SOLAR TODAY - June 2011

Dan DaviDS an ineffective sign identifies an electric vehicle-charging station, but doesn’t forbid parking by internal-combustion-engine (iCE) cars. result: The charging station is usually inaccessible. This one is at the los angeles Science Museum.

Driver Behavior

As a part of the background research done
on the PSRC project, experienced eV driv-
ers were surveyed. This resulted in a number
of emphases included in the eVI guidelines.
For instance, it is clear that eV drivers don’t
want special treatment. They would rather have
charging stations located away from prime
parking nearest to building entrances. This is
because they don’t want scarce charging spots
blocked by conventional cars and trucks driven
by internal combustion engines (ICe). When a
charging space is blocked by a gas-drinker, an
eV driver is “ICed.”
To prevent ICeing, effective signage should
be posted. See the photos above for examples of
signs that don’t work and those that do.

of our member base to increase the likelihood that new charging station installations would succeed.

every potential site is unique. Factors that must be considered include —

• User profile — how long will drivers park, and where will they go?

• Level 1, 2 or 3 charging rates — which is best for this location?

• Site host profile — what’s in it for the host? Profit, customer service, environmental image or some other motivation?

• Local government and business profile — do local decision-makers support eV initiatives? What are their incentives to action?

• Proximity to electrical supply.

• Capacity of electrical supply.

• Physical layout of parking lot(s) and adjoining properties.

• Possibility to place stations at non-prime parking locations.

• Compliance with the requirements of the Americans with Disabilities Act (ADA).

• Integration with other green initiatives at the site,
such as a photovoltaic power source, bicycle trails
and racks, walk-to destinations and public transit.
Site Maintenance

The biggest driver complaint in California regards older stations no longer in service, due to vandalism or to an equipment problem. For a site to be effective, it must be kept operational. And to keep it operational, you need to have a method for regularly checking its status. Any plan for new charging stations should include

What you can do Want to bring charging sta- tions to your town? As a citizen or an American Solar Energy Society chapter member, approach people in local government who are already on board with green programs. The city’s sustainability officer and the planning board are good places to start, and so is the head of the transportation department. Connect the dots for them: Show how charging stations can tie into the agency’s efficiency upgrades or solar installations. Local governments don’t have cash right now to spend on new infrastructure, so show how charging stations can be rolled into the project costs the next time the city needs to repave a parking lot or upgrade a parking structure.

In the private sector, talk to local solar installers. A survey of Plug In America’s EV drivers found that 40 percent of EV owners have a residential solar array, and half of these owners installed solar almost immediately after purchasing an EV. Installers should roll charging stations into their product offerings, along with inverters and modules.

a maintenance program. If your site won’t have much human oversight, this may argue for using a networked station so that you can monitor status remotely.

In summary, there is no need to reinvent the wheel when it comes to best practices and eV charging station deployment. Published guidelines exist, such as the PSRC eVI Guide. Plug In America serves as an expert resource, with additional materials on its website. We also advocate the use of an eV champion or consultant on each project. This is analogous to having an accredited professional assigned to a green building project in order to integrate and coordinate all stakeholders. ST