User talk:Markschiller - Revision history

24.22.130.170: /* EV Infrastructure Building Code Questions */

2014-01-01T02:25:24Z

EV Infrastructure Building Code Questions

Rjf: /* EV Infrastructure Building Code Questions */ conversational indentations

2013-11-26T07:56:35Z

EV Infrastructure Building Code Questions: conversational indentations

75.165.109.9: /* EV Infrastructure Building Code Questions */

2013-11-26T06:38:44Z

EV Infrastructure Building Code Questions

Rjf: /* Draft Code From Regional Code Council */ wiki style numbered lists. Feel free to revert.

2013-11-26T02:25:39Z

Draft Code From Regional Code Council: wiki style numbered lists. Feel free to revert.

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Rjf: /* Draft Code From Regional Code Council */ wiki bold and no manual breaks

2013-11-26T02:10:09Z

Draft Code From Regional Code Council: wiki bold and no manual breaks

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Rjf: /* Draft Code From Regional Code Council */ wiki tables.

2013-11-26T02:01:56Z

Draft Code From Regional Code Council: wiki tables.

Rjf: proper media links.

2013-11-26T01:45:17Z

proper media links.

67.168.134.81: /* EV Infrastructure Building Code Questions */

2013-11-24T22:12:11Z

EV Infrastructure Building Code Questions

Markschiller at 00:01, 24 November 2013

2013-11-24T00:01:35Z

Markschiller at 23:56, 23 November 2013

2013-11-23T23:56:15Z

@@ Line 8: / Line 8: @@
 : me>> Yes! Partner with Car2Go? They have a deal for free parking with their Smart ICEs. I believe they plan to add Smart EVs.
 :: grace - in this case, then everyone will need to have equal access to free electricity. People who be able to use the street light outlets to charge cell phones or run appliances. I foresee extension cords snaking across the sidewalk to provide free electricity to homes. We will need to have some kind of limit.
 .  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?
@@ Line 17: / Line 18: @@
 : me>> Start with L1 for 50% of spaces, but provision for (conduit, etc) for L2 (10kW?) SmartGrid for all 100). A look at EV sales and surveys would help us understand and stay slightly ahead of demand. I could see the evolution something like Gen1: 50% L1, 5% L2/DCFC; Gen2: 95% L1/L2 SmartGrid, 5% DCFC; Gen3: 10% L1; 90% L2/DCFC SmartGrid
 :: grace - I'm not sure we need to get this detailed. What this legislation needs is a policy statement that clearly lays out the concept and expectations. Then it will be up to the Building Code Council to draft the actual rules.
 .  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.

@@ Line 3: / Line 3: @@
 . Should this cover other types of infrastructure such as fuel cell charging stations, and battery swapping stations?
 : me>> yes
-grace - I'm not sure we should go this far. Fuel cells and batteries are unique to each vehicle manufacturer, so they should be responsible for providing the fuel cell and battery swap refueling. Electricity delivery is fairly standard across all EVs and should be universally available.
+:: grace - I'm not sure we should go this far. Fuel cells and batteries are unique to each vehicle manufacturer, so they should be responsible for providing the fuel cell and battery swap refueling. Electricity delivery is fairly standard across all EVs and should be universally available.
 . Should street lights have 110V plugs for EVs to plug into?  Who pays for electricity, parking?
 : me>> Yes! Partner with Car2Go? They have a deal for free parking with their Smart ICEs. I believe they plan to add Smart EVs.
-grace - in this case, then everyone will need to have equal access to free electricity. People who be able to use the street light outlets to charge cell phones or run appliances. I foresee extension cords snaking across the sidewalk to provide free electricity to homes. We will need to have some kind of limit.
+:: grace - in this case, then everyone will need to have equal access to free electricity. People who be able to use the street light outlets to charge cell phones or run appliances. I foresee extension cords snaking across the sidewalk to provide free electricity to homes. We will need to have some kind of limit.
 .  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?
@@ Line 16: / Line 16: @@
 .  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?
 : me>> Start with L1 for 50% of spaces, but provision for (conduit, etc) for L2 (10kW?) SmartGrid for all 100). A look at EV sales and surveys would help us understand and stay slightly ahead of demand. I could see the evolution something like Gen1: 50% L1, 5% L2/DCFC; Gen2: 95% L1/L2 SmartGrid, 5% DCFC; Gen3: 10% L1; 90% L2/DCFC SmartGrid
-grace - I'm not sure we need to get this detailed. What this legislation needs is a policy statement that clearly lays out the concept and expectations. Then it will be up to the Building Code Council to draft the actual rules.
+:: grace - I'm not sure we need to get this detailed. What this legislation needs is a policy statement that clearly lays out the concept and expectations. Then it will be up to the Building Code Council to draft the actual rules.
 .  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.
 : 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.
 : me>> I agree
-grace - in my experience, drivers are very unlikely to buy or lease an electric car if they cannot charge up at home. This leads me to believe that most EV drivers expect to do most of their charging at home. The greatest need is for charging availability for multi-family housing such as apartments and condos.
+:: grace - in my experience, drivers are very unlikely to buy or lease an electric car if they cannot charge up at home. This leads me to believe that most EV drivers expect to do most of their charging at home. The greatest need is for charging availability for multi-family housing such as apartments and condos.
 .  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…
 : 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).
 : me>> Agree. Should be L1 available to most, but also L2 or DCFC for those who need a faster charge
-grace4 - perhaps the most feasible way to address this is to require a percentage of spaces with L1 charging, while requiring new construction to wire parking facilities for future installation of L2 charging, at the very least.
+:: grace - perhaps the most feasible way to address this is to require a percentage of spaces with L1 charging, while requiring new construction to wire parking facilities for future installation of L2 charging, at the very least.
 .  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.
@@ Line 36: / Line 36: @@
 : [[Image:Seattle_Electric_Code_Article_625.27.doc]]
 : me>> I think so. See 4
-grace - I'm not sure the "a path to get to the parking garage" is enough. The actual electrical service to the parking facility should be included during construction.
+:: grace - I'm not sure the "a path to get to the parking garage" is enough. The actual electrical service to the parking facility should be included during construction.
 == Must Read Documents ==

@@ Line 3: / Line 3: @@
 . Should this cover other types of infrastructure such as fuel cell charging stations, and battery swapping stations?
 : me>> yes
 . Should street lights have 110V plugs for EVs to plug into?  Who pays for electricity, parking?
 : me>> Yes! Partner with Car2Go? They have a deal for free parking with their Smart ICEs. I believe they plan to add Smart EVs.
 .  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?
@@ Line 14: / Line 16: @@
 .  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?
 : me>> Start with L1 for 50% of spaces, but provision for (conduit, etc) for L2 (10kW?) SmartGrid for all 100). A look at EV sales and surveys would help us understand and stay slightly ahead of demand. I could see the evolution something like Gen1: 50% L1, 5% L2/DCFC; Gen2: 95% L1/L2 SmartGrid, 5% DCFC; Gen3: 10% L1; 90% L2/DCFC SmartGrid
 .  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.
 : 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.
 : me>> I agree
 .  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…
 : 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).
 : me>> Agree. Should be L1 available to most, but also L2 or DCFC for those who need a faster charge
 .  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.
@@ Line 31: / Line 36: @@
 : [[Image:Seattle_Electric_Code_Article_625.27.doc]]
 : me>> I think so. See 4
 == Must Read Documents ==

@@ Line 125: / Line 125: @@
 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>
-Table 1<br>
+Table 1: Uses per Zone
-Uses per Zone<br>
+{| border=1
-<table border="1">
+|| ||colspan=7| Zoning District
-<tr><td> </td><td colspan=7>Zoning District</td></tr>
+|-
-<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>
+|| EVI Type || Low-Density Residential || High-Density Residential || Mixed Use || Commercial || Industrial || Institutional || Resource
-<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>
+|-
-<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>
+|| Levels 1 & 2 Charging Stations || P1 || P1 || P  || P  || P  || P  || P1
-<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>
+|-
-</table>
+|| Level 3 Charging Station       || P2 || P2 || P  || P  || P  || P  || P1
-P = Permitted Use    C = Conditional Use<br>
+|-
-Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.<br>
+|| Battery Exchange Station       ||    ||    || P3 || P  || P  || P  ||
-Only “electric vehicle charging stations – public" as defined.<br>
+|-
-Prohibited in residential only uses.<br>
+| colspan=8 | Key:
 <b>XX.XX.XXX EV Parking Requirement</b><br>
@@ Line 161: / Line 166: @@
 <b>Table 1 Required infrastructure for future electric vehicle charging stations based on Use</b><br>
-<table border="1">
+{| border=1
-<tr><td>Land Use Type</td><td>Percentage of Required Parking Spaces</td></tr>
+|| Land Use Type || Percentage of Required Parking Spaces
-<tr><td>Multi-household residential</td><td>10%</td></tr>
+|-
-<tr><td>Lodging</td><td>3%</td></tr>
+|| Multi-household residential || 10%
-<tr><td>Office, medical</td><td>3%</td></tr>
+|-
-<tr><td>Institutional, Municipal</td><td>3% </td></tr>
+|| Lodging || 3%
-<tr><td>Retail, eating and drinking establishment</td><td>1% </td></tr>
+|-
-<tr><td>Industrial</td><td>1%</td></tr>
+|| Office, medical || 3%
-<tr><td>Recreational/Entertainment/Cultural</td><td>1%</td></tr>
+|-
-<tr><td>Other</td><td>3%</td></tr>
+|| Institutional, Municipal || 3%
-</table>
+|-
-<br>
+|| Retail, eating and drinking establishment || 1%
 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>
@@ Line 199: / Line 212: @@
 <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>
 Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations<br>
-<table border="1">
+{| border=1
-<tr><td>Number of EV charging stations</td><td>Minimum accessible EV charging stations</td></tr>
+|| Number of EV charging stations || Minimum accessible EV charging stations
-<tr><td>1-50</td><td>1</td></tr>
+|-
-<tr><td>51-100</td><td>2</td></tr>
+|| 1-50 || 1
-<tr><td>101-150</td><td>3</td></tr>
+|-
-<tr><td>151-200</td><td>4</td></tr>
+|| 51-100 || 2
-<tr><td>201-250</td><td>5</td></tr>
+|-
-<tr><td>251-300</td><td>6</td></tr>
+|| 101-150 || 3
-</table>
+|-
-<br></li>
+|| 151-200 || 4
 <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>
 </ol>
@@ Line 251: / Line 270: @@
 <li>The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.</li>
 </ol>
 == Additional Notes and Documents ==

@@ Line 2: / Line 2: @@
 . Should this cover other types of infrastructure such as fuel cell charging stations, and battery swapping stations?
-me>> yes
+: me>> yes
 . Should street lights have 110V plugs for EVs to plug into?  Who pays for electricity, parking?
-me>> Yes! Partner with Car2Go? They have a deal for free parking with their Smart ICEs. I believe they plan to add Smart EVs.
+: me>> Yes! Partner with Car2Go? They have a deal for free parking with their Smart ICEs. I believe they plan to add Smart EVs.
 .  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?
+: [[Image:Hawaii_Strata_SB2231_CD1_.pdf]] ''< Image links are better because they account for which pages link to a file.''
-   http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.pdf
+: [[Media:Hawaii_Strata_SB2231_CD1_.pdf]] ''< These go directly to the file, but users can click to the file from the Image page also.''
-me>> Sounds like a good idea, but I wish we could dump the legalese for plain English http://www.languageandlaw.org/PLAINENGLISH.HTM
+: me>> Sounds like a good idea, but I wish we could dump the legalese for plain English http://www.languageandlaw.org/PLAINENGLISH.HTM
 .  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?
-me>> Start with L1 for 50% of spaces, but provision for (conduit, etc) for L2 (10kW?) SmartGrid for all 100). A look at EV sales and surveys would help us understand and stay slightly ahead of demand. I could see the evolution something like Gen1: 50% L1, 5% L2/DCFC; Gen2: 95% L1/L2 SmartGrid, 5% DCFC; Gen3: 10% L1; 90% L2/DCFC SmartGrid
+: me>> Start with L1 for 50% of spaces, but provision for (conduit, etc) for L2 (10kW?) SmartGrid for all 100). A look at EV sales and surveys would help us understand and stay slightly ahead of demand. I could see the evolution something like Gen1: 50% L1, 5% L2/DCFC; Gen2: 95% L1/L2 SmartGrid, 5% DCFC; Gen3: 10% L1; 90% L2/DCFC SmartGrid
 .  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.
-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.
+: 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.
-me>> I agree
+: me>> I agree
 .  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…
+: 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).
-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).
+: me>> Agree. Should be L1 available to most, but also L2 or DCFC for those who need a faster charge
 .  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.
-me>> see 4
+: me>> see 4
 .  What is the "demand factor" and how is it used in the code?
 .  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):
+: [[Image:Seattle_Electric_Code_Article_625.27.doc]]
-   http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc
+: me>> I think so. See 4
 == Must Read Documents ==
 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.
+:[[Image:Washington_EVI_full_report.pdf]]
 This is another must read document. It contains draft EV infrastructure ordinances which seem to be similar to those in the just prior document.
+:[[Image:Washington_Model_Ordinaces.pdf]]
 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:
+:[[Image:Battery-not-a-tank-1.pdf]]
 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.
+:[[Image:Costing_Single_Family_v2.xls]]
 Very good article about EV infrastructure in multi-family units in LA:
+:[[Image:EV_Charging_in_LA_MUDs.pdf]]
 == Proposed EV Infrastructure Codes ==
@@ Line 264: / Line 256: @@
 '''Notes from Duane Jonlin'''
+: 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.
-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.
+: 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.
 '''From Don Chandler (VEVA in BC - helped write the EV codes for Vancouver 5 years ago):'''
+: This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:
-This is how VEVA in BC went about getting Vancouver to adopt EV Building Codes:
+: [[Image:Pulling_the_Copper.pdf]]
 Some further articles:
+* http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf
-http://research.microsoft.com/en-us/um/people/jckrumm/Publications%202012/2012-01-0489%20SAE%20published.pdf
+* http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf
+* L1 push and communication through signage, charts etc.  Example slides and wording ((attached.))
-http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf
+* http://www.aprs.org/Energy/Charging/IEEEpaper.pdf
 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!
 IEEE National Committee on Transportation and Aerospace
+* This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:
-This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:
+* http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf
 These last two are probably not relevant to Washington State but might be useful?
+* [[Image:BCBC_change_form_EV_Infrastructure_V4.doc]]
-   http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc
+* [[Image:Guidelines_for_Proposing_Changes_e.doc]]

@@ Line 36: / Line 36: @@
     http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf
 == Proposed EV Infrastructure Codes ==
@@ Line 44: / Line 57: @@
 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
 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.
 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.
 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.
-e.  <b>Everyone needs to read this document which summarizes BC's experiences and their new recommendations:</b>
+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
 == Draft Code From Regional Code Council ==
 Code Proposal:<br>
@@ Line 233: / Line 254: @@
-== SEVA EV Infrastructure Building Code ==
+== Additional Notes and Documents ==
 '''Notes from Duane Jonlin'''
@@ Line 254: / Line 275: @@
 http://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf
-L1 push and communication through signage, charts etc.
+L1 push and communication through signage, charts etc.  Example slides and wording ((attached.))
 http://www.aprs.org/Energy/Charging/IEEEpaper.pdf
@@ Line 262: / Line 282: @@
 IEEE National Committee on Transportation and Aerospace
 This is a two page flyer from the Washington DC Electric Vehicle Association and seems to be sponsored by Nissan:
     http://evadc.org/wp-content/uploads/2013/09/EVInfoSheet-20130920.pdf
 These last two are probably not relevant to Washington State but might be useful?

@@ Line 1: / Line 1: @@
 == EV Infrastructure Building Code Questions ==
-. Should this cover other types of infrastructure such as fuel cell charging stations?
+. Should this cover other types of infrastructure such as fuel cell charging stations, and battery swapping stations?
 . Should street lights have 110V plugs for EVs to plug into?  Who pays for electricity, parking?
@@ Line 21: / Line 21: @@
 .  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.
 == Must Read Documents ==
@@ Line 36: / Line 41: @@
 Should we simply start with the Regional Code Council's?
 == Draft Code From Regional Code Council ==
@@ Line 270: / Line 282: @@
     http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf
 These last two are probably not relevant to Washington State but might be useful?