Other Potential EVSE Recommended Locations

4. 
   Permitting Process Analysis: A description of the current permitting process and efforts underway or planned to expedite permitting include the following:
   

1. 
   The level of awareness of local permitting offices about the implementation of EVSE is minimal. Outreach and education is needed for the local planning departments within the Greater Portland region. The largest city, the City of Portland, is participating in our stakeholder group and is aware that there is interest from the public as they have been contacted by a few people asking questions about permitting requirements.
   
2. 
   The permitting offices’ level of knowledge of level II home charging stations varies. The City of Portland is aware of the different levels of charging stations, their electrical requirements, the permitting process, utility requirements (if a new transformer is necessary) etc. but no level II or III charging stations have been built in Maine at this time, so there is no first-hand knowledge or example to look to. They are not prepared for rapid growth in this sector. The other two cities in our region are aware that charging stations are necessary but may not have all of the details of what will be required.
   

3. 
   The current permitting process for EV charging station installation varies depending upon the type of charging station. For a level I charging station no permit is required. For level II and DC “Fast Charge” charging stations an electrical permit is required by the local government and the city inspector must sign off the work of a state-licensed electrician. No permits have been pulled for a charging station at this time, but the City of Portland reports that the turn-around time would be a few days after the electrical work is completed and would be handled like any other electrical permit.
   

The efforts that have already been undertaken to expedite the permitting process include the State of Maine’s adoption of the National Electric Code’s Article 625. This code addresses the many electronic aspects of electric vehicles and all equipment that is used for vehicle charging. The other effort underway is the convening of the electric vehicle stakeholder group. The permitting offices are now aware of the permitting requirements which will expedite processing of permitting once requests are made.

5. 
   ANALYSIS OF PUBLIC INFORMATION AND EDUCATION NEEDS: Description of the types of educational outreach which needs to be conducted in order to better facilitate implementation of plug-in vehicles and infrastructure include the following:
   
   1. 
      The educational needs for potential buyers of plug-in hybrids and EVs are extensive and very important. Information needs to be disseminated to potential buyers and owners of plug-in Hybrids and EVs that focuses on the benefits and maintenance of the vehicles, the different types of charging stations, their costs, their output, locations of EVSE, and safety information about both the vehicles and the charging stations.
      

In addition, lead-acid batteries do not like the cold. These batteries were used during the first generation EVs. Today, lithium batteries are almost exclusively used in all new EVs.

We understand that car manufacturers are developing “cold weather” packages to remedy the problems mentioned above such as Nissan for their 100% EV “the Leaf”.

2. 
   The process for installing a Level II home charging station includes hiring a state-certified electrician (state certified electricians are listed on the State of Maine’s website) pulling a permit from the local government and having the local government’s inspector sign off on the electrical work.
   
3. 
   Outreach is needed to ensure the safe operation of home charging stations. Materials need to be developed or secured and distributed to residences in partnership with the electric utilities, state-wide environmental organizations, media, social media, Public Service Announcements, and public events with early outreach focused on “early adopters” of EV technology to ensure the safe operation of home charging stations.
   
4. 
   The educational needs for public charging infrastructure installations includes available locations, how to properly charge a vehicle, address safety concerns, the varying costs of the three types of charging stations, local permitting and any available financial incentives.
   
5. 
   The educational needs for fleet implementation of plug-in hybrids, EVs and infrastructure includes information on the costs and benefits of the vehicles for fleets, maintenance, availability, safety, charging locations and procedures, and financial incentives for plug-in hybrids, EVs and charging infrastructure. Maine Clean Communities has close relationships with the municipalities in the Greater Portland Region and has the ability to reach out to the fleets and organize educational workshops focused on these topics.
   
6. 
   The educational needs for first responders, public safety officers, construction permitting officials and others is extensive. To date, there has been no educational outreach to these groups related to EVs. However, in the past, with the introduction of hybrid vehicles such as the Toyota Prius, a successful education model was implemented in which the automobile manufacturers teamed up with safety officers, i.e. police and fire departments for specific training about the vehicles.
   

Workshops were held that taught first responders and safety officers how to respond to the new technology in emergency scenarios and taught them about the vehicle’s electronic systems and batteries. Training materials were provided by the vehicle manufacturers in the forms of videos and training manuals. We are told that this series of trainings was very valuable and successful and could be repeated with the focus on electric vehicles. Our stakeholder group includes the State Fire Marshall’s office which has the ability to contact every fire department in the state. They also have the ability to provide information about workshops and training opportunities on their website and newsletter. Many of the car manufacturer’s already have training materials available for plug-in hybrid and EVs.

In addition, the National Fire Protection Association's (NFPA) Electric Vehicle Safety Training (EVST) project is providing training and materials to help first responders and firefighters identify electric vehicles and respond to common hazards.

A similar workshop could be held for local government permitting officers, inspectors and electricians, organized by the local utilities to educate the parties about the technology. Educating these groups will help speed the permitting process. Outreach to building officials’ associations and other professional organizations could help inform these groups of the educational opportunity.

6. 
   ANALYSIS OF OTHER BARRIERS: Barriers that could prevent successful deployment of electric vehicles and infrastructure.
   
   1. 
      Barriers to deployment of electric vehicle charging stations include:
      

• 
  Lack of a clear permitting process and timeframe;
  
• 
  Lack of suitably trained electricians’, permitting officials and inspectors’ knowledge about EVs and charging infrastructure;
  
• 
  Lack of public education;
  
• 
  Potential efforts by the State to make up for lost gas tax revenue which could discourage EV ownership;
  
• 
  Safety concerns from fire officials;
  
• 
  Costs to build and operate EVs and infrastructure;
  
• 
  Availability of EVs; and
  
• 
  Problems associated with entities other than utilities “selling” power.
  

2. 
   Incentives at all levels of government should be enacted for building charging stations. In addition, preferential parking for EVs, reduced local excise taxes, tax credits and “free” fuel at charging stations should be enacted. Until the costs and availability of EVs and charging infrastructure decreases, financial and other incentives are necessary to encourage people to embrace this new technology.
   

3. 
   The necessary steps to reduce or eliminate the identified barriers include:
   

• 
  Working with local governments’ permitting offices to streamline permitting and ensure that proper electrical codes are adopted;
  

• 
  Educate permitting officials, inspectors, and certified electricians about the technology;
  

• 
  Work with first responders and the State Fire Marshall’s office to implement an education program related to safety;
  

• 
  Educate the public about the benefits of electric vehicles, the facts about charging stations and availability of public charging stations;
  

• 
  Work toward implementing tax and other financial incentives for infrastructure;
  

• 
  Work with EV auto manufacturers to sell their vehicles in Maine; and
  

• 
  Educate businesses about how to charge “user fees” for public charging stations rather than charging for the electricity.
  

CMP plans to approach the MPUC soon to explore the issue of third parties abilities’ to “sell power” as related to electric vehicles. Knowing the MPUC’s policy on this key issue will help us determine if other avenues such as charging “user fees” instead, will allow the implementation of public and privately owned charging stations accessed by the public.

Key parties necessary for the reduction or elimination of barriers should include local governments’ permitting and inspection offices, electricians, first responders, the State Fire Marshall’s office, businesses, non-profit organizations, car dealers and their associations, the public, and EV car manufacturers.

7. 
   ROLE OF COALITION TO FACILITATE PLUG-IN VEHICLE IMPLEMENTATION: the current and future role of our coalition in plug-in vehicle implementation is as follows:
   
   1. 
      One of the actions our coalition is taking to follow up on this assessment is our participation in the successful eleven-state DOE-funded “Clean Cities Community Readiness and Planning for Plug-in Electric Vehicles and Charging Infrastructure” project. Now, our coalition will have additional resources to continue working with the stakeholder group we have assembled, continue planning, research and work with various parties in the region to promote EVs and the implementation of charging infrastructure.
      

2. 
   In addition, we successfully secured a loaner plug-in hybrid Prius from Toyota for several weeks. We reached out to local governments, key stakeholders and government officials in order to show them the car, give them a chance to drive it, get their feedback and get them excited about the technology.
   

3. 
   The role our coalition could take in marketing, outreach and training related to this effort could be carrying out all of the above activities listed under “steps to reduce or eliminate barriers.” So far, no activities have been planned as we are waiting for additional funding to make this possible.
   

4. 
   The resources we need to help improve our implementation efforts include funding for staff time, education and outreach materials including successful case studies, model permits, safety training handbooks from the car manufacturers, model legislation for state incentives, and webinars to educate staff.
   

As stated previously, a survey questionnaire was developed with a total of 15 questions related to Plug-in Hybrids and EVs. Questions were intended to gauge respondents’ future plans, current attitudes, support for state incentives and barriers they face in purchasing and owning a Plug-in Electric Hybrid or EV. (See below.)

A personalized letter was sent to approximately 700 current hybrid car owners. Current hybrid car owners were identified as “early adopters” of new vehicle technologies including plug-in hybrid and EVs. Addresses were acquired from the Maine Bureau of Motor Vehicles showing valid car registrations from the last two years. The letter directed the participants to take our survey on-line that was posted to our Maine Clean Communities’ web site. In addition, we sent out an email to our Maine Clean Communities’ email list of over 400 individuals asking them to also participate in the survey. One hundred and twenty-two people responded to the survey overall with one-hundred and five respondents being current or previous hybrid-car owners otherwise defined as “early adopters”.

Following are the results from the survey: