EXTERNAL FACTORS AFFECTING CHARGER INSTALLATION (1)
Editor’s Note: These series are selected from manual Electric Vehicle Community Market Launch Manual: A Guide to Prepare Your Community for Electric Vehicles which was prepared by the Electric Transportation Coalition (ETC) and the Electric Vehicle Association of the Americas (EVAA) in cooperation with the U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT).
The infrastructure planner should be aware that out-of-date building and electrical codes could adversely affect the design and timely installation of EV charging facilities in residences, commercial buildings, and public charging locations. Therefore, the infrastructure plan must take into account the time that state and local governments require to incorporate changes adopted by national code organizations to ensure convenient installation and safe operation of EV charging facilities. Planners also need to know that some cities and counties have adopted ordinances that require installation of an EV wiring raceway—or, a conduit running from the electric service panel to a two-gang electric box in the garage—in new residential structures to help reduce the time and cost of installing an EV charging facility.
This section provides information on:
- How building and electrical codes are developed and adopted
- New EV electrical codes
- ProposedEV building code modifications
- One local ordinance that requires the installation of an EV wiring raceway in new residential construction
Adoption of Building and Electrical Codes
Building codes provide guidelines to engineers and construction workers for ensuring the health and safety of building occupants. Today’s building codes address not only occupant health and safety issues, but also the products and materials that are moved into and out of buildings. The term building codes generally includes the following types of codes:
- Building Code: foundations, structural loads, occupancy classifications, fire protection systems, and egress
- Mechanical Code: air distribution and ducts, and heating, ventilation, and air conditioning systems
- Plumbing Code: water supply, drainage, and sewage
- Fire Prevention Code: operation and maintenance of buildings
- Energy Code: thermal envelope and lighting design
- Electrical Code: wiring and electrical equipment
Some states adopt a uniform, state wide code that cannot be amended by local communities. In other states, communities are allowed to amend state codes, usually to provide more stringent requirements. In still other states, code adoption is left to individual counties and municipalities. In all cases, however, enforcement occurs at the local level.
Many building codes adopted by states and local governments are based on major model codes developed by the private sector. Other states and local jurisdictions develop their own codes or adapt and modify model code provisions to fit their particular situations. Many of these state and local modifications address unique climate or geographical concerns. The major model code organizations and their respective publications are listed below:
- Building Officials and Code Administrators International, Inc. (BOCA): National Codes
- Southern Building Code Congress International (SBCCI): Standard Codes
- International Conference of Building Officials (ICBO) and International Association of Plumbing and Mechanical Officials (IAPMO): Uniform Codes
- Code Administrators and Building Officials, Inc. (CABO): One- and Two-Family Dwelling Code
- National Fire Protection Association (NFPA): National Electrical Code
In many cases, local regulators face challenges in applying current codes to EV charging facilities and EV fueling. These challenges could be overcome if model building codes, which have been developed and approved by the above-mentioned entities, are adopted at the local level.
Technical experts from IWC’s Health and Safety Committee—which represents electric utilities, EV manufacturers, automotive engineers, regulatory agencies, and independent laboratories—have drafted model code language to cover safety and construction issues related to EV charging equipment and installations. The industry submitted to NFPA their recommended changes to Article 625 of the National Electrical Code (NEC), a model electrical code intended to be incorporated by states and communities. These changes were adopted by NFPA and incorporated into the 1996 version of NEC. Many other codes and standards cover other aspects of EV charging. NEC covers the wiring and electrical equipment between the EV and the utility system and contains only the minimum requirements for electrical safety. It does not specifically address mechanical, plumbing, or building.
Each of the model code organizations has its own revision schedule that typically runs on a three-year cycle. Communities that want to become EV-Ready should contact the appropriate model code organization and inquire about the status of incorporation of EV-related language into model codes. ICBO is expected to publish EV provisions in January 1997; CABO in January 1998; and BOCA in January of 1999.Planners should also seek direction on the proper procedure and timeline required for local consideration and adoption of these provisions. The following case study outlines the process that the State of California has taken to adopt changes to its codes to incorporate EVs:
State of California
In 1995, the California Building Standard Commission opted to use an emergency (immediate) adoption procedure, a 45-day rulemaking process, rather than an annual revision cycle, to consider various EV-related codes. The Commission slightly modified the EV-related provisions adopted for the 1996 NEC, proposed revisions for the ICBO model building code, numbered them appropriately, and submitted the revisions for adoption under the 45-day rulemaking process. The California Building Officials Association, with financial assistance from the California Energy Commission, agreed to offer workshops throughout the State to bring local inspectors up to speed on measures designed to provide safe use and operation of EVs.
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Support of Electric Vehicles and Charging Facilities （5）
Editor’s Note: These series are selected from manual Electric Vehicle Community Market Launch Manual: A Guide to Prepare Your Community for Electric Vehicles which was prepared by the Electric Transportation Coalition (ETC) and the Electric Vehicle Association of the Americas (EVAA) in cooperation with the U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT).
EV EMERGENCY RESPONSE TRAINING
EVs will require the same level of emergency response as is now available for internal-combustion-engine vehicles. To provide such service, communities must know how to minimize the risks to a variety of people—passengers; fire, rescue, and law enforcement personnel; maintenance workers; and the general public—from various vehicle collision hazards, such as electric shock and battery electrolyte spillage. To date, several EV emergency response programs have been developed by both the automotive and electric utility industries. The following case studies describe two such training programs:
American Coalition for Traffic Safety’s Electric & Hybrid Vehicle Emergency Rescue Training Program
The American Coalition for Traffic Safety (ACTS), in cooperation with General Motors Corporation, Ford Motor Company, Chrysler Corporation, Detroit Edison, DOE, CALSTART, and the Midwest Research Institute, developed the Traffic Safety Electric & Hybrid Vehicle Emergency Response Training Program, which provides information to emergency response personnel on EVs made by each of the participating automotive companies. The program includes:
- A video and brochure detailing emergency rescue procedures and vehicle design characteristics, extrication procedures for occupants, and towing of damaged EVs
- An instructor’s manual
- Field cards for use at the crash scene
- A poster containing the same information as the field cards for use in law enforcement and fire facilities
Additional information regarding the ACTS training course can be found in Volume III of the Manual.
Electricore
Electricore, one of the seven regional consortia sponsored by the Advanced Research Projects Agency (ARPA) Electric and Hybrid Vehicle Demonstration Project, is preparing a training course—including manuals and a video—for emergency responders. Partnering with state and local law enforcement agencies, Electricore plans to offer this as an accredited training course for emergency rescue personnel at the local, state, and national levels.
Communities should be aware that the National Highway Traffic Safety Administration (NHTSA) has been conducting research to ensure that EVs perform as safely as their internal-combustion-engine counterparts. Since 1993, NHTSA has conducted six crash tests of EVs, for which films and reports are available, and investigated four crashes or incidents involving EVs. Information on these tests and investigations are available from NHTSA’s EV safety research program. NHTSA has also published a notice in the September 30, 1994, Federal Register requesting comments on EV safety issues. Docket No. 91-94, Notice 05 contains responses to this notice, presenting the concerns of auto manufacturers, emergency responders, and others on safety issues.
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Support of Electric Vehicles and Charging Facilities （4）
Editor’s Note: These series are selected from manual Electric Vehicle Community Market Launch Manual: A Guide to Prepare Your Community for Electric Vehicles which was prepared by the Electric Transportation Coalition (ETC) and the Electric Vehicle Association of the Americas (EVAA) in cooperation with the U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT).
BATTERY RECYCLING (2)
According to the U.S. Department of Energy (DOE), reclamation and recycling processes for mid-term batteries, as defined by the United States Advanced Battery Consortium (USABC), are partially developed. A feasibility study has shown recycling of nickel metal-hydride batteries to be cost effective.
Long-term battery technologies, as defined by USABC (including lithium-polymer batteries), are still in the research and development stage. Therefore, the recycling processes for these types of batteries cannot yet be well defined. One of the stated goals of USABC is to develop batteries that are both recyclable and nontoxic.
The following table shows the existing U.S. and Canada battery recycling facilities and the types of batteries currently being recycled:
| Battery Recycler | Location Battery | Type Recycled |
| ToxCo | British Columbia, Canada | Lithium |
| Recovery & Reclamation | Pecos, Texas | Zinc |
| GNB | Los Angeles, California Dallas, Texas Columbus, Georgia |
Lead-acid |
| RSR Quemetco, Inc. | City of Industry, California Dallas, Texas |
Lead-acid |
| Sanders Lead | Troy, Alabama | Lead-acid |
| Skuylkill Metals | Baton Rouge, Louisiana Forest City, Missouri |
Lead-acid |
| Refined Metals | Indianapolis, Indiana Memphis, Tennessee |
Lead-acid |
| The Doe Run Company | Boss, Missouri | Lead-acid |
| Kinsbursky Bros. | Anaheim, California |
Lead-acid |
| INMETCO | Pennsylvania | Nickel-cadmium Nickel-iron Nickel metal-hydride |
Battery recycling programs can be either market-based or regulated. In the market based recycling scenario, the value of the recycled materials exceeds or offsets the cost of recycling. In the regulatory scenario, recycling costs must be born, regardless of the value—or lack thereof—of the recycled materials. These costs are usually passed on to the user in the form of a disposal fee or by increasing the cost of the battery. In some cases, the government will bear the costs. While a market-based system is generally preferable as it helps reduce overall program costs, its success depends on obtaining a profitable recovery value for the recycled materials.
Encouraging the recycling of batteries at the community level involves the following:
- Supporting adoption of the Universal Waste Rule at the state and local levels
- Establishing a system of battery collection points in the community
- Determining whether battery recycling should be pursued as an alternative to other disposal methods
Communities should encourage a large number of collection points to collect the greatest number of different battery types. The techniques below have helped many communities successfully establish collections points for spent lead-acid batteries:
- Prohibiting the disposal of batteries in landfills
- Requiring a deposit when a battery is first purchased
- Relying on the materials recycled value
In some cases, a community might encourage the formation of a secondary battery market, followed by recycling when the battery is no longer deemed usable. Batteries that can no longer provide the performance needed to power a vehicle can still serve many other functions. Possible secondary uses include providing utility peak-shaving capabilities or back-up emergency power to hospitals. Encouraging a secondary market helps improve EV economics as well as ensure delivery of the maximum value from the battery before recycling.
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