Electric Vehicle Charging Infrastructure 

Deployment Guidelines 

British Columbia 

Sponsored by 

July 2009 

Version 1.0 

ELECTRIC TRANSPORTATION ENGINEERING CORPORATION 
Disclaimer 

This document was prepared for Natural Resources Canada and British Columbia Hydro and 

Power Authority by Electric Transportation Engineering Corporation. Neither Natural 

Resources Canada, British Columbia Hydro and Power Authority, Electric Transportation 

Engineering Corporation, nor any of the named organizations comprising the Review 

Committee: 

(a) represents, guarantees or warrants to any third party, either expressly or by 

implication: (i) the accuracy, completeness or usefulness of; (ii) the intellectual or 

other property rights of any person or party in; or (iii) the merchantability, safety or 

fitness for purpose of; any information, product or process disclosed, described or 

recommended in this document, 

(b) assumes any liability of any kind arising in any way out of the use by a third party of 

any information, product or process disclosed, described or recommended in this 

document, or any liability arising out of reliance by a third party upon any 

information, statements or recommendations contained in this document. 

Should third parties use or rely on any information, product or process disclosed, described or 

recommended in this document, they do so entirely at their own risk. 
Acknowledgements 

Sponsor 

Natural Resources Canada 

Review Committee 

Office of Energy R&D, Natural Resources Canada 

Emerging Energy Systems, Manitoba Hydro 

Sustainability Group, City of Vancouver 

Electric Mobility Canada 

Vancouver Electric Vehicle Association 

Straightforward BC, Ministry of Small Business, Technology & Economic Development (STED), 

Government of British Columbia 

Ministry of Energy and Mines, Government of British Columbia 

Hydro-Quebec, IndusTech 

GM Canada 

Mitsubishi Motor Sales Canada 

Project Management 

British Columbia Hydro and Power Authority 

Author

Electric Transportation Engineering Corporation 

Purpose 

The “Electric Vehicle Charging Infrastructure Deployment Guidelines” was developed by BC 

Hydro with support from Natural Resources Canada with the intent that other jurisdictions across 

Canada could readily adapt the guidelines to support the deployment of charging infrastructure 

in their region. 
iii 

Contents 

1. Introduction.................................................................................................. 1 

2. Reference Legislation Codes and Standards in BC................................. 3 

A. Regulatory Agencies ............................................................................... 3 

B. Charging Power........................................................................................ 5 

 Level 1 – 125 volt AC............................................................................ 6 

 Level 2 – Greater than 125 volt AC or greater than 20 amps............ 7 

 Level 3 Charging................................................................................... 9 

C. CSA and UL ............................................................................................ 10 

D. BC Building Code................................................................................... 11 

E. Canadian and National Electrical Codes ............................................. 11 

F. Occupational Health and Safety ........................................................... 13 

G. Signage................................................................................................ 13 

H. Lighting and Shelter........................................................................... 14 

I. Disability Requirements ........................................................................ 15 

J. Block Heater Circuits............................................................................. 16 

K. Safety Issues related to Indoor Charging......................................... 17 

L. Installations Located in Flood Zones................................................... 18 

3. Plug-In Vehicle Technology ...................................................................... 20 

A. Vehicle Configurations....................................................................... 20 

 Battery Electric Vehicle (BEV)........................................................... 20 

 Plug-in Hybrid Electric Vehicle (PHEV) ............................................ 21 

B. Plug-In Vehicle Types......................................................................... 22 

C. Batteries............................................................................................... 23 

 Battery Technology ............................................................................ 23 

 Relative Battery Sizes ........................................................................ 23 

4. Charging Scenarios .................................................................................. 25 

A. General Requirements........................................................................... 25 

B. Single Detached Dwellings ................................................................... 26 

 Siting Requirements........................................................................... 26 

 Installation Process............................................................................ 28 

C. Car Port................................................................................................... 31 

 Siting Requirements........................................................................... 31 

D. Multi-Family Dwellings .......................................................................... 31 

 Siting Requirements........................................................................... 31 

 Installation Process............................................................................ 33 

 Multiple Parking Stall Installation ..................................................... 34 

E. Commercial Fleets ................................................................................. 34 

 Siting Requirements........................................................................... 34 

 Installation Process............................................................................ 35 
iv 

F. Commercial Public Access ................................................................... 36 

 LEED Building Certifications............................................................. 37 

 Siting Requirements........................................................................... 37 

 Installation Process............................................................................ 40 

G. Point of Sale (POS) Options .............................................................. 42 

 Card Readers ...................................................................................... 42 

 Parking Area meters........................................................................... 43 

 RFID Subscription Service................................................................. 43 

H. Data Collection.................................................................................... 44 

I. Vandalism ............................................................................................... 44 

J. Station Ownership ................................................................................. 45 

K. Maintenance ........................................................................................ 45 

L. Electrical Supply/Metering .................................................................... 45 

M. Engineering, Permitting & Construction .......................................... 46 

5. Utility Integration.......................................................................................... 47 

A. Background.............................................................................................. 47 

 Time-of-Use (TOU).............................................................................. 47 

 Demand Response................................................................................. 47 

 Real-Time Pricing (RTP) ........................................................................ 48 

 Vehicle-to-Grid (V2G) ......................................................................... 48 

B. Interconnection Requirements............................................................... 48 

6. Planning Considerations............................................................................. 49 

A. Residential Charging............................................................................... 49 

B. Commercial Fleet Charge Stations ........................................................ 50 

C. Commercial Public Charge Stations...................................................... 50 

7. Cost Estimating............................................................................................ 52 

A. Residential Cost Worksheet ................................................................... 52 

B. Commercial Fleet Cost Worksheet (10 Stations).................................. 52 

C. Commercial Public Cost Worksheet...................................................... 53 

D. Cost Worksheet for Public Level 3 Charging Station (Single Charge 

Location) ....................................................................................................... 54 

Appendix A ....................................................................................................... 56 
v 

Figures 

 Figure 2-1 Level 1 Charging Diagram...................................... 5 

 Figure 2-2 Level 1 Cord Set....................................................6 

 Figure 2-3 From Left to Right; Typical 125v,15 amp Plug, 20 amp 

Plug and 20 amp Receptacle.................................. 7 

 Figure 2-4 J1772 Connector (Preliminary)................................. 8 

 Figure 2-5 J1772 Connector and Inlet (Preliminary)......................8 

 Figure 2-6 Level 2 Charging Diagram....................................... 8 

 Figure 2-7 Level 2 Charging................................................... 8 

 Figure 2-8 Level 3 Charging (DC Charging)............................... 9 

 Figure 2-9 Level 3 Charging (90kW)........................................ 10

 Figure 2-10 EV Parking Signs................................................... 14

 Figure 2-11 Level 2 Public Charging with Shelter and Lighting......... 14 

 Figure 2-12 Parking Accessibility Requirements............................ 15 

 Figure 2-13 Typical Sign for Accessibility Parking.......................... 16 

Figure 2-14 Typical Block Heater with Cord................................. 17 

Figure 3-1 Battery Electric Vehicle Block Diagram........................ 20 

 Figure 3-2 Series Plug-In Hybrid Electric Vehicle Block Diagram.... 21 

 Figure 3-3 Parallel Plug-In Hybrid Electric Vehicle Block Diagram... 21 

 Figure 4-1 Wheelstop............................................................ 26

 Figure 4-2 Garage Wheelstop................................................. 26

 Figure 4-3 Typical Double Garage Location for EVSE.................. 27 

 Figure 4-4 Typical Single Garage Location for EVSE.................. 28 

 Figure 4-5 Typical Level 1 and Level 2 Installation for a Residential 

 Garage............................................................... 28 

 Figure 4-6 Installation Flowchart for Residential Garage.............. 30 

 Figure 4-7 Installation Considerations for Outdoor Parking........... 31 

Figure 4-8 Typical EVSE Installation in a Multi-Family Lot............. 32 

 Figure 4-9 Installation Flowchart for a Multi-Family Dwelling......... 33 

 Figure 4-10 Level 2 Commercial EV Charging Location................ 35 

 Figure 4-11 Installation Flowchart for a Commercial Fleet 

 Operations........................................................... 36 

 Figure 4-12 Example Public Charge Station Layout...................... 38 

 Figure 4-13 Public Charging Examples..................................... 38 

 Figure 4-14 Example Shopping Mall EVSE Parking..................... 39 

 Figure 4-15 Installation Flowchart for Public Charging.................. 41 

 Figure 4-16 Indoor Public Charging.......................................... 42 

 Figure 4-17 Outdoor Public Charging........................................ 42 

 Figure 4-18 Smart Card Reader............................................... 43 

 Figure 4-19 RFID fob............................................................. 43 

 Figure 4-20 RFID Reader and Communication Terminal................ 44 
vi 

 Figure 7-1 Conceptual Public Fast Charging Station.................... 55 

 

Tables 

 Table 2.1 Accessibility Requirements..................................... 16 

 Table 3.1 Battery Sizes and Relative Charge Times.................. 24 

Table 7.1 Cost Worksheet for Residential EVSE Level 2 

 Installation............................................................ 52 

 Table 7.2 Cost Worksheet for Commercial Fleet Level 2 

 Installation.............................................................53 

 Table 7.3 Cost Worksheet for Commercial Public Level 2 

 Installation............................................................ 54 

 Table 7.4 Cost Worksheet for Public Level 3 Charge 

 Station Installation.................................................. 55 
Electric Vehicle Charging Infrastructure Deployment Guidelines 1

Electric Vehicle Charging Infrastructure Deployment Guidelines 

1. Introduction 

The increasing public desire to reduce carbon emissions and transportation 

dependency on petroleum products is driving public interest and policy to alternative 

fuel sources and design. Most of the automotive manufacturers are either currently 

producing or planning to produce Electric Vehicles (EV) or Plug-in Hybrid Electric 

Vehicles (PHEV) to address this interest. While other modes of alternative energy for 

vehicles will require dramatic changes and new supporting infrastructure, electricity is 

generally available throughout British Columbia and can support rapid adoption of EVs 

and PHEVs. 

Establishing Electric Vehicle Charging Infrastructure Guidelines is an essential first step 

in building a successful infrastructure within the Province of British Columbia (BC). EV 

and PHEV have unique requirements that internal combustion vehicles do not. In 

general, the stakeholders are currently not familiar with these requirements. These 

stakeholder groups include but are not limited to public user, installers, engineers, 

personnel involved with regulatory approvals, planners, home owners, building owners, 

strata councils, building developers, building managers, parking lot owners and 

developers, fleet managers, retail and commercial operations managers, electrical 

engineers, electricians, and EV owners. Although not intended to be an installation 

manual or as a replacement for approved codes and standards, these Guidelines 

provide the necessary information for understanding these requirements and the related 

governing authority references so that successful planning, design, permitting and 

construction will lead to successful adoption of EVs and PHEVs in British Columbia. 

Section 2 provides an overview of the charging process and governing regulations. The 

details of the varied charging scenarios are presented in Section 4 following the 

discussion of current technology and charging equipment designs. Section 5 addresses 

unique utility interconnection requirements and planning for future features and benefits 

including “Grid to Vehicle” and “Vehicle to Grid” scenarios. Numerous other topics from 

Energy Monitoring and Billing to Load Management are included. 

In the mid 1990s, a surge of conversion and Original Equipment Manufacturer (OEM) 

electric vehicles were introduced in selected markets. Although wide adoption did not 

follow at that time, there were many lessons learned during that process. It is clear that 

public acceptance and adoption is essential for a successful integration of EVs and 

PHEVs into public and private transportation. Whereas future developments and 

directions are not always clear, these guidelines will attempt to project requirements 

into the 20-year life expectancy. That is addressed in Section 6. Finally, Section 7 will 

address the anticipated costs associated with establishing this infrastructure for the 

widely varying scenarios. 

The end goal for all involved is the public acceptance and satisfaction with the EV or 

PHEV. A major component of that is the streamlining of the private Electric Vehicle 

Charging Equipment (EVCE), also known as Electric Vehicle Supply Equipment 

(EVSE), permitting and installation process as well as the public and commercial 

availability of charging locations. Unlike other internal combustion vehicles, the buyer of 
Electric Vehicle Charging Infrastructure Deployment Guidelines 2

many EVs and PHEVs may not be able to drive off the dealer’s lot with all the 

equipment desired for charging. These guidelines are intended to anticipate the 

questions and requirements to ensure customer satisfaction. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 3

2. Reference Legislation Codes and Standards in BC 

In the initial introduction of EVs in the early 1990s, stakeholders representing the 

automotive companies, electric utilities, component suppliers, electric vehicle 

enthusiasts, equipment manufacturers and standards and national testing organizations 

worked to obtain consensus on items regarding the methods and requirements of EV 

charging. This resulted in revisions to building codes, electric codes, first responder 

training, and general site design and acceptance documentation. The specific 

requirements and their bases are identified here. As an overview, these requirements 

are designed to protect the public and make EVSE accessible for use. 

A. Regulatory Agencies 

The Local Government Act is the primary legislation for regional districts and 

improvement districts, setting out the framework for governance and structure, as well 

as the main powers and responsibilities. Certain municipal provisions remain in effect 

for matters not covered by the Community Charter. As well, the Act covers important 

authorities for both municipalities and regional districts, such as statutory requirements 

for elections, and planning and land use powers. The Act also includes key provincial 

powers such as authority for the BC Building Code and the office of the Inspector of 

Municipalities.

The Government of British Columbia’s Ministry of Housing and Social Development 

through Building and Safety Policy Branch, provides policy advice on British Columbia's 

building regulatory system and is responsible for the BC Building Code (including 

Plumbing Services) and the BC Fire Code related to safety, health, structural sufficiency 

and accessibility for persons with disabilities. 

The Building and Safety Policy Branch, is responsible for developing and implementing 

a modern legislative framework for regulating safety in the design, construction and 

occupancy of buildings. Central to this requirement are the British Columbia Building 

Code and British Columbia Fire Code. The BC Building Code is based on the model 

National Building and Plumbing Codes and is adopted by the province with minor 

modifications specific to British Columbia. The 2006 BC Building Code came into effect 

on December 15, 2006. 

The Building and Safety Policy Branch is also responsible for management of the 

administrative agreements with eight local governments to administer electrical safety 

programs within their own jurisdiction. Like the BC Safety Authority, these local 

governments were delegated this authority under the Safety Standards Act, effective 

April 1, 2004. 

Administration of safety services has been delegated in part to the BC Safety Authority

(BCSA) which is an independent, self-funded corporation that inspires safety excellence 

in British Columbia by partnering with business, industry, institutions and the general 

public to enhance the safety of technical systems, products, equipment and work. 

The BCSA licenses residential, industrial and commercial electrical contractors to 

perform electrical work and maintains records on these licensed contractors. An 

electrical contractor is required to name a qualified Field Safety Representative. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 4

Applicants who have the necessary qualifications, and pass a written exam, are issued 

a FSR Certificate of Qualification authorizing them to accept the responsibility for 

installing, maintaining, operating and repairing electrical products. BCSA is responsible 

for certifying FSRs. Electricians performing installation of EVSE must be qualified and 

any permits required by the authority having jurisdiction must be in place. 

 

In BC, the Canadian Electrical Code (CEC) is adopted: with variations, as the BC 

Electrical Code under the Safety Standards Act and administered by the BC Safety 

Authority. The CEC is a standard published by the Canadian Standards Association 

(CSA) for addressing the installation and maintenance of electrical equipment. It is 

prepared and revised by experts and stakeholders representing all interested groups. 

Eight local governments administer their own electrical safety program and administer 

this Code. The current CEC standard addressing safety standards for electrical 

installation is C22.1-09 (Part I). The current CEC standard addressing off-board 

charging system equipment for recharging Electric Vehicles is C22.2 No. 107.01 

Section 17. British Columbia’s adoption of this standard is pending. 

The Building and Safety Policy Branch is also responsible for management of the 

administrative agreements with eight local governments to administer electrical safety 

programs within their own jurisdiction. Like the BC Safety Authority, these local 

governments were delegated this authority under the Safety Standards Act, effective 

April 1, 2004. 

Established as a Crown Corporation under the authority of the Homeowner Protection 

Act the Homeowners Protection Office is responsible for licensing residential builders 

and building envelope renovators province-wide, administering owner builder 

authorizations, monitoring the performance of the third-party home warranty insurance 

system underwritten by the private sector and administering financial assistance 

programs for owners of water-damaged homes. 

The Engineers and Geoscientists Act of British Columbia is administered by the 

Association of Professional Engineers and Geoscientists of British Columbia 

(APEGBC). The primary duty of the Association is to uphold and protect the public 

interest respecting the practice of professional engineering and the practice of 

professional geoscience. In meeting its primary regulatory mandate. APEGBC 

establishes, maintains and enforces standards for the qualifications and practice of its 

members and licensees. This includes those practicing in the field of electrical 

engineering. 

The City of Vancouver has initiated the “Green Homes Program” that mandates that all 

new homes be equipped with a cable raceway that runs from the building’s electricity 

panel directly to the vehicle parking area where an empty outlet box will be supplied. At 

this writing, the conductors are to be installed at the time of the EVSE installation but 

consideration is being given to changing the requirement so as to fully complete this 

circuit. 

In January 2006, British Columbia initiated the Modernization Strategy to respond to the 

need for change in the building regulatory system. This Strategy will roll out in several 

phases over several years and may impact the permitting and inspection phases by 

identifying a “Certified Professional” permit approval stream. A CP may be desirable for 

streamlining the permitting, installation and inspection of EVSE installation projects. The 
Electric Vehicle Charging Infrastructure Deployment Guidelines 5

Building and Safety Policy Branch and BC Safety Authority are actively involved in 

these discussions. 

Canadian Standards Association is very active in the Council for Harmonization of 

Electrotechnical Standardization of the Nations of the Americas (CANENA), and other 

organizations involved in facilitating trade in electrical and electronic products. CSA 

technical committees are reviewing draft CANENA electrical safety standards for their 

potential to become CSA standards, thereby harmonizing the standards initially within 

North America. Among the projects for harmonization are the Canadian Electrical Code 

and the National Electric Code (US) and certain other projects identified below. The 

harmonization will help to eliminate technical barriers to trade. Because of this 

harmonization effort, references to codes or standards that exist in the United States 

but not in the same manner in Canada are discussed for information. 

B. Charging Power 

For clarity, the terms used to identify the components in the delivery of power to the 

vehicle are defined first. 

Figure 2-1 Level 1 Charging Diagram 

The EV battery is located on-board the vehicle. Power is delivered to the onboard 

battery through the EV Inlet. The Inlet is considered part of the EV. A connector is a 

device that, by insertion into an electric vehicle inlet, establishes an electrical 

connection to the electric vehicle for the purpose of charging and information exchange. 

The inlet and connector together are referred to as the coupler. The EVSE consists of 

the cords, connector, attachment plugs, and all other fittings, devices, power outlets, or 

apparatus installed specifically for the purpose of delivering energy from the premises 

wiring to the electric vehicle. As will be seen below, the interface between the EVSE 

and the Utility’s premises wiring may be a direct “hard-wire” or plug and receptacle 

interface. 

In the United States in 1991, the Infrastructure Working Council (IWC) was formed by 

the Electric Power Research Institute (EPRI) to establish consensus on several aspects 

of EV charging. Three charging levels were defined by EPRI and codified in the 
Electric Vehicle Charging Infrastructure Deployment Guidelines 6

National Electric Code (NEC) (see Section E below) along with the corresponding 

functionality requirements and safety systems. EPRI published a document in 1994 that 

describes the consensus items of the IWC1

. Although the Canadian Electrical Code 

(CEC) does not specifically address the charging power in terms of “levels”, there is 

correlation as outlined in the following subsections. 

Note that for Level 1 and 2, the conversion from AC to DC occurs in the vehicle onboard charger. AC power is delivered from the utility power into the vehicle for 

conversion. In Level 3 the conversion from AC to DC power typically occurs off-board 

so that DC power is delivered to the vehicle. AC Level 3 (delivering high-power AC 

directly to the vehicle) is defined within the SAE J1772 document, but this approach has 

never been implemented. 

 Level 1 – 125 volt AC 

The Level 1 method uses a standard 125VAC branch circuit that is the lowest 

common voltage level found in both residential and commercial buildings. Typical 

amp ratings for these receptacles are 15 or 20 amps. Level 1 charging is an 

important aspect of the infrastructure because of the widespread availability of 

these circuits. Consequently, companies that currently provide vehicle 

conversions to electric and future EV and PHEV suppliers will likely provide a 

Level 1 Cord Set (125 VAC, 15/20 amp) with the vehicle. (See the Level 1 

Charging figure above.) With a rating of 15 amps, the actual current draw is 

limited to 12 amps so the Cord Set will draw approximately 1.4 kW of power. 

Figure 2-2. Level 1 Cord Set2

Level 1 charging typically uses a standard 3 prong electrical outlet (NEMA 5-

15R/20R). The Cord Set uses a standard 3-prong plug (NEMA 5-15P/20P) with a 

charge current interrupting device (CCID) located in the power supply cable 

within 12 inches of the plug. The vehicle connector at the other end of the cord 

will be the design approved by the Society of Automotive Engineers in their 

Standard J1772. This connector will properly mate with the vehicle inlet also 

approved by J1772. The J1772 standard is the subject of a harmonization project 

with the Canadian Electrical Code Part II Standards. 

 

1

 “Electric Vehicle Charging Systems: Volume 2” Report of the Connector and Connecting Station 

Committee 

2

 Conceptual Design for Chevy Volt, Electrifying the Nation, PHEV Summit, Tony Posawatz, January 

2009 
Electric Vehicle Charging Infrastructure Deployment Guidelines 7

Figure 2-3 From Left to Right; Typical 125v 15 amp Plug, 20 amp Plug 

 and 20 amp Receptacle 

Level 1 charging at 20 amps is specifically recognized in the CEC Section 86 for 

dedicated EV charging. (Note that the CEC derates branch circuits to 80% for 

continuous duty so the usable capacities for the above circuits would be 16 

amps.) The dedicated circuit requires the use of NEMA 5-20R for the premises 

receptacle. Many electrical utilities provide a rate structure that considers onpeak and off-peak hours. Home owners may desire to install a timer device in this 

circuit to control charging to off-peak times. 

Because charge times can be prolonged at this level, many EV and PHEV 

owners will be more interested in Level 2 charging. Some EV providers suggest 

their Level 1 cordset should be used only during unusual circumstances when 

the Level 2 EVSE is not available, such as when parked overnight at a nonowner’s home. 

 Level 2 – Greater than 125 volt AC or greater than 20 amps 

Level 2 is typically described as the “primary” and “preferred” method for the 

EVSE both for private and public facilities and specifies a 240 VAC, single phase 

branch circuit. The J1772 approved connector allows for current as high as 80 

amps AC (100 amp rated circuit). However, current levels that high are rare and 

a more typical rating would be 40 amps AC which allows a maximum current of 

32 amps. This provides approximately 7.7 kW. 

This level of charge provides the higher voltage that allows a much faster battery 

charge restoration. The Level 2 method also employs special equipment to 

provide a higher level of safety required by the CEC and NEC. 

The Society of Automotive Engineers (SAE) has been working to standardize the 

method of coupling for automakers and EVSE suppliers. A standard EV Coupler 

will be used by EV and PHEV suppliers following the final acceptance of this 

approved standard. The Coupler and EV Inlet will be the same for both Level 1 

and 2 charging. The onboard charger will measure the inlet voltage and 

determine the available current from the EVSE through the pilot signal and adjust 

accordingly. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 8

 Figure 2-4 J1772 Connector Figure 2-5 J1772 Connector and Inlet 

 (Preliminary) (Preliminary) 

In addition, when connected, the vehicle charger will communicate with the 

EVSE to identify the circuit rating and adjust the charge to the battery 

accordingly. Thus an EVSE that is capable of delivering 25 amps will deliver that 

current even though connected to a 40 amp rated circuit. 

Figure 2-6 Level 2 Charging Diagram 

Figure 2-7 Level 2 Charging 

J1772 identifies specific requirements for Level 2 charging. As J1772 is a 

harmonization project, it is expected these requirements will be included in CSA 

and CEC requirements. These requirements provide: 
Electric Vehicle Charging Infrastructure Deployment Guidelines 9

 The EV Coupler (EVSE connector and vehicle inlet) must be engineered to 

prevent inadvertent disconnection, 

 The EV Coupler must have a grounded pole that is first to make contact and 

the last to break contact, 

 A charge current interrupting device (CCID) must shut off the electricity 

supply if it senses a potential problem that could result in electrical shock to 

the user, 

 The EV power inlet must be de-energized until it is attached to the EVSE, 

 The EV Coupler must contain an interlock device which prevents vehicle 

startup while connected, 

 The vehicle inlet must de-energize prior to removal of the connector, 

 The EV Coupler is unique to EV and EVSE charging and cannot be used for 

other purposes, 

 The EVSE must be tested and approved for use by Underwriters Laboratory 

Canada (ULC) or Underwriters Laboratory (UL), or a similar nationally 

recognized, independent testing lab. 

 The EVSE must be able to initiate area ventilation for specific batteries that 

may emit potentially explosive gases. 

Companies designing Level 2 EVSE will incorporate these requirements. As 

noted above, many electrical utilities provide a rate structure that considers onpeak and off-peak hours. Many Level 2 EVSE suppliers will provide controls in 

the EVSE to control charging to programmable times but if not, home owners 

may desire to install a timer device in this circuit to control charging times. 

 Level 3 Charging 

Level 3 charging or “Fast Charging” is for commercial and public applications and 

is intended to perform similar to a commercial gasoline service station in that 

charge return is rapid. Typically, this would provide a 50% recharge in 10 to 15 

minutes. Level 3 typically uses an off-board charger to provide the AC to DC 

conversion. The vehicle’s on-board battery management system controls the offboard charger to deliver DC directly to the battery. 

Figure 2-8 Level 3 Charging (DC Charging) 

This off-board charger is serviced by a three phase circuit at 208, 480 or 

600VAC. The SAE standards committee is working on a Level 3 connector, but 

has placed the highest priority in getting the Level 1 & 2 connector approved first. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 10

The Level 3 connector standard is expected to be approved in 2010. It is 

expected it will require the cord set be permanently attached to the EVSE and 

the EVSE hard wired to the electrical service. Level 3 charging was 

accomplished for the Chrysler EPIC in the 1990s and it is anticipated that similar, 

though smaller, equipment will be available for future use. 

Note: Although not as common, a vehicle manufacturer may choose not to 

incorporate an on-board charger for Levels 1 and 2, and utilize an off-board DC 

charger for all power levels. In this case, the plug-in vehicle would only have a 

DC charge port. Another potential configuration that may be found, particularly 

with commercial vehicles, is providing 3-phase power directly to the vehicle. This 

configuration requires dedicated charging equipment that will be non-compatible 

with typical public infrastructure. 

Figure 2-9 Level 3 Off-Board Charging (90kW)

C. CSA and UL 

The Canadian Standards Association (CSA) is a not-for-profit association composed 

of representatives from government, industry, and consumer groups. It sets 

performance and safety standards for equipment in a manner similar to SAE. It acts as 

a certifying authority in a capacity similar to Underwriters Laboratory (UL) and ULC. 

Although the CSA standards for EV and PHEV are not the same as in the United 

States, there is an effort to “harmonize” them whenever possible. It is anticipated that 

the requirements for EV and PHEV will be harmonized and these Guidelines makes 

that assumption. 

CSA C22.2 No. 107.1-01 General Use Power Supplies applies to EVSE. Specifically 

Section 17 Electric Vehicle Chargers contains design requirements for the EVSE. In 

addition, CSA C22.2 No. 107.2-01 Battery Chargers has requirements for battery 

chargers in general. 

Underwriters Laboratories (UL) provides testing and certification that equipment 

complies with relevant standards especially in areas involving public safety. 

Harmonization projects are underway on certain electric vehicle requirements with CSA 

and CEC standards. It is expected Canadian standards will require equipment used to 

supply power to EVs and PHEVs should be certified to the following Requirements: 
Electric Vehicle Charging Infrastructure Deployment Guidelines 11

 UL 2202 Electric Vehicle (EV) Charging System Equipment 

 UL 2231-1 Personnel Protection Systems for Electric Vehicle (EV) supply 

Circuits: General Requirements 

 UL 2231-2 Personnel Protection Systems for Electric Vehicle (EV) supply 

Circuits: Particular Requirements for Protection Devices for Use in Charging 

Systems 

 UL 2251 Plugs, Receptacles and couplers for Electric Vehicles 

Equipment that successfully completes the testing is “certified”, “approved” or “listed” as 

meeting the standard. In general, the SAE and UL requirements are more restrictive 

and are expected to be incorporated in harmonized standards. 

D. BC Building Code

The 2006 BC Building Code does not specifically address EVs and PHEVs. While 

changes are anticipated, The City of Vancouver has already initiated the Green Homes 

Program. This program proactively “...mandates that all new homes be equipped with a 

cable raceway that runs from the building’s electricity panel directly to the garage, 

where an empty outlet box will be supplied. This little bit of infrastructure will make the 

future installation of an electric vehicle charging system a snap.”3

 

It is anticipated that car ports will be included in this requirement. In addition, the BC 

Building Code will consider a percentage of parking in apartment and condominium 

areas be built with such a raceway. 

The BC Building Code addresses a difference between small and large structures. Part 

9 Housing and Small Buildings refers to structures less than 600 square meters and 

less than four stories. Part 9 is quite specific in requirements because it was assumed 

professionals would not be involved in this structure construction. These requirements 

were not intended for use by developers of larger more complex buildings. Those 

structures are identified in Part 3 and all other parts of the code are applicable. The 

discussions in these Guidelines for multi-family dwellings do not consider which part(s) 

of the BC Building Code apply since they would be specific to the structure. 

E. Canadian and National Electrical Codes

The Canadian Electrical Code, CE code, or CSA C22.1 is a standard published by the 

CSA for addressing the installation and maintenance of electrical equipment in Canada. 

In the current edition, the Code recognizes that other methods can be used to assure 

safe installations, but these methods must be acceptable to the authority enforcing the 

Code in a particular jurisdiction. 

Generally legislation adopts the code by reference, usually with a schedule of changes 

that amends the code for local conditions. These amendments may be administrative in 

nature or may have technical content particular to the region. 

The Electrical Safety Regulation, which falls under the province’s Safety Standards Act, 

adopted the safety standards for electrical installations, (CSA Standard C22.1 -06) in 

 

3 http://vancouver.ca/commsvcs/CBOFFICIAL/greenbuildings/greenhomes/electricvehicle.htm 
Electric Vehicle Charging Infrastructure Deployment Guidelines 12

Part I of the Canadian Electrical Code as the BC Electrical Code Regulation 2006 with 

amendments as referenced in the Schedule to the regulation. British Columbia Safety 

Authority’s Electrical Safety Program has been responsible for regulating electrical 

safety in the province, including all types of electrical equipment and installation since 

April 1, 2004. 

The Safety Standards Act, specifically states that the Act is applicable to all local 

governments, including Vancouver, which is a charter city. The City of Vancouver may 

have additional requirements as allowed by their charter in Section 314 of Part XI –

Electrical and Gas Works and therefore should be consulted for specific installation 

permitting of EVSE. 

The Canadian Electrical Code (CEC) provides the standards to which EVSE equipment 

is designed and electrical contractors must follow when installing electrical components. 

CEC 2009 provides: 

 Approved: Couplings and inlets shall be specifically approved for the purpose 

and marked accordingly (CEC 86-202). 

 Branch Circuit: The EVCE branch circuit must be a dedicated circuit and sized 

for continuous duty of the EVCE and related ventilation equipment. (CEC 86-

300, 302) 

 Disconnect Means: A separate disconnecting means shall be provided for 

each installation of EVCE rated at 60 amps or more or more than 150 volts – 

to-ground. This disconnect means must be on the electrical supply side to the 

EVCE, within sight of and accessible to the EVCE and capable of being locked 

in the open position. (CEC 86-304). 

 Receptacle and Wall Plug – Level 1: A standard 20 amp residential wall plug 

and receptacle are acceptable for Level 1 charging (CEC 86-306 1 (a)). 

 Receptacle and Plug – Level 2: Receptacles identified in the CEC will be 

acceptable (CEC 86-306 1 (b)). 

 Markings: All electric vehicle charging receptacles must be clearly and 

permanently marked (CEC 86-306 (1)). 

 Ventilation: Where the EV battery requires ventilation, adequate ventilation 

shall be provided in the indoor charging site; the EVSE shall be electrically 

interlocked with the ventilation so that the ventilation equipment operates with 

the EVCE; and if the supply to the ventilation equipment is interrupted, the 

EVCE shall be made inoperable. (CEC 86-400 (2)). 

 Warning Sign: A permanent sign shall be installed at the connection of the 

EVCE to the branch circuit warning against operation of the equipment without 

sufficient ventilation (if required by the manufacturer’s installation instructions). 

(CEC 86-200). 

 Ground Fault Interrupter: The receptacle for Level 1 shall be protected with a 

ground fault circuit interrupter when the receptacle is installed outdoors and 

within 2.5 m of finished grade (CEC 86-306 (2)). 

 Hazardous Locations: When EVCE is installed in hazardous locations as 

defined elsewhere in the Code, those sections apply. (CE 86-102) 

The National Electric Code (NEC) in the United States is more restrictive in some cases 

and is anticipated to provide significant input to the harmonized CSA standards. 

Appendix A provides comments related to NEC considerations. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 13

F. Occupational Health and Safety 

The Canadian Centre of Occupational Health and Safety (CCOHS) is a Canadian 

federal government agency which serves to support the vision of eliminating all 

Canadian work-related illnesses and injuries. This agency develops and publishes the 

Canadian Occupational Health and Safety (COHS) Regulations. 

Workers Compensation Act (WCA) Division 6 creates and describes the jurisdiction of 

the Workers' Compensation Board of British Columbia (WorkSafeBC) and its authority 

to make regulations, inspect workplaces, issue orders and impose penalties. The WCA 

also explains the rights and responsibilities of employers and workers with respect to 

health and safety. The COHS Regulation is adopted/amended in British Columbia 

through legislation and forms the OHS Regulation. 

The purpose of the OHS Regulation in British Columbia is to promote occupational 

health and safety and to protect workers and other persons present at workplaces from 

work-related risks to their health, safety, and well-being. Compliance with the 

requirements provides the basis on which workers and employers, in cooperation, can 

solve workplace health and safety problems. Specific parts related to EVSE include 

Part 19 Electrical Safety and Part 10 De-energization and Lockout. These parts will be 

important in the engineering and design of EVSE installations. 

 

G. Signage 

In addition to the signs and warnings required by CEC noted above, information 

signage is recommended for public and commercial access charging stations, including 

“Parking for Electric Vehicle or PHEV Charging Only”, or if it is an accessible station, 

signage should be as described in Section I. below. A variety of signs have been used 

in locations throughout North America. The following signs are typical for use by these 

guidelines. Standard signage is being addressed for use throughout Canada. 

Previous experience has shown that confusion can exist if the signage is blue in color 

as it can be mistaken for an accessible location. For that reason, green may be chosen 

for background color. Local control over parking may include penalties for non EV 

vehicles parking in EV parking stalls. Appropriate signage should be installed when 

applicable. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 14

Figure 2-10 EV Parking Signs 

Wide spread adoption of EV and PHEV will include maps or websites identifying 

charging locations. It is helpful to post EV parking area signs on adjacent streets and 

access points directing EV drivers to the charging locations. 

H. Lighting and Shelter 

For commercial, apartment, condo and fleet charging stations, adequate lighting is 

recommended for safety and convenience. Shelter is not typically required for out-door 

rated equipment. For geographic locations that have significant rainfall or snow, 

providing shelter over the charging equipment may provide added incentive to potential 

EV or PHEV users. Locations within parking garages or private garages that are well 

protected from the environment may utilize EVSE that is not specifically outdoor rated. 

Lighting should be sufficient to easily read associated signs, instructions, or controls on 

the EVSE and provide sufficient lighting around the vehicle for all possible EV Inlet 

locations. 

Figure 2-11 Level 2 Public Charging with Shelter and Lighting 
Electric Vehicle Charging Infrastructure Deployment Guidelines 15

In residential garages or car ports, lighting is also important to avoid pedestrians from 

tripping over extended charge cords while the EV is charging. 

I. Disability Requirements 

The 2006 British Columbia Building Code provides building accessibility requirements. 

It does not specifically address accessibility with respect to EVs and PHEVs. In the 

United States, certain requirements were added to the National Electric Code for EVSE 

and municipalities provided their guidance for EV parking locations. 

It is important that persons with disabilities have access to the EV Coupler and access 

around the vehicle in order to connect with the vehicle inlet. Whether indoor or outdoor, 

this means that the EV Coupler should be stored or located at a height of not more than 

1.2 m (4 ft) and not less than 600 mm (24 in.) above the parking surface. These 

requirements are similar to the BC Building Code for elevator controls in that the 

maximum height is 1370 mm above the floor with 1100 mm being the preferred 

maximum and 890 mm above the floor for the minimum height. 

In addition, accessible parking stalls should be provided. An accessible stall is 3.7m (9-

foot) wide by 7.4m (18-foot) deep which includes an access aisle of 1.2 m (5 feet) on 

the passenger side. A van accessible space is the same size with a 2.2 m (8 foot) 

access aisle on the passenger side. Note that it is important that the placement of the 

EVSE should allow adequate space for a wheelchair to pass the wheelstop. 

Figure 2-12 Parking Accessibility Requirements 
Electric Vehicle Charging Infrastructure Deployment Guidelines 16

EV parking should be provided in premium locations similar to accessible locations. 

Because stalls containing EVSE should be for EVs only, the accessible parking stalls 

should be in addition to those required by the BC Building Code for parking. 

The BC Building Code requires where parking is provided that contains more than 50 

parking stalls, parking stalls for persons with disabilities shall be provided in the ration 

of 1 for every 100 or part thereof. Where there are EV charging stations included in the 

parking area, for every 25 parking stalls with EVSE, one should be accessible. For 

every 10 accessible stalls, one should be van accessible. 

Table 2-1 Accessibility Requirements 

EV accessible parking stalls are not exclusive in that EV drivers who do not need 

accessibility requirements may park in these locations if they are the last space 

available for charging. 

Figure 2-13 Typical Sign for Accessible Parking 

J. Block Heater Circuits 

A Block Heater is an electric heater that warms the engine of a vehicle to ease starting 

in cold weather. It is typically installed in the coolant system of the vehicle and the 

heater causes the coolant to circulate by natural convection. A warmer engine is easier 

to start. The block heater is typically powered by a standard 125 vac, 15 amp circuit 

with a standard 5-15R receptacle and the block heater cord extends through the vehicle 

grill to connect to this receptacle. 

EV Parking Stalls Accessible Stalls Van Accessible Stalls 

1 1 1 

2-25 1 1 

26-50 2 1 

51 – 75 3 1 

76 – 100 4 1 
Electric Vehicle Charging Infrastructure Deployment Guidelines 17

Figure 2-14 Typical Block Heater with cord 

Typical block heaters are rated at approximately 700 watts or 0.7 kW. As noted above, 

a typical Cord Set for an EV would draw approximately 1.4 kW or twice the power as a 

block heater. 

These electrical outlets may be common in outdoor public parking areas, apartments 

and condominiums. In some locations, these circuits are cycled with the power on for 

20 minutes and off for 20 minutes. As such, these circuits are not in continuous use and 

local power panels and transformers are sized accordingly. 

It is likely that new EV and PHEV owners will attempt to use the electrical outlets for 

their Cord Sets. Current use of block heater circuits is primarily at night. It will be so 

also for those using Cord Sets. However, the interrupted power will likely double the recharge time and leave disappointed EV and PHEV drivers. Building codes may require 

labeling or metering block heater circuits to indicate the cycling nature of the power. 

At this writing, automotive manufacturers developing PHEVs are planning only one 

power inlet to the vehicle. That is a separate block heater circuit will not be required. 

The power provided by the cordset or the Level 2 EVSE will be utilized in the vehicle 

thermal preconditioning cycles as required by the vehicle. The engine of a PHEV is very 

unlikely to be the primary motive power when the battery is charged and will start when 

the battery reaches “charge sustaining” operation. The thermal management system in 

the vehicle comprehends all of the cooling/heating loops in the vehicle. 

K. Safety Issues related to Indoor Charging 

The possibility of invoking the ventilation requirements or hazardous environment 

requirements of the CEC exists when installing indoor charging. When the EVSE 

connector makes contact with the EV inlet, the pilot signal from the vehicle will identify 

that the battery requires ventilation. While most EV and PHEV batteries do not require 

ventilation systems, some batteries, such as lead acid or zinc air, emit hydrogen gas 

when charged. Without adequate ventilation, the hydrogen gas concentration may 

increase to an explosive condition. The Lower Flammability Limit of hydrogen in air is 

4% mixture by volume. Locations are hazardous when 25% of the limit is reached or 

1% mixture by volume. The EVSE contains controls to turn on the ventilation system 

when required and also to stop charging should that ventilation system fail. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 18

Recognizing that hydrogen is lighter than the air mixture, concentrations would exist 

near the ceiling. The ventilation system should take this into account to exhaust high 

and replenish lower. 

The CEC identifies three classes of hazardous locations in Section 18. Class I are 

locations in which flammable gases or vapors are or may be present in the air in 

quantities sufficient to produce explosive gas atmospheres. Class II locations are those 

that are hazardous because of the presence of combustible or electrically conductive 

combustible dusts. Class III locations are those that are hazardous because of the 

presence of easily ignitable fibers or flyings. This Section provides restrictions or 

conditions under which EV charging may occur depending on specific class attributes. 

Section 20 of the CEC also identifies hazardous locations to include locations where 

flammable liquid or gas may be dispensed such as service stations and garages. 

Section 20-112 states that battery chargers and their control equipment shall not be 

located in hazardous area. In addition, Section 20-114 states that connectors, plugs, 

and vehicle inlets shall not be located in hazardous areas defined in this section. 

Indoor charging can also provide a challenge with respect to lighting, tight access and 

other material storage. Often areas of an enclosed garage can be poorly lighted and 

when combined with the tight access around the vehicle and other equipment stored in 

and around the vehicle parking stall, the possibility of personal injury from tripping 

exists. 

L. Installations Located in Flood Zones 

Permits for construction of facilities, including EV charging stations, include reviews to 

determine whether the site is located in a flood prone area. In the United States, the 

Code of Federal Regulations, Title 44 Emergency Management and Assistance, Part 60 

Criteria for Land Management and Use includes the following requirement: 

“If a proposed building site is in a flood-prone area, all new construction and 

substantial improvements shall (i) be designed (or modified) and adequately 

anchored to prevent flotation, collapse, or lateral movement of the structure 

resulting from hydrodynamic and hydrostatic loads, including the effects of 

buoyancy, (ii) be constructed with materials resistant to flood damage, (iii) be 

constructed by methods and practices that minimize flood damages, and (iv) be 

constructed with electrical heating, ventilation, plumbing, and air conditioning 

equipment and other service facilities that are designed and/or located so as to 

prevent water from entering or accumulating within the components during 

conditions of flooding.”4

For EVSE components, the two primary ways to minimize flood damage, prevent water 

from entering or accumulating and be resistant to flood damages involve elevation or 

component protection. These measures are required by the National Flood Insurance 

Program (NFIP). 

Elevation refers to the location of a component above the Design Flood Elevation 

(DFE). That is the primary protection for EVSE. All locations approved for EVSE 

 

4

 44CFR60.3(a)(3) 
Electric Vehicle Charging Infrastructure Deployment Guidelines 19

installation should be above the DFE. It may mean that the EVSE is located outside a 

garage if inside would be below the DFE. It may mean that certain areas of a 

condominium parking lot would not contain any EVSE if that elevation is not achievable. 

It may require EVSE charging stations on the third level of a parking garage instead of 

the first. 

Component Protection refers to the implementation of design techniques that protect a 

component from flood damage when they are located below the DFE. 

Wet floodproofing refers to the elimination or minimization of the potential of flood 

damage by implementing waterproofing techniques designed to keep floodwaters away 

from utility equipment. In this case, the rest of the structure may receive damage but the 

EVSE is protected by barriers or other methods. 

Dry floodproofing refers to the elimination or minimization of the potential for flood 

damage by implementing a combination of waterproofing features designed to keep 

floodwaters completely outside of a structure.5

 If the entire building is protected from 

flood water, the EVSE is also protected. 

 

5

 FEMA Publication 348 Principles and Practices for the Design and Construction of Flood Resistant 

Building Utility Systems, November 1999 
Electric Vehicle Charging Infrastructure Deployment Guidelines 20

3. Plug-In Vehicle Technology 

This section describes the basic plug-in vehicle technologies that are either available in 

the market place or coming to market in the near future. The focus of this section is on 

vehicles licensed for the road that incorporate a battery energy storage device with the 

ability to connect to the electrical grid for the supply of some or all of its fuel energy 

requirements. Two main vehicle configurations are described along with the three main 

categories of vehicle applications. Vehicle types and their relative sized battery packs 

are discussed in relationship to the kind of charging infrastructure recommended. 

A. Vehicle Configurations 

 Battery Electric Vehicle (BEV) 

Battery Electric Vehicles (BEVs) are powered 100% by the battery energy storage 

system available on-board the vehicle. Refueling the BEV is accomplished by 

connection to the electrical grid through a connector system that is design 

specifically for this purpose. Most advanced BEVs have the ability to recapture 

some of the energy storage utilized through regenerative breaking (In simple terms, 

converting the propulsion motor into a generator when breaking). When 

regenerative breaking is applied, BEVs can typically recover 5 to 15 percent of the 

energy used to propel the vehicle to the vehicle speed prior to breaking. Sometimes 

manufacturers install solar photovoltaic (PV) panels on vehicle roofs. This typically 

provides a very small amount of energy relative to the requirements of propelling the 

vehicle, but integrating PV in the roof can typically provide enough power to operate 

some small accessory loads. 

Figure 3.1 Battery Electric Vehicle Block Diagram 

A typical BEV can be depicted by the block diagram shown in Figure 3.1. Since the 

BEV has no other significant energy source, the battery must be selected to meet 

the BEV range and power requirements. BEV batteries are typically an order of 

magnitude larger than the batteries in hybrid electric vehicles. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 21

 Plug-in Hybrid Electric Vehicle (PHEV) 

Plug-in hybrid electric vehicles (PHEVs) are powered by two energy sources. The 

typical PHEV configuration utilizes a battery and an internal combustion engine 

(ICE) power by either gasoline or diesel. Within the PHEV family, there are two 

main design configurations, a Series Hybrid as depicted in Figure 3.2 and a Parallel 

Hybrid as depicted in Figure 3.3. The Series Hybrid vehicle is propelled solely by 

the electric 

Figure 3.2 Series Plug-In Hybrid Vehicle Block Diagram 

Figure 3.3 Parallel Plug-In Hybrid Vehicle Block Diagram 

drive system, whereas the Parallel Hybrid vehicle is propelled by both the ICE and the 

electric drive system. As with a BEV, a Series Hybrid will typically require a larger and 
Electric Vehicle Charging Infrastructure Deployment Guidelines 22

more powerful battery than a Parallel Hybrid vehicle in order to meet the performance 

requirements of the vehicle solely based on battery power. 

B. Plug-In Vehicle Types 

Plug-In electric vehicles have been the vehicle of choice in a number of applications 

including golf carts, industrial lift-trucks, airport ground support equipment and low 

speed vehicles. The focus of this document is on vehicles licensed for use on public 

roads. This category can be broken down into the following areas: 

1. On-Road Highway Speed Vehicles 

 On-Road Highway Speed Vehicle is BEVs or PHEVS capable of driving on all 

 public roads and highways. Performance is similar to ICE vehicles. 

2. City Electric Vehicles 

 Traditionally, City Vehicles have been BEVs that are capable of driving on most 

 public roads, but generally are not driven on highways. Top speed is typically 

 limited to 88 km/hr (55 mph). 

3. Low Speed Vehicles (LSVs) 

Low Speed Vehicles (LSVs) are BEVs that are limited to 40.3 km/hr (25 mph) 

and can typically operate on public streets posted at 56 km/hr (35mph) or less. 

4. Commercial Vehicles 

 There are a number of commercial plug-in vehicles including commercial trucks 

 and buses. These vehicles are found as both BEVs and PHEVs. Performance 

 and capabilities of these vehicles are specific to their application. 

Over the course of history, plug-in vehicles licensed for use on public roads have had 

limited success. Although at the turn of the century, electric was the preferred vehicle 

of choice, with the invention of the engine starter and the proliferation of gasoline 

stations, electric soon gave way to ICE vehicles. There was a surge of plug-in vehicles 

in the 70s due to a scare of a gasoline shortage, and again in the mid-90s driven mostly 

by the Zero Emission Vehicle Mandate from the California Air Resources Board which 

was ultimately modified to allow the major car companies to implement fuel cell 

demonstrations. 

Today, there are a number of factors driving commercial production of plug-in vehicles 

for the highway including improved battery technologies, continued regulatory 

pressures, competition, rising petroleum fuel costs and the general public 

acknowledgement that there is a limited supply of petroleum and that vehicle tail-pipe 

emissions are a major source of pollutants. Currently, all major car companies are 

developing plug-in vehicles and a growing number of start-up car companies with the 

sole purpose of developing and commercializing plug-in vehicles. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 23

C. Batteries 

 Battery Technology 

The recent advancements in battery technologies will allow plug-in vehicles to 

compete with ICE vehicles in performance, convenience and cost. Although leadacid technology serves many plug-in applications like material handling and airport 

ground support equipment very effectively and is a cost-effective solution, the 

limitations on lead-acid energy density and cycle life made application to highway 

plug-in vehicles less practical. 

Today, most major car companies utilize Nickel-Metal-Hydride batteries in their 

hybrid cars and they are looking at various Lithium based technologies for their next 

generation plug-in vehicles, both BEV and PHEV. Lithium provides 4x the energy of 

lead-acid and 2x that of Nickel-Metal-Hydride. The materials for Lithium based 

batteries are generally considered abundant, non-hazardous and lower cost than 

Nickel based technologies. The current challenge with lithium-based technologies 

is scaling the battery modules to a traction battery sized cell from the current 

consumer-type cells while maintaining safety, quality, cycle life and lowering 

production costs. 

From an infrastructure standpoint, it is important to consider as battery costs are 

driven down over time, the auto companies may increase the size of the lithiumbased battery packs. When planning for future infrastructure, this should be 

considered when sizing the charging circuits so that adequate power is available to 

recharge the plug-in vehicles within the time window available. 

 Relative Battery Sizes 

One of the challenges to building a plug-in infrastructure is determining the 

appropriate size of the charge circuit. This is especially difficult in public situations 

where the station will serve a plug-in vehicle with as little as a 3 kWhr battery packs 

to as large as 40 kWhrs or more. Typically, PHEVs will have smaller battery packs 

because they have more than one fuel source. BEVs rely completely on the storage 

from their battery pack for both range and acceleration and therefore require a much 

larger battery pack than a PHEV for the same size vehicle. 

Battery size can also be influenced by the vehicle weight since more energy is 

required to move heavier vehicles. A larger vehicle may carry more people and thus 

again use more energy. While individuals frequently ask how long a recharge will 

take, it really depends on the state of charge of the battery which is influenced by 

the weight of the vehicle, the driving habits of the owner and the relative flatness or 

hilliness of the terrain to be driven. All these factors weigh into making calculations 

regarding range of the vehicle and recharge times. In general, Table 3.1 provides an 

outline of the different vehicle classes, their relative battery pack size ranges and 

relative charge times for each of the charger levels assuming the battery pack is 

depleted. The other factors of weight, terrain and driving habits will determine how 

rapidly the battery is discharged and thus the frequency of recharging necessary. 

EV manufacturers often provide instrumentation to alert the driver to the rate of 

battery depletion while driving so owners of EVs will quickly learn how to modify 

their driving habits to conserve battery charge. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 24

 Table 3-1 Battery Sizes and Relative Charge Times 

Type of Vehicle Typical Usable 

Battery Capacity 

(kWhrs) 

Level 1 

Convenience 

Charger Time 

(hours) 

Level 1 

20 amp 

Circuit Time 

(hrs) 

Level 2 

Charge Time 

(hours) 

Level 3 

Charge Time 

(minutes) 

DC Power to 

Battery 

 

1.1kW 1.5kW 6kW 60kW 

PHEV-10 (midsize) 4 3.6 2.7 .67 4 

PHEV-20 (midsize) 8 7.3 5.3 1.3 8 

PHEV-40 (midsize) 16 14.5 10.7 2.7 16 

BEV (mid-size) 35 31.8 23.3 5.8 35 

City EV 

(Economy) 

20 18 13.3 3.3 20 

LSV 8 7.3 5.3 1.3 8 

Commercial 

Hybrid Bus (40ft 

Transit) 

40 n/a n/a 6.7 40 
Electric Vehicle Charging Infrastructure Deployment Guidelines 25

4. Charging Scenarios 

This section covers the details of installation of EVSE in several different locations. Costs 

for residential garage, car ports, and apartment or condominium complexes, commercial 

and public parking charge stations are significantly driven by the siting requirements for 

each environment. 

The first consideration for an EV or PHEV owner will be whether to use Level 1 or Level 2 

EVSE. Several factors will weigh in on this decision including type of vehicle, size of 

vehicle, size of battery, expected driving habits with the vehicle, cost, and availability of 

other public/commercial charging. A PHEV generally has a smaller battery and shorter 

charge time requirements. Level 1 may be sufficient whereas full Battery EVs may consider 

Level 1 to be a back-up strategy only. Larger, heavier EVs will consume more power than 

smaller, lighter ones. An owner who plans on using the EV for local, short trip use only may 

find Level 1 to be sufficient whereas an owner who plans longer trips or more frequent trips 

even within the local area may find it inadequate. Owners desiring Level 2 equipment will 

need to consider the cost of the Level 2 EVSE and its installation whereas the Level 1 

circuit may already be present in their garage. EV owners who have the opportunity for 

Level 2 charging at work or in public areas may find the vehicle battery remains at a higher 

charge and thus the home charging time is not a concern. EV owners who elect local time 

of use options with the utility (i.e. off-peak charging) may find that the reduced charge time 

is insufficient for Level 1 charging. Local educational materials from vehicle manufacturers 

or conversion suppliers should be prepared to assist the owner in this decision process 

based upon local demographics. 

A. General Requirements 

Certification: It is assumed that the EVSE provided has met the appropriate codes and 

standards, is certified and is so marked. Owners should be cautioned against using 

equipment that has not been certified for this use. 

Cord Length: The EVSE will provide a maximum of 7.63 meters (25 feet) of flexibility 

from the wall location to the EV Inlet. This figure was obtained by taking the typical 4.5 

meter (15 foot) car length to the 2 m (7 foot) car width plus 1 meter (3 feet) to the EVSE 

permanent location. The EV Inlet location on the EVs and PHEVs will vary by 

manufacturer; however, this standard length should be sufficient to reach from a 

reasonably positioned EVSE to the Inlet. 

Tripping hazard: An extended EV cord may present a tripping hazard so the EVSE 

should be located in an area of minimum pedestrian traffic. An alternative would be to 

consider installation of an overhead support or trolley system to allow the cord to hang 

above the vehicle in the location of the EV inlet. 

Ventilation Requirements: If there are ventilation requirements, the EVSE will be 

required to energize a properly sized ventilation system. Such a requirement is 

expected to be rare since automobile manufacturers are expected to use non-gassing 

batteries. Some EV owners who convert their own vehicles to electric or purchase 

conversions vehicles may use gassing batteries. The approved EVSE will communicate 

with the vehicle and if ventilation is required but no ventilation system exists, the EVSE 

will not charge the vehicle. In multi-family or parking garage situations that may already 
Electric Vehicle Charging Infrastructure Deployment Guidelines 26

have ventilation systems for exhaust of normal vehicle emissions, such a system would 

be expected to be sufficient. However, calculations should verify this result. It may also 

be impractical to wire the charger to the ventilation controls or costly to run the system 

for a single vehicle charging. In these cases, it may be prudent to identify that the 

chargers are intended for non-gassing batteries only. 

Energized Equipment: Unless de-energized by the local disconnect, the EVSE is 

considered electrically energized equipment. Because it operates above 50 volts, Part 

19 Electrical Safety of the Occupational Health and Safety (OHS) Regulation requires 

guarding of live parts. The requirements for accessible of the connector positions the 

EVSE so that physical means may be required for protection. Wheel stops are 

recommended to prevent a vehicle from contacting the EVSE. They also help position 

the EV for the optimum location for charging. 

Figure 4-1 Wheelstop6

 Figure 4-2 Garage Wheel Stop7

Shortest Run: In addition to the above requirements, the lowest cost installation 

generally is the location closest to the electrical supply breaker because it minimizes 

the conduit run to the charger. 

Ergonomics/Ease of Use: Most EV owners will find it most convenient to have the 

EVSE located near the EV inlet. In some cases, it may be desirable to back into the 

garage which helps reduce the tripping hazard while at the same time reduces the 

electrical circuit run to the EVSE. 

B. Single Detached Dwellings 

 Siting Requirements 

An indoor rated EVSE is acceptable for an enclosed garage. The EV owner will 

likely prefer a particular location for the EV. However, the EV should be 

positioned so that the above general requirements are considered. This often 

means the EV will be the furthest away from the residence entry into the garage. 

The installation of the EVSE at the front of the vehicle may be acceptable unless 

the cord becomes a tripping hazard. Often the EVSE will be placed on an 

exterior wall to shorten the distance from the electrical box and at the same time 

positioning the EVSE out of the way. 

 

6

 Rubberform Recycled Products LLC, www.rubberform.com 

7

 ProPark Garage Wheel Stop, www.organizeit.com 
Electric Vehicle Charging Infrastructure Deployment Guidelines 27

If the EVSE is to be installed after the EV has been purchased, the location of 

the EV Inlet will play a part in the location of the EVSE. It is best to keep the 

EVSE as close to the inlet as possible to minimize the cord splayed on the floor. 

If the branch circuit is installed prior to the EV purchase, the garage junction box 

should be on the wall closest to the utility service connection consistent with the 

general requirements above. Typical locations are shown in the figure below. 

Figure 4-3 Typical Double Garage Location for EVSE 

In the above example, the best location would be for the EV on the right. The 

non-preferred EVSE locations are in typical walking areas and could present a 

tripping hazard. In addition, they are further away from the utility panel. An 

option for the EV owner’s desired to place the EVSE in these locations could be 

accommodated by using an overhead support of the charge cable and 

connector. If the EV inlet is on the left side of the vehicle, the owner could 

consider backing into the garage. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 28

Figure 4-4 Typical Single Garage Location for EVSE 

In the single garage environment, most locations will be acceptable for locating 

the EVSE except perhaps at the head of the vehicle because of tripping 

concerns. The preferred locations are selected because of proximity to the utility 

panel. Again, consideration of overhead support of the EVSE cable would allow 

EVSE installation where the owner prefers. 

The CEC provides additional requirements should the EVSE be located in a 

hazardous area. The other materials stored in the garage should also be 

considered when locating the EVSE if they are determined to be of a hazardous 

nature. 

Detached garages will include additional considerations in routing the electrical 

supply to the garage. Landscaping will be disrupted during the installation 

process. This may be of great significant to the owner and should be thoroughly 

planned in advance. 

 Installation Process 

Installation of the EVSE in a residential garage typically consists of installing a 

dedicated branch circuit from an existing house distribution panel to an EV outlet 

receptacle (125 VAC, 20 A) in the case of Level 1 charging or an EVSE 

(operating at 240 VAC, 40 A) for Level 2 charging. If the garage is built with the 

conduit or raceway already installed from the panel to the garage, the task is 

greatly simplified. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 29

Figure 4-5 Typical Level 1 and Level 2 Installation for a Residential Garage 

The specific steps involved in this process are shown in the flowchart below. In 

general, they include: 

 Consultation with the EV supplier to determine whether Level 1 or Level 2 

EVSE is required, electric utility contacts, whether ventilation will be required 

and what EVSE to purchase 

 Consultation with the electric utility to determine rate structure, requirements 

for a special or second meter 

 Consultation with a licensed electrical contractor to plan the installation effort 

including location of EVSE, routing of raceway from utility service panel to 

EVSE, Level 1 or Level 2 requirements, ventilation requirements, adequacy 

of current utility service, and obtain installation quote 

 Submission of required permitting documents and plans 

 Completion of EVSE installation and utility service components, if required 

 Inspection of final installation 
Electric Vehicle Charging Infrastructure Deployment Guidelines 30

Figure 4-6 Installation Process for a Residential Garage/Car Port 

If the garage has a pre-existing raceway, the wishes of the EV owner can 

determine whether this will be a 125 VAC, 15/20 amp circuit or a 240 VAC, 40 

amp circuit. Some homes may not have sufficient utility electrical service to 

install this circuit. In that case, either a new service must be added as noted or 

installation of an approved load control device may allow the homeowner to 

avoid a major panel upgrade and the utility to avoid upgrading the electrical 

service to the homeowner. Although a new home may already have the raceway 

installed, a permit for the service is required. Increasingly standards are 

directing the raceway for an electric vehicle will be included in new home 

construction. The conductors may or may not be included. If included, 

consideration should be given to sizing the conductors for the 240 v, 40 amp 

circuit required for Level 2 charging but installing the 125v, 20 amp Level 1 
Electric Vehicle Charging Infrastructure Deployment Guidelines 31

breaker and receptacle. The home owner would have a functional circuit that 

could be upgraded easily to Level 2 if desired. 

C. Car Port 

 Siting Requirements 

The siting requirements for the car port will include those identified above for the 

garage. Some owners may elect to place the EVSE in the garage but charge a 

vehicle outdoors. This is similar to the car port requirements. A car port is 

considered an outdoor area and the EVSE should be properly designed for 

exterior use. Consideration must be given to precipitation and temperature 

extremes. In geographic areas that experience high precipitation, pooling of water 

in the car port or driveway may be a concern. While the EVSE is safe, owners 

may have a concern about standing in pooled water while connecting the EVSE. 

Consultation with the owner will be required when locating the EVSE. 

Figure 4-7 Installation Considerations for Outdoor Parking 

Freezing temperatures can create an issue for cords freezing to the parking 

surface and cord support should be considered. Adequate lighting is an addition 

consideration along with mitigating efforts to prevent vandalism as noted in 

Section L below. The installation process is similar to the garage process outlined 

above. 

The Canadian Electrical Code requires that the outdoor circuit have ground fault 

interrupt protection. This may be an issue when using a cordset which contains its 

own GFI. Past experience has shown some nuisance tripping occurs when two 

GFI’s are located in the same circuit. New cordsets will use a CCID which 

performs a similar function but helps eliminate the nuisance tripping. 

D. Multi-Family Dwellings 

 Siting Requirements 

In multi-family dwellings, there will be additional considerations because the 

apartment or condominium owner must also be involved in any siting decisions. It 
Electric Vehicle Charging Infrastructure Deployment Guidelines 32

is best that the potential EV owner work through the details identified here prior to 

contracting for an EV or PHEV. A site close to the owner’s dwelling will be desired 

but may not be in the best interests of the apartment owner. Special flooding or 

drainage conditions may apply. Lighting and vandalism concerns will exist. 

Payment methods for the electrical usage will need to be identified. There may be 

insurance and liability questions as well as damages if vandalized. All the 

concerns should be discussed prior to the EV purchase. 

Should the EV owner later relocate, the electrical installation raceway and panel 

upgrades, if any, will be retained at the multi-family location. Ownership of the 

EVSE needs to be identified clearly. If the EV owner takes the EVSE, site 

restoration may be required. Circuit removal or de-energizing methods should be 

settled. Discussion with the utility is also required since there may be metering 

questions or issues to be resolved. In condominiums, the Home Owners 

Association (HOA) may be involved to approve EV or PHEV additions. 

Figure 4-8 Typical EVSE Installation in Multi-Family Lot 

In general, the EVSE will need to be outdoor rated unless the location is well 

protected from the environment. The installation of the EVSE at the front of the 

vehicle may be the only choice unless an adjacent wall is available. If located at 

the front of the parking stall, the EVSE should be located on the vehicle side of 

any walkway to minimize the cord becoming a tripping hazard. The walkway for 

pedestrians would be on the back side of the EVSE. Because a wheelstop will 

be installed, consideration should also be given to make sure the EV parking is 

not in an area of normal pedestrian traffic in order to avoid pedestrians tripping 

over the wheelstop when no vehicle is present. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 33

Trenching and concrete work and repairs are likely. Consideration must be 

given to maintaining a safe and secure area around the parking stall to avoid 

tripping hazards or EVSE interference with other operations. 

 Installation Process 

Figure 4-9 Installation Process for Multi-Family 

If the parking area has a pre-existing raceway, the wishes of the EV owner and 

property owner can determine whether this will be a 125 VAC, 15/20 amp circuit 

or a 240 VAC, 40 amp circuit. This would also require review by the electrical 

contractor to make sure the service panel is sufficient to support the choice. 

Although a raceway may have been installed previously, a permit for the service 

is required. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 34

 Multiple Parking Stall Installation 

In a new construction or retrofit situation, broad charging infrastructure 

installation in a multi-residential building will require the services of an electrical 

consultant to determine the best approach for the situation. For example, the 

proponent may consider a load control strategy to manage the charging load 

within the capacity of the electrical service to the building rather than upgrading 

the service size to accommodate increased building load from electric vehicle 

charging. 

(This topic will be developed in a subsequent version) 

E. Commercial Fleets 

 Siting Requirements 

Commercial fleets make up the highest population of EVs at the present time. 

Utilities, governmental agencies and other private fleets have been encouraged 

and are encouraging the private adoption of EVs. A significant amount of 

planning is required to correctly size the EV parking and charging area. 

Consideration is given to the current requirements as well as anticipated future 

requirements. Electrical service requirements will be much higher than 

residential or multi-family installations and can have a significant impact on 

electrical usage and on the utility. For that reason, electrical utility planners need 

to be involved early on in the fleet planning process. 

The individual home owner will be interested in charging his/her vehicle offpeak. That interest will be greater for the fleet manager. 

Flood prone area restrictions must be considered as well as issues of standing 

water. Often large parking lots will have low spots where water accumulates. 

Although the Level 2 EVSE contains the proper protection device, employees 

will not be comfortable operating the EVSE in standing water. 

Installation of the EVSE in a commercial facility typically consists of installing 

new dedicated branch circuits from the central meter distribution panel to a 

Level 2 EVSE. In a commercial fleet, there are typically many such EVSE units 

in adjacent parking stalls. Proximity to the electrical service is an important 

factor in locating this parking area. The length of the circuit run and the quantity 

will have a significant impact on the cost. 

Because these EVSE units are in a designated area, the potential for pedestrian 

traffic is less and more consideration can be given for the most economical 

installation methods. In addition, the commercial nature of the site will allow 

greater overall security, such as fences and gates, so that the threat of 

vandalism is minimized. 

Fleet managers must also be aware of other equipment to be stored in the 

vicinity of the EVSE. It is important that a hazardous environment does not 

already exist in the area planned. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 35

Fleet manager interest and priorities can also stimulate the development of 

Level 3 charging. The higher recharge rate means a shorter turn-around for 

each vehicle and maximizes on-road time. The 480/600 VAC is generally 

available in commercial facilities. 

Figure 4-10 Level 2 Commercial EV Charging Location 

 Installation Process 

The installation process is similar to the processes shown above except that a 

lot more detailed planning is involved prior to the owner’s final decision and 

obtaining permits. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 36

Figure 4-11 Installation Process for Commercial Fleet Operations 

F. Commercial Public Access 

A significant factor in the public adoption of EV and PHEV will be the ability to extend 

the range of battery only power. This can be accomplished by the wise installation of 

public charging locations. Public charging may employ a mix of Level 1 and Level 2 

charging stations. There may be select opportunities for Level 3 charging that should 

also be kept in mind. The availability of 480/600 VAC will be a consideration. 

 

The determination of public charging sites should focus on locations where the EV or 

PHEV owner will be parked for a significant period of time i.e. 1 – 3 hours. An 

appreciable recharge can occur during this time period. Locations where owners can be 

expected to park for this time include restaurants, theaters, shopping malls, 

governmental facilities, hotels, amusement parks, public parks, sports venues, arts 
Electric Vehicle Charging Infrastructure Deployment Guidelines 37

productions, museums, libraries, outlet malls, airports, major retail outlets, among many 

other choices. 

Whether these public stations should be Level 1 or Level 2 will depend on local factors. 

Recharge times at Level 1 are much longer than at Level 2 and in some locations, the 

amount of time the vehicle remains at the charging station may be too short for Level 1 

charging to have any significant impact on a battery’s state of charge. In other locations, 

the amount of time the vehicle remains at the Level 1 station may be significant and 

allow for an appreciable recharge. Unless the stay time is at least two hours, Level 2 

charging should be selected. For example, a mid-size battery pack identified in Table 3-

1 shows two hours of Level 1 charging will restore approximately 15% of a battery 

capacity whereas two hours of Level 2 will restore approximately 70% of a battery 

capacity. 

Businesses, such as electric utilities or those that wish to promote EV and PHEV usage 

will install public charging near their entrance in highly visible areas even though EV 

owner stay times may be shorter. As noted above, these stations should be Level 2. 

 LEED Building Certifications 

A driving force in the design, construction and operation of facilities is the 

Leadership in Energy and Environmental Design (LEED) Green Building Rating 

System. It was developed by the U.S. Green Building Council and it provides 

standards for environmentally sustainable construction and operation of 

facilities. It requires a study of the CO2 emissions by company personnel and 

encourages through monetary incentives or preferred parking the use of 

alternative fuel vehicles. It provides credits for installing EV charging stations 

and suggests certain percentages of parking be devoted to alternative fuel 

vehicles. These locations will apply to employees as well as public using the 

facility. Companies interested in being certified are excellent sites for public 

charging stations 

 Siting Requirements 

Siting requirements for commercial public access are similar to other noted but 

involve many additional considerations. Questions such as ownership, 

vandalism, payment for use, maintenance, and data collection are addressed in 

following sections. 

Flood prone area restrictions must be considered as well as issues of standing 

water or high precipitation. As noted above, people will not be comfortable 

operating the EVSE in standing water. Unlike Fleet use, the area designated for 

Public use should be in a preferred parking area. Also unlike Fleet use, the area 

is public and the threat for vandalism will be greater. This will likely be in a high 

pedestrian traffic area so the considerations for placement of the charger to 

avoid it, the charge cord or the wheelstop from being tripping hazards is very 

important. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 38

Figure 4-12 Example Public Charging Layout 

There are several ways to address the protection of the equipment, shelter, 

signage and pedestrian safety. The following pictures provide several examples. 

Figure 4-13 Public Charging Examples 

The first question to address is location of the stations. Some public charging 

will be driven by commercial businesses interested in promoting electric vehicle 

use through personal preference or as part of the LEED certification. They may 
Electric Vehicle Charging Infrastructure Deployment Guidelines 39

decide on their own to purchase and install systems or participate in such costs. 

Other business owners will be receptive to placement of chargers in their 

parking lots once approached with incentives. Other public, private and 

governmental agencies will share the enthusiasm for EV parking. Mapping these 

selected locations will provide input to an overall municipal plan identifying the 

ideal sites to ensure wide coverage of public charging. EV owners will seek the 

sites that provide EVSE and publishing such sites on the internet will be 

desirable. A map of sites will also display any holes in EVSE coverage and 

provide the targeting of additional sites. 

Public sites will also invoke accessibility requirements discussed in Section 2. 

Once a site is selected for public charging, the quantity of parking stalls to be 

EVSE equipped is determined and that determines the number of accessible 

and van accessible stalls. 

Lighting and shelter are extremely important in public sites. The EV owner must 

feel safe when parking at night in addition to being able to read directions and 

properly locate the EVSE connector and insert into the EV inlet. An indoor stall 

in a parking structure or a sheltered stall in the outdoor parking lot provides 

additional convenience for the EV owner. 

Installation of the EVSE in a public area typically consists of installing new 

dedicated branch circuits from the central meter distribution panel to a Level 1 

receptacle or Level 2 EVSE. There will likely be many such EVSE units in 

adjacent parking stalls. Proximity to the electrical service is an important factor 

in locating this parking area. The length of the circuit run and the quantity will 

have a significant impact on the cost. 

The cost of providing power to the EV parking location must be balanced with 

the convenience of the parking location to the facilities being visited by the EV 

owner. It may be more convenient for the EV owner for a large shopping mall to 

have two or three EV parking areas rather than one large area although the cost 

for the three will be greater than the cost for the one. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 40

Figure 4-14 Example Shopping Mall EVSE Parking 

The local area aesthetics are also important and they may require the 

installation of landscaping or walls to shield the electrical transformer, panel or 

other equipment from the public eye. 

Trouble reporting can be very important in public charging areas. Each public 

charging area should be equipped with a method whereby the public EV user 

can notify the equipment owner of trouble found with the equipment. Public 

satisfaction will suffer if stations are found to be out of service or not kept in an 

appealing condition. This may be a normal business call number or a service 

call number which monitors many public charging locations. This will require a 

communications line which could be wireless. At a minimum, a sign may be 

posted at the EVSE location directing comments to a particular office or store 

location. 

 Installation Process 

The installation process is similar to the processes shown above except that a 

lot more detailed planning is required prior to submittal of plans for obtaining 

permits. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 41

Figure 4-15 Installation Flowchart for Public Charging 

The quality of the advance planning will determine the quality of the final 

installation and ultimately, the EV owner’s acceptance and satisfaction. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 42

Figure 4-16 Indoor Public Charging Figure 4-17 Outdoor Public Charging 

G. Point of Sale (POS) Options 

Operators/owners of public charging stations may desire to charge a fee for use of the 

service. During the early adoption stage of EV ownership, most owners will absorb the 

cost of the electricity used since this actual cost is low per use. However, as the public 

acceptance and ownership of EVs and PHEVs grow, more will favor having the option 

for point of sale. In most areas, only electric utilities can actually sell the electricity so 

fee for convenience will likely be the strategy. The actual electrical costs will remain low 

and often a credit card transaction fee will well exceed the electricity cost. However, the 

availability and convenience of charging will be the service the public will desire and 

purchase. In addition, the payment for actual electrical service will require the 

installation of metering systems at each EVSE location whereas a service charge will 

not. A fee for service can assist the EVSE owner in recovering equipment, installation, 

service and maintenance costs. Several options for point of sale options exist. 

 Card Readers 

Several types of card readers exist that may be incorporated with the EVSE. 

Credit/debit card readers would be simple to use and are already widely 

accepted by the public. The credit/debit card would record a fee for each time 

the public charging is accessed and based upon the accessibility rather than 

length of time on charge. 

A smartcard is a card that is imbedded with a microprocessor or memory chip. It 

can more securely store more detailed information than a credit/debit card. The 

smartcard could be sold as a monthly subscription and imbedded with more 

information on the user. That information could be captured in each transaction 

and used for data recording as noted in Section H below. The smartcard could 

be used for a pre-set number of charge opportunities or to bill a credit card 

number for each time of use. 

In both cases, a communication system from the reader to a terminal for off-site 

approval and data recording will be required. Approval received may then close 

a contact for power to be supplied to the EVSE. The cost of this system and its 

integration into the EVSE will be a design consideration. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 43

Figure 4-18 Smart Card Reader8

 Parking Area meters 

People are very familiar with parking meters used in public parking. A simple 

coin operated meter is an option for EV parking areas and can be installed at 

the head of each EVSE parking stall. Another method in common use is for 

public pay parking lots where a central kiosk is used for credit card purchases. 

The parking stall number is identified at the kiosk and a parking receipt issued 

that can be displayed in the vehicle. There is little cost for the meter and a single 

kiosk reduces the point of service cost for the whole parking lot. This system will 

require an attendant to periodically monitor the area for violations. Penalties for 

violators will need to be determined. A coin operated meter also may invite 

vandalism. 

 RFID Subscription Service 

Like the smartcard, an RFID fob can be programmed with user information. The 

RFID reader collects the information from the fob to activate the EVSE station. A 

monthly subscription for the user keeps the fob active and the monthly fee can 

be based upon number of actual uses or a set fee. The reader is programmed 

for the accepted RFID 

Figure 4-19 RFID fob9

 

8

 ACR-38 Smart Card Reader by Advanced Card Systems 

9

 Texas Instruments RFID 
Electric Vehicle Charging Infrastructure Deployment Guidelines 44

Figure 4-20 RFID reader and communications terminal 

H. Data Collection 

More than simply recording payment for service, the use of a smartcard or RFID can 

substantially increase the amount of information available at each public charging 

station. Section 4F above provides suggestion on public locations where owners may 

be expected to park for significant periods of time. Data collection systems will track 

usage at each of the stations and provide feedback on actual owner usage. It may be 

found that usage at some venues is lighter than expected whereas others may be 

heavier. This information could be helpful in expanding public charging locations. In 

addition, the time of day usage may show peak usage at expected or perhaps 

unexpected times which may impact power utilization studies. 

I. Vandalism 

Public charging carries the possibility of vandalism and theft. Destruction of property 

through purposeful defacing of equipment is a possibility, however, such destruction 

actually proved to be very minor during EV usage in the mid 1990s. However, as public 

acceptance and the quantity of public charging sites continue to grow, steps should be 

taken to minimize this possibility. 

Most EVSE can be constructed of materials that will clean easily and removal of graffiti 

can be accomplished. Careful planning on site locations to include sufficient lighting and 

equipment protection will discourage damage and theft. Motion sensor activated lighting 

may be a benefit to users and a deterrent for abusers. EVSE with cable retractors or 

locking compartments for the EVSE cord and connector may be designed. Location of 

the EVSE in security patrolled areas or within sight of manned centers will discourage 

vandalism. 

EVSE Owners in condominiums and apartments may desire to protect the equipment 

with a lockable secure cabinet to prevent unauthorized use and for vandalism 

protection. 

Communications 

terminal 

RFID 

Reader
Electric Vehicle Charging Infrastructure Deployment Guidelines 45

J. Station Ownership 

Ownership of the individual charging station may not be entirely clear. A business 

owner may wish to host public charging but may not have the legal right to the parking 

lot or for making improvements. Charging stations constructed with public grants or 

other financing may have split ownership. One entity may own the charger and another 

may own the infrastructure. The sale of a business may include the EVSE or the sale of 

the property may include both. EVSE may be rented or leased equipment. Before 

planning any installation, it is important to identify the entities that have legal rights with 

respect to the equipment and its installation. Whose approvals are required to obtain 

the permits and whose approvals are required to remove the equipment later? 

For individual EV owners, the ownership of the EVSE should reside with the owner. The 

ownership of the installation should reside with the property owner. However, both may 

share legal responsibilities and liabilities for the equipment and both should be 

protected by insurance. 

For public charging, there may be a combination of owners. Utilities may wish to own 

and manage the public charging infrastructure in order to manage power requirements. 

In a successful EV market penetration, ownership of new public charging may shift to 

private ownership. Several businesses may join together to promote EV usage and may 

share in the EVSE ownership. However, there should be one individual business entity 

tasked with the responsibility of ownership along with proper contact information to be 

shared with the local utility. 

K. Maintenance 

The EVSE typically will not require routine maintenance. However, all usable parts can 

wear and periodic inspections should be conducted to ensure that all parts remain in 

good working order. Periodic cleaning may be required depending upon local 

conditions. Testing of communications systems and lighting should be conducted 

periodically. Repair of accidental damage or purposeful vandalism may also be 

required. Unless otherwise agreed, these responsibilities generally fall to the owner 

identified in Section J above. 

L. Electrical Supply/Metering 

There are typically two scenarios for connection to a commercial electrical supply. The 

first is utilizing the existing main service entrance section (SES) or an otherwise 

adequate supply panel at the commercial establishment, and the second is to obtain a 

new service drop from the local electric utility. 

The decision on which approach to take depends on a number of factors including the 

ability to obtain permission from the property owner and/or tenant of the commercial 

business, and the location of the existing SES or adequate electrical supply from the 

proposed electric vehicle charge station site. If permission is granted from the property 

owner and/or tenant (as required), then a fairly simple analysis can be performed to 

compare the cost of utilizing an existing supply or a new service drop to determine the 

best approach. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 46

A new utility service drop will typically require a new customer account be setup, which 

may include a credit evaluation of the entity applying for the meter, and a monthly meter 

charge in addition to the energy and demand charges. In addition, the local utility may 

require an analysis of the anticipated energy consumption in order to justify covering 

the cost of the new service drop. 

 

M. Engineering, Permitting & Construction 

The process flowcharts identified above all require the electrical permitting of the work. 

A typical permit application will include the name of the owner or agent, the physical 

address where the work will be conducted, the voltage and amperage of the system, 

the name, address and license number of the qualified contractor and whether 

additional trades will be involved. 

Service load calculations should be expected. The electrical contractor will review the 

current service loading and consider the rating of the EVSE to be installed. A new 

loading calculation then will determine whether the existing service panel is adequate or 

new service is required. Many inspectors will require the calculation to be submitted 

with the permit application. 

Installation drawing requirements may vary by jurisdiction to include simply layouts for 

residential installations to a full set of plans for public charging. In general, an electrical 

contractor can complete the requirements for residential garage circuits. 

For fleet and public charging, an engineering company is recommended to prepare the 

detailed site plans for installation. Several trades may be involved including general 

contracting, electrical, landscaping, paving, concrete, masonry, and communications 

systems. As noted above, careful planning is required to coordinate this effort and an 

engineering company can provide the detailed set of drawings that will be required. In 

addition, there may be several permitting offices involved with the approval of these 

plans. Prior to any actual on-site work, the permit must be approved and posted at the 

site. The permit will identify periodic inspections and approvals of work if necessary. 

Work shall not be concealed until the inspection is completed and work approved. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 47

5. Utility Integration 

A. Background 

Electric utilities are under significant pressure to maintain a dependable, clean and low 

cost electrical supply to their customer base. In order to achieve these goals, utilities 

are evaluating and in some cases implementing “Smart-Grid” technologies that allow 

them to control various electrical loads on their system. Through these Smart-Grid 

technologies, utilities can minimize new power plant, and electrical distribution and 

transmission investment by shifting and controlling load while minimizing the impact to 

the customer. Advanced Metering Infrastructure (AMI) or what is referred to as “SmartMeters” are being deployed by utilities that see an immediate benefit. One of the 

immediate benefits is remote meter reading, eliminating the need to manually read 

thousands or in some cases millions of meters every month for billing purposes. These 

smart meters also have the ability to control various customer loads which is an 

important piece in implementing the overall Smart-Grid system. There have been 

significant advances in computer control of lighting, thermostat, appliances and energy 

management systems that make the communications with the smart meter possible. 

Electric vehicles are one of the better loads to control for the utilities because EVs have 

an on-board storage system unlike lighting or air-conditioning load which can have an 

immediate impact on the customer when turned-off. For residential EV charging, the 

ability to move the charging times into the off-peak time of day could delay distribution 

system upgrades by several years. For example, local neighborhood transformers may 

not be sized for every customer on that transformer to be charging at the same time. 

The ability to schedule the EV charging connected to a neighborhood transformer could 

significantly extend the life of that transformer or even delay or remove the requirement 

to replace the transformer with a larger size. 

There are various mechanisms for utilities to control EV load including; 

 Time-of-Use (TOU) 

TOU is an incentive based electrical rate that allows the EV owner to save 

money by charging during a designated “off-peak” time frame established by the 

utility. Typically, these off-peak times are in the late evenings through early 

mornings and/or weekends, during a time frame where demand on the utility 

electrical grid is at its lowest point. TOU is currently being implemented by 

some utilities but there is not a common approach at this time. Discussion with 

the local utility prior to installation of the charge station is recommended. 

 Demand Response 

Demand response is a voluntary program that allows a utility to send out a 

signal to customers (typically large commercial customers) to cut back on loads 

during times the utility is experiencing a high peak on their utility grid. The 

customers are compensated when they participate in these programs to make it 

worth their while. EVs may participate in such programs in the future as 

deployment of smart meters become more prevalent. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 48

 Real-Time Pricing (RTP) 

RTP is a concept that could be implemented in the future for electric vehicles 

whereby pricing signals are sent to a customer through a number of 

communication mediums that allows the customer to charge their EV during the 

most cost effective period. For example, the EVSE (Electric Vehicle Supply 

Equipment) installed in the EV owners garage could be pre-programmed to 

make sure the car is fully charged by 6am, at the least cost possible. RTP 

signals from the utility would allow this to occur without customer intervention. 

In order to implement RTP smart meters would need to be in place at the 

charging location and the technology built-in to the EVSE. These programs are 

under development at the time of this writing. 

 Vehicle-to-Grid (V2G) 

V2G is a concept that allows the energy storage in electric vehicles to be used 

to support the electrical grid during peak electrical loads, in times of emergency 

such as grid voltage support, or based on pricing economics. V2G could also 

support vehicle-to-home whereby the energy stored in the vehicle battery could 

supplement the home electrical requirements. V2G requires that the on-board 

vehicle charger be bi-directional (energy can flow both directions) and that the 

EVSE at the premise also be bi-directional and accommodating of all the utility 

requirements related to flowing energy back into the electrical grid. Although 

there are various development efforts in V2G, this concept for on-road EVs is 

likely several years away from implementation in any commercial sense. 

B. Interconnection Requirements 

For vehicle-to-grid (V2G) it will be necessary to contact the local utility to determine if 

there are any interconnection requirements. These requirements are in place to protect 

personnel and property while feeding electricity back into the utility grid. Similar 

requirements are already in place for solar photovoltaic and wind systems that are gridtied to the utility therefore these requirements are typically readily available. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 49

6. Planning Considerations 

The state of EVs and their relation to the utility Smart Grid today have been compared with the 

first Radio Shack TRS-80 PC, and an internet that was just forming, essentially only used by 

universities to share data. Therefore, attempting to plan for every potential scenario out 20 

years from now is a challenging if not an impossible task. Based on the information we have 

today we can providing the following planning considerations, realizing of course that 

technology has a way of coming up with new ideas never imagined. 

A. Residential Charging 

For a pure Battery Electric Vehicle, the preferred method of residential charging will be 

Level 2 (240VAC/Single phase) in order to provide the EV owner a reasonable charge 

time and to also allow the local utility the ability to shift load as necessary while not 

impacting the customer’s desire to obtain a full charge by morning. For Plug-in Hybrid 

Electric Vehicles, a dedicated Level 1 circuit may adequately meet the PHEV owner’s 

needs. Cost considerations relative to charger performance need to be well understood 

by the plug-in vehicle owner in order to make the right decision for their particular 

situation. 

Level 1 

Power Requirement: Dedicated branch circuit with NEMA 5-15R or 5-20R Receptacle. 

Level 2 

Power Requirement: Dedicated branch circuit hardwired to a permanently mounted 

EVSE with the following specifications: 

240VAC/Single Phase, 4-wire (2 Hot, GND, Neutral), 40Amp Breaker 

Level 2 Notes: 

1. The breaker size recommended will meet the requirements of most all BEVs 

and PHEVs. Some PHEVs with small battery packs (See Table 3.1) may only 

require a 20 or 30Amp breaker for their recommended EVSE in which case the 

breaker can be easily changed. 

2. The Neutral may not be required by some EVSE but since it is inexpensive to 

include and may be required at some point in the future if a different vehicle is 

purchased it is recommended. 

3. For new construction, bring the circuit to a dual gang box with a cover plate for 

future installation of EVSE. 

Communication Requirement: For new construction that is incorporating an advanced 

internet network within the home, an internet connection at the EVSE location would be 

advisable. For existing homes, the value of providing an internet connection at the 

EVSE location is unknown at this time and is left up to the individual homeowner. It is 

likely that wireless methods will be available where a hard connection is not available. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 50

B. Commercial Fleet Charge Stations 

Power Requirement: Dedicated branch circuits hardwired to permanently mounted 

EVSE with the following specifications: 

208VAC or 240VAC / Single Phase, 4-wire (2 Hot, GND, Neutral), 40Amp Breaker 

Commercial fleet charge stations will likely include multiple charge locations and 

therefore with new construction the additional will need to be planned for when sizing 

the main SES. Since it is likely that most of the charging will occur during working 

hours, for existing buildings, the additional load may require an upgrade or new SES 

and/or utility supply. 

Communication Requirement: Because of a potentially large electrical load, it is 

recommended that a network connection is provided in close proximity to the charge 

stations. This connection may be required for interface with the building energy 

management system or to implement local utility load control strategies. 

C. Commercial Public Charge Stations 

Commercial public charge stations will vary greatly in design and requirements. It is 

likely there will be a combination of Level 2 and Level 3 Fast Charge stations 

throughout British Columbia. Public stations also include a number of other 

requirements not found in residential and fleet applications such as signage and Pointof-Sale systems, as described in section 4. 

Power Requirements: 

Level 2: Dedicated branch circuits hardwired to permanently mounted EVSE with the 

following specifications: 

208VAC or 240VAC / Single Phase, 4-wire (2 Hot, GND, Neutral), 40Amp Breaker 

Level 3: Dedicated branch circuit hardwired to permanently mounted Charger supplied 

with the circuit as specified in the installation manual. For chargers rated up to 30kW 

they may require either 208AVC/3-Phase or 480VAC/3-Phase. For fast chargers 

greater than 30kW, they will likely require 480VAC/3Phase. 

Example Sizes: 

1. For 30kW Output Power, typical input power requirements are 

208VAC/3-Phase, 4-wire (3-Hot, GND), 125 Amp Breaker, -or480VAC/3-Phase, 4-wire (3-Hot, GND), 60 Amp Breaker 

2. For 60kW Output Power, typical input power requirement is 

480VAC/3-Phase, 4-wire (3-Hot, GND), 125 Amp Breaker 

Communication Requirements: 
Electric Vehicle Charging Infrastructure Deployment Guidelines 51

Communication will likely be desired for any public charge stations, but it is not 

necessarily required. Wireless methods will most likely be utilized, but if a hard-wire 

internet connection is available it is generally desired over wireless. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 52

7. Cost Estimating 

This section provides a cost estimate worksheet and sample costs for residential, commercial 

fleet and public scenarios. The material and labor costs provided here are for general 

information purposes only and should not be used for actual planning purposes. 

A. Residential Cost Worksheet

Referring to Figure 4-5 for a Residential EVSE installation, Table 7-1provides a generic 

Cost Table Worksheet that can be used as a guideline residential installations. As noted 

in Section 4, some homes may require a service panel upgrade but the following tables 

assume they do not. 

Table 7-1 Cost Worksheet for Residential EVSE Level 2 Installation 

Residential Level 2 

Description Quantity Cost, Ea Total 

 

Labor (hrs) 

Initial Site Visit 2 $ 75.00 $ 150.00 

Permit Application / Acquisition 2 $ 75.00 $ 150.00 

Installation 8 $ 75.00 $ 600.00 

Approval 2 $ 75.00 $ 150.00 

Labor Sub-Total $ 1,050.00 

 

Materials 

EVSE - 40Amp 1 $ 780.00 $ 780.00 

40amp Breaker 1 $ 35.00 $ 35.00 

#12 THHN Wire 140 $ 0.30 $ 42.00 

Conduit - 3/4 EMT 35 $ 3.00 $ 105.00 

40Amp Fused Disconnect 1 $ 115.00 $ 115.00 

Miscellaneous 1 $ 60.00 $ 60.00 

Material Sub-Total $ 1,137.00 

 

Permit 1 $ 85.00 $ 85.00 

 

 Total $ 2,272.00 

B. Commercial Fleet Cost Worksheet (10 Stations) 

Referring to Figure 4-10 for Commercial Fleet Charging Station, Table 7-2 provides a 

generic Cost Worksheet for a Commercial Fleet Charging Station with 10 charging 

locations. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 53

Table 7-2 Cost Worksheet for Commercial Fleet Level 2 Installation (10 Stations) 

Commercial Fleet - 10 Stations 

Description Quantity Cost, Ea Total 

 

Labor (hrs) 

Initial Site Visit 2 $ 75.00 $ 150.00 

Engineering 16 $ 90.00 $ 1,440.00 

Permit Application / Acquisition 2 $ 75.00 $ 150.00 

Installation 24 $ 75.00 $ 1,800.00 

Approval 2 $ 75.00 $ 150.00 

Labor Sub-Total $ 3,690.00 

 

Materials 

Distribution Panel (400amp) 1 $ 650.00 $ 650.00 

EVSE - 40Amp 10 $ 780.00 $ 7,800.00 

EVSE Pedestal 10 $ 450.00 $ 4,500.00 

40amp Breaker 10 $ 35.00 $ 350.00 

#12 THHN Wire 1000 $ 0.30 $ 300.00 

Conduit - 3/4 EMT 250 $ 3.00 $ 750.00 

40Amp Fused Disconnect 10 $ 115.00 $ 1,150.00 

Signage 10 $ 250.00 $ 2,500.00 

Miscellaneous 10 $ 60.00 $ 600.00 

Material Sub-Total $ 18,600.00 

Trenching & Repair 200 $ 45.00 $ 9,000.00 

Permit 1 $ 85.00 $ 85.00 

 

 Total $ 31,375.00 

C. Commercial Public Cost Worksheet 

Referring to Figure 4-17 for a Level 2 Public Charging Station Table 7-3 provides a 

generic Cost Table for a Public Level 2 Charging Station for two charging locations 

located side-by-side. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 54

Table 7-3 Cost Worksheet for Level 2 Public Installation (Two Charging Spots) 

Public Charge Station - Level 2 (Qty 2) 

Description Quantity Cost, Ea Total 

 

Labor (hrs) 

Consultation with Property 

Owner/Tenant 4 $ 75.00 $ 300.00 

Initial Site Visit 2 $ 75.00 $ 150.00 

Engineering Drawings 16 $ 90.00 $ 1,440.00 

Permit Application / Acquisition 2 $ 75.00 $ 150.00 

Installation 24 $ 75.00 $ 1,800.00 

Approval 2 $ 75.00 $ 150.00 

Labor Sub-Total $ 3,990.00 

 

Materials 

Distribution Sub-Panel (100Amp) 1 $ 250.00 $ 250.00 

EVSE - 40Amp 2 $ 780.00 $ 1,560.00 

EVSE Pedestal 2 $ 450.00 $ 900.00 

40amp Breaker 2 $ 35.00 $ 70.00 

#12 THHN Wire 400 $ 0.30 $ 120.00 

Conduit - 3/4 EMT 100 $ 3.00 $ 300.00 

40Amp Fused Disconnect 2 $ 115.00 $ 230.00 

Ground Signage & Striping (painted) 2 $ 125.00 $ 250.00 

Signage (Post Mount) 2 $ 250.00 $ 500.00 

Miscellaneous 2 $ 60.00 $ 120.00 

Material Sub-Total $ 4,300.00 

Trenching & Repair 100 $ 45.00 $ 4,500.00 

Permit 1 $ 85.00 $ 85.00 

 

 Total $ 12,875.00 

D. Cost Worksheet for Public Level 3 Charging Station (Single Charge Location) 

 Referring to Figure 7-1 below showing a conceptual Level 3 Public Charge Station 

 Table 7-4 provides a generic Cost Worksheet for Public Level 3 Charging Station. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 55

Figure 7-1 Conceptual Public Fast Charge Station (2 Charge Locations) 

 

 Table 7-4 Cost Worksheet for Public Level 3 Installation (2 Stations) 

 

Public Charge Station - Level 3 

(Qty 2-30kW) 

Description Quantity Cost, Ea Total 

 

Labor (hrs) 

Consultation with Property Owner/Tenant 16 $ 75.00 $ 1,200.00 

Initial Site Visit 4 $ 75.00 $ 300.00 

Engineering Drawings 24 $ 90.00 $ 2,160.00 

Permit Application / Acquisition 4 $ 75.00 $ 300.00 

Installation 24 $ 75.00 $ 1,800.00 

Approval 4 $ 75.00 $ 300.00 

Labor Sub-Total $ 4,860.00 

 

Materials 

Distribution Sub-Panel (480VAC/3Phase) 1 $ 650.00 $ 650.00 

Fast Charger (30kW) 2 $ 25,000.00 $ 50,000.00 

Point of Sale System 1 $ 2,500.00 $ 2,500.00 

60amp 480VAC/3Pole Breaker 2 $ 45.00 $ 90.00 

#6 THHN Wire 160 $ 0.30 $ 48.00 

Conduit 1" 50 $ 3.50 $ 175.00 

60Amp Fused Disconnect 2 $ 150.00 $ 300.00 

Ground Signage & Striping (painted) 2 $ 125.00 $ 250.00 

Signage (Post Mount) 1 $ 2,500.00 $ 2,500.00 

Miscellaneous 1 $ 350.00 $ 350.00 

Material Sub-Total $ 56,213.00 

Trenching & Repair 30 $ 50.00 $ 1,500.00 

Concrete Work 1 $ 1,500.00 $ 1,500.00 

Permit 1 $ 85.00 $ 85.00 

 

 Total $ 64,158.00 
Electric Vehicle Charging Infrastructure Deployment Guidelines 56

Appendix A 

Related Topics in the US National Electric Code 

In addition to the requirements contained in the Canadian Electrical Code, the NEC 

provides for the following considerations: 

 Section 625.9: The electric vehicle coupler shall comply with 

 A) Polarization. The electric vehicle coupler shall be polarized unless 

part of a system identified and listed as suitable for the purpose. 

 (B) Non-interchangeability. The electric vehicle coupler shall have a 

configuration that is non-interchangeable with wiring devices in other 

electrical systems. 

 I Construction and Installation. The electric vehicle coupler shall be 

constructed and installed so as to guard against inadvertent contact by 

persons with parts made live from the electric vehicle supply equipment 

or the electric vehicle battery. 

 (D) Unintentional Disconnection. The electric vehicle coupler shall be 

provided with a positive means to prevent unintentional disconnection. 

 (E) Grounding Pole. The electric vehicle coupler shall be provided with a 

grounding pole, unless part of a system identified and listed as suitable 

for the purpose in accordance with Article 250. 

 (F) Grounding Pole Requirements. If a grounding pole is provided, the 

electric vehicle coupler shall be so designed that the grounding pole 

connection is the first to make and the last to break contact. 

 Section 625.13 Electric Vehicle Supply Equipment. 

 Electric vehicle supply equipment rated at 125 volts, single phase, 15 or 

20 amperes or part of a system identified and listed as suitable for the 

purpose and meeting the requirements of 625.18, 625.19, and 625.29 

shall be permitted to be cord-and-plug-connected. All other electric 

vehicle supply equipment shall be permanently connected and fastened 

in place. 

 Section 625.14 Rating: 

 Level 1. 125vac. This method, which allows broad access to charge an 

EV, permits plugging into a common, grounded 125-volt electrical 

receptacle (NEMA 5-15R or 5-20R) when cord-and-plug is approved. 

 Level 2. 240 VAC, 40 amp. electric vehicle supply equipment shall be 

permanently connected and fastened in place. 

 Section 625.15 Marking 

 All EVSE shall be marked “FOR USE WITH ELECTRIC VEHICLES” and 

“VENTILATION NOT REQUIRED” or “VENTILATION REQUIRED” 

 Section 625.16 Means of Coupling. 

 The means of coupling to the electric vehicle shall be either conductive 

or inductive. Attachment plugs, electric vehicle connectors, and electric 

vehicle inlets shall be listed or labeled for the purpose 

 Section 625.17 Cable. 

 The electric vehicle supply equipment cable shall be Type EV, EVJ, 

EVE, EVJE, EVT, or EVJT flexible cable as specified in Article 400 and 

Table 400.4. 
Electric Vehicle Charging Infrastructure Deployment Guidelines 57

 The overall length of the cable shall not exceed 7.5 m (25 ft) unless 

equipped with a cable management system that is listed as suitable for 

the purpose. 

 Section 625.18 Interlock. 

 Electric vehicle supply equipment shall be provided with an interlock that 

de-energizes the electric vehicle connector and its cable whenever the 

electrical connector is uncoupled from the electric vehicle. An interlock 

shall not be required for portable cord-and-plug-connected electric 

vehicle supply equipment intended for connection to receptacle outlets 

rated at 125 volts, single phase, 15 and 20 amperes 

 Section 625.19 Automatic De-Energization of Cable. 

 The electric vehicle supply equipment or the cable-connector 

combination of the equipment shall be provided with an automatic means 

to de-energize the cable conductors and electric vehicle connector upon 

exposure to strain 

 Section 625.22 Personnel Protection System. 

 The electric vehicle supply equipment shall have a listed system of 

protection against electric shock of personnel...Where cord-and-plugconnected electric vehicle supply equipment is used, the interrupting 

device of a listed personnel protection system shall be provided and 

shall be an integral part of the attachment plug or shall be located in the 

power supply cable not more than 300 mm (12 in.) from the attachment 

plug 

 Section 625.25 Loss of Primary Source. 

 Means shall be provided such that, upon loss of voltage from the utility or 

other electrical system(s), energy cannot be back fed through the electric 

vehicle and the supply equipment to the premises wiring system unless 

permitted by 625.26. 

 Section 625.26 Interactive Systems. 

 Electric vehicle supply equipment and other parts of a system, either onboard or off-board the vehicle, that are identified for and intended to be 

interconnected to a vehicle and also serve as an optional standby 

system or an electric power production source or provide for bidirectional power feed shall be listed as suitable for that purpose. 

 Section 625.29 Indoor Sites 

 (B) Height. Unless specifically listed for the purpose and location, the 

coupling means of the electric vehicle supply equipment shall be stored 

or located at a height of not less than 450 mm (18 in.) and not more than 

1.2 m (4 ft) above the floor level. 

 Section 625.30 Outdoor Sites. 

 (B) Height. Unless specifically listed for the purpose and location, the 

coupling means of electric vehicle supply equipment shall be stored or 

located at a height of not less than 600 mm (24 in.) and not more than 

1.2 m (4 ft) above the parking surface.