Electric Vehicle Charging Station Guidebook
Electric Vehicle Charging Station Guidebook
Electric Vehicle Charging Station Guidebook
Station Guidebook
Planning for Installation and Operation
June 2014
The preparation of this document has been financed by the U.S. Department of Transportation and matching funds
provided by Chittenden County’s 19 municipalities and the Vermont Agency of Transportation. The views and opinions
expressed do not necessarily state or reflect those of the U.S. Department of Transportation.
Figure ES.1: Chittenden County Existing and Known Planned EV Charging Locations ................................. 5
Figure 1.1 Types of Plug-in EVs ..................................................................................................................... 7
Figure 1.2: Electric Vehicle AC Charging Equipment Diagram ...................................................................... 8
Figure 1.3: Charging Range Added per Hour of Charging ............................................................................. 9
Figure 1.4: Level 1 and Level 2 EVSE Equipment and J1772 Connector ..................................................... 10
Figure 1.5: DC Fast Charging EVSE and SAE / CHAdeMO Connectors......................................................... 11
Figure 3.1: Pluggable Level 2 EV Charging Equipment (NEMA 6-50 outlet) ............................................... 16
Figure 3.2: Photos of Typical EVSE Stations ................................................................................................ 19
Figure 3.3: Wall Mounted EVSE Example Site Plan Diagram ...................................................................... 20
Figure 3.4: Perpendicular Parking Lot Site Plan Example ........................................................................... 21
Figure 3.5: Parking Garage Example ........................................................................................................... 21
Figure 3.6: Solar Photovoltaic EV Charging Canopy .................................................................................... 23
Figure 3.7: Retractable Cable for EVSE ....................................................................................................... 23
Figure 3.8: MUTCD Approved EVSE Symbol ............................................................................................... 24
Figure 3.9 Recommended Signage for EV Charging Spaces ........................................................................ 24
Figure 3.10: Wall Mount EVSE with Signage ............................................................................................... 25
The technology, data and costs documented in this guide reflect the most current information available
at the time of publication. However, potential owners and installers of charging equipment should
expect the information and recommendations in this guide will change as the EV industry matures.
Priority locations for publicly available EV charging equipment (often referred to as electric vehicle
supply equipment, or EVSE) include areas with concentrations of retail, recreation, and public services.
These destinations commonly have parking durations long enough to create opportunities for charging.
CCRPC’s EV Charging Equipment Location Prioritization Technical Report has additional information on
criteria for siting EV charging 2.
Businesses should consider providing charging suitable for both employees and customers. Current
research indicates the presence of charging stations at a commercial business will bring in new
customers and drive repeat traffic. Providing charging opportunities for employees provides a valuable
amenity and demonstrates environmental leadership. In some cases, municipalities or state permitting
may require the addition of EV charging to development proposals under their jurisdiction.
Figure ES.0.1 below shows the current locations of the 14 existing and planned public electric vehicle
charging locations in Chittenden County, most of which are clustered in the greater Burlington area. A
map of all EV charging stations in Vermont is available on the Drive Electric Vermont Website 3. Many of
1
http://ecosproject.com/
2
http://driveelectricvt.com/benefits-for-vermont/reports-resources
3
http://driveelectricvt.com/charging-stations/public-charging-map
Figure ES.1: Chittenden County Existing and Known Planned EV Charging Locations
Specialized charging equipment is available with higher power flows to reduce the amount of time it
takes to charge EVs. This equipment ranges in cost from $500 to $20,000 or more depending on the
This installation guidebook contains best practices for locating new charging stations on properties,
equipment specifications for various applications, and navigating state and community permitting
processes. The use of licensed electricians to install charging equipment is required for public facilities
and is recommended for homeowners as well.
by energy stored in the vehicle’s battery system. There is no backup power generation in the
vehicle, so when the battery runs out of charge it requires recharging before operating again.
The Mitsubishi i-MiEV, Nissan Leaf, Tesla Model S and Ford Focus Electric are examples of AEVs
currently registered in Vermont.
2. Plug-in Hybrid Electric Vehicles (PHEVs) are capable of operating solely on electric energy for a
certain distance after which an auxiliary internal combustion engine is engaged to offer
additional range. PHEV’s are often categorized according to their range in electric mode. The
battery of a PHEV-10, such as the Toyota Prius Plug-in, has approximately a ten mile electric
range while a PHEV-40, like the Chevrolet Volt, has approximately a forty mile electric range.
The Chevrolet Volt, Ford C-Max and Fusion Energis and Toyota Prius Plug-in are examples of
PHEVs currently registered in Vermont.
In Vermont, the average distance a vehicle travels in a day is around 33 miles 4, making EVs capable of
meeting the mobility needs of the majority of Vermonters on most days. Despite their ability to
4
National Household Travel Survey, 2009. www.nhts.ornl.gov.
Recharging EVs is accomplished through connections to electric vehicle charging equipment, also
referred to as Electric Vehicle Supply Equipment (EVSE). This is a protective system which
communicates with the vehicle and monitors electrical activity to ensure safe charging. While the actual
“charger” is contained in the vehicle, the appliance commonly referred to as a charging station or EVSE
is the conduit, control, and monitoring device which connect the vehicle to the electric grid. Figure 1.2 is
a diagram of the overall charging energy flow from the power grid, through the EVSE (shaded in orange)
and into the vehicle through the industry standard J1772 port connector. With alternating current (AC)
EVSE, charger electronics within the vehicle invert the AC power supplied by the EVSE into direct current
(DC) for storage in the battery. Fast charging DC EVSE delivers high voltage (typically over 400 V) direct
current straight to an electric vehicle’s battery system.
With the EVSE safety features built-in to all new vehicles and charging equipment, EVs can be operated
and recharged in all types of indoor/outdoor conditions, such as rain, snow, low temperatures and other
harsh environments drivers may encounter in Vermont.
70
60
50
40
30
20
10
0
Level 1 Level 2 DC Fast Charging
(120V) (208/240V) (208-480V)
EVs come equipped from the manufacturers with portable Level 1 chargers, such as the one shown in
Figure 1.4. AEVs with 60-80 miles of range will require 10-14 hours for a full charge using Level 1 EVSE.
At Vermont’s average residential electric rate of $0.16/kWh 5, one hour of Level 1 charging costs about
$0.25.
Advantages
o Low installation cost
o Low impact on electric utility peak demand charges which are often applied to
commercial accounts
Disadvantages
o Charging is slow - around 3 or 5 miles of range added per hour of charging
5
http://www.eia.gov/electricity/state/vermont/
AEVs with 60-80 miles of range will usually require 3-7 hours for a full charge using Level 2 equipment,
depending on the capacity of the EVSE and the vehicle charging system. EVs with smaller batteries, such
as a PHEV with 10 miles of range (e.g. Toyota Prius Plug-in) may require less than an hour to reach a full
charge. Figure 1.4 includes one model of a Level 2 charger and a J1772 connector. At Vermont’s average
residential electric rate of $0.16/kWh, one hour of Level 2 charging costs $0.50-$1.00.
Advantages
o Charge time is significantly faster than Level 1. EVs will get between 10 and 20 miles of
range per hour of charge
o More energy efficient than Level 1 for short duration charge events less than one hour
o Variety of manufacturers provides differentiated products for distinct markets and
requirements
Disadvantages
o Installation costs are higher than Level 1 and are highly variable depending on
equipment and installation issues
o Potentially higher impact on electric utility peak demand charges
Figure 1.4: Level 1 and Level 2 EVSE Equipment and J1772 Connector
6
Tesla vehicles can be configured with charging capacity up to 20 kW
DC fast charging does not same J1772 plug connectors as Level 2. There are three distinct
connectors for fast charging equipment by various manufacturers:
1. CHAdeMO used by Nissan, Mitsubishi and Kia;
2. SAE Combo used by American and European makes, such as Chevrolet, BMW and Mercedes-
Benz; and
3. Tesla’s Supercharger used exclusively on Tesla Model S and later vehicles. Tesla has also
announced an adapter allowing their owners to use CHAdeMO equipment.
Figure 1.5 shows examples of the equipment and Figure 1.5: DC Fast Charging EVSE and SAE /
connectors. These various standards may coexist for CHAdeMO Connectors
many years, since Nissan and Mitsubishi plan to continue
using the CHAdeMO while several American and
European manufacturers are beginning to use the SAE
standard. Many EVSE manufacturers are developing
equipment with both connector types in response to this
situation.
Advantages
o Charge time is reduced drastically – typically
30 minutes for an 80% charge
Table 2.1 below evaluates desirable location characteristics for public installations of level 1, level 2 and
DC fast charging.
• Constructability – As stated above, placing equipment near power sources will reduce the extent
of trenching needed for conduit runs. Many installations will still require some amount of
trenching and in these situations it is best to go through softer features, such as grass medians,
rather than sidewalks, asphalt or areas with extensive landscape features.
• Mounting – Wall mount units generally have lower capital and installation costs, so this option is
often preferred if the site has a suitable wall area. Dual mount options for charging equipment
may also help reduce overall installation costs as the incremental cost of adding another port is
frequently much lower than installation an additional single port unit.
Many homes have ready access to power connections which reduces EVSE installation expenses. There
are generally no concerns about availability or blocking other EV owners from charging, although
multifamily residents living in condominiums or apartments may encounter unique issues in getting
charging equipment installed, particularly if they do not have access to dedicated parking in proximity to
power connections.
Existing 120V outlets can be used for Level 1 charging with the equipment supplied by the vehicle
manufacturers which generally recommend the use of a dedicated 15 amp circuit with GFCI protection.
A summary of the rationale and process for residential charging stations is included in Table 2.2 below.
• Parking capacity – Vehicles need to dwell for up to several hours while charging. Placing
charging equipment in areas with excess parking capacity and restricting EV charging spaces will
reduce potential conflicts with internal combustion engine vehicles.
Commercial Locations
Why do it? • Provide an amenity for your employees
• Provide a valuable service for customers and visitors with EVs
• Demonstrate leadership on energy efficiency and greenhouse gas
reductions
• Allow corporate fleet vehicles to charge at your facility
How does it • A mix of Level 1 and Level 2 units is often recommended to provide
work? adequate equipment to meet different users at the lowest overall cost
• May consider DC fast charging in high traffic locations
• Determine whether access will include employees, visitors/customers
and/or the general public
• Equipment owner can charge fee for use to recover costs, absorb costs
or property owner can include power expense in tenant fees
• Free charging will reduce capital and operating expenses through lower
cost equipment and no networking service costs, but may require review
of employee taxable benefit determination.
• If you do not own the parking property, then discuss with property
owner to determine next steps
Installation Plan • Survey employees on interest in EV charging. Use results to help
determine number of charging stations needed
• Select location(s), ideally close to power source
• Select equipment or work with contractor to choose
• Receive approval from property owner
• Check municipal permit requirements [see Appendix]
• Hire electrical contractor to complete installation
There are currently over 50 vendors of EV charging equipment selling hundreds of models of
equipment 7. ChargePoint equipment is used in many of the current public EVSE installations in Vermont,
but many other vendors offer high quality options, including Aerovironment, Clipper Creek, Eaton, EVSE
LLC, General Electric, Leviton, SemaConnect, Siemens and others.
In some cases installation can be greatly simplified if there are existing 240 volt outlets like those used
for electric clothes dryers and welding equipment. Several vendors have Level 2 EVSE units which can
plug directly into these receptacles as shown in Figure 3.1 below.
Workplace and public charging equipment may benefit from the use of networking connection from the
charging equipment to services which monitor usage and allow owners to collect fees for use of the
equipment. The networking capability generally increases the up-front cost for the equipment and
frequently requires monthly or annual fees to maintain the network services portal. Networking service
capabilities, maximum power handling and cable management are the primary differentiators of the
various vendor offerings.
Simple purchases of a small number of EVSE units are readily accomplished through a variety of internet
shopping sites and through local retailers, such as Lowes as well as electrical distributors. Large scale
implementation of EV charging equipment may achieve significant cost savings through a competitive
bid process based on the above specifications and any additional requirements from the owner(s) of the
equipment.
Equipment reliability is an important consideration, but unfortunately the relatively young market for EV
charging equipment means there is not much experience with many vendors. The ChargePoint, GE and
Eaton units in operation around Vermont have been relatively problem-free, but potential purchasers
are encouraged to require a one year minimum warranty for new equipment. Some vendors offer longer
standard warranties, such as Clipper Creek’s three year warranty, or else extended warranties may be
available at additional cost.
Table 3.1 below includes a listing of most of the major manufacturers of EV charging equipment, with
capabilities for communications and mounting options shown.
There are many possible arrangements and designs for EVSE installations,
depending on the parking area layout, availability of power, and other site
considerations. General EVSE site plan considerations include:
Making installations accessible for disabled users is covered more detail in Section 3.4.4. There are also
options for addressing snow removal reviewed in Section 3.4.5. Figure 3.2 shows several examples of
the range of EVSE installations.
Drive Electric Vermont has a condensed installation guidebook and additional information on EV
charging technology which is an excellent place to start learning about EV charging and other related
issues: http://driveelectricvt.com/charging-stations/installation-guide
Advanced Energy’s Installation Guidebook has more detailed information on siting considerations,
including recommendations to ensure charging is accessible for disabled EV owners:
http://www.advancedenergy.org/portal/ncpev/resources/ESVEHandbook.pdf
These Northeastern States Transportation and Climate Initiative guidelines may also be useful:
http://www.transportationandclimate.org/sites/default/files/EV_Siting_and_Design_Guidelines.pdf
Figure 3.4 below shows an example layout of EV charging centrally located between parking aisles with
the same typical parking stall dimensions of 9 feet wide by 18 feet long. This configuration can serve
The most common approach for construction of new EV charging locations is to adapt an existing
parking space for use by EV owners. In some very limited cases this may allow EVSE hosts to avoid
making the equipment accessible if it would technically infeasible or reconfiguring parking widths would
reduce the number of parking spaces at the facility below requirements codified in local bylaws. If there
are issues with providing a fully-accessible location, then components of ADA requirements should be
met to the extent possible.
At this time, it should not be necessary to restrict use of accessible EV charging to disabled users only,
but the general recommendation is to make the first charging space accessible. Several resources are
available with additional resources on accessible charging station designs, including the following:
• http://www.sustainabletransportationstrategies.com/wp-content/uploads/2012/09/Site-
Design-for-EV-Charging-Stations-1.01.pdf
• http://www.sustainabletransportationstrategies.com/wp-content/uploads/2012/01/EV-
Charging-ADA-Version-1.0.pdf
• http://www.theevproject.com/downloads/documents/EV%20Project%20-
%20Accessibility%20at%20Public%20EV%20Charging%20Locations%20(97).pdf
Several options below are presented for consideration to ease the snow removal, while maintaining
accessible EVSE operations. While each of the following possibilities could significantly increase
installation costs, this could be offset by operational cost savings in reduced maintenance needs.
9
http://www.access-board.gov/guidelines-and-standards/buildings-and-sites/about-the-ada-standards
Retractable cable. Another option is a retractable cable that provides access to the EVSE cable with
minimal snow removal. Many EVSE designs require users to manually wind and replace the cable after
use. This may become difficult in cold weather when the cable becomes stiff, and may result in the cable
being placed on the ground in or around the operating area. This exposes the cable to potential damage
from vehicles and snow plows, and makes use difficult, particularly for disabled users. Figure 3.7 shows
retractable cable units from EVSE LLC that are mounted on concrete pedestals and require no additional
protection from snow and ice. Retractable cables are also more easily accessible for wheelchair users.
With so few EVSE statewide, signage is an important component of EV infrastructure, and guidance is
needed to direct patrons to EVSE locations. Policies and guidance for signage should strike a balance
between the needs of those who may rely on the signs, and the potential difficult of finding appropriate
places to install signs and funds to maintain them.
Traffic Sign Store (make sure to get the “alt” version of the sign with the plug
showing)
http://store.trafficsignstore.com/merchant2/merchant.mvc?Screen=PROD&Store_Code=trafficsignstore&Product_Co
de=D9-11b-18EG&Category_Code=
Table 4.1 provides estimates of per unit costs for charging equipment. The different components of
commercial EVSE costs include the equipment price from the vendor and installation which can include
the following items:
• Power connection to the electric grid, including any electric circuit components and conduit runs
necessary to reach the equipment;
• Mounting (wall mount generally less expensive than post mounted which require concrete
pedestal);
• Protective devices, such as bollards or wheel stops
• Wayfinding signage, parking lot lines and stripes
• Lighting
Installation cost estimates were obtained directly from experienced installers, such as Green Power
Technologies and Peck Electric.
The most common maintenance issue for EVSEs nationwide is damage to the cords and/or J1772
connectors. Most manufacturers have modular equipment designs which allow for swapping out
damaged parts, although UL requirements sometimes dictate replacing entire sealed modules rather
than individual components to maintain certification after repairs, particularly for EVSE in outdoor
environments.
Subscription and/or fee for use EVSE owner charges for use of individual stations or access to
a network of stations for a specified period of time. This
could be a one-time use or a monthly subscription.
Advertising based revenue generation EVSE is designed to allow its owner to lease space for
advertising messaging. May require additional review by
local jurisdictions.
EVSE Paired with Renewable Energy Solar Photovoltaic installations can offset energy costs of EV
Generation charging through utility net metering arrangements.
One means to ensure that installation of public EVSE does not result in costly impacts to the power grid
is to pair EVSE with solar photovoltaic panels (PV). PV generates electricity during the day while the sun
is shining which tends to be the same period of time that energy demand on the power grid reaches its
peak and the cost of energy is at its highest. This feature of PV makes it a particularly valuable resource
Vermont law allows owners of grid connected photovoltaic systems to generate credit from the
production of electricity that can be applied to a utility account. Because of the unique value of PV in
mitigating peak demand energy costs, utilities are required by Vermont state law to offer customers a
credit for power generated by grid-connected systems covering at the customers current rate plus an
additional “solar adder” credit calculated as $0.20 minus the utility’s highest residential rate. 17
Currently law stipulates that this premium applies for the first 10 years of operation after which point
credit will be valued at the utility’s highest residential rate.
The premium paid for PV generated energy accelerates the return on investment and implies the
possibility that the value of PV could grow in the future if costs of peak energy demand increase. As
widespread daytime use of EVSE may be a cause for increases in peak demand costs, pairing EVSE
installations with PV is an ideal means of hedging against any rise in energy costs that may occur in the
future.
To further enhance incentives for investing in PV, under current state and federal tax incentives, private
companies with sufficient tax appetite can achieve upwards of a 10% return on investment over the
course of a PV system’s life in the form of deductions from their utility bills. For non-profits and public
sector entities that are not able to capitalize on tax benefits, a number of companies in Vermont offer
power purchase agreements that enable hosts of solar arrays to receive compensation for use of roof
space or open land by private investors in solar. In such arrangements, the host receives compensation
for use of their space—either in the form of offsets to their energy costs, a lease payment or both—and
the peace of mind that a substantial portion of the energy they use is offset by clean renewable energy
with no upfront costs.
Act 250 permits are usually only be required for large developments. If a property has an existing Act
250 permit, any construction or change triggers the need for an amendment. This process is
streamlined for minor amendments - EVSE could be considered minor depending on the level of
construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
State permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
18
http://driveelectricvt.com/contact-us
Town of Bolton
http://www.boltonvt.com/
Contact person
• Zoning Administrator:
o Miron Malboeuf - office hours W. 5:00 - 7:00 and Sa. 9:30 - 12:30
o [email protected]
o 802.434.3064 x.225
Resources
• Zoning administrator is available to respond to any questions
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Fee for Use: This would certainly change things and require a permit and review. It would likely be
allowed, but would need to be considered as a Conditional Use in all likelihood.
City of Burlington
http://www.burlingtonvt.gov/
Contact person
• Electrical Inspector:
o Shelley Warren
o [email protected]
o 802.865.7561
• Zoning Administrator:
o Ken Lerner
o [email protected]
o 802.865.7091
Resources
• Forms and checklists: http://www.burlingtonvt.gov/PZ/Zoning/Forms-and-Checklists/
• Fee Schedule: http://www.burlingtonvt.gov/Map.aspx?id=2297
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Charlotte
http://www.charlottevt.org/
Contact person
• Planning and Zoning Office:
o Dean Bloch, Town Planner; or
o Thomas Mansfield, Zoning Administrator
o 802.425.3533 (Planning and Zoning Office phone)
Resources
• Zoning administrator is available to respond to any questions
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Fee for use: Imposing a fee for charging could potential be considered commercial activity that would
require review and approval. But because there are no examples of this, there is currently no protocol in
place addressing this situation.
Town of Colchester
http://town.colchester.vt.us/
Contact person
• Zoning Administrator:
o Lisa Riddle
o 802.264.5604
Resources
• Planning & Zoning page: http://colchestervt.gov/PlanningZ/planningZHome.shtml
• Details on residential building permits: http://colchestervt.gov/PlanningZ/faqs/residential.pdf
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Essex
http://www.essex.org/
Contact person
• Zoning Administrator:
o Sharon Kelly
o 802.878.1343
Resources
• Construction Applications / Forms and Instruction Sheets:
http://www.essex.org/index.asp?SEC=C939EBFF-3563-456F-A270-C8272233FB91&Type=B_LIST
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Contact person
• Zoning Administrator:
o Robin Pierce
o 802.878.6950
Resources
• Fee Schedule: http://www.essexjunction.org/documents-and-forms/doc_download/300-fee-
schedule-7-10-12.pdf
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Hinesburg
http://www.hinesburg.org/
Contact person
• Zoning Administrator:
o Peter Erb
o 802-482-2281 ext. 226
Resources
• Planning and Zoning contacts and forms: http://www.hinesburg.org/planning.html
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Huntington
http://www.huntingtonvt.org/
Contact person
• Zoning Administrator:
o Ed Hanson
o 802.453.3785
Resources
• Contact and forms:
http://huntingtonvt.org/index.php?option=com_content&view=article&id=33&Itemid=200348
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Jericho
http://www.jerichovt.gov/
Contact person
• Zoning Administrator:
o John Zwick
o 802.899.2287 x. 103
Resources
• Applications and Fee Schedule: http://www.jerichovt.gov/index.asp?SEC=C87BC427-4B1B-400A-
B009-036B6C324181&Type=B_BASIC
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Milton
http://miltonvt.org/
Contact person
• Town Planner:
o Jacob Hemmerick
o [email protected]
o 802.891.8016
Resources
• Zoning Regulations: http://miltonvt.org/images/pdffiles/government/docs/FINALZoningReg.pdf
• Fee Schedule: http://miltonvt.org/images/pdffiles/apps/fee_schedule.pdf
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Richmond
http://www.richmondvt.com/home.php
Contact person
• Zoning Administrator:
o Neal Leitner
o 802.434.2430
Resources
• Permit Fees: http://www.richmondvt.com/download.php?doc_id=1979
• Zoning Bylaws: http://www.richmondvt.com/download.php?doc_id=2111
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Shelburne
http://www.shelburnevt.org/
Contact person
• Director of Planning and Zoning:
o Dean Pierce
o 802.264.5033
Resources
• Planning and Zoning (including contact info for questions):
http://www.shelburnevt.org/departments/36.html
• Forms and Applications: http://www.shelburnevt.org/forms/
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Contact person
• Director of Planning & Zoning:
o Paul Conner
o 802.846.4106
Resources
• Applications and Forms: http://www.sburl.com/index.asp?Type=B_BASIC&SEC={0FDF6BDE-
715A-4887-817A-EBADF155C445}
• Fee Schedule: http://www.sburl.com/vertical/Sites/%7BD1A8A14E-F9A2-40BE-A701-
417111F9426B%7D/uploads/permit_review_fees_adopted_4-19-2011.pdf
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Municipal Parking ordinance (EV charging only parking enforcement): South Burlington does have a
minimum parking requirement, so they are not comfortable with any sort of EV parking only markings (if
taking the place of existing parking spaces).
Fee for use: If “sale” of electricity, EVCE would be considered a “service station” and would be subject to
other requirements at this time.
Contact person
• Zoning Administrator:
o Ed Hanson
o 802.453.3785
Resources
• Application forms and fees: http://www.stgeorgevt.com/Regulations&bylaws.htm
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Underhill
http://www.underhillvt.gov/
Contact person
• Zoning and Planning Administrator:
o Sarah McShane
o 802.899.4434, option 6
Resources
• Zoning Forms: http://www.underhillvt.gov/index.asp?Type=B_BASIC&SEC=%7B841D6B96-07D6-
4DF8-AF35-BA1788BF91E8%7D
• Fee Schedule: http://www.underhillvt.gov/vertical/sites/%7B4E962BB9-B4BB-4504-A3EE-
ED54521A1BCE%7D/uploads/3-15-12_Adopted_fees.pdf
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Westford
http://www.westfordvt.us/
Contact person
• Zoning Administrator:
o Kate Lalley
o 802.878.4587
Resources
• Zoning office page: http://www.westfordvt.us/zoning.php
• Forms and Fee Schedule: http://www.westfordvt.us/zoningForms.php
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Town of Williston
http://www.town.williston.vt.us/
Contact person
• Planning Director / Zoning Administrator:
o Ken Belliveau
o [email protected]
o 802.878.6407
Resources
• Permit Procedures: http://www.town.williston.vt.us/index.asp?Type=B_BASIC&SEC={26EA4BDF-
4482-4523-B051-394E7ACEDA5C}&DE={3D9A0C6E-2390-41DC-B75B-853992CF39EA}
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Fee for use: Currently restricted by bylaws. However, it has been acknowledged that consideration
needs to be given to potentially changing the bylaws.
City of Winooski
http://www.winooskivt.org/
Contact person
• Zoning Administrator:
o John Audy
o 802.655.6410 x.25
Resources
• Zoning and Building Permit Information: http://www.winooskivt.org/index.asp?SEC=8583CCA4-
78B3-4DA7-A524-51E75FBF8BEE&Type=B_BASIC
• Fee schedule: http://www.winooskivt.org/vertical/sites/%7B002980AE-D992-4812-8392-
D548ED0B0DFB%7D/uploads/City_of_Winooski_Fees.pdf
State environmental permits may be necessary depending on site specific potential environmental
impacts (e.g. wetlands, stream crossings). For erosion or sediment control plans to be necessary, the
area of disturbance needs to be 1 acre or greater.
Act 250 permits would only be required for larger developments. If a property has an existing Act 250
permit, any construction or change triggers the need for an amendment. This process is streamlined for
minor amendments - EVSE could be considered minor depending on the level of construction necessary.
A VTrans highway permit may be necessary if the charging station will be located in the state right-of-
way or if construction will encroach on the right-of-way:
http://vtransengineering.vermont.gov/sections/right_of_way/utilities_and_permits
Permit specialists are available for guidance on what permits may be required at specific locations:
http://permits.vermont.gov/faq/anr_dec_pslocator
Municipal development regulations should include language to clarify permitting requirements for new
electric vehicle charging installations and support the ongoing development of this infrastructure.
Recommendations below cover the following areas:
A. Accessory Uses – treating EV charging as an accessory use is generally the simplest permit
procedure for development of new installations.
B. Parking – spaces set aside for EV charging should be included in the calculation of parking
requirements.
C. Signage – wayfinding and parking restriction signage should be treated similar to other small
traffic control device permit procedures, such as signage on Americans with Disabilities (ADA)
required spaces.
D. Fee collection – charging station owners should be free to set pricing for charging services as
market conditions warrant without affecting the land use classification of the property.
E. Definitions – unified definitions of EV-related issues will help property owners and municipal
staff apply the recommended language consistently.
Each area includes sample reference language as well as potential use cases based on the South
Burlington Land Development Regulations and the Williston Unified Development Bylaw.
A. Accessory Use
While specific language and requirements will vary by municipality, the goal of defining EV Charging
Stations as Accessory Uses is to streamline the permitting process. In some municipalities, this
classification may not require a permit; in others, it will enable permits to be issued administratively. If
Accessory Uses require significant review, municipalities may wish to consider other less restrictive
classifications which may be available under their local bylaws. For example, they could be listed as an
exemption in which no review or permit would be needed.
Residential v. Non-Residential
In some cases, Accessory Uses may be addressed in Residential and Non-Residential sections of
the Bylaws separately. In these cases, it will be beneficial to explicitly state that EV Charging
Stations are allowed Accessory Uses in each section.
Chapter 3.10 General Provisions, Accessory Structures and Uses (p. 3-19)
A. General Requirements. Customary accessory structures and uses are allowed in all districts,
as specifically regulated in that district, under the provisions that follow below.
B. Poolhouse.
…
G. Electric Vehicle Charging Stations [proposed additions in red text]. EV Charging Stations shall
be considered accessory structures and allowed and encouraged in all districts, subject to the
requirements of this chapter.
Example and Potential Language for the Town of Williston Unified Development
Bylaw:
Chapter 17 Accessory Uses and Structures, Temporary Uses and Structures (p. 93):
Customary accessory structures and uses are permitted in all zoning districts. This chapter
clarifies the meaning of those terms by providing standards for some common nonresidential
accessory uses. Residential accessory uses are addressed in Chapter 20.
It is strongly encouraged, but not required under these bylaws, that a minimum of one accessible
EV Charging Station be provided. Accessible EV Charging Stations should have a barrier-free
route of travel and be in close proximity to the building. It is not necessary to designate the
accessible EV Charging Station exclusively for disabled users. Separate from these regulations,
the Americans with Disabilities Act (ADA) may require EV Charging Stations to meet accessibility
requirements.
The Parking Requirements of Bylaws can also be used to encourage or require EV Charging
Station readiness or installations.
The number of EV charging ports required to be installed at the time of development is stated as
a percentage of the total number of new or additional parking spaces in Column A of Table 1
below. Requirements will be rounded to closest whole number, but will always be a value of at
least one EV charging port to be available at the time of development occupancy.
To meet anticipated demand for EV charging stations as the technology becomes more
widespread Column B of Table 1 specifies the required electrical capacity to enable future EV
charging station installations by providing a cabinet, box or enclosure connected to a conduit
linking parking spaces with 120V, 208/240V or higher voltage AC electrical service for the
suitable for the number of ports identified. Capacity requirements will be rounded to the closest
whole number.
C. Signage
Because EV Charging Stations will include signage and pavement markings, this section of the Bylaws
should also address EV Charging Stations. It should be clarified that EV Charging Station signage be
considered and handled in the same manner as small regulation signs (e.g. No Parking).
In some cases, Signage may be addressed in a separate ordinance. In these cases, language exempting
EV Charging Station signage from additional permitting requirements should be included in this
ordinance.
E. Definitions
Electric Vehicle Supply Equipment (EVSE)
The protective system which communicates with electric vehicles and monitors electrical activity to
ensure safe charging, inclusive of all of the components: the conductors; the ungrounded, grounded,
and equipment grounding conductors; electric vehicle connectors; attachment plugs, and all other
fittings devices, power outlets, or apparatus installed specifically for the purpose of delivering energy
from the grid to an electric vehicle.
Charging
Occurs when the connector from the EVSE (or standard outlet) is inserted into the EV inlet, and electrical
power is being transferred for the purpose of recharging the battery on board the EV.
Charging Levels
Standardized indicators of electrical force, or voltage, at which an EV’s battery is recharged. EVSE is
classified into categories by the rate at which batteries are charged: AC Level 1; AC Level 2; and DC Fast
Charging.
All Electric Vehicles (AEVs) also known as Battery Electric Vehicles (BEVs)
Electric vehicles powered solely by energy stored in the vehicle’s battery system. There is no gasoline or
backup power generation in the vehicle, so when the battery runs out of charge it requires recharging
before operating again.