User talk:Markschiller

SEVA EV Infrastructure Building Code

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.

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.

Draft Code From Regional Code Council

Code Proposal:

Definitions:

“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.

“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.

“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.

“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.

“Charging level” means the standardized indicators of electrical force, or voltage, at which an electric vehicle’s battery is recharged. Levels
1, 2, and 3 are defined by the speed of charging and typically have the following specifications:
1. Level 1 – slow charging. Typically 15- or 20-amp breaker on a 120-volt alternating current.
2. Level 2 – medium charging. Typically 40-amp to 100-amp breaker on 208- or 240-volt alternating current.
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.

“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.

“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.

“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.

“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.

“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).

“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).

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.

“Electric vehicle parking space” means any marked parking space that identifies the use to be exclusively for the parking of an electric vehicle.

“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.

“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.

“Plug-in hybrid electric vehicle (PHEV)” means an electric vehicle that
(1) contains an internal combustion engine and also allows power to be delivered to drive wheels by an electric motor;
(2) charges its battery primarily by connecting to the grid or other off-board electrical source;
(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.

“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.

XX.XX.XXX Permitted Uses

XX.XX.XXX Permitted Zones.

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.

Table 1
Uses per Zone

	Zoning District
EVI Type	Low-Density Residential	High-Density Residential	Mixed Use	Commercial	Industrial	Institutional	Resource
Levels 1 & 2 Charging Stations	P1	P1	P	P	P	P	P1
Level 3 Charging Station	P2	P2	P	P	P	P	P1
Battery Exchange Station			P3	P	P	P

P = Permitted Use C = Conditional Use
1 Allowed outright only as accessory to a principal use, permitted use, or permitted conditional use.
2 Only “electric vehicle charging stations – public" as defined.
3 Prohibited in residential only uses.

XX.XX.XXX EV Parking Requirement

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.

XX.XX.020. Requirements for Single family, Duplex, Townhouse Uses.

1. 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.
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.
2. The new construction or addition shall include installation of the necessary conduit to a potential future level 2 charging station.
3. The electrical load of the building shall accommodate a level 2 charging station, including any applicable ventilation requirements

XX.XX.030 Requirements for Multifamily and Nonresidential Uses.

1. 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:
1. A New structure with associated parking or a new off street parking structure of principle use (threshold determined by jurisdiction);
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
3. The construction valuation is 50 percent of the existing site and building valuation.

Table 1 Required infrastructure for future electric vehicle charging stations based on Use

Land Use Type	Percentage of Required Parking Spaces
Multi-household residential	10%
Lodging	3%
Office, medical	3%
Institutional, Municipal	3%
Retail, eating and drinking establishment	1%
Industrial	1%
Recreational/Entertainment/Cultural	1%
Other	3%

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.

XX.XX.XXX EV Charging Station Design Requirements

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.

XX.XX.020 General Electric Vehicle Charging Station requirements.

1. Size. A standard size parking space shall be used for an electric vehicle charging station where such a station is required or planned.
2. 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.
3. Location, design, and maintenance. Where provided, parking for electric vehicle charging purposes shall meet standards 1-5 of this subsection.
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.
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.
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.
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.
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.
6. Lighting. Where charging station equipment is installed, adequate site lighting shall exist, unless charging is for daytime purposes only.
4. 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.
5. Electric vehicle signage shall be provided pursuant to XMC XX.XX.080.

XX.XX.030 Accessible Electric Vehicle Charging Stations.

1. 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.
   Table 1: Minimum Number of Accessible Electric Vehicle (EV) Charging Stations
   

   Number of EV charging stations	Minimum accessible EV charging stations
   1-50	1
   51-100	2
   101-150	3
   151-200	4
   201-250	5
   251-300	6

   
   
2. 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.

XX.XX.040 Charging and parking.

1. Electric vehicle charging stations, where provided for public use, are reserved for parking and charging electric vehicles only.
2. Electric vehicles may be parked in any space designated for public parking, subject to the restrictions that would apply to any other vehicle.

XX.XX.050 Parking restrictions.

1. 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.
2. 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.

XX.XX.060 Signage.

1. 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.
2. Signage for parking of electric vehicles shall include:
1. Information about the charging station to identify voltage and amperage levels and any time of use, fees, or safety information.
2. 2. As appropriate, directional signs at appropriate decision points to effectively guide motorists to the charging station space(s).
3. Optional Signage. Optional information may be posted to alert potential charging station users to other expectations.

SEPA Categorical Exemptions

Approach Option 1:

XX.XX.XXX Categorical exemptions and threshold determinations

A. RCW 43.21C.410 Battery charging and exchange station installation

Approach Option 2:

XX.XX.XXX Categorical Exemptions - Battery Charging and Exchange Station Installation

1. 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.
2. The definitions in this subsection apply throughout this section unless the context clearly requires otherwise.

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Question from Duane Jonlin:

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…

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.

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…

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?

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:

http://www.seattleeva.org/images/4/4a/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://www.solarjourneyusa.com/HowFarWeDrive_v1.2.pdf

L1 push and communication through signage, charts etc. Example slides and wording ((attached.))

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

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!

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.

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

This is a law that Hawaii adopted to lay out the rules for EV infrastructure:

  http://www.seattleeva.org/images/6/64/Hawaii_Strata_SB2231_CD1_.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:

  http://www.seattleeva.org/images/6/6b/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.

  http://www.seattleeva.org/images/3/37/Costing_Single_Family_v2.xls

Very good article about EV infrastructure in multi-family units in LA:

  http://www.seattleeva.org/images/f/f6/EV_Charging_in_LA_MUDs.pdf

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:

  http://www.seattleeva.org/images/6/60/Seattle_Electric_Code_Article_625.27.doc

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.

  http://www.seattleeva.org/images/4/40/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.

  http://www.seattleeva.org/images/3/38/Washington_Model_Ordinaces.pdf

These last two are probably not relevant to Washington State but might be useful?

  http://www.seattleeva.org/images/6/67/BCBC_change_form_EV_Infrastructure_V4.doc

  http://www.seattleeva.org/images/6/6a/Guidelines_for_Proposing_Changes_e.doc