars.com/MMNA/jsp/imiev/12/showroom/overview.do]<br />
o Tesla Model S [http://www.teslamotors.com/models]<br />
o Toyota RAV4 EV [http://www.toyota.com/rav4ev/?srchid=google|SUV%2FVan_RAV4_EV|toyota+rav4+ev#!/Welcome]<br />
o Chevrolet Spark [http://www.chevrolet.com/spark-mini-car.html?seo=goo_|_GM+Chevy+Retention_|_GG-RTN-Chevrolet-Spark-BP-SN-Exact_|_Spark+HV_|_chevrolet%20spark]<br />
o Fiat 500e [http://www.fiatusa.com/en/2013/500e/]<br />
o Fisker Karma [http://www.fiskerofbellevue.com/]<br />
o Chevrolet Volt [http://www.chevrolet.com/volt-electric-car.html?seo=goo_|_GM+Chevy+Retention_|_GG-RTN-Volt-Electric+Car-BP-SN-BMM_|_Volt+Electric+Car_|_%2Bvolt%20electric%20car]<br />
o Toyota Plug-In Prius [http://www.toyota.com/prius-plug-in/?srchid=google|Plugin_Washington|toyota_prius_plug-in#!/Welcome]<br />
<br />
<br />
Talk about Warranty – what do you want, what’s typical, stability of manufacturer.<br />
<br />
For conversions, where do you get your conversion insured.<br />
<br />
Checkout what’s on the MyNissanLeaf post (Brian mentioned)<br />
Discuss studies by PG&E that indicate there would be very few grid impacts if 50-100% of vehicles were Electric Vehicles. Reference state listing of GHG study.<br />
-link to save money for the selected EV.<br />
<br />
3.0 CONVERT Your Car<br />
<br />
Links to local classes, Steve to help, What’s involved, how much will it cost. Have seva members post pictures of their conversions, provide templates for low end conversion, mid level, high end, tradeoffs, batteries, costs. What can go wrong. (Pat to write up his classes conversion high end, Charlie Tsai – z3 convertible/high end, Jeff Finn?, Mike Foster – geo metro)<br />
Links to local classes, Steve to help, What’s involved, how much will it cost. Have seva members post pictures of their conversions, provide templates for low end conversion, mid level, high end, tradeoffs, batteries, costs. What can go wrong. (Pat to write up his classes conversion high end, Charlie Tsai – z3 convertible/high end, Jeff Finn?, Mike Foster – geo metro)<br />
<br />
4.0 CHARGE Your Electric Vehicle<br />
<br />
<br />
4.1 JOIN A CHARGING NETWORK<br />
<br />
<br />
4.2 FIND A CHARGING STATION<br />
<br />
Fast Charging stations are being constructed all across Washington State and also into British Columbia, Oregon and California. Go to www.plugshare.com and select the DCFast Charge option.<br />
Provide links to charging station companies (PluginAmerica has a list). (This graphic should include the labels of Level 1, 2 and 3).<br />
<br />
<br />
4.3 LEARN ABOUT EV CHARGING<br />
<br />
4.4 BUY AN EV CHARGER<br />
Discuss charging at home vs public charging outside your home (Keven)<br />
Links to Plug in, Blink, Plug Share<br />
Links to charging station manufactures<br />
<br />
<br />
<br />
Fueleconomy.gov has good graphic like that below.<br />
<br />
<br />
<br />
5.0 ABOUT SEVA<br />
After 100 years of being bombarded with advertising targeted at selling us gasoline-powered vehicles, we must make a radical shift in our thinking to understand a change similar to what our great-great grandparents had to do to shift from the horse-drawn carriage to the horseless carriage. Financial investment anaylsts assessing the potential of the current electric vehicle manufacturers' technology refer to the renewed electric vehicles now available as a disruptive technology because it has the potential of impacting society in the same way microcomputer technology has changed the way we live.<br />
Seattle Electric Vehicle Association members have been preparing the way for the wide-spread adoption of electric vehicles for more than 30 years. <br />
<br />
5.1 How to join SEVA<br />
Location of meetings<br />
How to get on SEVAs email list<br />
5.2 Contacts<br />
<br />
<br />
6.0 CALENDAR OF EVENTS<br />
Provide a calendar of upcoming events – SEVAs and others?<br />
Make this editable by more than one person for maintenance purposes.<br />
<br />
7.0 RESOURCES<br />
http://www.fueleconomy.gov/feg/evlinks.shtml</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=New_Website_Content&diff=9088New Website Content2013-07-16T04:37:31Z<p>Markschiller: /* SEVA New Website */</p>
<hr />
<div>== SEVA New Website ==<br />
SEVA Primary Audiences:<br />
1. Person who wants to buy an EV<br />
2. Person who simply wants to learn more about EVs<br />
3. Person who wants to convert an existing car to an EV<br />
4. SEVA members<br />
5. Advocates – policy makers, agencies and organizations that benefit from EV adoption<br />
Goal: Motivate people to Take Action!<br />
<br />
HOME PAGE<br />
<br />
<br />
Homepage graphic could have rolling photos or stories so it grabs people’s attention. Spell things out, don’t use abbreviations. <br />
Links on the homepage link to these topics:<br />
Contents<br />
HOME PAGE<br />
<br />
1.0 LEARN MORE<br />
1.1 SAVE MONEY 5<br />
1.2 ELEGANT DESIGN (or Simple Design or “What’s Under the Hood”) - Steve to edit 18<br />
1.3 DRIVING EXPERIENCE (Steve/Pat to help edit) 24<br />
1.4 ELECTRIC VEHICLE OWNER PROFILES 25<br />
1.5 CREATES A STRONGER LOCAL ECONOMY 34<br />
1.6 HELP THE ENVIRONMENT 36<br />
1.7 ELECTRIC VEHICLE HISTORY 40<br />
1.8 DEFINITIONS 45<br />
2.0 GET An Electric Vehicle<br />
<br />
2.1 THINGS TO KNOW ABOUT BUYING AN ELECTRIC VEHICLE<br />
<br />
3.0 CONVERT Your Car<br />
<br />
4.0 CHARGE Your Electric Vehicle<br />
<br />
4.1 JOIN A CHARGING NETWORK<br />
<br />
4.2 FIND A CHARGING STATION<br />
<br />
4.3 LEARN ABOUT EV CHARGING<br />
<br />
4.4 BUY AN EV CHARGER 55<br />
5.0 ABOUT SEVA 58<br />
5.1 How to join SEVA 58<br />
5.2 Contacts 58<br />
6.0 CALENDAR OF EVENTS 59<br />
7.0 RESOURCES 60<br />
<br />
1.0 LEARN MORE<br />
1.1 SAVE MONEY<br />
Electric Vehicles save you money in three ways:<br />
1. Tax incentives when you purchase (or lease) a new vehicle <br />
• Buyers of new all-electric vehicles pay NO SALES TAX in Washington State [Link to http://www.fueleconomy.gov/feg/taxcenter.shtml]. That could save you thousands of dollars. This Washington tax exemption applies only to all-electric vehicles. Plug-in vehicles augmented with a range extension motor such as the Chevy Volt or the Toyota Plug-in Prius do not qualify for this exemption. [See RCW ------ (hyperlink)]<br />
• The federal government will give you a credit on your income taxes of up to $7,500 for purchasing a new all-electric or plug-in electric vehicle. If you purchase a plug-in electric vehicle [link to “types of electric vehicles”] with a 20(?) kwHr or larger battery your credit will be $7,500 [link to “vehicles that provide $7,500 tax credit]. Get income tax credit forms at (hyperlink).<br />
• The federal government will give you a credit on your income taxes of 30% of the cost to purchase and install electric vehicle charging equipment in your home up to a maximum of $1,000. This applies to businesses as well? up to a maximum of $?. [Link to IRS Tax Form] The typical cost to purchase a Level II home charger is $500-$1,000 and $250-$1,000 for installation costs depending on your house and the ease or difficulty of providing 220V power to the charging station.<br />
2. Fuel costs<br />
• Driving 25 miles costs about $4.00 for a gallon of gasoline while it costs only about 35 cents for the equivalent amount of power from electricity. Much of the energy contained in gasoline is lost in combustion and heat whereas the efficiency of batteries and their electric drive means the fuel cost for electric vehicles is one-tenth the cost of gasoline-powered cars. <br />
• Electricity costs are regulated and predictable. Contrast that to gasoline, which has costs significantly more volatile and is becoming more scarce and more expensive to extract. <br />
<br />
[Insert chart comparing gas and electricity prices for WA] <br />
<br />
• Washingtonians spend more than 64% of their annual energy bill on vehicle fuel. [divide total gas used by nbr households times current gas price]<br />
<br />
<br />
Wouldn’t you prefer stable fuel costs and less expensive fuel for your automobile?<br />
<br />
3. Vehicle maintenance <br />
• Electric vehicles have a simple powertrain [Link to elegant design section] with about 80% fewer moving parts than gasoline-powered vehicles {get source for this number}.<br />
• They don’t require oil changes. <br />
• Electric vehicles do not use antifreeze.<br />
• Electric vehicles do not use oil to lubricate their engine. <br />
• Electric vehicles will never need a valve job, injector cleaning or many of the other expensive maintenance requirements of gasoline cars.<br />
• Electric vehicles do not require the typical $300 service costs at 15,000, 30,000, 45,000, 60,000 miles.<br />
The only service that electric vehicles typically require is tire rotations every 7,000 miles and air conditioning coolant replacement at 100,000 miles. <br />
<br />
[Ideally we do one of these cost comparison series for <br />
1. New Vehicle<br />
2. Used Vehicle<br />
3. Leased New Vehicle]<br />
<br />
<br />
<br />
Go ahead and compare the real costs of Electric Vehicles to their Gasoline counterparts <br />
<br />
After user makes selections the next page is displayed.<br />
<br />
<br />
<br />
<br />
<br />
NOTE: There is no such thing as a 2011 Coda sedan, because Coda’s first and only model was released in March 2012. Also, the cost was not $28,000, but about $30,000 after the federal tax credit. Because these cars are not for sale anymore, this might not be the best comparison. <br />
<br />
<br />
<br />
<br />
Optionally, we could pair up EPA MPG data against the WA registered vehicles data to get an estimate. Or could simply compare total gallons of gas used in WA compared to what it would look like using all electricity. Assume all vehicles use the “price per gallon”, “miles driven per year”, and “cost per kwHr” the user selected.<br />
<br />
<br />
<br />
These are the assumptions and sources of data for the above cost comparisons. <br />
<br />
<br />
Do a lease option and a purchase option cost comparison for WA. Allow users to pick their make, model and year of their current car (establish combined hwy/city MPG and initial purchase MSRP), current cost for gasoline, current cost for electricity, :<br />
Incorporate PluginAmerica stats into the above spreadsheet which would then be used to drive the new flash graphic below:<br />
Create new graphic that illustrates costs like PluginAmerica<br />
Maybe show the following using one page where users select the make/model and then we show them the answer for WA. Maybe link from each row to a sample owners manual page showing the standard maintenance required between an electric car and an ICE.<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
1.2 ELEGANT DESIGN (or Simple Design or “What’s Under the Hood”) - Steve to edit<br />
Walk thru an EV, video showing details/features and describing how it works.<br />
Start every morning with a fully charged battery after charging your car while you sleep. It’s like having a gas station in your garage and filling your tank every day. Plugging a Nissan Leaf into a normal 110V outlet at 7pm and leaving for work the next day at 7am will provide about a 60% charge and a range of approximately (13.2kwHr x 3.6 miles/kwHr). <br />
<br />
Electric vehicles have approximately 80% fewer moving parts than internal combustion engines:<br />
• No gas tank<br />
• No fuel pump/filter<br />
• No transmission/clutch<br />
• No exhaust system<br />
• No alternator/spark plugs<br />
• No timing belts<br />
• No radiator<br />
Electric Vehicles are much more efficient at converting energy to motion. Better image available?<br />
<br />
<br />
• You have a “gas station” in your garage: Start ever y day with a “full tank.”<br />
<br />
• Use your Electric Vehicle for the everyday driving, leave the long-range driving to your fossil fuel car<br />
Also get some stats from the EPA/government alternate fuels website. <br />
Is there a better image (have one done professionally, use a production EV?)<br />
<br />
<br />
{Maybe use the image on the first page of Current Events May 2013, see below}<br />
<br />
Show photo of typical EV mechanic in suit and tie vs greasy ICE mechanic.<br />
EVs offer clean, high tech jobs.<br />
Electric vehicle parts last far longer than their gas/diesel counterparts:<br />
• Electric motors can last 1,000,000 miles<br />
• DC/AC converters can last ?? miles<br />
• Batteries can last 8+ years before needing replacement<br />
<br />
1.3 DRIVING EXPERIENCE (Steve/Pat to help edit)<br />
DRIVING EXPERIENCE – The weight of the batteries creates a low center of gravity giving electric vehicles exceptional handling and cornering capability. The electric motor delivers instant torque (acceleration) at all speeds with no hesitations for shifting gears. They have only one gear! As soon as your foot touches the accelerator, it is uncanny to feel such power catapulting you forward, instantly and silently, without the roar of a gasoline engine.<br />
Compare specs between EVs and ICE vehicles of comparable cost/features (show you can get more performance at less cost with an EV?[link to Save Money]).<br />
See when EV Meets (test drives) are happening in your neighborhood. [Link to Current Events]<br />
Gobs of low-end torque, better than luxury-car smooth acceleration, better than sports-car throttle response, incredible traction, <br />
Show the list of production EVs and how they have to meet the same crash test standards as gas cars and are one of the highest-rated crash test vehicles (Leaf).<br />
Show 0-60 stats and 0-30 stats for production ICE vs comparable EVs (or maybe get 0-50 km/hr, 0-100km/hr for Europe standards) from Motor Trend or other car magazines. Do the same list Plug in America has, hard code the specifications into this web page.<br />
Drag racing (flip a switch you can go from 200 hp to 420 hp and triple the torque on the fly), Steve has drag racing videos<br />
<br />
<br />
1.4 ELECTRIC VEHICLE OWNER PROFILES<br />
EV Owner Profile #1<br />
<br />
By Grace Reamer <br />
<br />
Would you give up your cell phone?<br />
<br />
Me neither. I have my life in that little black box – appointments, phone numbers, addresses, birthdays, e-mail, grocery list, music, and more. Texting is the only way I can contact my daughter. I can’t imagine what I would do without it.<br />
<br />
And yet, I was one of the late adopters. When everyone else was raving about their flip phones (remember them?), I was rationalizing why I should avoid being seduced by the new technology: “I don’t use the phone much anyway. I don’t need something more versatile. It’s too much trouble. It’s too expensive.”<br />
<br />
Boy, was I wrong. But now, those same arguments sure sound familiar when skeptics start talking about electric vehicles. This time, I did my research.<br />
<br />
A couple of years ago, as my husband (Mr. B) and I started considering an EV, we didn’t know anyone who drove one. We depended on talking to dealers – not always the best source of practical information – and reading reviews on the Internet. With so much misinformation out there in cyberspace, it was confusing to figure out if this revolutionary step was right for us. I know I would have appreciated the opportunity to hear directly from other EV drivers about why they switched from gasoline, and how their lives had changed as a result. Maybe that would have averted some anxiety, plus provided me with some snappy comebacks for skeptical friends and relatives with their shaking heads and dire warnings. <br />
<br />
With that in mind, I would like to share my story. <br />
<br />
Before the EV, the main thing I noticed about cars was whether they were big and loud, or small and not-so-loud, and if they worked or not. I am not a gearhead, by any measuring device. I rarely even drive a vehicle. My daily commute is on a bus – an electric trolley bus. That’s where I started learning about the advantages of EVs.<br />
<br />
In Seattle – land of hills, where flat surfaces exist only on water – the bus system has long since figured out the most efficient operation. Diesel buses run on the flattest freeways, and hybrid diesel-electric buses run in the transit tunnel and on most suburban routes. But the most demanding steep hills in the city are reserved for the electric trolley buses. They are the only vehicles that have the instant torque and power to take an overloaded coach with 70 people up an 8-percent grade from a standing start – in the rain. And the electric buses are quiet. The bus stop is right outside my back door. I know when the trolley bus arrives because the people getting off are louder than the electric motor. In contrast, when a diesel bus pulls up to the stop, the deafening engine noise puts all conversation on hold until the bus continues up the street.<br />
<br />
But why an all-electric vehicle? our friends and relatives wanted to know, as if we were trading in our house on an igloo. Why not a nice hybrid, or a Smart car, or a newer, more fuel-efficient truck? Those are good questions, and all things that we considered. I remembered the lesson of the cell phone. This new technology might seem complex and scary, but it is as simple as talking on a phone with a battery and transmitter instead of a cord. And driving an EV is as profoundly different as the first crank phone is from a new smart phone.<br />
<br />
I still remember my first time behind the wheel of an EV. I was unprepared for the dramatic difference from driving a gasoline car. As soon as your foot touches the accelerator, it is uncanny to feel such power catapulting you forward, instantly and silently, without the roar of a gasoline engine. Stepping down with the firmness of a traditional gas pedal yields a gravity-defying force that pins you to the seat. This must be what it's like in a rocket headed to the moon. If possible, the handling is even more responsive, thanks to the weight of the batteries that allow an EV to hug the road on curves like the most tricked-out dragster. Merging in freeway traffic is a whole new, and even fun, experience when that instant power of a 134 hp motor combines with a 31kW battery allows you to slip effortlessly into a narrowing gap. The temptation to show off the EV's superior acceleration characteristics is strong, but I try to avoid inciting road rage. The experience reminds me of sailing, like flying silently over the roadway.<br />
<br />
After a few months of EV experience, I tried going back to driving a borrowed ICE (internal combustion engine) vehicle. It proved to be challenging without that instant acceleration at the touch of the pedal. In comparison, the ICE car seemed sluggish and unresponsive. What a happy reminder about the beauty and utility of the EV's simplicity.<br />
<br />
Ultimately, the decision to convert to an EV came down to cost. As people of modest means, we naturally were concerned about the higher initial cost of most EVs. The sticker price, however, tells very little of the real story. After crunching some numbers, we estimated that the savings on gasoline, maintenance and oil changes would almost cover the monthly loan payments on a new electric car. In fact, the savings would add up so quickly, that the price difference between an EV and a comparable gasoline vehicle would be paid back within two years! As for longer-term operating costs, an EV pencils out so much less that it is by far the most practical alternative for us.<br />
<br />
Cheaper, cleaner transportation also fits well in our low-impact lifestyle that includes recycling, composting, repairing instead of replacing, growing organic vegetables and fruit, and conserving water and energy. When you don’t have a lot of money, you can’t afford luxuries such as new clothing styles, out-of-season raspberries or enormous utility bills.<br />
<br />
Because the majority of electricity generated in the Pacific Northwest comes from clean, renewable, inexpensive hydropower, the region is a prime place to use electric vehicles. Solar energy also is feasible here, even in rainy Seattle. We had a 4.5kW photovoltaic system installed on our roof two years ago. The 30-percent federal tax rebate we got for the solar installation project covered the down payment on the electric car. Thanks to solar power, we estimate our average vehicle charging costs at less than $1 a day. The $400 monthly [@ $3.00/gal of gas? PRICE PER GALLON DOESN’T MATTER. IT’S THE TOTAL OUT-OF-POCKET EXPENSE THAT PEOPLE CARE ABOUT.] gasoline bill is gone. The oil changes and regular service visits are history. Our mechanic misses us.<br />
<br />
Before choosing our EV, we checked out all the electric vehicles available on the market and took several test drives. We decided on the five-passenger Coda sedan from a new California company for its best-in-class 125-mile range, its battery management system, and its relatively compact size yet roomy interior that fits Mr. B’s tall personage. We couldn’t afford a Tesla, and the Nissan Leaf didn’t have the range we needed for Mr. B’s daily commute. It may not be flashy, but the Coda is quiet, efficient, dependable, inexpensive to operate, affordable, and above all, practical to drive every day. At nine months, we reached 15,000 maintenance-free miles. The Coda fits our lifestyle. <br />
<br />
Just like mobile technology has revolutionized communications, EVs are starting to change the way we think about transportation. It won't be long before drivers realize that charging your electric car is as easy as plugging in your cell phone. The plot below illustrates our total energy costs from 2010 thru 2012.<br />
<br />
<br />
EV Owner Profile #2<br />
<br />
By Mark and Sara Schiller<br />
<br />
Like most families we had two gas powered cars – a 2003 truck and a 1994 Mercedes Benz station wagon. When we decided to get a new car we did a lot of research and eventually decided on the Nissan Leaf. We bought a Leaf for really three reasons – we wanted to buy a car from a manufacturer that had a high likelihood of being in business five years from now; second, because we wanted to buy a car from a manufacturer that was really promoting and supportive of electric vehicles, and finally price. Our kids attend a local school and we both work downtown (6.5 miles from our home) so our required daily range is not extensive. We waited until the 2013 model became available and were one of the first to buy that model in March 2013. Since that time, we absolutely love our Leaf. We took a picture of the price of gasoline the night we drove it home which was $3.93 per gallon. We use the Leaf for virtually all driving we do. The only times we have not used it have been on trips that were 100 miles or more away, and in those cases we drive our fairly low MPG truck. We typically drive the Leaf about 25 miles a day during the work week. We generally plug the Leaf in at around 7pm every other night and leave it plugged in until about 7am the next morning. With that we get about a 60% charge which can power us for three days comfortably. We decided not to install a Level II charger although we may in the future; at this point it does not seem necessary. So far we have never needed to charge the Leaf outside our house – we’ve always used a standard 110V outlet in our garage. Prior to our Leaf purchase, we typically spent about $200/month in gas at $3.50 – 4.00/gallon. Since we purchased the Leaf we have spent a total of $??? on gas. <br />
<br />
EV Owner Profile #3<br />
<br />
Chad Hohn<br />
<br />
I initially went looking to place an order for a Nissan leaf in June of 2011 when the vehicles were first hitting the lot. I showed up to poke around and get a taste of excitement at the dream of owning this new technology. I was expecting that I would be waiting for several months like everyone else who happened to be interested in the vehicle, little did I know what would be in store for me! With its benefits of not paying for gas while producing zero emissions I was entirely captivated with the idea of owning and driving a fully electric vehicle and it just so happened that someone who reserved a leaf declined the purchase of it the very same day I happened to walk into the Nissan of Auburn dealership. While I showed interest in purchasing this vehicle I thought there would be no way I could make it work - I mean face it I was 20 years old when I walked into the dealership on this sunny Washington day. Fortunately I found someone the next day who wanted to buy my 1999 Honda Civic! My Grandmother Co-Signed the loan and I walked out the door a proud owner of a brand new Nissan Leaf! After signing up for the Blink charging station program through EcoTality I received a free home charger installed for quick level 2 charging which enabled the Leaf to be the only vehicle I own. I have driven over 26,000 miles in just under 2 years. The most exciting part of owning a Leaf is the fact that it has so much available instant torque, its more than capable of beating any teenagers “Ricer” off the line at a stoplight with ease and is as quiet as a breeze. Oh, did I mention that including the fact that it is very up to date with Bluetooth music and calling, backup camera, available USB ports, LED headlights that will last for many years beyond normal headlights and a solar panel on the spoiler to charge the 12v battery that runs electronics inside, I HAVEN’T PAID FOR GAS IN 2 YEARS!!! The Leaf is not only up to date in awesomeness, it’s also cost effective! <br />
<br />
<br />
<br />
EV Owner Profile #4<br />
<br />
By Kenneth G. Johnsen, D.D.S<br />
<br />
My son Stephen Johnsen gets the credit for stirring my interest in electric vehicles. In long discussions with him I changed from my belief that hydrogen would eventually power our cars to the firm commitment that electric propulsion is the only practical way. Through Stephen I met Jeff Thomas and purchased a 1998 Chevrolet S-10EV truck in 2005. I drove that great little truck to work every day for over five years. It was a wonderful first EV. In early 2011 I purchased a Nissan Leaf which extended my range and creature comforts. By that time, though, I had my eye on Tesla's Model S Sedan. Its production was still a couple years away when I put money down on one. I drove the Leaf for a year and a half and then took delivery of my Model S in December of 2012. The Model S is basically a rocket on wheels, a sports car disguised as a sedan. When I drive it, speeds of over 100 miles per hour are not unusual. I have never enjoyed a car as much as I am enjoying my Model S. I still have the S-10EV and the Leaf--can't bear to part with them--but the Tesla is the car of the future. With its 300 mile range, my driving is not confined to the Seattle area anymore. I love it!!<br />
<br />
I am a strong believer that the United States should kick the petroleum habit. I have had a solar energy system installed on my office building in Kent which produces more than enough electricity to charge my electric vehicles. Because it is solar, it is clean energy. So my transportation needs are met with clean, unending perpetual energy from the sun. Yes, there is a high initial cost for the car and the solar energy system. But there are great tax credits and other incentives which lower the cost. In eight years my solar system and Leaf will be paid for through the savings. If everyone in the United States did this, we would not need to fight any more Mideast wars and we would not be held in servitude to the petroleum companies. Clean electric transportation should be one of our country's highest priorities.<br />
<br />
<br />
<br />
<br />
1.5 CREATES A STRONGER LOCAL ECONOMY<br />
<br />
Focus on “domestically produced fuel” rather than how “green” EVs are. <br />
<br />
• Electricity is produced locally and electric vehicle infrastructure is installed locally, creating jobs and economic investment in Washington State. <br />
• Electric vehicles create a more diverse transportation infrastructure, providing greater flexibility to deal with shocks in the fuel-supply system.<br />
• More diverse transportation energy sources (wind, solar, hydro, natural gas).<br />
• In January of 2013 in Washington State, 98.3% of all passenger cars and 90% of all personally used trucks can run only on gasoline (3). <br />
• Find out how many jobs in WA are oil-related. What if we generated all WA energy in WA – how many jobs would that create? If we simply replaced the $’s we spend on gasoline on biodiesel produced in WA – what additional revenue would that generate for the state (along with jobs)?.<br />
• Based on an economic assessment of the impacts if 45% of the light duty vehicle fleet in California was converted to plug-in electric vehicles, by 2030 (8): <br />
o Light-duty vehicle electrification can be a potent catalyst for economic growth, contributing up to 100,000 additional jobs by 2030. <br />
o On average, a dollar saved at the gas pump and spent on the other goods and services that households want creates 16 times more jobs. <br />
o Unlike the fossil fuel supply chain, the majority of new demand financed by PEV fuel cost savings goes to in-state services, a source of diverse, bedrock jobs that are less likely to be outsourced. <br />
o Individual Californians gain from economic growth associated with fuel cost savings due to vehicle electrification, whether they buy a new car or not. As a result of light-duty vehicle electrification, the average real wages and employment increase across the economy and incomes grow faster for low-income groups than for high-income groups.<br />
Fuel costs are driving higher business expenses. Brent, a small business owner, who runs an air conditioning repair business in Albuquerque, New Mexico, typifies these rising costs. Since 2006, he's laid off 12 employees, and is now down to just himself and one employee. Together, they're spending $1,200 a month on gasoline to get to jobs in a relatively new cargo van, and a truck that averages about 10 mpg. Behind payroll and insurances, gas has become his third-largest expense. (7)<br />
(8) Plug in Electric Vehicle Deployment in California, An Economic Assesstment, David Roland-Holst, September 2012 <br />
(7) How High Gas Prices Could Help the Economy, Lisa Margonelli, Jun 9 2011, http://www.theatlantic.com/business/archive/2011/06/how-high-gas-prices-could-help-the-economy/240145/ <br />
(3) 2011 WA state department of licensing.<br />
<br />
<br />
1.6 HELP THE ENVIRONMENT<br />
Electric Vehicles help the environment in two ways:<br />
• Much, much cleaner air (less smog) and much less CO2 [and other pollutants] emitted into the atmosphere<br />
• Cleaner local waterways (no oil dripping from the engine onto roadways and washing into storm drains)<br />
Cleaner Air<br />
• Electricity in Washington is produced mostly by clean, renewable sources – hydropower, wind and solar - which DO NOT produce carbon emissions, smog, or contribute to global warming. In Washington, the fossil fuel transportation system produces 45% of the CO2 and 45% of the water pollution [source?]. Electric vehicles produce zero of these tailpipe pollutants.<br />
• The American Lung Association states, “smog and fine particle emissions generated by the combustion of petroleum fuels cause immediate and lifelong respiratory impacts. Greenhouse gases emitted today will continue to threaten respiratory health for generations to come.” (10)<br />
• Include another American Lung Association study describing how our air would look based on an all EV transportation system.<br />
• Reduce cradle to grave CO2 by factor of 4 (23/92) compared to current fossil fuel fuels. (1)<br />
• Research on neighborhood air pollution attributable to freeway traffic was conducted from an EV operated by the study team from UCLA, USC, and CARB. As long as the majority of freeway traffic consists of air polluting gassers, this research offers suggestions about health risks measured within 1.5 mi of any freeway. Early morning hours are the worst. Ultrafine particles (UFD) were even detected upwind from traffic. (11)<br />
Cleaner Local Waterways<br />
• Use oil to lubricate your engine (env – gas and oil not leaking on roadways and polluting waterways) <br />
• Washington State spends $50,000,000 annually to clean up Puget Sound. The number one contributor to this pollution is stormwater runoff and oil from cars is the biggest component of that runoff. (5) An electrified transportation system will dramatically reduce these pollutants.<br />
• Helps preserve habitat for endangered fish species. (9) <br />
• Helps keep the United States and other countries from polluting its fresh water systems by reducing demand for oil and natural gas collected via fracking, coal and tar sands oil.<br />
• Controlling the release of petroleum into Puget Sound storm water systems is one of four high-priority actions identified in the Control of Toxic Chemicals in Puget Sound study completed in 2011. The major sources of petroleum are diffuse, such as motor oil drips and leaks and minor gasoline spillage during vehicle fueling, and therefore offer ample opportunities for reduction efforts. (4)<br />
• Electric vehicles are the only option that gets greener as time goes on, as new sources of electrical generation come from non-polluting, renewable sources such as solar and wind power. <br />
(1) Low Carbon Fuel Standards final report (fuelstandards_finalreport_02182011[1]<br />
(4) Control of Toxic Chemicals in Puget Sound , Washington State Department of Ecology, 2011. PugetSoundStormwaterAnalysis.pfd (xx)<br />
(5) Beyond Oil conference (what speaker?)<br />
(6) Electric cars, Difference Engine: Tailpipe truths, http://www.economist.com/blogs/babbage/2012/04/electric-cars<br />
(9) Billy Frank, Jr, Chair of the NW Indian Fisheries Commission. <br />
(10) www.lung.org/associations/states/california/assets/pdfs/advocacy/clean-cars-campaign/zev-road-to-clean-air_final.pdf (from http://c.ymcdn.com/sites/www.electricauto.org/resource/resmgr/flyers/auto_emissions.pdf)<br />
Less Emitted CO2<br />
(11) http://www.newsroom.ucla.edu/portal/ucla/air-pollution-from-freeway-extends-93857.aspx<br />
<br />
Get WA state stats<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
Use the image of the full fuel cycle above. <br />
Pollution is a kind of environmental tax that most legislators are not intent on fixing. When legislators take responsibility for air quality, like they are with highway construction/repair taxation, EV owners deserve to be un-taxed. Subsidies offered to EV buyers are fully justified by their clean air advantages, particularly in the NW due to charging from renewable energy sources. [discuss the many tax benefits the fossil fuel industry receives] <br />
Here is a LINK to the EAA Web site, where, if you are interested one can down-load the whole slide Presentation.<br />
<br />
( http://www.electricauto.org/news/117552/Annual-Members-Meeting-Presentation-slides.htm )<br />
<br />
<br />
1.7 ELECTRIC VEHICLE HISTORY<br />
{Might also link to http://www1.eere.energy.gov/vehiclesandfuels/avta/light_duty/fsev/fsev_history.html}<br />
Electric vehicles are making a current day resurgence, but have a history that goes all the way back to the 1830s when, according to the Library of Congress, Scotland's Robert Anderson created the first electric carriage some 50 years prior to Karl Benz's first gasoline powered horseless carriage.<br />
In the 1830s, when Dutch inventor Sibrandus Stratingh created an electromagnetic cart, electric vehicles stood out as the cleaner, cost-effective option to the steam or internal combustion engine. Stratingh's invention evolved into actual cars in the late 1800s that could move at low speeds using rechargeable batteries. Quieter and less noxious than their gas-powered counterparts, these electric cars surpassed them in popularity in the early part of the 20th century. One of the best-selling vehicles of that time was the Columbia Runabout, which could go 40 miles on a single charge and run at speeds up to 15 m.p.h. In addition, Henry Ford's wife, Clara, drove her own 1914 Detroit Electric in and around Dearborn, Michigan from 1916 until 1930.<br />
<br />
<br />
From (http://c.ymcdn.com/sites/www.electricauto.org/resource/resmgr/flyers/ev_history.pdf)<br />
In the late 1890s electric vehicles (EVs) outsold gasoline cars 10 to 1. EVs dominated the roads and dealer showrooms. Some automobile companies, like Oldsmobile and Studebaker, actually started out as successful EV companies, only later transitioning to gasoline-powered vehicles. The first car dealerships were exclusively for EVs. <br />
In 1900, for instance, out of the total of 2,370 automobiles found in New York, Chicago and Boston, 800 of those cars were fully electric. Surprisingly, only 400 cars were powered by gasoline and the remaining 1,170 were steam-powered automobiles -- popular because at the time steam technology was familiar and proven [source: Sulzberger]. <br />
Early production of EVs, like all cars, was accomplished by hand assembly. In 1910, volume production of gasoline-powered cars was achieved with the motorized assembly line. This breakthrough manufacturing process killed off all but the most well-financed car builders. <br />
Independents, unable to buy components in volume, died off. The infrastructure for electricity was almost non-existent outside of city boundaries – limiting EVs to city-only travel. Another contributing factor to the decline of EVs was the addition of an electric motor (called the starter) to gasoline powered cars – finally removing the need for the difficult and dangerous crank to start the engine. Due to these factors, by the end of World War I, production of electric cars stopped and EVs became niche vehicles – serving as taxis, trucks, delivery vans, and freight handlers. <br />
In the late 1960s and early 1970s, there was a rebirth of EVs prompted by concerns about air pollution and the OPEC oil embargo. In the early 1990s, a few major automakers resumed production of EVs – prompted by California’s landmark Zero Emission Vehicle (ZEV) Mandate. <br />
Those EVs were produced in very low volumes – essentially hand-built like their early predecessors. However, as the ZEV mandate was weakened over the years, the automakers stopped making EVs – Toyota was the last major auto maker to stop EV production in 2003. But EVs would not die, and a resurgence in EVs began with the Tesla Roadster in 2008. <br />
Timeline <br />
1834 Thomas Davenport invents the battery electric car – batteries were not rechargeable. <br />
1859 Gaston Plante invented rechargeable lead-acid batteries. <br />
1889 Thomas Edison built an EV using nickel-alkaline batteries. <br />
1895 First auto race in America, won by an EV. <br />
1896 First car dealer – EVs. <br />
1897 First vehicle with power steering – an EV. Electric self-starters 20 years before appearing in gas-powered cars. <br />
1898 NYC blizzard, only EVs were capable of transport on the roads. First woman to buy a car – it was an EV.<br />
1900 NYC’s huge pollution problem – horses. 2.5 million pounds of manure, 60,000 gallons of urine daily on the streets; 15,000 dead horses removed from the streets each year. <br />
1900 All cars produced: 33% steam cars, 33% EV, and 33% gasoline cars. <br />
1903 First speeding ticket – it was earned in an EV. <br />
1904 America has only 7% of the 2 million miles of roads better than dirt – only 141 miles, or less than one mile in 10,000 was “paved”. <br />
1908 Henry Ford buys his wife an EV. Many socialites gave a rousing endorsement for EVs, “It never fails me.”<br />
1910 Motorized assembly produces gas-powered cars in volume; reducing cost per vehicle. <br />
1912 38,842 EVs on the road. Horse drawn “tankers” deliver gasoline to gas stations. <br />
1913 Self-starter for gas cars (10 years later for the Model-T). <br />
1921 Federal Highway Act. By 1922, federal match (50%) for highway construction and repair (for mail delivery). Before this, roads were considered only “feeders” to railroads, and left to the local jurisdiction to fund. <br />
1956 National System of Interstate and Defense Highways. Funded 90% by states, and 90% by the federal government. (180%?!)<br />
1957 Sputnik is launched. The US space program initiates advanced battery R&D. <br />
1966 Gallup poll: 36 million really interested in EVs. At the time EVs had a top speed of 40 mph, and typical range less than 50 miles. <br />
1967 Walter Laski founds the Electric Auto Association. <br />
1968-1978 Congress passes more regulatory statues than ever before due to health risks associated with cars: collisions, dirty air. <br />
1972 First Annual EAA EV rally. <br />
1974 CitiCar debut at Electric Vehicle Symposium in Washington, DC. By 1975, VanguardSebring, maker of the CitiCar is the 6th largest auto maker in the US. <br />
1990 California establishes the Zero Emission Vehicle (ZEV) Mandate; requires 2% of vehicles to be ZEVs by 1998, 10% ZEVs by 2003. <br />
1990 GM shows their production EV initially named Impact; later it was re-named the EV-1. <br />
1990 US government spent $194 million on all energy efficient research. Much less than the $1 billion for a single day of Desert Storm, or the $1 billion per week of 2003 Iraq conflict. <br />
1993 GM estimated that it would take 3 months to collect names of 5,000 people interested in the EV-1 – it only took one week! <br />
1995 Renaissance Cars, Inc begins production of the Tropica. <br />
1996 EAA helps to hatch CALSTART incubator (for EV research) in Alameda, CA. <br />
1996 GM begins production of the EV-1 (formerly called the Impact). <br />
1997 Toyota Prius hybrid gas-electric vehicle unveiled at the Tokyo Auto Show. <br />
2002 Toyota RAV4-EV retail sales; their estimated 2-year supply sold out in 8 months. <br />
2003 California? ZEV Mandate weakened to allow ZEV credits for non-ZEVs. Toyota stops production of the RAV4-EV; Honda stops lease renewals of the EV-Plus; GM does the same for the EV-1. <br />
2003 AC Propulsion’s tZero earns highest grade at the Michelin Challenge Bibendum; tZero specs: 300 miles per charge, 0-60mph in 3.6 seconds, 100 mph top speed. <br />
2005 Commuter Cars’ Tango and AC Propulsion’s eBox EVs ship. <br />
2008 Tesla Roadster EV ships (0-60 in 3.7 seconds). <br />
2010 Nissan LEAF ships, GM Volt ships. <br />
2011 Fisker Karma ships, Th!nk City ships; BMW ActiveE available. <br />
2012 Tesla Model S, Coda Sedan, Ford Foucs EV, Mitsubishi i-MiEV, Toyota Rav4-EV ships.<br />
2013 Nissan reaches 50,000 LEAFs sold worldwide.<br />
<br />
<br />
<br />
1.8 DEFINITIONS <br />
provide links in text to this pages’ definition or hover over the text to display definition<br />
<br />
2.0 GET An Electric Vehicle<br />
2.1 THINGS TO KNOW ABOUT BUYING AN ELECTRIC VEHICLE<br />
• NO SALES TAX - Buyers of new all-electric vehicles pay NO SALES TAX in Washington State. At 9.5% in Seattle, that could save you thousands of dollars [Link to Save Money]. Learn more at [link to RCW http://apps.leg.wa.gov/RCW/default.aspx?cite=82.08.809]. Plug-in hybrid electric vehicles that have internal combustion engines to provide range extension do not qualify for this exemption (Volt, Prius).<br />
• TAX CREDIT FOR EV PURCHASE - The federal government will give you a credit on your income taxes of up to $7,500 for purchasing a new electric vehicle. You need to owe at least $7,500 in taxes or you don’t get the full tax credit. You receive this refund when you file your taxes for the year you purchase your vehicle. Get your tax credit here: If you lease an electric vehicle, make sure the seller/dealer passes the federal tax credit on to you. [Add Hyperlinks to IRS forms below.]<br />
<br />
o Form 8911 - Alternative Fuel Vehicle Refueling Property Credit - get a one-time credit of 30 percent of the cost of installing electric vehicle charging equipment. Anyone who purchased a home charging station and wants an refund for the sales tax they paid, or anyone who is considering purchasing a home charging station and wants to claim the Washington state exemption: http://dor.wa.gov/docs/forms/excstx/exmptfrm/buyersretailtxexmptcert_e.pdf<br />
o Form 6251 - Alternative Minimum Tax - Individuals. Required for anyone filing Form 8911, even if you do not owe or pay the alternative minimum tax.<br />
o Form 8834 - Qualified Plug-in Electric and Electric Vehicle Credit - get a one-time credit for the purchase of a two- or three-wheeled electric vehicle or a low-speed four-wheeled vehicle acquired before 2012.<br />
o Form 8936 - Qualified Plug-in Electric Drive Motor Vehicle Credit - get a one-time credit of up to $7,500 on the purchase of a new plug-in electric vehicle<br />
<br />
<br />
If you finance an electric vehicle you will need to finance the entire purchase price less any money you put down on the initial purchase. Does not apply to leasing – describe how that works relative to the $7,500 tax rebate. (I don’t see the relevance here.)<br />
<br />
• ELECTRICITY AVAILABLE - Make sure you have a regular household 110-volt outlet available to charge your new vehicle at home. You can use any electrical outlet in a garage or on the exterior of a house. You can install a 220-volt charging station at home, and if you do, the federal government will give you a 30% federal tax credit on your purchas.<br />
<br />
• CHARGE ANYWHERE – All production electric vehicles come with a 110-volt adapter for charging at any household electrical outlet. You can plug in wherever you are visiting and top off the battery. Put your car to work while you are working, shopping, dining or enjoying entertainment.<br />
<br />
• CONVERSIONS – if you buy a vehicle that has been converted from gasoline to all-electric power, it qualifies for the federal tax credit the first time it is sold.<br />
<br />
• USED ELECTRIC VEHICLES – Any purchase of an electric vehicle after initial ownership does not qualify for the federal tax credit. <br />
<br />
• ROAD USAGE CHARGE – In Washington State, electric vehicles pay an annual $100 road usage charge, in lieu of paying gas taxes, to fund road maintenance and construction.<br />
<br />
• BATTERIES – The lithium batteries used to power today’s electric vehicles are extremely stable and long-lasting. Most batteries will maintain a viable charge for 8-10 years or more. Testing proves batteries can last up to 20 years [link to recent battery article] and real world experience indicates most batteries experience very little de-gredation in capacity after three years of driving [link to Nissan article]. <br />
<br />
• RANGE - Battery pack size determines your maximum range. The larger the kWh of your battery pack, the further you can drive before having to recharge, but also the more your car will cost and the longer it will take to completely recharge your vehicle. Generally, 1 kWh = about 4 miles of range. Larger battery packs also require longer to charge for the same type of charger. <br />
<br />
• Retailers, EVs for sale on current seva website, manufactures, insurance<br />
<br />
• AVAILABLE VEHICLES – Following is a list of production plug-in electric vehicles available for sale in Washington State in 2013:<br />
<br />
o Nissan Leaf [http://www.nissanusa.com/electric-cars/leaf/?dcp=ppn.aa.63023882.&dcc=0.240189300]<br />
o Ford Focus EV [http://www.ford.com/cars/focus/trim/electric/]<br />
o Mitsubishi i-MiEV [http://www.mitsubishicars.com/MMNA/jsp/imiev/12/showroom/overview.do]<br />
o Tesla Model S [http://www.teslamotors.com/models]<br />
o Toyota RAV4 EV [http://www.toyota.com/rav4ev/?srchid=google|SUV%2FVan_RAV4_EV|toyota+rav4+ev#!/Welcome]<br />
o Chevrolet Spark [http://www.chevrolet.com/spark-mini-car.html?seo=goo_|_GM+Chevy+Retention_|_GG-RTN-Chevrolet-Spark-BP-SN-Exact_|_Spark+HV_|_chevrolet%20spark]<br />
o Fiat 500e [http://www.fiatusa.com/en/2013/500e/]<br />
o Fisker Karma [http://www.fiskerofbellevue.com/]<br />
o Chevrolet Volt [http://www.chevrolet.com/volt-electric-car.html?seo=goo_|_GM+Chevy+Retention_|_GG-RTN-Volt-Electric+Car-BP-SN-BMM_|_Volt+Electric+Car_|_%2Bvolt%20electric%20car]<br />
o Toyota Plug-In Prius [http://www.toyota.com/prius-plug-in/?srchid=google|Plugin_Washington|toyota_prius_plug-in#!/Welcome]<br />
<br />
<br />
Talk about Warranty – what do you want, what’s typical, stability of manufacturer.<br />
<br />
For conversions, where do you get your conversion insured.<br />
<br />
Checkout what’s on the MyNissanLeaf post (Brian mentioned)<br />
Discuss studies by PG&E that indicate there would be very few grid impacts if 50-100% of vehicles were Electric Vehicles. Reference state listing of GHG study.<br />
-link to save money for the selected EV.<br />
<br />
3.0 CONVERT Your Car<br />
<br />
Links to local classes, Steve to help, What’s involved, how much will it cost. Have seva members post pictures of their conversions, provide templates for low end conversion, mid level, high end, tradeoffs, batteries, costs. What can go wrong. (Pat to write up his classes conversion high end, Charlie Tsai – z3 convertible/high end, Jeff Finn?, Mike Foster – geo metro)<br />
Links to local classes, Steve to help, What’s involved, how much will it cost. Have seva members post pictures of their conversions, provide templates for low end conversion, mid level, high end, tradeoffs, batteries, costs. What can go wrong. (Pat to write up his classes conversion high end, Charlie Tsai – z3 convertible/high end, Jeff Finn?, Mike Foster – geo metro)<br />
<br />
4.0 CHARGE Your Electric Vehicle<br />
<br />
<br />
4.1 JOIN A CHARGING NETWORK<br />
<br />
<br />
4.2 FIND A CHARGING STATION<br />
<br />
Fast Charging stations are being constructed all across Washington State and also into British Columbia, Oregon and California. Go to www.plugshare.com and select the DCFast Charge option.<br />
Provide links to charging station companies (PluginAmerica has a list). (This graphic should include the labels of Level 1, 2 and 3).<br />
<br />
<br />
4.3 LEARN ABOUT EV CHARGING<br />
<br />
4.4 BUY AN EV CHARGER<br />
Discuss charging at home vs public charging outside your home (Keven)<br />
Links to Plug in, Blink, Plug Share<br />
Links to charging station manufactures<br />
<br />
<br />
<br />
Fueleconomy.gov has good graphic like that below.<br />
<br />
<br />
<br />
5.0 ABOUT SEVA<br />
After 100 years of being bombarded with advertising targeted at selling us gasoline-powered vehicles, we must make a radical shift in our thinking to understand a change similar to what our great-great grandparents had to do to shift from the horse-drawn carriage to the horseless carriage. Financial investment anaylsts assessing the potential of the current electric vehicle manufacturers' technology refer to the renewed electric vehicles now available as a disruptive technology because it has the potential of impacting society in the same way microcomputer technology has changed the way we live.<br />
Seattle Electric Vehicle Association members have been preparing the way for the wide-spread adoption of electric vehicles for more than 30 years. <br />
<br />
5.1 How to join SEVA<br />
Location of meetings<br />
How to get on SEVAs email list<br />
5.2 Contacts<br />
<br />
<br />
6.0 CALENDAR OF EVENTS<br />
Provide a calendar of upcoming events – SEVAs and others?<br />
Make this editable by more than one person for maintenance purposes.<br />
<br />
7.0 RESOURCES<br />
http://www.fueleconomy.gov/feg/evlinks.shtml</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=New_Website_Content&diff=9087New Website Content2013-07-16T04:35:15Z<p>Markschiller: /* SEVA New Website */</p>
<hr />
<div>== SEVA New Website ==<br />
SEVA Primary Audiences:<br />
1. Person who wants to buy an EV<br />
2. Person who simply wants to learn more about EVs<br />
3. Person who wants to convert an existing car to an EV<br />
4. SEVA members<br />
5. Advocates – policy makers, agencies and organizations that benefit from EV adoption<br />
Goal: Motivate people to Take Action!<br />
<br />
HOME PAGE<br />
<br />
<br />
Homepage graphic could have rolling photos or stories so it grabs people’s attention. Spell things out, don’t use abbreviations. <br />
Links on the homepage link to these topics:<br />
Contents<br />
HOME PAGE 2<br />
1.0 LEARN MORE 5<br />
1.1 SAVE MONEY 5<br />
1.2 ELEGANT DESIGN (or Simple Design or “What’s Under the Hood”) - Steve to edit 18<br />
1.3 DRIVING EXPERIENCE (Steve/Pat to help edit) 24<br />
1.4 ELECTRIC VEHICLE OWNER PROFILES 25<br />
1.5 CREATES A STRONGER LOCAL ECONOMY 34<br />
1.6 HELP THE ENVIRONMENT 36<br />
1.7 ELECTRIC VEHICLE HISTORY 40<br />
1.8 DEFINITIONS 45<br />
2.0 GET An Electric Vehicle 46<br />
2.1 THINGS TO KNOW ABOUT BUYING AN ELECTRIC VEHICLE 46<br />
3.0 CONVERT Your Car 49<br />
4.0 CHARGE Your Electric Vehicle 50<br />
4.1 JOIN A CHARGING NETWORK 51<br />
4.2 FIND A CHARGING STATION 52<br />
4.3 LEARN ABOUT EV CHARGING 54<br />
4.4 BUY AN EV CHARGER 55<br />
5.0 ABOUT SEVA 58<br />
5.1 How to join SEVA 58<br />
5.2 Contacts 58<br />
6.0 CALENDAR OF EVENTS 59<br />
7.0 RESOURCES 60<br />
<br />
1.0 LEARN MORE<br />
1.1 SAVE MONEY<br />
Electric Vehicles save you money in three ways:<br />
1. Tax incentives when you purchase (or lease) a new vehicle <br />
• Buyers of new all-electric vehicles pay NO SALES TAX in Washington State [Link to http://www.fueleconomy.gov/feg/taxcenter.shtml]. That could save you thousands of dollars. This Washington tax exemption applies only to all-electric vehicles. Plug-in vehicles augmented with a range extension motor such as the Chevy Volt or the Toyota Plug-in Prius do not qualify for this exemption. [See RCW ------ (hyperlink)]<br />
• The federal government will give you a credit on your income taxes of up to $7,500 for purchasing a new all-electric or plug-in electric vehicle. If you purchase a plug-in electric vehicle [link to “types of electric vehicles”] with a 20(?) kwHr or larger battery your credit will be $7,500 [link to “vehicles that provide $7,500 tax credit]. Get income tax credit forms at (hyperlink).<br />
• The federal government will give you a credit on your income taxes of 30% of the cost to purchase and install electric vehicle charging equipment in your home up to a maximum of $1,000. This applies to businesses as well? up to a maximum of $?. [Link to IRS Tax Form] The typical cost to purchase a Level II home charger is $500-$1,000 and $250-$1,000 for installation costs depending on your house and the ease or difficulty of providing 220V power to the charging station.<br />
2. Fuel costs<br />
• Driving 25 miles costs about $4.00 for a gallon of gasoline while it costs only about 35 cents for the equivalent amount of power from electricity. Much of the energy contained in gasoline is lost in combustion and heat whereas the efficiency of batteries and their electric drive means the fuel cost for electric vehicles is one-tenth the cost of gasoline-powered cars. <br />
• Electricity costs are regulated and predictable. Contrast that to gasoline, which has costs significantly more volatile and is becoming more scarce and more expensive to extract. <br />
<br />
[Insert chart comparing gas and electricity prices for WA] <br />
<br />
• Washingtonians spend more than 64% of their annual energy bill on vehicle fuel. [divide total gas used by nbr households times current gas price]<br />
<br />
<br />
Wouldn’t you prefer stable fuel costs and less expensive fuel for your automobile?<br />
<br />
3. Vehicle maintenance <br />
• Electric vehicles have a simple powertrain [Link to elegant design section] with about 80% fewer moving parts than gasoline-powered vehicles {get source for this number}.<br />
• They don’t require oil changes. <br />
• Electric vehicles do not use antifreeze.<br />
• Electric vehicles do not use oil to lubricate their engine. <br />
• Electric vehicles will never need a valve job, injector cleaning or many of the other expensive maintenance requirements of gasoline cars.<br />
• Electric vehicles do not require the typical $300 service costs at 15,000, 30,000, 45,000, 60,000 miles.<br />
The only service that electric vehicles typically require is tire rotations every 7,000 miles and air conditioning coolant replacement at 100,000 miles. <br />
<br />
[Ideally we do one of these cost comparison series for <br />
1. New Vehicle<br />
2. Used Vehicle<br />
3. Leased New Vehicle]<br />
<br />
<br />
<br />
Go ahead and compare the real costs of Electric Vehicles to their Gasoline counterparts <br />
<br />
After user makes selections the next page is displayed.<br />
<br />
<br />
<br />
<br />
<br />
NOTE: There is no such thing as a 2011 Coda sedan, because Coda’s first and only model was released in March 2012. Also, the cost was not $28,000, but about $30,000 after the federal tax credit. Because these cars are not for sale anymore, this might not be the best comparison. <br />
<br />
<br />
<br />
<br />
Optionally, we could pair up EPA MPG data against the WA registered vehicles data to get an estimate. Or could simply compare total gallons of gas used in WA compared to what it would look like using all electricity. Assume all vehicles use the “price per gallon”, “miles driven per year”, and “cost per kwHr” the user selected.<br />
<br />
<br />
<br />
These are the assumptions and sources of data for the above cost comparisons. <br />
<br />
<br />
Do a lease option and a purchase option cost comparison for WA. Allow users to pick their make, model and year of their current car (establish combined hwy/city MPG and initial purchase MSRP), current cost for gasoline, current cost for electricity, :<br />
Incorporate PluginAmerica stats into the above spreadsheet which would then be used to drive the new flash graphic below:<br />
Create new graphic that illustrates costs like PluginAmerica<br />
Maybe show the following using one page where users select the make/model and then we show them the answer for WA. Maybe link from each row to a sample owners manual page showing the standard maintenance required between an electric car and an ICE.<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
1.2 ELEGANT DESIGN (or Simple Design or “What’s Under the Hood”) - Steve to edit<br />
Walk thru an EV, video showing details/features and describing how it works.<br />
Start every morning with a fully charged battery after charging your car while you sleep. It’s like having a gas station in your garage and filling your tank every day. Plugging a Nissan Leaf into a normal 110V outlet at 7pm and leaving for work the next day at 7am will provide about a 60% charge and a range of approximately (13.2kwHr x 3.6 miles/kwHr). <br />
<br />
Electric vehicles have approximately 80% fewer moving parts than internal combustion engines:<br />
• No gas tank<br />
• No fuel pump/filter<br />
• No transmission/clutch<br />
• No exhaust system<br />
• No alternator/spark plugs<br />
• No timing belts<br />
• No radiator<br />
Electric Vehicles are much more efficient at converting energy to motion. Better image available?<br />
<br />
<br />
• You have a “gas station” in your garage: Start ever y day with a “full tank.”<br />
<br />
• Use your Electric Vehicle for the everyday driving, leave the long-range driving to your fossil fuel car<br />
Also get some stats from the EPA/government alternate fuels website. <br />
Is there a better image (have one done professionally, use a production EV?)<br />
<br />
<br />
{Maybe use the image on the first page of Current Events May 2013, see below}<br />
<br />
Show photo of typical EV mechanic in suit and tie vs greasy ICE mechanic.<br />
EVs offer clean, high tech jobs.<br />
Electric vehicle parts last far longer than their gas/diesel counterparts:<br />
• Electric motors can last 1,000,000 miles<br />
• DC/AC converters can last ?? miles<br />
• Batteries can last 8+ years before needing replacement<br />
<br />
1.3 DRIVING EXPERIENCE (Steve/Pat to help edit)<br />
DRIVING EXPERIENCE – The weight of the batteries creates a low center of gravity giving electric vehicles exceptional handling and cornering capability. The electric motor delivers instant torque (acceleration) at all speeds with no hesitations for shifting gears. They have only one gear! As soon as your foot touches the accelerator, it is uncanny to feel such power catapulting you forward, instantly and silently, without the roar of a gasoline engine.<br />
Compare specs between EVs and ICE vehicles of comparable cost/features (show you can get more performance at less cost with an EV?[link to Save Money]).<br />
See when EV Meets (test drives) are happening in your neighborhood. [Link to Current Events]<br />
Gobs of low-end torque, better than luxury-car smooth acceleration, better than sports-car throttle response, incredible traction, <br />
Show the list of production EVs and how they have to meet the same crash test standards as gas cars and are one of the highest-rated crash test vehicles (Leaf).<br />
Show 0-60 stats and 0-30 stats for production ICE vs comparable EVs (or maybe get 0-50 km/hr, 0-100km/hr for Europe standards) from Motor Trend or other car magazines. Do the same list Plug in America has, hard code the specifications into this web page.<br />
Drag racing (flip a switch you can go from 200 hp to 420 hp and triple the torque on the fly), Steve has drag racing videos<br />
<br />
<br />
1.4 ELECTRIC VEHICLE OWNER PROFILES<br />
EV Owner Profile #1<br />
<br />
By Grace Reamer <br />
<br />
Would you give up your cell phone?<br />
<br />
Me neither. I have my life in that little black box – appointments, phone numbers, addresses, birthdays, e-mail, grocery list, music, and more. Texting is the only way I can contact my daughter. I can’t imagine what I would do without it.<br />
<br />
And yet, I was one of the late adopters. When everyone else was raving about their flip phones (remember them?), I was rationalizing why I should avoid being seduced by the new technology: “I don’t use the phone much anyway. I don’t need something more versatile. It’s too much trouble. It’s too expensive.”<br />
<br />
Boy, was I wrong. But now, those same arguments sure sound familiar when skeptics start talking about electric vehicles. This time, I did my research.<br />
<br />
A couple of years ago, as my husband (Mr. B) and I started considering an EV, we didn’t know anyone who drove one. We depended on talking to dealers – not always the best source of practical information – and reading reviews on the Internet. With so much misinformation out there in cyberspace, it was confusing to figure out if this revolutionary step was right for us. I know I would have appreciated the opportunity to hear directly from other EV drivers about why they switched from gasoline, and how their lives had changed as a result. Maybe that would have averted some anxiety, plus provided me with some snappy comebacks for skeptical friends and relatives with their shaking heads and dire warnings. <br />
<br />
With that in mind, I would like to share my story. <br />
<br />
Before the EV, the main thing I noticed about cars was whether they were big and loud, or small and not-so-loud, and if they worked or not. I am not a gearhead, by any measuring device. I rarely even drive a vehicle. My daily commute is on a bus – an electric trolley bus. That’s where I started learning about the advantages of EVs.<br />
<br />
In Seattle – land of hills, where flat surfaces exist only on water – the bus system has long since figured out the most efficient operation. Diesel buses run on the flattest freeways, and hybrid diesel-electric buses run in the transit tunnel and on most suburban routes. But the most demanding steep hills in the city are reserved for the electric trolley buses. They are the only vehicles that have the instant torque and power to take an overloaded coach with 70 people up an 8-percent grade from a standing start – in the rain. And the electric buses are quiet. The bus stop is right outside my back door. I know when the trolley bus arrives because the people getting off are louder than the electric motor. In contrast, when a diesel bus pulls up to the stop, the deafening engine noise puts all conversation on hold until the bus continues up the street.<br />
<br />
But why an all-electric vehicle? our friends and relatives wanted to know, as if we were trading in our house on an igloo. Why not a nice hybrid, or a Smart car, or a newer, more fuel-efficient truck? Those are good questions, and all things that we considered. I remembered the lesson of the cell phone. This new technology might seem complex and scary, but it is as simple as talking on a phone with a battery and transmitter instead of a cord. And driving an EV is as profoundly different as the first crank phone is from a new smart phone.<br />
<br />
I still remember my first time behind the wheel of an EV. I was unprepared for the dramatic difference from driving a gasoline car. As soon as your foot touches the accelerator, it is uncanny to feel such power catapulting you forward, instantly and silently, without the roar of a gasoline engine. Stepping down with the firmness of a traditional gas pedal yields a gravity-defying force that pins you to the seat. This must be what it's like in a rocket headed to the moon. If possible, the handling is even more responsive, thanks to the weight of the batteries that allow an EV to hug the road on curves like the most tricked-out dragster. Merging in freeway traffic is a whole new, and even fun, experience when that instant power of a 134 hp motor combines with a 31kW battery allows you to slip effortlessly into a narrowing gap. The temptation to show off the EV's superior acceleration characteristics is strong, but I try to avoid inciting road rage. The experience reminds me of sailing, like flying silently over the roadway.<br />
<br />
After a few months of EV experience, I tried going back to driving a borrowed ICE (internal combustion engine) vehicle. It proved to be challenging without that instant acceleration at the touch of the pedal. In comparison, the ICE car seemed sluggish and unresponsive. What a happy reminder about the beauty and utility of the EV's simplicity.<br />
<br />
Ultimately, the decision to convert to an EV came down to cost. As people of modest means, we naturally were concerned about the higher initial cost of most EVs. The sticker price, however, tells very little of the real story. After crunching some numbers, we estimated that the savings on gasoline, maintenance and oil changes would almost cover the monthly loan payments on a new electric car. In fact, the savings would add up so quickly, that the price difference between an EV and a comparable gasoline vehicle would be paid back within two years! As for longer-term operating costs, an EV pencils out so much less that it is by far the most practical alternative for us.<br />
<br />
Cheaper, cleaner transportation also fits well in our low-impact lifestyle that includes recycling, composting, repairing instead of replacing, growing organic vegetables and fruit, and conserving water and energy. When you don’t have a lot of money, you can’t afford luxuries such as new clothing styles, out-of-season raspberries or enormous utility bills.<br />
<br />
Because the majority of electricity generated in the Pacific Northwest comes from clean, renewable, inexpensive hydropower, the region is a prime place to use electric vehicles. Solar energy also is feasible here, even in rainy Seattle. We had a 4.5kW photovoltaic system installed on our roof two years ago. The 30-percent federal tax rebate we got for the solar installation project covered the down payment on the electric car. Thanks to solar power, we estimate our average vehicle charging costs at less than $1 a day. The $400 monthly [@ $3.00/gal of gas? PRICE PER GALLON DOESN’T MATTER. IT’S THE TOTAL OUT-OF-POCKET EXPENSE THAT PEOPLE CARE ABOUT.] gasoline bill is gone. The oil changes and regular service visits are history. Our mechanic misses us.<br />
<br />
Before choosing our EV, we checked out all the electric vehicles available on the market and took several test drives. We decided on the five-passenger Coda sedan from a new California company for its best-in-class 125-mile range, its battery management system, and its relatively compact size yet roomy interior that fits Mr. B’s tall personage. We couldn’t afford a Tesla, and the Nissan Leaf didn’t have the range we needed for Mr. B’s daily commute. It may not be flashy, but the Coda is quiet, efficient, dependable, inexpensive to operate, affordable, and above all, practical to drive every day. At nine months, we reached 15,000 maintenance-free miles. The Coda fits our lifestyle. <br />
<br />
Just like mobile technology has revolutionized communications, EVs are starting to change the way we think about transportation. It won't be long before drivers realize that charging your electric car is as easy as plugging in your cell phone. The plot below illustrates our total energy costs from 2010 thru 2012.<br />
<br />
<br />
EV Owner Profile #2<br />
<br />
By Mark and Sara Schiller<br />
<br />
Like most families we had two gas powered cars – a 2003 truck and a 1994 Mercedes Benz station wagon. When we decided to get a new car we did a lot of research and eventually decided on the Nissan Leaf. We bought a Leaf for really three reasons – we wanted to buy a car from a manufacturer that had a high likelihood of being in business five years from now; second, because we wanted to buy a car from a manufacturer that was really promoting and supportive of electric vehicles, and finally price. Our kids attend a local school and we both work downtown (6.5 miles from our home) so our required daily range is not extensive. We waited until the 2013 model became available and were one of the first to buy that model in March 2013. Since that time, we absolutely love our Leaf. We took a picture of the price of gasoline the night we drove it home which was $3.93 per gallon. We use the Leaf for virtually all driving we do. The only times we have not used it have been on trips that were 100 miles or more away, and in those cases we drive our fairly low MPG truck. We typically drive the Leaf about 25 miles a day during the work week. We generally plug the Leaf in at around 7pm every other night and leave it plugged in until about 7am the next morning. With that we get about a 60% charge which can power us for three days comfortably. We decided not to install a Level II charger although we may in the future; at this point it does not seem necessary. So far we have never needed to charge the Leaf outside our house – we’ve always used a standard 110V outlet in our garage. Prior to our Leaf purchase, we typically spent about $200/month in gas at $3.50 – 4.00/gallon. Since we purchased the Leaf we have spent a total of $??? on gas. <br />
<br />
EV Owner Profile #3<br />
<br />
Chad Hohn<br />
<br />
I initially went looking to place an order for a Nissan leaf in June of 2011 when the vehicles were first hitting the lot. I showed up to poke around and get a taste of excitement at the dream of owning this new technology. I was expecting that I would be waiting for several months like everyone else who happened to be interested in the vehicle, little did I know what would be in store for me! With its benefits of not paying for gas while producing zero emissions I was entirely captivated with the idea of owning and driving a fully electric vehicle and it just so happened that someone who reserved a leaf declined the purchase of it the very same day I happened to walk into the Nissan of Auburn dealership. While I showed interest in purchasing this vehicle I thought there would be no way I could make it work - I mean face it I was 20 years old when I walked into the dealership on this sunny Washington day. Fortunately I found someone the next day who wanted to buy my 1999 Honda Civic! My Grandmother Co-Signed the loan and I walked out the door a proud owner of a brand new Nissan Leaf! After signing up for the Blink charging station program through EcoTality I received a free home charger installed for quick level 2 charging which enabled the Leaf to be the only vehicle I own. I have driven over 26,000 miles in just under 2 years. The most exciting part of owning a Leaf is the fact that it has so much available instant torque, its more than capable of beating any teenagers “Ricer” off the line at a stoplight with ease and is as quiet as a breeze. Oh, did I mention that including the fact that it is very up to date with Bluetooth music and calling, backup camera, available USB ports, LED headlights that will last for many years beyond normal headlights and a solar panel on the spoiler to charge the 12v battery that runs electronics inside, I HAVEN’T PAID FOR GAS IN 2 YEARS!!! The Leaf is not only up to date in awesomeness, it’s also cost effective! <br />
<br />
<br />
<br />
EV Owner Profile #4<br />
<br />
By Kenneth G. Johnsen, D.D.S<br />
<br />
My son Stephen Johnsen gets the credit for stirring my interest in electric vehicles. In long discussions with him I changed from my belief that hydrogen would eventually power our cars to the firm commitment that electric propulsion is the only practical way. Through Stephen I met Jeff Thomas and purchased a 1998 Chevrolet S-10EV truck in 2005. I drove that great little truck to work every day for over five years. It was a wonderful first EV. In early 2011 I purchased a Nissan Leaf which extended my range and creature comforts. By that time, though, I had my eye on Tesla's Model S Sedan. Its production was still a couple years away when I put money down on one. I drove the Leaf for a year and a half and then took delivery of my Model S in December of 2012. The Model S is basically a rocket on wheels, a sports car disguised as a sedan. When I drive it, speeds of over 100 miles per hour are not unusual. I have never enjoyed a car as much as I am enjoying my Model S. I still have the S-10EV and the Leaf--can't bear to part with them--but the Tesla is the car of the future. With its 300 mile range, my driving is not confined to the Seattle area anymore. I love it!!<br />
<br />
I am a strong believer that the United States should kick the petroleum habit. I have had a solar energy system installed on my office building in Kent which produces more than enough electricity to charge my electric vehicles. Because it is solar, it is clean energy. So my transportation needs are met with clean, unending perpetual energy from the sun. Yes, there is a high initial cost for the car and the solar energy system. But there are great tax credits and other incentives which lower the cost. In eight years my solar system and Leaf will be paid for through the savings. If everyone in the United States did this, we would not need to fight any more Mideast wars and we would not be held in servitude to the petroleum companies. Clean electric transportation should be one of our country's highest priorities.<br />
<br />
<br />
<br />
<br />
1.5 CREATES A STRONGER LOCAL ECONOMY<br />
<br />
Focus on “domestically produced fuel” rather than how “green” EVs are. <br />
<br />
• Electricity is produced locally and electric vehicle infrastructure is installed locally, creating jobs and economic investment in Washington State. <br />
• Electric vehicles create a more diverse transportation infrastructure, providing greater flexibility to deal with shocks in the fuel-supply system.<br />
• More diverse transportation energy sources (wind, solar, hydro, natural gas).<br />
• In January of 2013 in Washington State, 98.3% of all passenger cars and 90% of all personally used trucks can run only on gasoline (3). <br />
• Find out how many jobs in WA are oil-related. What if we generated all WA energy in WA – how many jobs would that create? If we simply replaced the $’s we spend on gasoline on biodiesel produced in WA – what additional revenue would that generate for the state (along with jobs)?.<br />
• Based on an economic assessment of the impacts if 45% of the light duty vehicle fleet in California was converted to plug-in electric vehicles, by 2030 (8): <br />
o Light-duty vehicle electrification can be a potent catalyst for economic growth, contributing up to 100,000 additional jobs by 2030. <br />
o On average, a dollar saved at the gas pump and spent on the other goods and services that households want creates 16 times more jobs. <br />
o Unlike the fossil fuel supply chain, the majority of new demand financed by PEV fuel cost savings goes to in-state services, a source of diverse, bedrock jobs that are less likely to be outsourced. <br />
o Individual Californians gain from economic growth associated with fuel cost savings due to vehicle electrification, whether they buy a new car or not. As a result of light-duty vehicle electrification, the average real wages and employment increase across the economy and incomes grow faster for low-income groups than for high-income groups.<br />
Fuel costs are driving higher business expenses. Brent, a small business owner, who runs an air conditioning repair business in Albuquerque, New Mexico, typifies these rising costs. Since 2006, he's laid off 12 employees, and is now down to just himself and one employee. Together, they're spending $1,200 a month on gasoline to get to jobs in a relatively new cargo van, and a truck that averages about 10 mpg. Behind payroll and insurances, gas has become his third-largest expense. (7)<br />
(8) Plug in Electric Vehicle Deployment in California, An Economic Assesstment, David Roland-Holst, September 2012 <br />
(7) How High Gas Prices Could Help the Economy, Lisa Margonelli, Jun 9 2011, http://www.theatlantic.com/business/archive/2011/06/how-high-gas-prices-could-help-the-economy/240145/ <br />
(3) 2011 WA state department of licensing.<br />
<br />
<br />
1.6 HELP THE ENVIRONMENT<br />
Electric Vehicles help the environment in two ways:<br />
• Much, much cleaner air (less smog) and much less CO2 [and other pollutants] emitted into the atmosphere<br />
• Cleaner local waterways (no oil dripping from the engine onto roadways and washing into storm drains)<br />
Cleaner Air<br />
• Electricity in Washington is produced mostly by clean, renewable sources – hydropower, wind and solar - which DO NOT produce carbon emissions, smog, or contribute to global warming. In Washington, the fossil fuel transportation system produces 45% of the CO2 and 45% of the water pollution [source?]. Electric vehicles produce zero of these tailpipe pollutants.<br />
• The American Lung Association states, “smog and fine particle emissions generated by the combustion of petroleum fuels cause immediate and lifelong respiratory impacts. Greenhouse gases emitted today will continue to threaten respiratory health for generations to come.” (10)<br />
• Include another American Lung Association study describing how our air would look based on an all EV transportation system.<br />
• Reduce cradle to grave CO2 by factor of 4 (23/92) compared to current fossil fuel fuels. (1)<br />
• Research on neighborhood air pollution attributable to freeway traffic was conducted from an EV operated by the study team from UCLA, USC, and CARB. As long as the majority of freeway traffic consists of air polluting gassers, this research offers suggestions about health risks measured within 1.5 mi of any freeway. Early morning hours are the worst. Ultrafine particles (UFD) were even detected upwind from traffic. (11)<br />
Cleaner Local Waterways<br />
• Use oil to lubricate your engine (env – gas and oil not leaking on roadways and polluting waterways) <br />
• Washington State spends $50,000,000 annually to clean up Puget Sound. The number one contributor to this pollution is stormwater runoff and oil from cars is the biggest component of that runoff. (5) An electrified transportation system will dramatically reduce these pollutants.<br />
• Helps preserve habitat for endangered fish species. (9) <br />
• Helps keep the United States and other countries from polluting its fresh water systems by reducing demand for oil and natural gas collected via fracking, coal and tar sands oil.<br />
• Controlling the release of petroleum into Puget Sound storm water systems is one of four high-priority actions identified in the Control of Toxic Chemicals in Puget Sound study completed in 2011. The major sources of petroleum are diffuse, such as motor oil drips and leaks and minor gasoline spillage during vehicle fueling, and therefore offer ample opportunities for reduction efforts. (4)<br />
• Electric vehicles are the only option that gets greener as time goes on, as new sources of electrical generation come from non-polluting, renewable sources such as solar and wind power. <br />
(1) Low Carbon Fuel Standards final report (fuelstandards_finalreport_02182011[1]<br />
(4) Control of Toxic Chemicals in Puget Sound , Washington State Department of Ecology, 2011. PugetSoundStormwaterAnalysis.pfd (xx)<br />
(5) Beyond Oil conference (what speaker?)<br />
(6) Electric cars, Difference Engine: Tailpipe truths, http://www.economist.com/blogs/babbage/2012/04/electric-cars<br />
(9) Billy Frank, Jr, Chair of the NW Indian Fisheries Commission. <br />
(10) www.lung.org/associations/states/california/assets/pdfs/advocacy/clean-cars-campaign/zev-road-to-clean-air_final.pdf (from http://c.ymcdn.com/sites/www.electricauto.org/resource/resmgr/flyers/auto_emissions.pdf)<br />
Less Emitted CO2<br />
(11) http://www.newsroom.ucla.edu/portal/ucla/air-pollution-from-freeway-extends-93857.aspx<br />
<br />
Get WA state stats<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
Use the image of the full fuel cycle above. <br />
Pollution is a kind of environmental tax that most legislators are not intent on fixing. When legislators take responsibility for air quality, like they are with highway construction/repair taxation, EV owners deserve to be un-taxed. Subsidies offered to EV buyers are fully justified by their clean air advantages, particularly in the NW due to charging from renewable energy sources. [discuss the many tax benefits the fossil fuel industry receives] <br />
Here is a LINK to the EAA Web site, where, if you are interested one can down-load the whole slide Presentation.<br />
<br />
( http://www.electricauto.org/news/117552/Annual-Members-Meeting-Presentation-slides.htm )<br />
<br />
<br />
1.7 ELECTRIC VEHICLE HISTORY<br />
{Might also link to http://www1.eere.energy.gov/vehiclesandfuels/avta/light_duty/fsev/fsev_history.html}<br />
Electric vehicles are making a current day resurgence, but have a history that goes all the way back to the 1830s when, according to the Library of Congress, Scotland's Robert Anderson created the first electric carriage some 50 years prior to Karl Benz's first gasoline powered horseless carriage.<br />
In the 1830s, when Dutch inventor Sibrandus Stratingh created an electromagnetic cart, electric vehicles stood out as the cleaner, cost-effective option to the steam or internal combustion engine. Stratingh's invention evolved into actual cars in the late 1800s that could move at low speeds using rechargeable batteries. Quieter and less noxious than their gas-powered counterparts, these electric cars surpassed them in popularity in the early part of the 20th century. One of the best-selling vehicles of that time was the Columbia Runabout, which could go 40 miles on a single charge and run at speeds up to 15 m.p.h. In addition, Henry Ford's wife, Clara, drove her own 1914 Detroit Electric in and around Dearborn, Michigan from 1916 until 1930.<br />
<br />
<br />
From (http://c.ymcdn.com/sites/www.electricauto.org/resource/resmgr/flyers/ev_history.pdf)<br />
In the late 1890s electric vehicles (EVs) outsold gasoline cars 10 to 1. EVs dominated the roads and dealer showrooms. Some automobile companies, like Oldsmobile and Studebaker, actually started out as successful EV companies, only later transitioning to gasoline-powered vehicles. The first car dealerships were exclusively for EVs. <br />
In 1900, for instance, out of the total of 2,370 automobiles found in New York, Chicago and Boston, 800 of those cars were fully electric. Surprisingly, only 400 cars were powered by gasoline and the remaining 1,170 were steam-powered automobiles -- popular because at the time steam technology was familiar and proven [source: Sulzberger]. <br />
Early production of EVs, like all cars, was accomplished by hand assembly. In 1910, volume production of gasoline-powered cars was achieved with the motorized assembly line. This breakthrough manufacturing process killed off all but the most well-financed car builders. <br />
Independents, unable to buy components in volume, died off. The infrastructure for electricity was almost non-existent outside of city boundaries – limiting EVs to city-only travel. Another contributing factor to the decline of EVs was the addition of an electric motor (called the starter) to gasoline powered cars – finally removing the need for the difficult and dangerous crank to start the engine. Due to these factors, by the end of World War I, production of electric cars stopped and EVs became niche vehicles – serving as taxis, trucks, delivery vans, and freight handlers. <br />
In the late 1960s and early 1970s, there was a rebirth of EVs prompted by concerns about air pollution and the OPEC oil embargo. In the early 1990s, a few major automakers resumed production of EVs – prompted by California’s landmark Zero Emission Vehicle (ZEV) Mandate. <br />
Those EVs were produced in very low volumes – essentially hand-built like their early predecessors. However, as the ZEV mandate was weakened over the years, the automakers stopped making EVs – Toyota was the last major auto maker to stop EV production in 2003. But EVs would not die, and a resurgence in EVs began with the Tesla Roadster in 2008. <br />
Timeline <br />
1834 Thomas Davenport invents the battery electric car – batteries were not rechargeable. <br />
1859 Gaston Plante invented rechargeable lead-acid batteries. <br />
1889 Thomas Edison built an EV using nickel-alkaline batteries. <br />
1895 First auto race in America, won by an EV. <br />
1896 First car dealer – EVs. <br />
1897 First vehicle with power steering – an EV. Electric self-starters 20 years before appearing in gas-powered cars. <br />
1898 NYC blizzard, only EVs were capable of transport on the roads. First woman to buy a car – it was an EV.<br />
1900 NYC’s huge pollution problem – horses. 2.5 million pounds of manure, 60,000 gallons of urine daily on the streets; 15,000 dead horses removed from the streets each year. <br />
1900 All cars produced: 33% steam cars, 33% EV, and 33% gasoline cars. <br />
1903 First speeding ticket – it was earned in an EV. <br />
1904 America has only 7% of the 2 million miles of roads better than dirt – only 141 miles, or less than one mile in 10,000 was “paved”. <br />
1908 Henry Ford buys his wife an EV. Many socialites gave a rousing endorsement for EVs, “It never fails me.”<br />
1910 Motorized assembly produces gas-powered cars in volume; reducing cost per vehicle. <br />
1912 38,842 EVs on the road. Horse drawn “tankers” deliver gasoline to gas stations. <br />
1913 Self-starter for gas cars (10 years later for the Model-T). <br />
1921 Federal Highway Act. By 1922, federal match (50%) for highway construction and repair (for mail delivery). Before this, roads were considered only “feeders” to railroads, and left to the local jurisdiction to fund. <br />
1956 National System of Interstate and Defense Highways. Funded 90% by states, and 90% by the federal government. (180%?!)<br />
1957 Sputnik is launched. The US space program initiates advanced battery R&D. <br />
1966 Gallup poll: 36 million really interested in EVs. At the time EVs had a top speed of 40 mph, and typical range less than 50 miles. <br />
1967 Walter Laski founds the Electric Auto Association. <br />
1968-1978 Congress passes more regulatory statues than ever before due to health risks associated with cars: collisions, dirty air. <br />
1972 First Annual EAA EV rally. <br />
1974 CitiCar debut at Electric Vehicle Symposium in Washington, DC. By 1975, VanguardSebring, maker of the CitiCar is the 6th largest auto maker in the US. <br />
1990 California establishes the Zero Emission Vehicle (ZEV) Mandate; requires 2% of vehicles to be ZEVs by 1998, 10% ZEVs by 2003. <br />
1990 GM shows their production EV initially named Impact; later it was re-named the EV-1. <br />
1990 US government spent $194 million on all energy efficient research. Much less than the $1 billion for a single day of Desert Storm, or the $1 billion per week of 2003 Iraq conflict. <br />
1993 GM estimated that it would take 3 months to collect names of 5,000 people interested in the EV-1 – it only took one week! <br />
1995 Renaissance Cars, Inc begins production of the Tropica. <br />
1996 EAA helps to hatch CALSTART incubator (for EV research) in Alameda, CA. <br />
1996 GM begins production of the EV-1 (formerly called the Impact). <br />
1997 Toyota Prius hybrid gas-electric vehicle unveiled at the Tokyo Auto Show. <br />
2002 Toyota RAV4-EV retail sales; their estimated 2-year supply sold out in 8 months. <br />
2003 California? ZEV Mandate weakened to allow ZEV credits for non-ZEVs. Toyota stops production of the RAV4-EV; Honda stops lease renewals of the EV-Plus; GM does the same for the EV-1. <br />
2003 AC Propulsion’s tZero earns highest grade at the Michelin Challenge Bibendum; tZero specs: 300 miles per charge, 0-60mph in 3.6 seconds, 100 mph top speed. <br />
2005 Commuter Cars’ Tango and AC Propulsion’s eBox EVs ship. <br />
2008 Tesla Roadster EV ships (0-60 in 3.7 seconds). <br />
2010 Nissan LEAF ships, GM Volt ships. <br />
2011 Fisker Karma ships, Th!nk City ships; BMW ActiveE available. <br />
2012 Tesla Model S, Coda Sedan, Ford Foucs EV, Mitsubishi i-MiEV, Toyota Rav4-EV ships.<br />
2013 Nissan reaches 50,000 LEAFs sold worldwide.<br />
<br />
<br />
<br />
1.8 DEFINITIONS <br />
provide links in text to this pages’ definition or hover over the text to display definition<br />
<br />
2.0 GET An Electric Vehicle<br />
2.1 THINGS TO KNOW ABOUT BUYING AN ELECTRIC VEHICLE<br />
• NO SALES TAX - Buyers of new all-electric vehicles pay NO SALES TAX in Washington State. At 9.5% in Seattle, that could save you thousands of dollars [Link to Save Money]. Learn more at [link to RCW http://apps.leg.wa.gov/RCW/default.aspx?cite=82.08.809]. Plug-in hybrid electric vehicles that have internal combustion engines to provide range extension do not qualify for this exemption (Volt, Prius).<br />
• TAX CREDIT FOR EV PURCHASE - The federal government will give you a credit on your income taxes of up to $7,500 for purchasing a new electric vehicle. You need to owe at least $7,500 in taxes or you don’t get the full tax credit. You receive this refund when you file your taxes for the year you purchase your vehicle. Get your tax credit here: If you lease an electric vehicle, make sure the seller/dealer passes the federal tax credit on to you. [Add Hyperlinks to IRS forms below.]<br />
<br />
o Form 8911 - Alternative Fuel Vehicle Refueling Property Credit - get a one-time credit of 30 percent of the cost of installing electric vehicle charging equipment. Anyone who purchased a home charging station and wants an refund for the sales tax they paid, or anyone who is considering purchasing a home charging station and wants to claim the Washington state exemption: http://dor.wa.gov/docs/forms/excstx/exmptfrm/buyersretailtxexmptcert_e.pdf<br />
o Form 6251 - Alternative Minimum Tax - Individuals. Required for anyone filing Form 8911, even if you do not owe or pay the alternative minimum tax.<br />
o Form 8834 - Qualified Plug-in Electric and Electric Vehicle Credit - get a one-time credit for the purchase of a two- or three-wheeled electric vehicle or a low-speed four-wheeled vehicle acquired before 2012.<br />
o Form 8936 - Qualified Plug-in Electric Drive Motor Vehicle Credit - get a one-time credit of up to $7,500 on the purchase of a new plug-in electric vehicle<br />
<br />
<br />
If you finance an electric vehicle you will need to finance the entire purchase price less any money you put down on the initial purchase. Does not apply to leasing – describe how that works relative to the $7,500 tax rebate. (I don’t see the relevance here.)<br />
<br />
• ELECTRICITY AVAILABLE - Make sure you have a regular household 110-volt outlet available to charge your new vehicle at home. You can use any electrical outlet in a garage or on the exterior of a house. You can install a 220-volt charging station at home, and if you do, the federal government will give you a 30% federal tax credit on your purchas.<br />
<br />
• CHARGE ANYWHERE – All production electric vehicles come with a 110-volt adapter for charging at any household electrical outlet. You can plug in wherever you are visiting and top off the battery. Put your car to work while you are working, shopping, dining or enjoying entertainment.<br />
<br />
• CONVERSIONS – if you buy a vehicle that has been converted from gasoline to all-electric power, it qualifies for the federal tax credit the first time it is sold.<br />
<br />
• USED ELECTRIC VEHICLES – Any purchase of an electric vehicle after initial ownership does not qualify for the federal tax credit. <br />
<br />
• ROAD USAGE CHARGE – In Washington State, electric vehicles pay an annual $100 road usage charge, in lieu of paying gas taxes, to fund road maintenance and construction.<br />
<br />
• BATTERIES – The lithium batteries used to power today’s electric vehicles are extremely stable and long-lasting. Most batteries will maintain a viable charge for 8-10 years or more. Testing proves batteries can last up to 20 years [link to recent battery article] and real world experience indicates most batteries experience very little de-gredation in capacity after three years of driving [link to Nissan article]. <br />
<br />
• RANGE - Battery pack size determines your maximum range. The larger the kWh of your battery pack, the further you can drive before having to recharge, but also the more your car will cost and the longer it will take to completely recharge your vehicle. Generally, 1 kWh = about 4 miles of range. Larger battery packs also require longer to charge for the same type of charger. <br />
<br />
• Retailers, EVs for sale on current seva website, manufactures, insurance<br />
<br />
• AVAILABLE VEHICLES – Following is a list of production plug-in electric vehicles available for sale in Washington State in 2013:<br />
<br />
o Nissan Leaf [http://www.nissanusa.com/electric-cars/leaf/?dcp=ppn.aa.63023882.&dcc=0.240189300]<br />
o Ford Focus EV [http://www.ford.com/cars/focus/trim/electric/]<br />
o Mitsubishi i-MiEV [http://www.mitsubishicars.com/MMNA/jsp/imiev/12/showroom/overview.do]<br />
o Tesla Model S [http://www.teslamotors.com/models]<br />
o Toyota RAV4 EV [http://www.toyota.com/rav4ev/?srchid=google|SUV%2FVan_RAV4_EV|toyota+rav4+ev#!/Welcome]<br />
o Chevrolet Spark [http://www.chevrolet.com/spark-mini-car.html?seo=goo_|_GM+Chevy+Retention_|_GG-RTN-Chevrolet-Spark-BP-SN-Exact_|_Spark+HV_|_chevrolet%20spark]<br />
o Fiat 500e [http://www.fiatusa.com/en/2013/500e/]<br />
o Fisker Karma [http://www.fiskerofbellevue.com/]<br />
o Chevrolet Volt [http://www.chevrolet.com/volt-electric-car.html?seo=goo_|_GM+Chevy+Retention_|_GG-RTN-Volt-Electric+Car-BP-SN-BMM_|_Volt+Electric+Car_|_%2Bvolt%20electric%20car]<br />
o Toyota Plug-In Prius [http://www.toyota.com/prius-plug-in/?srchid=google|Plugin_Washington|toyota_prius_plug-in#!/Welcome]<br />
<br />
<br />
Talk about Warranty – what do you want, what’s typical, stability of manufacturer.<br />
<br />
For conversions, where do you get your conversion insured.<br />
<br />
Checkout what’s on the MyNissanLeaf post (Brian mentioned)<br />
Discuss studies by PG&E that indicate there would be very few grid impacts if 50-100% of vehicles were Electric Vehicles. Reference state listing of GHG study.<br />
-link to save money for the selected EV.<br />
<br />
3.0 CONVERT Your Car<br />
<br />
Links to local classes, Steve to help, What’s involved, how much will it cost. Have seva members post pictures of their conversions, provide templates for low end conversion, mid level, high end, tradeoffs, batteries, costs. What can go wrong. (Pat to write up his classes conversion high end, Charlie Tsai – z3 convertible/high end, Jeff Finn?, Mike Foster – geo metro)<br />
Links to local classes, Steve to help, What’s involved, how much will it cost. Have seva members post pictures of their conversions, provide templates for low end conversion, mid level, high end, tradeoffs, batteries, costs. What can go wrong. (Pat to write up his classes conversion high end, Charlie Tsai – z3 convertible/high end, Jeff Finn?, Mike Foster – geo metro)<br />
<br />
4.0 CHARGE Your Electric Vehicle<br />
<br />
<br />
4.1 JOIN A CHARGING NETWORK<br />
<br />
<br />
4.2 FIND A CHARGING STATION<br />
<br />
Fast Charging stations are being constructed all across Washington State and also into British Columbia, Oregon and California. Go to www.plugshare.com and select the DCFast Charge option.<br />
Provide links to charging station companies (PluginAmerica has a list). (This graphic should include the labels of Level 1, 2 and 3).<br />
<br />
<br />
4.3 LEARN ABOUT EV CHARGING<br />
<br />
4.4 BUY AN EV CHARGER<br />
Discuss charging at home vs public charging outside your home (Keven)<br />
Links to Plug in, Blink, Plug Share<br />
Links to charging station manufactures<br />
<br />
<br />
<br />
Fueleconomy.gov has good graphic like that below.<br />
<br />
<br />
<br />
5.0 ABOUT SEVA<br />
After 100 years of being bombarded with advertising targeted at selling us gasoline-powered vehicles, we must make a radical shift in our thinking to understand a change similar to what our great-great grandparents had to do to shift from the horse-drawn carriage to the horseless carriage. Financial investment anaylsts assessing the potential of the current electric vehicle manufacturers' technology refer to the renewed electric vehicles now available as a disruptive technology because it has the potential of impacting society in the same way microcomputer technology has changed the way we live.<br />
Seattle Electric Vehicle Association members have been preparing the way for the wide-spread adoption of electric vehicles for more than 30 years. <br />
<br />
5.1 How to join SEVA<br />
Location of meetings<br />
How to get on SEVAs email list<br />
5.2 Contacts<br />
<br />
<br />
6.0 CALENDAR OF EVENTS<br />
Provide a calendar of upcoming events – SEVAs and others?<br />
Make this editable by more than one person for maintenance purposes.<br />
<br />
7.0 RESOURCES<br />
http://www.fueleconomy.gov/feg/evlinks.shtml</div>Markschillerhttps://www.seattleeva.org/mw/index.php?title=New_Website_Content&diff=9086New Website Content2013-07-16T04:27:35Z<p>Markschiller: Content for SEVA's New Website</p>
<hr />
<div>== SEVA New Website ==</div>Markschiller