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<br />forum, an interactive feature of Zoning Practice. Timothy Boarder,
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<br />About the Author
<br />Timothy M. Bourcier, Alca, is president-elect of the Maryland Chapter
<br />of the American Planning Association. Bourcier is also a consultant
<br />with Davis, Bowen and Friedel, Inc., based in of their Annapolis,
<br />Maryland, office. He has acted as the project manager for several
<br />comprehensive growth plans, zoning ordinance revisions, and other..
<br />municipal projects and services in Maryland, Delaware, Virginia,
<br />Florida, Louisiana, and Mississippi. While with the City of South Mi-
<br />ami, Bourcier helped craft an ordinance dealing with incorporating
<br />personal generators into residentiat zoning districts -generators were
<br />used widely without regulation after hurricanes for emergency power.
<br />vehicle (hybrid vehicles require a shorter
<br />charging time, which is based on the battery's
<br />capacity). A Levet III µpo volt station has also
<br />been developed, but is not being widely used
<br />at this time. Most plug-in vehicles that are in
<br />production or planned for production can be
<br />charged at a Level III station to near capacity
<br />within zo to 3o minutes.
<br />As users approach the end of the bat-
<br />tery range of an all -electric -powered vehicle,
<br />they will have to make arrangements for
<br />recharging. In neighborhoods comprised
<br />exclusively of detached single-family homes
<br />with off-street parking, users can charge
<br />vehicles on their property. Areas without off-
<br />street parking make recharging more compli-
<br />cated. When users get to the end of the bat-
<br />tery range of an alt-electric-powered vehicle,
<br />they wit( need to plan in advance where and
<br />how to recharge. As EV sales increase, so
<br />will the demand for convenient places to fuel
<br />the vehicles. Since recharging takes con-
<br />siderably longer than fitting up a gas tank,
<br />it's necessary to accommodate the required
<br />3o-minute and longer refueling stops.
<br />Beyond the need for recharging infra-
<br />structure, the proliferation of EVs may have
<br />additional community impacts. Part of the
<br />allure of EVs is the reduction or elimination
<br />of greenhouse gas emissions. In areas where
<br />electricity is generated by coal plants, re-
<br />charging the vehicle wilt create emissions at
<br />the plant, which may defeat the purpose of
<br />using the vehicle to lower emissions. Other
<br />issues arise in areas where energy infrastruc-
<br />ture is stretched thin and vehicle recharging
<br />may further strain the system (although some
<br />preliminary studies suggest infrastructure is
<br />in place nationally to handle widespread use
<br />of EVs). King County, Washington, is discover-
<br />ing that the overall electrical capacity exists,
<br />but the microgrid (transformers, conduits,
<br />etc.) needs to be upgraded. In response,
<br />some communities are requiring or incentiv-
<br />izing users to plug in during off-peak hours
<br />(this is discussed in greater depth later). Flow
<br />the electricity will be paid for is also an issue.
<br />If a shopping mall provides charging stations,
<br />will the user have to pay to fill up (as we cur-
<br />rently do at a gas station) or will they provide
<br />"free" charging stations, where costs likely
<br />will be passed on to all consumers? Do local
<br />governments have an opportunity and the
<br />capability (politically and legally) to control
<br />higher prices for everyone by making EV us-
<br />ers pay their own way?
<br />required in new development? How will local
<br />design standards be affected? Alt of these
<br />items will be discussed later as current local
<br />initiatives are explored. In the next section,
<br />this article takes a closer look at the develop-
<br />ment, planning, and land -use considerations
<br />for requiring and allowing charging stations.
<br />ZONING AND LAND -USE CONSIDERATIONS
<br />Parking is the primary land -use consideration
<br />associated with EVs. Having designated areas
<br />specifically for vehicle recharging purposes
<br />seems incompatible with a current trend
<br />Each community will have to decide whether
<br />or not it will require designated parking areas
<br />for EV charging and how those requirements
<br />will be reflected in the local zoning code.
<br />The shopping mall example above also
<br />raises the issue of parking. Each community
<br />will have to decide whether or not it wilt re-
<br />quire designated parking areas for EV charg-
<br />ing and, if so, how those requirements will
<br />be reflected in the local zoning code. Beyond
<br />zoning, local governments will have to de-
<br />termine what role to take in creating public
<br />charging stations or setting aside publicly
<br />owned and maintained parking places for
<br />EVs. This will require much planning to ac-
<br />count for installation, operation, and mainte-
<br />nance costs. Also, if a community sets aside
<br />parking spaces for EVs to conveniently re-
<br />charge, it will need to enforce their provision
<br />in order for the initiative to be successful.
<br />Finally, new development and the built
<br />environment are macro considerations. How
<br />will charging stations affect historic com-
<br />munities? Should EV charging stations be
<br />away from residential garages and on -site
<br />surface parking lots across the U.S.
<br />When designating future land uses,
<br />charging stations should be an additional
<br />consideration for transportation planners
<br />with Metropolitan Planning Organizations
<br />(MPOs) and state and federal transportation
<br />entities. Stations wilt need to be strategicatly
<br />located along major transportation routes.
<br />Planners should consider incorporating
<br />charging stations at interstate rest areas that
<br />already exist.
<br />For the most part, recharging stations
<br />and devices are accessory to functions and
<br />facilities already in existence. One challenge
<br />for local governments will be incorporating
<br />these stations into zoning definition lists
<br />and use tables. Communities will have to
<br />determine where charging stations are ap-
<br />propriate (in which zones) and under what
<br />ZONINGPRACTICE 7.10
<br />AMERICAN PLANNING ASSOCIATION IPQ1 3
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