PNNL-31576

Electric Vehicle Charging

for Residential and
Commercial Energy
Codes
Technical Brief
July 2021

V R Salcido
M Tillou
E Franconi

Prepared for the U.S. Department of Energy

under Contract DE-AC05-76RL01830

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 PNNL-31576

Electric Vehicle Charging for Residential and

Commercial Energy Codes
Technical Brief

July 2021

V R Salcido
M Tillou
E Franconi

Prepared for
the U.S. Department of Energy
under Contract DE-AC05-76RL01830

Pacific Northwest National Laboratory

Richland, Washington 99354
 PNNL-31576

Preamble
The U.S. Department of Energy (DOE) and Pacific Northwest National Laboratory (PNNL) are
developing a series of technical briefs supporting national, state and local initiatives to update
and advance building energy codes. These technical briefs represent specific technologies,
measures or practices that can be incorporated as module-based “plug-ins” via the national
model energy codes, such as the International Energy Conservation Code (IECC) or ASHRAE
Standard 90.1, or adopted directly by state and local governments pursuing advanced energy
savings and greenhouse gas (GHG) emissions reductions. The collection of technical briefs is
part of a larger effort to provide technical assistance supporting states and local governments in
order to help them realize their policy goals.

This technical brief presents a compilation of information on electric vehicles (EVs), examining
market trends, benefits to consumers and society, and means of expanding the EV charging
infrastructure by way of energy codes for new construction. A description of the concept is
provided along with supporting justification and examples of similar concepts which have been
adopted by states and local jurisdictions, as well as technical information on expected costs and
benefits. In addition, the brief provides sample energy code language developed by PNNL
following consultations with the International Code Council (ICC) that can be overlaid directly
onto model energy codes for EV charging infrastructure (Section 3). A technical brief is intended
to be a resource for interested and affected stakeholders, particularly those charged with
considering the impacts of proposed code updates.

Additional assistance may be available from DOE and PNNL to support states and local
governments who are interested in adding EVs and other “stretch” provisions to their building
codes, such as technical guidance, customized analysis of expected impacts (e.g., based on
state-specific building stock, climate considerations or utility rates), and further tailored code
language to overlay state building codes or other standards. DOE provides this assistance in
response to the Energy Conservation and Production Act (ECPA), which directs the Secretary
of Energy to provide technical assistance “to support implementation of state residential and
commercial building energy efficiency codes.” (42 USC 6833) PNNL supports this mission by
evaluating concepts for future code updates, conducting technical reviews and analysis of
potential code changes, and providing assistance to states and local jurisdictions who strive to
adopt, comply with and enfoce energy codes. This helps to ensure successful implementation of
building energy codes, as well as a range of advanced technologies and construction practices,
and encourages building standards which are proven practical, affordable and efficient.

DOE Building Energy Codes Program

The U.S. Department of Energy supports the advancement of building energy codes. Modern
building codes and standards offer cost-effective solutions, contributing to lower utility bills for
homes and businesses, and helping to mitigate the impacts of climate change. Learn more at
energycodes.gov.

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Executive Summary
Numerous studies show that sales of electric vehicles (EVs) have grown consistently over
recent years in the U.S. Edison Electric Institute (EEI) estimates one million EVs on the road in
2018 and forecasts a total of 18.7 million EVs on the road by 2030. Based on this forecast, EEI
projects the need for an additional 9.6 million EV charging stations by 2030. It is imperative that
the EV charging infrastructure keeps pace with sales of EVs to to enhance overall EV growth,
and to ensure that lack of access to EV charging stations is minimized as a critical barrier to EV
adoption.

EVs provide substantial benefits to the consumer and society. EVs are less expensive to
operate than conventional gas vehicles, have lower maintenance costs, and have the
convenience of fueling (charging) at home or work. EVs likewise reduce GHG emissions. EV
market growth combined with a cleaner grid will support goals of reduced GHG emissions
established across the U.S. and others by federal agencies, as well as many states and local
governments. According to the U.S. Environmental Protection Agency (EPA), the transportation
sector (cars, trucks, trains, ships, airplanes, and other vehicles) accounts for 29% of total U.S.
GHG emissions. Globally, road travel accounts for 75% of transportation emissions. Studies
conducted in California show that costs associated with installing EV charging infrastructure can
be substantially more expensive for retrofit scenarios compared to new construction.

Many states and local governments have added EV provisions to their building codes, local
ordinances and zoning requirements. This technical brief summarizes current market trends,
costs and benefits, and provides sample code language for EV charging infrastructure for
inclusion in future model codes, such as the International Energy Conservation Code (IECC)
and ASHRAE Standard 90.1, as well as directly by states and local governments in their
building codes. The current brief summarizes related efforts undertaken by states and local
governments, and builds upon language considered for the 2021 IECC 1, and includes additional
requirements developed by both PNNL staff and ICC staff. The Code Council is developing an
additional resource considering multiple approaches to EV charging infrastructure and recently
released a public review draft for comments 2. Comments on that resource are due August 16,
2021.

1 A similar concept was originally approved for inclusion in the 2021 IECC but removed upon appeal.
2 www.iccsafe.org/energy/EVresource

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Contents
Preamble .......................................................................................................................................iii
Executive Summary ..................................................................................................................... iv
1.0 Electric Vehicle Charging in Residential and Commercial Energy Codes......................... 1
1.1 Consumer and Societal Benefits ........................................................................... 2
1.2 EV Market Trends ................................................................................................. 4
1.3 EV Charging .......................................................................................................... 5
1.4 EV Charging Infrastructure .................................................................................... 6
1.5 Existing EV Charging Requirements in Energy Codes.......................................... 8
2.0 Economic Analysis .......................................................................................................... 12
3.0 Sample Code Language ................................................................................................. 15
3.1 Definitions ............................................................................................................ 15
3.2 Residential Buildings ........................................................................................... 15
3.3 Commercial Buildings .......................................................................................... 17
4.0 References ...................................................................................................................... 20

Figures
Figure 1. Total U.S. Greenhouse Gas Emissions by Economic Sector in 2019 (6,558
MT CO2) ...................................................................................................................... 3
Figure 2. EV Stock Forecast to 2030 ......................................................................................... 4
Figure 3. EV Sales Forecast ...................................................................................................... 5
Figure 4. EV Charge Time Based on EV Charging Power ......................................................... 6
Figure 5. EV Charging Infrastructure in 2030 Based on the EEI Forecast ................................. 7
Figure 6. Options for EV Infrastructure Requirements ............................................................... 8
Figure 7. Cost Breakdown of EV Charging for New Construction and Retrofit ........................ 13

Tables
Table 1. Cities with EV Charging Infrastructure Requirements ................................................... 10
Table 2. Cost of EV Charging Infrastructure ............................................................................... 12
Table 3. Cost of EV Charging Infrastructure – Single Family ..................................................... 13

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1.0 Electric Vehicle Charging in Residential and

Commercial Energy Codes
The electric vehicle market is growing dramatically and emerging as the future of transportation.
In the U.S., EV sales increased 80% from 2017 to 2018 (Edison Electric Institute). In fact, EV
sales in the U.S. reached a new milestone in 2021. The Bureau of Transportation Statistics
(BTS) indicated EV sales reached more than 120,000 in March 2021 marking an overall record
high in EV sales. 3 BTS data indicate that EV sales have been growing consistently for the past
12 months. While EVs represent less than 0.5% of vehicles on the road in the U.S., that
percentage is expected to reach 7% in 2030 and this demand necessitates expanding EV
charging infrastructure.

Approximately half of all vehicles in the U.S. belong to residents of single-family or duplex
homes that have access to a dedicated off-street parking space, such as a garage or driveway,
which can typically be used for overnight EV charging. New homes are built to last for decades,
thus they represent a unique opportunity to be equipped to handle future technologies, including
the ability to charge EVs. As half of vehicles in the U.S. do not have reliable access to dedicated
off-street parking, the EV market must move beyond single-family detached homes and expand
EV charging access in other feasible locations, such as multifamily unit dwellings, workplaces,
and commercial properties. EV-ready building codes support this expansion and can save
consumers thousands of dollars in installation costs when included in initial construction. 4

Incorporating EV requirements into building codes is an effective and low-cost strategy that
supports local and state efforts to reduce carbon emissions and achieve a clean resilient grid.
Doing so also supports future efforts to use battery storage to manage utility peak demand. This
includes using EVs as a distributed energy resource and realizing vehicle-to-grid integration
(VGI), where bidirectional chargers allow electricity to flow from the electric vehicle back to the
grid. Thus in the near future, EVs will provide added value to the grid and to car owners without
the outlay of new capital. According to E3, the expected additional revenue to the consumer is
$345/year for managed unidirectional charging that ramps up and down. The additional benefits
of VGI resulting from other grid services, such as frequency regulation, increase the value by
about $500 per year. 5

The concept of incorporating EV charging infrastructure into the model codes was considered,
and initially approved, for the 2021 International Energy Conservation Code (IECC), but later
removed in response to appeals. 6 DOE, the International Code Council (ICC), and other
interested stakeholders have coordinated to update the concept such that it could be considered
directly by states and local governments interested in adopting EV provisions into their codes,
as well as for future model code development via the IECC. The EV charging infrastructure
requirements included in this technical brief build upon the language considered for the 2021
IECC, and adds further information, analysis and suggested code language as developed by
PNNL and ICC staff. These model requirements are intended to support consistency in
approach and provide a degree of certainty for building owners, designers, contractors,
manufacturers and building and fire safety professionals., As each State and municipality is

3 https://www.bts.gov/data-spotlight/electric-vehicle-use-grows
4 https://www.swenergy.org/cracking-the-code-on-ev-ready-building-codes
5 https://gridworks.org/wp-content/uploads/2019/05/VGI_4.12-Slides.pdf.
6 https://www.iccsafe.org/building-safety-journal/bsj-technical/code-development-a-process-of-evolution-

and-improvement/

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different the recommended number of required spaces designed with EV charging infrastructure
included in the model code language should be adjusted to reflect the local needs of your
jurisdiction. Feedback is actively being sought on this proposal, and both DOE and ICC are
evaluating ways to engage interested and affected stakeholders to coordinate a final concept in
the coming months. The Code Council is developing an additional resource considering multiple
approaches to PEV charging infrastructure and recently released a public review draft for
comments. 7 Comments on that resource are due August 16, 2021.

1.1 Consumer and Societal Benefits

According to the U.S. Environmental Protection Agency (EPA), the transportation sector (cars,
trucks, trains, ships, airplanes, and other vehicles) accounts for 29% of total U.S. greenhouse
gas (GHG) emissions. 8 Figure 1 shows the total GHG emissions by sector. Globally, road travel
accounts for 75% of total transportation emissions. 9 Increasing EV sales now and those
projected by 2030 will help reduce U.S. GHG emissions produced by moving goods and people.
DOE will support the growth of the EV market to meet its objective of reduced GHG emissions.
GHG emission reductions derived by using EVs in the U.S. will continue to improve as the
electric grid becomes cleaner. EVs charged exclusively by renewable energy will run emission
free.

The manufacturing and sales of EVs, hybrids, and plug-in hybrids supported 266,384 jobs in the
U.S. in 2019, representing 10% of the total motor vehicle workforce. Furthermore, alternative
fuel vehicle jobs have grown 39% since 2015 and auto manufacturers and component parts
employers anticipate a job growth rate of 3.0% in 2020. 10 The projected growth in demand for
EV and EV infrastructure will continue to support future job growth in alternative fuel vehicle-
related jobs.

7 www.iccsafe.org/energy/EVresource
8 https://www.epa.gov/ghgemissions/sources-greenhouse-gas-emissions#transportation
9 https://ourworldindata.org/co2-emissions-from-transport
10https://static1.squarespace.com/static/5a98cf80ec4eb7c5cd928c61/t/5ee78423c6fcc20e01b83896/1592

230956175/USEER+2020+0615.pdf

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Source: U.S. Environmental Protection Agency – Sources of GHG Emissions

Figure 1. Total U.S. Greenhouse Gas Emissions by Economic Sector in 2019 (6,558 MT CO2)

EVs benefit the consumer through lower operational and maintenance costs. It is cheaper to
fuel an EV; its fuel efficiency is equivalent to up to 100 miles per gallon for a gas-powered
vehicle. 11 This translates to an annual average cost savings of $800. In addition, EVs have no
gasoline engine, oil, spark plugs, or timing belts that require annual maintenance, and electric
engines require little to no maintenance, which translates into additional average annual savings
of around $1,500. 12

EVs provide an enhanced driving experience over gas-powered vehicles with silent drive and
instant torque that provides smooth and quick acceleration. EVs also provide convenience by
fueling at home or work rather than driving to a gas station.

Finding the nearest charging station is becoming easier with new EV charging applications. In
addition to numerous online resources, the United States Department of Energy Alternative
Fuels Data Center maintains a comprehensive station locator for the United States and Canada.
Each station location includes information about the business where the station is found,
charging speeds, and port types. 13

11 https://afdc.energy.gov/fuels/electricity_benefits.html#savings
12 https://public.tableau.com/app/profile/dave.reichmuth/viz/EVsavingsmap/Dashboard1
13 https://afdc.energy.gov/stations/#/find/nearest

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1.2 EV Market Trends

All reports of EV purchases show record sales and a growing market illustrating that EVs are
the future of transportation. Over 1 million EVs are on U.S. roads as of October 2018. 14 By
2030, EEI forecasts the number of EVs on the road to reach 18.7 million. This represents
approximately 7% of the 259 million vehicles on the road in the U.S. Figure 2 and Figure 3 show
the EV stock forecast and EV sales forecast as a percentage of all vehicle sales, respectively14.

All major auto manufacturers have announced plans to electrify a significant portion of their
vehicle fleets over the next 3–5 years.14 The interest in EVs has grown together with greater
model availability and increased vehicle range. The success of the EV market is directly
related to the availability of the EV charging infrastructure in private and public settings. It is
vitally important to increase the amount of EV charging stations to support the transition to
EVs.

Source: Edison Electric Institute 2018

Figure 2. EV Stock Forecast to 2030

14https://www.edisonfoundation.net/-/media/Files/IEI/publications/IEI_EEI-EV-Forecast-
Report_Nov2018.ashx

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Source: Edison Electric Institute 2018

Figure 3. EV Sales Forecast

1.3 EV Charging
In order to fuel a EV, a connection to the grid or power source is required in the form of a
charging station also known as electric vehicle supply equipment (EVSE). EVSEs come in a
variety of configurations but are typically separated by power level. There are three levels of
ESVE: Level 1, Level 2, and DC Fast Charging (DCFC).
• Level 1: Level 1 charging uses a common 120-volt household outlet. Every electric vehicle
or plug-in hybrid can be charged on Level 1 by plugging the charging equipment into a
regular wall outlet. Level 1 is the slowest way to charge an EV. It adds between 3 and 5
miles of range per hour. Level 1 EV charging stations are located typically at home,
workplace or public parking 15.
• Level 2: Level 2 charging is the most widely used level for daily EV charging. Level 2 ESVE
can be installed at home, at the workplace, as well as in public locations like shopping
plazas, train stations, and other destinations. Level 2 charging can replenish between 12
and 80 miles of range per hour, depending on the power output of the Level 2 charger, and
the vehicle’s maximum charge rate. 16
• DC Fast Charging (DCFC): DCFC (sometimes referred to as Level 3) is the fastest type of
charging available and can recharge an EV at a rate of 3 to 20 miles of range per minute (or
180 to 1,200 miles of range per hour). Unlike Level 1 and Level 2 charging that uses
alternating current (AC), DCFC charging uses direct current (DC). The voltage is also much

15 https://afdc.energy.gov/fuels/electricity_infrastructure.html
16 https://afdc.energy.gov/fuels/electricity_infrastructure.html

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higher than Level 1 and 2 charging, which is why you don’t see DCFC chargers installed at
home. Very few residential locations have the high-voltage supply that is required for DCFC
charging.16

According to JD Power’s U.S. Electric Vehicle Experience (EVX) Home Charging Study, 88% of
EV-owners prefer to charge their vehicle at home where charging can take place overnight. 17
Installment of Level 2 or DCFC EVSE at workplaces or in public settings allows EV-owners to
drive more miles on electricity and enables longer trips while reducing range anxiety. 18 Figure 4
compares EV charge time based on EV charging level.

Source: Mckinsey & Company – https://www.mckinsey.com/business-functions/sustainability/our-insights/how-battery-storage-

can-help-charge-the-electric-vehicle-market

Figure 4. EV Charge Time Based on EV Charging Power

1.4 EV Charging Infrastructure

As mentioned earlier, EEI forecasts the number of EVs on U.S. roads to reach 18.7 million by
2030.2 To support this growth, an additional 9.6 million EV charging stations will be required by
2030. This includes 9.5 million Level 2 public and private charging stations and 0.1 million Level
3 public fast charging stations. Given the extensive charging time of a Level 1 ESVE, Level 2
chargers are currently prioritized as the solution until newer and more advanced residential
charging methods are available. Figure 5 shows the projected mix of EV charging stations
needed by location.

17https://afdc.energy.gov/fuels/electricity_infrastructure.html
18https://www.edisonfoundation.net/-/media/Files/IEI/publications/IEI_EEI-EV-Forecast-
Report_Nov2018.ashx

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Source: Edison Electric Institute 2018

Figure 5. EV Charging Infrastructure in 2030 Based on the EEI Forecast

The availability and ease of access to Level 2 and DCFC EVSE is a critical barrier to EV
adoption. 19 A lack of pre-existing EV charging infrastructure, such as electrical panel capacity,
raceways, and pre-wiring, can make the installation of a new charging station cost-prohibitive for
a potential EV-owner 20.

State and local governments around the country have led the way on EV-Ready Building
Codes, with requirements that have been adapted to best fit the needs of each community.
Three basic options for EV infrastructure requirements are shown in Figure 6Figure 6. For one-
and two-family dwellings with dedicated off-street parking, Level 2 EV-capable or EVSE-Ready
outlet provisions are required for at least one parking space per residence. For multifamily
dwellings and commercial properties, EV charging infrastructure requirements are applied as a
percentage of total parking spaces (e.g., 5% of total parking spaces are to be EV-capable for
parking lots with over 10 parking spaces). 21

The DOE Alternative Fuel Data Center provides additional resources to support the
development of EV charging infrastructure. Resources include procurement and installation
checklists, operation and maintenance costs, and access to the EVI-Pro Lite Tool, which can
help jurisdictions identify the number and type of EV charging stations required for their area. 22

19 https://afdc.energy.gov/files/u/publication/56898.pdf
20 Francfort et al. 2015
21 https://www.swenergy.org/cracking-the-code-on-ev-ready-building-codes
22 https://afdc.energy.gov/fuels/electricity_infrastructure_development.html

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Source – Southwest Energy Efficiency Project 2018

Figure 6. Options for EV Infrastructure Requirements

1.5 Existing EV Charging Requirements in Energy Codes

This section highlights some of the various approaches to EV-integrated building codes that are
harnessed by different local governments in more depth. Table 1, incorporated below, highlights
sample EV infrastructure code provisions that are currently implemented across North America.
These approaches can influence future code adoption for local jurisdictions seeking to meet
GHG reduction targets.

International Green Construction Code – Model Code

The 2021 International Green Construction Code (IgCC) includes the following requirements for
the installation of EVSE:

501.3.7.3 Electric vehicle charging facilities.

Where 20 or more on-site vehicle parking spaces are provided for International Building Code
(IBC) Occupancy Group A, B, E, F, I, M, and S buildings, not less than 4% of the total number of
parking spaces or not less than 8% of designated employee only parking spaces shall be EV-
Ready spaces. Where 10 or more on-site vehicle parking spaces are provided for IBC
Occupancy Group R-1, R-2, and R-4 buildings, not less than 20% of the total number of parking
spaces shall be EV-Ready spaces. The required number of EV-Ready spaces shall be rounded
up to the next highest whole number.

California – State Level

California set ambitious targets for ZEH charging infrastructure to support their mission of
having 5 million ZEHs by 2030. The state plans to install 250,000 shared plug-in electric vehicle
chargers, including 10,000 DCFCs and 200 hydrogen stations by 2050. The 2020 California
Green Building Code’s (CALGreen) includes provisions for EV infrastructure requirements in
new multifamily, residential and non-residential buildings, as well as stretch code requirements.

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Local governments can adopt or surpass the CALGreen stretch codes for EV-Capable or EV-
Ready spaces, although it is not required.

CALGreen requires new construction of multi-unit dwellings to include EV-Capable

infrastructure in at least 10 percent of parking spaces. The two-tiered reach codes enable cities
to adopt requirements for EV-Capable infrastructure in 15 percent or 20 percent of multi-unit
development (MUD) parking spaces. CALGreen has also established requirements for new
construction single-family residences, duplexes and townhouses with private garages. The
residential provisions require EV-Capable capacity to support Level-2 charging station
installations. CALGreen also requires new construction non-residential buildings to have 6
percent of parking spaces EV-Capable, with reach codes supporting 8 percent and 10 percent
capacity.

Local governments have shown support of the CALGreen EV infrastructure building code
requirements, with 20 jurisdictions exceeding the minimum code requirements in their local code
adoptions. Some municipalities are also implementing parking ordinances to encourage the
installation of EV charging stations, specifically for new construction. Some jurisdictions have
gone even farther to explore adoption of EV infrastructure codes that address existing buildings
including the City of Marin, City of Menlo Park, and the City and County of San Francisco. Such
stretch codes target alterations and additions to provide opportunities for EV infrastructure
installation in existing buildings. 23

Denver, Colorado – City Level

Denver, Colorado amended the 2018 IECC and IRC to include the following EV charging
infrastructure requirements to meet its goal of electrifying 30% of all vehicles by 2030:

One- and two-family dwellings: At least one EV-Ready parking space per dwelling unit.

Multi-family dwellings (3+ dwellings) with 10+ spaces: 5% of parking spaces to be EV-
Installed, 15% EV-Ready Parking Spaces, and 75% EV-Capable Parking Spaces.

Commercial buildings (Groups A, B, E, I, M, S-2) with 10+ spaces: 5% of parking spaces to

be EV-Installed, 10% EV-Ready Parking Spaces, and 10% EV-Capable Parking Spaces.

Building Alterations: ‘Level-3 Alterations’, where the work area exceeds 50 percent of the
original building area or more than 10 parking spaces are substantially modified, are subject to
the EV infrastructure requirements for both residential and commercial buildings.

DC Fast-charger provision: For MUD and Commercial buildings, allow developers to

substitute up to five Level-2 charging spaces with one DC fast-charging space (minimum
20kW). 24

Winter Park, Florida – City Level

The City of Winter Park adopted an EV-Readiness Ordinance that amends both its Land
Development Code and Building Code. Winter Park amended Section 58-86 “Off-street Parking

23 California Governor’s Office of Business and Economic Development, “Electric Vehicle Charging
Station Permitting Guidebook,” (First Edition: July 2019).
24 City of Denver Community Planning and Development, “Code Amendment Proposal,” (2019).

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and Loading Regulations” of its Land Development Code to include EV charging station
infrastructure and parking space requirements. Under this amendment, non-residential
properties with surface parking or parking structures are required to have a minimum of 10
percent of total parking spaces to be Level-2 EV-Ready. The EV charging infrastructure is
required to be installed in accordance with the technical amendment made to the Florida
Building Code (Chapter 22, Section 2703 of the City of Winter Park Code of Ordinances). The
Land Development Code amendment also requires non-residential properties to provide, at
minimum, 1 parking space equipped with a Level-2 EV charging station per every 20 required
off-street parking spaces.

Vancouver, BC – International/City Level

The City of Vancouver adopted Building Code Bylaw 10908, which requires EV charging
infrastructure installation in new construction residential and commercial buildings. Single-family
dwellings with garages are required to have at least one EV-Ready parking space per dwelling
unit. Multi-family dwellings are required to have 100 percent of parking spaces be EV-Ready,
while commercial buildings must have 10 percent of parking spaces be EV-Ready. 25

Although the code requires EV-Ready for 100 percent of parking spaces in MUDs, there is no
requirement to install the electrical capacity to charge all spaces at full power. Vancouver’s code
requirements encourage the use of charging management technology to achieve a high level of
plug-in electric vehicle readiness without the need for larger capacity upgrades.

Table 1. Cities with EV Charging Infrastructure Requirements

Municipality Year Type One- or Two-family Multifamily Unit Commercial
Dwellings Dwellings
Avon, CO 2021 Ordinance 1 EV-Ready Space per 5% EV-Installed, 10% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 15% EV-Capable (7+ Ready, 15% EV-Capable (10+
spaces) spaces)
St. Louis, MO 2021 Ordinance 1 EV-Ready Space per 2% EV-Installed, 5% EV- 2% EV-Installed, 5% EV-
dwelling Unit Ready Ready
(increases to 10% in 2025)
Madison, WI 2021 Ordinance - 2% EV-Installed, 10% EV- 1% EV-Installed (increases by
Ready 1% every 5 years), 10% EV-
(increases by 10% every 5 Ready (increases by 10%
years) every 5 years)
Washington D.C. 2021 Legislation - 20% EV-Ready (3+ spaces) 20% EV-Ready (3+ spaces)
Summit County, CO 2020 IBC / IRC 1 EV-Ready Space per 5% EV-Installed, 10% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 40% EV-Capable Ready, 40% EV-Capable (25+
(10+ spaces) spaces)
Dillon, CO 2020 IBC / IRC 2 EV-Ready Space per 5% EV-Installed, 10% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 40% EV-Capable Ready, 40% EV-Capable (25+
(10+ spaces) spaces)
Breckenridge, CO 2020 IBC / IRC 3 EV-Ready Space per 5% EV-Installed, 10% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 40% EV-Capable Ready, 40% EV-Capable (25+
(10+ spaces) spaces)
Frisco, CO 2020 IBC / IRC 4 EV-Ready Space per 5% EV-Installed, 10% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 40% EV-Capable Ready, 40% EV-Capable (25+
(10+ spaces) spaces)

25 City of Vancouver Building Policy Branch, “Electric Vehicle Charging of Buildings,” (2021).

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Municipality Year Type One- or Two-family Multifamily Unit Commercial

Dwellings Dwellings
Salt Lake City, UT 2020 Ordinance - 20% EV-Ready (5+ spaces) -
City of Boulder, CO 2020 IBC / IRC 1 EV-Ready Space per 5% EV-Installed, 15% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 40% EV-Capable Ready, 10% EV-Capable
(25+ spaces)
Denver, CO 2020 IBC / IRC 1 EV-Ready Space per 5% EV-Installed, 15% EV- 5% EV-Installed, 10% EV-
dwelling Unit Ready, 80% EV-Capable Ready, 10% EV-Capable
Honolulu, HI 2020 Ordinance 1 EV-Capable Space 25% EV-Ready (8+ spaces) 25% EV-Ready (12+ spaces)
per dwelling unit
Chicago, IL 2020 Ordinance 20% EV-Ready (5+ spaces) 20% EV-Ready (30+ spaces)
Lakewood, CO 2019 Zoning 1 EV-Capable Space 2% EV-Installed, 18% EV- 2% EV-Installed, 13% - 18%
Ordinance per dwelling unit Capable (10+ spaces) EV-Capable (10+ spaces)
Flagstaff, AZ 2019 IBC / IRC 1 EV-Ready Space per 3% EV-Ready 3% EV-Ready
dwelling Unit
Massachusetts 2019 - - - 1 EV-Ready space (15+
spaces)
Seattle, WA 2019 Ordinance 1 EV-Ready Space per 100% EV-Ready up to 6 10% EV-Ready
dwelling Unit space, 20% for parking lots
with 7+ spaces
Sedona, AZ 2019 Appendix 1 EV-Capable Space - 5% EV-Capable
per dwelling Unit
Golden, CO 2019 Ordinance - 1 EV-Installed Space per 15 parking space, 15% EV-Capable
San Jose, CA 2019 Ordinance 1 EV-Ready Space per 10% EV-Installed, 20% EV- 10% EV-Installed, 40% EV-
dwelling Unit Ready, 70% EV-Capable Capable
Fort Collins, CO 2019 IBC / IRC 1 EV-Capable Space 10% EV-Capable -
per dwelling Unit
Vancouver, BC 2019 IBC / IRC 1 EV-Ready Space per 100% EV-Ready 10% EV-Ready
dwelling Unit
Oakland, CA 2018 IBC / IRC - 10% EV-Ready, 90% 10% EV-Ready, 10%
"Raceway Installed", 20% "Raceway Installed", 20% total
total panel capacity panel capacity
Atlanta, GA 2017 Code of 1 EV-Capable Space 20% EV-Capable
Ordinances per dwelling Unit
Aspen, CO 2017 IBC / IRC 1 EV-Capable Space 3% EV-Capable (240V -
per dwelling Unit individual circuit branch with
EV CAPABLE labelling)
San Francisco, CA 2017 IBC / IRC 1 EV-Ready Space per 10% EV-Ready, Panel Capacity for 20%, Raceway for 100%
dwelling Unit
Palo Alto, CA 2017 IBC / IRC 1 EV-Capable Space 1 EV-Ready Space per Unit, 20% EV-Capable, 5% EV-
per dwelling Unit 20% EV-Capable for Guest Installed
Parking with 5% EV-Installed
Oregon 2017 IBC / IRC - 5% EV-Ready
Boulder County, CO 2015 IBC / IRC 1 EV-Ready Space per 2% EV-Ready
dwelling Unit (for new construction and 50% or 5,000 SF additions)
Washington 2015 State Building - For Group B, Group R-1 hotel and motel only, Group R-2
Code occupancies: 5% of parking spaces shall be EV Capable. Size
electrical room to serve 20% of spaces.
New York City, NY 2013 IBC / IRC - 20% EV-Capable -
California (CALGreen) 2010 IBC / IRC 1 EV-Capable Space 10% EV-Capable
per dwelling Unit
Source – Southwest Energy Efficiency Project 2020

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2.0 Economic Analysis

The costs associated with installing EV charging infrastructure during new construction are
substantially lower than during a retrofit. A cost-effectiveness study for the City and County of
San Francisco conducted by Pacific Gas & Electric (PG&E) showed costs for installing Level 2
EV charging stations as a retrofit are several times more expensive than installing them during
new construction. 26 Installing infrastructure during new construction avoids the retrofit costs of
breaking and repairing walls, installing longer raceways, and using more expensive methods of
upgrading service panels. A study conducted by DOE determined the installed costs of a single
port ESVE unit ranges from $0-$3,000 for Level 1, $600-$12,700 for Level 2 and $4,000-
$51,000 for DC fast charging. Various elements lead to the high variability of costs due to the
type of unit, applications and cost factors to determine if a ESVE unit will be on the low or high
end of the range. 27

Table 2 compares the cost of installing Level 2 EV charging infrastructure during new
construction and during a retrofit. Figure 7 shows the cost breakdown of the Level 2 EV
charging infrastructure installation.

Table 2. Cost of EV Charging Infrastructure

Per EV Parking Space with Total Incremental Cost of

Electric Circuit Building

New Retrofit New Retrofit

Scenario A – 10 Parking Space $920 $3,710 $1,840 $7,420

Building, two EV Parking Spaces

Scenario B – 60 Parking Space $860 $2,370 $10,320 $28,440

Building, 12 EV Parking Spaces
Source: PG&E 2016

For multifamily residential (three or more units), the San Francisco analysis compares the cost
of installing the necessary electrical infrastructure to support Level 2 EV-ready spaces
(complete circuit) at the time of new construction versus a building retrofit. In one example, the
cost estimate to retrofit an existing building with two EV-ready spaces is $3,710, while new
construction cost for the same EV-ready spaces is $920. Thus $2,790 (75%) of the retrofit cost
would be avoided if EV-ready infrastructure was included during the initial construction of the
parking lot. These additional retrofit costs typically include labor expenses for demolition,
trenching and boring, balancing the circuits, and new permitting costs.

A similar cost analysis conducted by the California Air Resources Board (CARB) demonstrated
significant avoided retrofit costs for installing EV charging stations during new construction.
CARB staff reviewed multiple sources to obtain the average retrofit costs of installing EV
charging infrastructure to support Level 2 charging stations in existing buildings. An estimated
$7,000 per parking space can be avoided with multiple installations of Level 2 charging stations.
An estimated $8,000 per parking space can be avoided when an individual Level 2 charging

26 http://evchargingpros.com/wp-content/uploads/2017/04/City-of-SF-EV-Infrastructure-Cost-
Effectiveness-Report-2016.pdf
27 https://afdc.energy.gov/files/u/publication/evse_cost_report_2015.pdf

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station is installed. These retrofit costs do not include the cost of the EVSE. Retrofit costs are
focused on parking lot trenching, adding electrical service, and/or panel upgrades. CARB staff
estimates avoided retrofit costs for installing Level 2 EV charging stations during new
construction range from $272 million to $386 million between 2020 and 2025. 28

Source – EV Infrastructure Cost-Effectiveness Report for San Francisco, November 17, 2016

Figure 7. Cost Breakdown of EV Charging for New Construction and Retrofit

For one- and two-family dwellings, costs for Level 2 charging stations include the price and
labor associated with the installation of one 40-ampere, 208/240-volt dedicated branch circuit
and a circuit terminating in a receptacle, junction box, or EVSE. The average cost to install
(exclusive of charger cost) a Level 2 EVSE in an existing home was $1,354 across 13 cities in
the U.S. based on more than 25,000 installations. The average maximum installation cost
across these 13 locations was approximately $4,000. The key factors affecting the cost of
installing EVSE in an existing home included insufficient electrical panel capacity for a dedicated
40-ampere charging circuit, location of the electric panel relative to the garage, and permit
costs, which averaged 8.6% of the installed cost. The capacity limitation was found to be more
prevalent in less-affluent areas. 29 The proposed code would reduce the cost impact for a home-
owner to make the switch to EV by requiring EVSE infrastructure to be included in new homes.

Table 3. Cost of EV Charging Infrastructure – Single Family

Newa. Avg. Retrofitb. Avg. Max. Retrofitb.

Single Family Home $860-920 $1,354 $4,000

Notes: (a).Source PG&E 2016, (b) Source Francfort et al. 2015

28 https://ww2.arb.ca.gov/sites/default/files/2020-
08/CARB_Technical_Analysis_EV_Charging_Nonresidential_CALGreen_2019_2020_Intervening_Code.pdf
29 Francfort et al. 2015

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Studies show similar conclusions that Level 2 EV-ready charging infrastructure is significantly
less expensive to install during new construction than during a building retrofit. Additional efforts
are needed on a national, state and local scale to support the growing EV market and expand
EV charging access for single-family, multifamily, workplace, and commercial land uses. EV-
ready building codes support this expansion and can save consumers thousands in installation
costs. 30 New residential and commercial buildings are constructed to last for decades, so it is
critical that EV charging infrastructure be incorporated at the pre-construction stage to ensure
that new buildings can accommodate the charging needs of future EV-owners.

30 https://www.swenergy.org/cracking-the-code-on-ev-ready-building-codes

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3.0 Sample Code Language

Appendix A contains model code language for any state or local government to overlay the
2021 IECC or existing codes with EV charging infrastructure requirements for both residential
and commercial buildings.

3.1 Definitions
The following definitions shall be added to Section R202 of the 2021 IECC residential energy
code and Section C202 of the 2021 IECC commercial energy code.

ELECTRIC VEHICLE (EV). An automotive-type vehicle for on-road use, such as passenger
automobiles, buses, trucks, vans, neighborhood electric vehicles, and electric motorcycles,
primarily powered by an electric motor that draws current from a building electrical service,
EVSE, a rechargeable storage battery, a fuel cell, a photovoltaic array, or another source of
electric current.

ELECTRIC VEHICLE SUPPLY EQUIPMENT (EVSE). The conductors, including the

ungrounded, grounded and equipment grounding conductors, and the EV connectors,
attachment plugs, and all other fittings, devices, power outlets, or apparatuses installed
specifically for the purpose of transferring energy between the premises wiring and the EV.

EV-CAPABLE SPACE. A dedicated parking space which is provided with electrical panel
capacity and space to support a minimum 40-ampere, 208/240-volt branch circuit for each EV
parking space, and the installation of raceways, both underground and surface mounted, to
support the EVSE.

EV-READY SPACE. A designated parking space which is provided with one 40-ampere,
208/240-volt dedicated branch circuit for future dedicated Level 2 EVSE servicing EVs. The
circuit shall terminate in a suitable termination point such as a receptacle, junction box, or an
EVSE, and be located in close proximity to the proposed location of the EV parking spaces. The
circuit shall have no other outlets. The service panel shall include an over-current protective
device and provide sufficient capacity and space to accommodate the circuit and over-current
protective device and be located in close proximity to the proposed location of the EV parking
spaces.

3.2 Residential Buildings

The following EV charging infrastructure requirements shall be placed in Section R401.4 of the
2021 IECC residential energy code or existing code.

R401.4 (IRC N1101.15) Plug-in electric vehicle charging.

Where parking is provided, new construction shall provide EVSE-installed spaces and facilitate
future installation and use of EVSE through the provision of EV-Ready Spaces and EV-Capable
Spaces provided in compliance with Sections R401.4.1 through R401.4.4 (IRC N1101.15.1
through IRC N1101.15.3). Where more than one parking facility is provided on a site, electric
vehicle ready parking spaces shall be calculated separately for each parking facility. The service
panel or subpanel circuit directory shall identify the spaces reserved to support EV charging as
“EV-Capable” or “EV-Ready”. The raceway location for EV-Capable Spaces shall be permanently
and visibly marked as “EV-Capable”.

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Exception: This section does not apply to parking spaces used exclusively for trucks or
delivery vehicles.
R401.4.1 (IRC N1101.15.1) Electric vehicle service equipment (EVSE) ready circuit.
Each EV-Ready Space shall be provided with a minimum 40-ampere branch circuit to
accommodate a future dedicated Level-2 EVSE. The service panel shall provide sufficient
capacity and space to accommodate the circuit and over-current protective device. A
permanent and visible label stating “EV-READY” shall be posted in a conspicuous place at
both the service panel and the circuit termination point.

R401.4.2 (IRC N1101.15.2) One- to two-family dwellings and townhouses. For each
dwelling unit, provide at least one EV-Ready Space. The branch circuit shall be identified as
“EV-Ready” in the service panel or subpanel directory, and the termination location shall be
marked as “EV-Ready.”

Exception: EV-Ready Spaces are not required where no parking spaces are provided.

R401.4.3 Multifamily dwellings (three or more units). EVSE-Installed, EV-Ready Spaces

and EV-Capable Spaces shall be provided in accordance with Table R401.4.3. EV-Ready
Spaces that terminate with an installed Level 2 EVSE shall count as spaces under the EV-
Ready Space requirements Where the calculation of percent served results in a fractional
parking space, it shall round up to the next whole number.

Exception: Where the number of EV-Ready Spaces exceeds the required minimum in
Table R401.4.3, the additional EV Ready Spaces shall be used for compliance with the
minimum EV-Capable Spaces requirement.

Table R401.4.3 EVSE Installed, EV-Ready and EV-Capable Space Requirements for New
Multifamily Buildings
Total Number of Minimum Number of Minimum Number of EV- Minimum Number of EV-
Parking Spaces Spaces with EVSE Ready Spaces. Capable Spaces
Installeda.
1 1 1 -
2 – 10 1 2 -
11 – 15 1 2 1
16 – 19 1 2 2
21 – 25 2 3 2
26+ 5% of total parking spaces 10% of total parking spaces 10% of total parking spaces
(a). Spaces that terminate with a Level 2 EVSE are considered EV-Ready Spaces and count towards the
minimum number of EV-Ready Spaces.

R401.4.4 (IRC N1101.15.3) Identification. Construction documents shall indicate the

raceway termination point and proposed location of future EV spaces and EV chargers.
Construction documents shall also provide information about the amperage of future EVSE,
raceway methods, wiring schematics, and electrical load calculations to verify that the
electrical panel service capacity and electrical system, including any on-site distribution
transformers, have sufficient capacity to simultaneously charge all EVs at all required EV
spaces at the full rated amperage of the EVSE.

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Notes for jurisdictions adopting residential language:

Recommended minimum EV parking space requirements in Table R401.4.3 may be adjusted
based on the needs of each jurisdiction.

There are other important code references to examine in parallel to IECC/IRC Chapter 11
requirements. If not consistent with the latest editions, update:
• Section 625 of the National Electrical Code (NFPA 70)
• Section E3702.13 of the International Residential Code
See Section R328.10 of the International Residential Code and Section 1207.11.10 of the
International Fire Code for provisions on the use of electric vehicles as energy storage systems.

3.3 Commercial Buildings

The following EV charging infrastructure requirements shall be placed in Section C401.4 of the
2021 IECC commercial energy code or existing code.

C401.4 Electric Vehicle ready parking. Where parking is provided, new construction shall
provide EVSE installed spaces and facilitate future installation and use of EVSE through the
provision of EV-Ready Spaces and EV-Capable Spaces provided in compliance with Sections
C401.4.1 through C401.4.3, Where more than one parking facility is provided on a site, EV-Ready
Spaces and EV-Capable Spaces shall be calculated separately for each parking facility.

C401.4.1. New commercial and multifamily buildings. EVSE Installed spaces, EV-Ready
Spaces and EV-Capable Spaces shall be provided in accordance with Table C401.4.1 for
commercial buildings and Table C401.4.2 for multifamily buildings. Where the calculation of
percent served results in a fractional parking space, it shall be shall rounded up to the next
whole number. The service panel or subpanel circuit directory shall identify the spaces
reserved to support EV charging as “EV-Capable” or “EV-Ready.” The raceway location
shall be permanently and visibly marked as “EV-Capable.”

Exception: Where the number of EV-Ready Spaces exceeds the required minimum, the
additional EV Ready Spaces shall be used for compliance with the minimum EV-Capable
Spaces requirement.

C401.4.2 Identification. Construction documents shall indicate the raceway termination

point and proposed location of future EV spaces and EV chargers. Construction documents
shall also provide information about the amperage of future EVSE, raceway methods, wiring
schematics, and electrical load calculations to verify that the electrical panel service capacity
and electrical system, including any on-site distribution transformers, have sufficient capacity
to simultaneously charge all EVs at all required EV spaces at the full rated amperage of the
EVSE.

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Table C401.4.1 EVSE Installed, EV-Ready Space and EV-Capable Space Requirements for
New Commercial Buildings
Total Number of Minimum number of Spaces Minimum Number of EV- Minimum Number of EV-
Parking Spaces with EVSE Installeda. Ready Spaces Capable Spaces
1 1 1 -
2 – 10 1 2 -
11 – 15 1 2 1
16 – 19 1 2 2
21 – 25 2 3 2
26+ 5% of total parking spaces 10% of total parking spaces 10% of total parking spaces
(a). Spaces that terminate with a Level 2 EVSE are considered EV-Ready Spaces and count towards the
minimum number of EV-Ready Spaces.

Table C401.4.2 EVSE Installed, EV-Ready Space and EV-Capable Space Requirements for
New Multifamily Buildings
Total Number of Minimum number of Spaces Minimum Number of EV- Minimum Number of EV-
Parking Spaces with EVSE Installeda. Ready Spaces Capable Spaces
1 1 1 -
2 – 10 1 2 -
11 – 15 1 2 1
16 – 19 1 2 2
21 – 25 2 3 2
26+ 5% of total parking spaces 10% of total parking spaces 10% of total parking spaces
(a). Spaces that terminate with a Level 2 EVSE are considered EV-Ready Spaces and count towards the
minimum number of EV-Ready Spaces.

Notes for jurisdictions adopting commercial language:

Recommended minimum EV parking space requirements in Table C401.4.1 and Table C401.4.2
may be adjusted based on the needs of each jurisdiction.

There are other important code references to examine in parallel to IECC/IBC Chapter 11
requirements. If not consistent with the latest editions, update:
• Section 625 of the National Electrical Code (NFPA 70)
• Section 406.2.7 of the IBC

Jurisdictions adopting EV provisions that have not adopted the 2021 IBC must also amend earlier
versions of the International Building Code to renumber Section 1109.14 Fuel-dispencing
Systems and add the following language into Chapter 11:

SECTION 1107
MOTOR-VEHICLE-RELATED FACILITIES
1107.1 General. Electrical vehicle charging stations shall comply with Section 1107.2. Fuel-
dispensing systems shall comply with Section 1107.3.

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1107.2 Electrical vehicle charging stations. Electrical vehicle charging stations shall comply
with Sections 1107.2.1 and 1107.2.2.

Exception: Electrical vehicle charging stations provided to serve Group R-2, R-3 and R-
4 occupancies are not required to comply with this section.

1107.2.1 Number of accessible vehicle spaces. Not less than 5 percent of vehicle
spaces on the site served by electrical vehicle charging systems, but not fewer than one
for each type of electric vehicle charging system, shall be accessible.

1107.2.2 Vehicle space size. Accessible vehicle spaces shall comply with the
requirements for a van accessible parking space that is 132 inches (3350 mm) minimum
in width with an adjoining access aisle that is 60 inches (1525 mm) minimum in width.

There are other important code references to examine in parallel to IECC/IRC Chapter 11
requirements. If not consistent with the latest editions update:
• Section 625 of the National Electrical Code (NFPA 70)
• Section 406.2.7 of the IBC

1107.3 Fuel-dispensing systems.

Fuel-dispensing systems shall be accessible.

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4.0 References
42 USC 6833. Chapter 42, U.S. Code, Section 6833. Available at
http://www.gpo.gov/fdsys/pkg/USCODE- 2011-title42/pdf/USCODE-2011-title42-chap81-
subchapII.pdf.

Edison Electric Institute. 2018. Electric Vehicle Sales Forecast and the Charging Infrastructure
Required Through 2030. Report. November 2018. Accessed January 2019.
http://www.edisonfoundation.net/iei/publications/Documents/IEI_EEI EV Forecast
Report_Nov2018.pdf.

Energy + Environmental Economics (E3). 2019. “California Framework for Grid Value of
Vehicle Grid Integration (VGI),” presentation to the VGI Working Group, April 12, 2019.
Accessed on July 9, 2021 at https://gridworks.org/wp-content/uploads/2019/05/VGI_4.12-
Slides.pdf .

Francfort, Jim, Brion Bennett, Richard Carlson, Thomas Garreston, LauraLee Gourley, Donald
Karner, Mindy Kirkpatrick, Patti McGuire, Don Scoffield, Matthew Shirk, Shawn Salisbury,
Stephen Schey, John Smart, Sera White, Jeffery Wishart.2015. 2015 Plug-in Electric Vehicle
and Infrastructure Analysis. Publication Number: INL/EXT-15-35708, Idaho National Laboratory,
Idaho Falls, Idaho.

International Code Council Staff Draft. 2021. EV Infrastructure in Building Codes: Greenhouse
Gas Reduction Resource. Available at www.iccsafe.org/energy/EVresource.

Pike, Ed, Jeffery Steuben, and Shayna Hirshfield. 2020. City of Oakland Plug-in Electric Vehicle
Readiness Grant. Publication Number: CEC-600-2020-025, California Energy Commission.

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Pacific Northwest
National Laboratory
902 Battelle Boulevard
P.O. Box 999
Richland, WA 99354
1-888-375-PNNL (7665)

www.pnnl.gov