13. 4NJ0176 - Exhibit L - EV Charging Requirements.pdf

RLP No. 4NJ0176 – Exhibit L

LESSOR: ______ GOVERNMENT: ______

ATF Electric Vehicle Charger Requirements

Updated: 8.2.23

The following list is a basic set of requirements for the installation of level 2 car chargers. The purpose of this document is to establish a baseline of ATF requirements for car chargers going forward.

Level 2 Chargers

Chargers are 208‐240V 1‐phase AC (WYE at 208, delta at 240)

32A minimum input current for a dual port charging station, on a 40A branch circuit

Power should be supplied via a 2‐pole breaker (L1, L2, Ground)

Replace breakers and/or panels where aging and deterioration are present

A rule of thumb is that any panel over 30 years should be replaced to avoid charger failure due to deteriorating electrical infrastructure

Charging loads should be a minimum of 7.2kW per dual port charging station, or minimum of

3.6kW per charging port.

Charging stations should be dual port, pedestal style, and each station must be able to provide power to 2 vehicles at once (power share/split).

Level 2 chargers should provide a minimum of 12 miles of range per hour from a single charging port.

In locations where new electrical infrastructure is installed from the distribution panel

(480/277V), a delta‐to‐delta transformer shall be installed to provide branch panel power. This will increase line to line voltages to 240V (up from 208 in a WYE configuration) while maintaining the same amperage, thus boosting energy delivery without increasing ampacity requirements.

Electrical Requirements for level 2

Distribution power for level 2 chargers must be isolated from emergency power, i.e., panels on emergency generators should be avoided. If this can’t be avoided, then the panel should auto load shed to reduce load on emergency power systems

If available, chargers should be wired to panels backed‐up by standby generator power

With all charger infrastructure a 20% growth factor should be applied.

Architectural Requirements

Spaces must be allocated and design to ADA/ABAAS criteria as documented on the US Access

Board website.

NFPA has not provided definitive guidance on EV charging stations, but the battery or storage devices are covered as a hazard and protective assemblies measures are being considered in newly developed criteria and standards

Ventilation Requirements

The ventilation requirement for charging and electric vehicle in an indoor enclosed space shall be determined by NEC 625.52.

o Where electric vehicle storage batteries are used or where the equipment is listed for charging electric vehicles indoors without ventilation (such as vehicles with lithium‐ion batteries), mechanical ventilation shall not be required.

o Where the equipment is listed for charging electric vehicles that require ventilation for

RLP No. 4NJ0176 – Exhibit L

LESSOR: ______ GOVERNMENT: ______

indoor charging (such as vehicles with lead acid or zinc batteries), mechanical ventilation, such as a fan, shall be provided. Refer to NEC 625.52(B) for complete further guidance on this requirement.

If there are ventilation requirements, per NEC, the EV charging system shall be required to energize the properly sized ventilation system. This requirement is expected to be rare, since automobile manufacturers are expected to use non‐gassing batteries. The approved EV charging system shall communicate with the vehicle, and if ventilation is required but no ventilation system exists, the EV charging system shall not charge the vehicle. In parking garage situations that may already have ventilation systems for exhaust of ICE vehicles, such a system is expected to be sufficient, however, shall be verified.

EVSE Electrical Room that contains new transformer installation shall add an exhaust fan to reduce heat load.

General Requirements

Charging rates should be based on a 70kWh lithium‐ion battery capacity o Note: kW denotes power, kWh denotes energy; however, with batteries this measure also denotes energy capacity o Typical EV will have 224 miles of range on a 70kWh (3.2mi/kW) up to 312 miles on a

91kWh battery (3.4 mi/kW)

The difference in milage is due to efficiency variance, in general vehicles with higher battery capacity are upgraded with performance and efficiency package upgrades o It is important to note that ATF requires the use dual port charging stations for all level

2 charger installations.

POV (Privately Owned Vehicle) installations must include an ADA accessible charger.

Electric vehicle stalls must be clearly marked with a reflective sign, and EV stalls must be re‐ painted green to indicate EV charging space.

Chargers must comply with NFPA 70 Article 625 in addition to all other NEC standards

Each charger must be supplied in accordance with GSA P100 standard 6.5.7.8.

Upon commissioning the charger, the installer must provide training for maintenance and operation training to ATF vehicle fleet coordinator, and onsite FMSS.

Software and Telecommunications

All chargers must be OCPP software compatible. OCPP is Open Charge Point Protocol, which is a software management system for EV fleets.

Chargers cannot use ATF telecommunication systems, this including connection to the

ATF network, and/or installing communication modules in ATF space.

Chargers must use cellular systems for communication.

Chargers in parking garages should utilize boosters/repeaters to amplify outgoing signals.

All ATF charger related work must be reviewed by ATF prior to commencement.

OCPP chargers must be commissioned and verified to perform the following: track electrical consumption in kWh, vehicle type, and utilization factor