Albany Electric Vehicle Feasibility Study

New York State Energy Research and Development Authority
Albany Electric Vehicle

Feasibility Study
Final Report
June 2012
NYSERDA Report Number 14-15

NYSDOT Report Number C-10-58
Albany Electric
Vehicle Feasibility
Study
Final Report C-10-58
June 2012
Prepared for:
The City of Albany, New York
Gerald D. Jennings, Mayor
Douglas Melnick, AICP, Director of Planning
The New York State Energy Research and

Development Authority
Joseph Tario, Project Manager
New York State Department of Transportation

Colleen Smith-Lemmon, Project Manager
Prepared by:
VHB Engineering, Surveying and Landscape Architecture, P.C.
Albany City Hall
CITY OF ALBANY
3 Electric Vehicle Feasibility Study
Notice
This report was prepared by VHB Engineering, Surveying and Landscape Architecture, P.C. in
the course of performing work contracted for and sponsored by the City of Albany, the New
York State Energy Research and Development Authority, and the New York State Department
of Transportation (hereafter the “Sponsors”). The opinions expressed in this report do not
necessarily reflect those of the Sponsors or the State of New York, and reference to any
specific product, service, process, or method does not constitute an implied or expressed
recommendation or endorsement of it. Further, the Sponsors and the State of New York
make no warranties or representations, expressed or implied, as to the fitness for particular
purpose or merchantability of any product, apparatus, or service, or the usefulness, complete-
ness, or accuracy of any processes, methods, or other information contained, described,
disclosed, or referred to in this report. The Sponsors, the State of New York, and the
contractor make no representation that the use of any product, apparatus, process, method,
or other information will not infringe privately owned rights and will assume no liability for
any loss, injury, or damage resulting from, or occurring in connection with, the use of informa-
tion contained, described, disclosed, or referred to in this report.
Disclaimer
This report was funded in part through grant(s) from the Federal Highway Administration,
United States Department of Transportation, under the State Planning and Research Program,
Section 505 of Title 23, U.S. Code. The contents of this report do not necessarily reflect the
official views or policy of the United States Department of Transportation, the Federal Highway
Administration or the New York State Department of Transportation. This report does not
constitute a standard, specification, regulation, product endorsement, or an endorsement of
manufacturers.
CITY OF ALBANY
1. Report No. C-10-58 2. Government Accession No. 3. Recipient's Catalog No.

4. Title and Subtitle 5. Report Date
Albany Electric Vehicle Feasibility Study June 2012
6. Performing Organization Code

7. Author(s) 8. Performing Organization Report No.
Keith Forbes Elizabeth Staubach
Kari Hewitt Jason Zogg
Dan Lovas
Kim Lundgren
9. Performing Organization Name and Address 10. Work Unit No.
VHB Engineering, Surveying and Landscape Architecture, P.C. 11. Contract or Grant No.
100 Great Oaks Boulevard, Suite 109 Albany, New York 12203
12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered
NYS Department of Transportation NYS Energy Research and Development Authority Final Report 05/2011 - 06/2012
50 Wolf Road 17 Columbia Circle 14. Sponsoring Agency Code
Albany, New York 12232 Albany, New York 12203
15. Supplementary Notes: Project funded in part with funds from the Federal Highway Administration
16. Abstract
The City of Albany, New York, in its continued efforts to identify ways to become a more sustainable and livable city, has undertaken
a feasibility study to examine ways it and other cities can support and promote the use of Electric Vehicles (EV). This Electric Vehicle
Infrastructure Feasibility Study aims to identify what actions must be taken to make a city “EV Ready”.
The results of this study, including both policy and charging station location recommendations, provide the City of Albany with the
necessary framework to begin its efforts to promote EV use within the city and the Capital Region. In addition, the complete Feasibility
Study includes information on EV use and demand, existing charging infrastructure, best practices on becoming an EV Ready city, and a
checklist for EV readiness that can be used by other municipalities in their efforts to support EVs.
17. Key Words 18. Distribution Statement
Electric Vehicle, charging station, zoning code, building No Restrictions
code, Albany, EV Ready
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price
Unclassified Unclassified 58
CITY OF ALBANY
Abstract
The City of Albany, New York, in its continued efforts to identify ways to become a more
sustainable and livable city, has undertaken a feasibility study to examine ways it and other
cities can support and promote the use of Electric Vehicles (EV). This Electric Vehicle Feasibility
Study aims to identify what actions must be taken to make a city “EV Ready”.
The results of this study, including both policy and charging station location recommendations,
provide the City of Albany with the necessary framework to begin its efforts to promote EV
use within the city. In addition, the complete Feasibility Study includes information on EV use
and demand, existing charging infrastructure, best practices on becoming an EV Ready city,
and a checklist for EV readiness.
Acknowledgements
The City of Albany would like to thank the New York State Department of Transportation
and the New York State Energy Research and Development Authority for their support of
this study. Project managers, Colleen Smith-Lemmon and Joseph Tario, provided invaluable
guidance and support throughout the completion of the feasibility study.
In addition we would like to also express our sincerest gratitude to the members of the
Technical Advisory Committee, Stacey Hughes (National Grid) and Mary Ellen Mallia
( University at Albany) for their knowledge, advice, and support during this process.
Mayor's Office of
City of Albany, NY
Table of Contents
Executive Summary............................................................................................ 9
Overview and Background.............................................................................. 13

Intended Outcomes of the Study
Current State of Electric Vehicles and Electric Vehicle Infrastructure
Driving Patterns and Charging Demand
Why Electric Vehicles in Albany?..................................................................... 19
Getting Albany EV Ready................................................................................ 23
EVSE Site Evaluation and Recommendations................................................. 29

Criteria and Methodology
Recommendations
Best Practices for an EV Ready Community.................................................... 35

EV Ready Checklist
Summary of Best Practices
A Guide for Future Investments
References........................................................................................................ 41
Appendix A:
Maps of Recommended EVSE Sites................................................................. 43
Appendix B:
List of Charging Station Providers/Products................................................... 55
Appendix C:
Complete List of Recommended EVSE Sites................................................... 56
CITY OF ALBANY
List of Tables/Figures/Maps
Figure 1: Recommended Locations in Albany for EVSE Siting............ 11
Table 1: Charging Station Length to Charge and Cost........................ 16
Table 2: Public Charging Station Demand Ratios................................. 17
Table 3: Municipal Tools to Incentivize EV Use.................................... 24
Table 4: Models for Public EV Installation and Operation................... 27
Table 5: A Checklist for EV Readiness................................................... 36
Map 1: Households and Employment Centers – Separate................... 45
Map 2: Households and Employment Centers – Combined................ 47
Map 3: Land Uses, Trip Generators, Functional Class Roads................ 49
Map 4: Trip Generators, Functional Class Roads, Hot Spots................ 51
Map 5: Areas Near Highway Exits – DC Fast Charging........................ 53

Mayor's Office of
City of Albany, NY
CITY OF ALBANY
Electric Vehicle Feasibility Study
Executive Summary
The City of Albany, New York, in its continued efforts to identify ways to become a more
sustainable and livable city, has undertaken a feasibility study to examine ways it can support
and promote the use of Electric Vehicles (EV). This Electric Vehicle Feasibility Study, funded by
the New York State Department of Transportation (NYSDOT) and the New York State Energy
Research and Development Authority (NYSERDA), aims to identify what actions must be taken
to make a city “EV Ready”.
A key result of this study is a set of recommendations for policy initiatives that the City of
Albany may consider implementing in order to support EV use. The chart below summarizes
these recommendations.
POLICY RECOMMENDED ACTION
Zoning • Revise existing zoning code to include a Specific Use Regulation for EV charging stations.
• Create standards for siting, ADA accessibility, and procedures for incorporating structures in
historic preservation and business improvement districts modeled after Chapter 270; Public Pay
Telephones.
Building Code • Establish requirements that all newly constructed residential buildings include a 220 volt outlet in
associated garages.
• Establish requirements that any new commercial building of at least 5,000 square feet include
the wiring necessary to accommodate EV charging infrastructure.
CITY OF ALBANY
POLICY RECOMMENDED ACTION
Permitting • Provide an expedited permitting and inspection process for those seeking to install a residential or
public EV charging station.
• Provide reduced permitting fees or waive fees completely to promote the use of EVs and the
installation of the necessary infrastructure.
• Provide training for all City of Albany Building and Code Inspectors.
Signage • Establish a standard design for future EV signs.
• Establish minimum standards for visibility.
Parking • Strictly enforce parking regulations.
• Establish a fine schedule for illegal parking.
Lead by Example • Install EV charging stations at the City’s Department of General Services Garage.
• Incorporate EVs into the City’s existing fleet of vehicles.
Installation • Identify and lease preferred public locations for EV charging installation.
• Release a Request for Proposals for EV charging stations and installations and enter into a
contract that provides the greatest benefit to both the City and the EV user.
In addition to these policy recommendations, a key outcome of this study was the identifica-
tion of optimal locations where Level II EV charging would be most useful, prominent and
supported by existing electrical infrastructure in Albany. Objective evaluation criteria were
developed to identify these locations. The evaluation criteria for Level II charging stations were
split into two stages. Additionally, a separate set of criteria was developed to identify areas or
locations for potential DC Fast Charging infrastructure. Listed below are the top 15 locations
selected. These locations are considered relatively low in difficulty to connect to the grid and
are on public sidewalks or other public property owned by the City, State, or non-profit educa-
tional institutions.
Streets
■■ Delaware Avenue in front of The Spectrum Theater
■■ Russell Road (Russell Road is a City-owned roadway with on-street parking and is adjacent to
Westgate Plaza, a dance studio, and County office buildings.)
■■ Lark Street between Madison and Washington Avenue
Institutions/Properties/Buildings/Lots
■■ Robinson Square Parking Lot at Robinson and Swan Streets
■■ McCarty Avenue New York State Office of General Services Employee Park and Ride lot
(This parking lot has 669 designated spaces for State employees.)
■■ College of St. Rose parking lots
■■ The church owned parking lot in front of the Hampton Inn that serves Pearl Street, Palace
Theatre and Capital Repertory customers
CITY OF ALBANY
■■ UAlbany Campus faculty lots and/or visitor lots
■■ UAlbany NanoTech Complex
■■ Harriman State Office Campus (This location is home to multiple State agencies and their
fleets and the installation of charging stations could encourage the conversion of existing
vehicles to EVs.)
■■ Pine Bush Preserve Discovery Center
■■ Capital Hills Golf Course
■■ Madison Avenue between Western Avenue, Allen Street, and Main Street
■■ Albany parking garages (The three main Albany parking garages—Columbia Garage,
Quackenbush Garage, and Green/Hudson Garage—combined have over 2,650 public
parking spaces.)
■■ Hoffman Park at North end of Hoffman Avenue
Figure 1: Recommended Locations in Albany for EVSE Siting Menands
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illustrative purposes only. Unauthorized attempts to modify or utilize this figure for other
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Feet
makes no claims or guarantees about the accuracy or currency of the contents of the
data provided and expressly disclaims liability for errors and omissions in its contents.
TOP 15 RECOMMENDED EVSE LOCATIONS
CITY OF ALBANY
This Feasibility Study includes information on EV use and demand, existing charging infrastruc-
ture, best practices on becoming an EV Ready city, and a checklist for EV readiness. This check-
list allows municipalities to assess what actions need to be taken to become “EV Ready.”
A CHECKLIST FOR EV READINESS
 Revise existing building code to remove barriers to installation of EV infrastructure
 Update zoning to allow for EV charging stations in all major zoning categories (differentiating between
Levels I, II, and DC by zoning category)
 Include standards in building code and permitting language for siting within historic and other specialty districts
 Integrate EV charging infrastructure considerations into design review process for new developments,
including buildings, and especially for sidewalks, streets, and parking areas
 Develop policy for siting EV charging infrastructure within residential districts where residences typically do
not have garages
 Expedite permitting for EV charging stations
 Adopt standard design and visibility requirements for EV charging station signage
 Adopt standard policies on ownership and installation of EV charging stations on public property
 Work with local utility EARLY to determine capacity for increase in demand from EVs and to determine
connection costs and processes
 Adopt a fine schedule for parking violations within EV designated parking spaces
 Establish fees associated with use of equipment on government property
 Adopt a policy/strategy for incorporating EVs into municipal fleet
 Form a stakeholder group within the community – businesses, institutions, local utilities, interested consumers,
fleet operators to evaluate demand and create strategies for EV uptake
 Create an education and marketing program to educate the community about EVs, infrastructure, and
available incentives
 Consider provision of free/discounted tolls, parking, HOV lanes, and other driving incentives, including free
or reduced price charging at certain times or locations
 Work with taxi fleets, rental car companies, and car-sharing programs to integrate EVs and charging infrastructure
 Work with colleges, technical schools, and other education providers to develop EV workforce training courses
and programs
 Coordinate with fire, EMS, police, and other emergency responders to provide EV-specific training offered by
the Fire Protection Research Foundation
Mayor's Office of
City of Albany, NY
CITY OF ALBANY
Overview and Background

To promote the use of electric vehicles (EVs) in the Capital Region, the City of Albany has
conducted an EV Feasibility Study to identify opportunities and best practices for making
Albany “EV Ready”. Becoming an EV Ready City is just one of the many strategies being
implemented as part of the City of Albany’s climate and sustainability efforts. Mayor Gerald
D. Jennings made a commitment to sustainability in 2005 by signing onto the US Mayors’
Climate Protection Agreement, and more recently through the creation of the Mayor’s Office
of Energy & Sustainability. Given the significant impact that the transportation sector has on
greenhouse gas (GHG) emissions1, the transition to EVs will be an important climate mitigation
strategy for the city and was identified as a key transportation strategy in the City’s Albany
2030 Comprehensive Plan.
EVs and associated infrastructure are one solution for addressing localized air pollution and
GHG emissions, as well as making Albany more resilient to rising fuel prices. In addition to
lowering GHG emissions, EVs also reduce localized criteria air pollutants that contribute to
respiratory illnesses such as asthma, reducing the health risks to Albany residents.
This EV Feasibility Study begins with an overview of the current state of EVs and EV infrastruc-
ture, including technology, policy on both the national and state levels, and current and poten-
tial demand for EVs. It continues with a discussion of the role for EVs and EV infrastructure in
Albany, how to get Albany EV Ready, and provide some recommendations for zoning, policy,
and EV infrastructure development. Finally, this study offers best practice recommendations
and a Checklist for EV Readiness, which can be used by Albany as well as other municipalities
to support and prepare for large-scale EV proliferation.
1 According to the City’s 2009 Greenhouse Gas Inventory, the transportation sector accounted for 21% of
community-level GHGs.
CITY OF ALBANY
Intended Outcomes of the Study

The intended outcomes of this EV Feasibility Study include the following:
■■ Assessment of current opportunities for the City of Albany to support the proliferation
of EVs throughout the Capital District
■■ Identification of criteria for strategic placement of charging infrastructure
■■ Identification of policies and regulations for EV-friendly zoning, infrastructure, and

technology
■■ A thorough review of best practices and their applicability to Albany
■■ Recommendations for optimal locations for siting charging stations in Albany
■■ Recommendations on incorporating EVs into the City’s municipal fleet
Current State of Electric Vehicles and Electric Vehicle

Infrastructure
With an estimated one million EVs being delivered to the U.S. car market by 20152, auto-
makers, businesses, and municipalities are quickly trying to identify potential EV buyers who
would require charging facilities. Over 20 EV models have been announced for introduction in
the next few years, including traditional commuter cars, light duty trucks, and exotic sports
cars. A report released by the U.S. Department of Energy (DOE) in February 2011 estimated
production of the Chevrolet Volt and Nissan Leaf, two of the most successful EVs on the
market, to be greater than 100,000 units per year for each model by 2015. Numbers for 2011
indicate that production has been coming up short on reaching their targeted production, but
both manufacturers have plans to ramp up production and sales in 2012.
Types of Electric Vehicles

There are a wide variety of electric vehicles entering the market, which operate based upon
different combinations of power systems and engine/motor types. The most popular type of
EV on American roads today is the Hybrid Electric Vehicle (HEV). HEVs primarily use an
internal combustion engine (ICE) to power the vehicle. The engine also charges a battery pack
that powers a set of electric motors. These are used to assist or completely replace the internal
combustion engine for short periods of time at low speeds. Electricity
for the batteries also can be generated during braking (called regenera-
tive braking). Of the different HEVs available, the most popular model is
the Toyota Prius. Most automobile manufacturers have been rolling out
new models to challenge Toyota’s dominance, such as the Honda
Insight, Ford Fusion Hybrid, and the Lincoln MKZ Hybrid.
Plug-in Hybrid Electric Vehicles (PHEVs) have similar drivetrain

configurations to HEVs and share many of the same advantages. PHEVs
plug into an external power source to recharge the battery packs.
PHEVs can run entirely on electricity for short trips on a full charge,
Chevrolet’s 2012 Volt,
an example of a PHEV 2 2011. One Million Vehicles by 2015: February 2011 Status Report. U.S. Department of Energy.
http://www1.eere.energy.gov/vehiclesandfuels/pdfs/1_million_electric_vehicles_rpt.pdf
CITY OF ALBANY
greatly increasing fuel economy. Using electricity for powering vehicles

is significantly less expensive than gasoline. Conversion kits are avail-
able for HEVs such as the Toyota Prius and the Ford Escape Hybrid, but
the Chevrolet Volt is the first mass-produced PHEV available on the
market. The Volt is a unique PHEV in that its gasoline generator does
not drive the vehicle at all until the driver has taken the vehicle beyond
its electric range.
Battery electric vehicles (BEVs) are powered exclusively off an

on-board battery pack. BEVs have a shorter total range than HEVs and
Tesla, an example of PHEVs. Once depleted, BEVs would have to recharge at an EV charging
an all-electric (BEV) station or swap out the battery pack, depending upon the vehicle charging model in use. BEVs
sports car have no gasoline costs and are particularly suitable for average commuting trips. The Nissan
Leaf for example, is the leading BEV currently available and has a range of just over 70 miles.
Several high-end fully electric and PHEV sports cars are also available from Tesla and Fisker.
Neighborhood electric vehicles (NEVs) operate exclusively off an on-board battery which
can be charged by plugging into any 110V outlet. Global Electric Motorcars (GEM ) makes the
most popular line of NEVs. While street legal, most NEVs are designated as low-speed vehicles,
maxing out at approximately 25 MPH and are meant for short distances typically less than 30
miles. These features generally make them best suited for use within local governments, the
recreation and hospitality industries (amusement parks, resorts, etc.), security patrol, property
management, and grounds keeping.
EV Charging Systems and infrastructure

There are three levels of electric vehicle charging systems in use in North America. Level I
charging uses a standard 120V household outlet. Level II is a 240V system that requires the
installation of a special charging station that can be wall mounted, pole mounted, or in-ground,
and operates on a dedicated circuit similar to a clothes dryer. Level II systems are governed by
a new national standard connection called J-1772 that all automakers and EV charging system
manufacturers use. Overcoming this charging connection standardization barrier was a major
milestone in the EV industry and critical to mass-scale EV adoption. The J-1772 specifies a
standard plug interface, and other aspects of charging station design and safety requirements.
A General Electric DC Fast Charging systems (sometimes referred to as Level III) are expensive, require complex
Level II Charging technical electrical installations and are not yet designed under a national standard like Levels I
Station and II. DC Fast Charging stations effectively replicate the traditional gas pump experience, and
allow the driver to re-charge their EV more quickly than Level I or II chargers. Due to high costs,
electricity access, and installation requirements, DC Fast Chargers will likely be initially placed
at highway rest areas for emergencies or at fleet depots to support longer distance EV driving.
A breakdown of typical voltages, output, and cost for each type of charging system is shown
below. It is important to note that the costs indicated are for the equipment and initial installa-
tion and do not account for any annual maintenance or upgrade costs. Different systems will
have different maintenance requirements. When considering installing a charging station, it is
important to talk to the Electric Vehicle Supply Equipment (EVSE) provider and account for
maintenance costs (around the equipment, such as snow and ice clearing, as well as main-
taining the equipment itself) and how those costs will be covered.
CITY OF ALBANY
Table 1: Charging Station Length to Charge and Cost
LEVEL VOLTAGE (V) MAXIMUM OUTPUT ESTIMATED TIME COST PER CHARGING STATION
CURRENT (A) TO CHARGE
I 120 12 8-12 hrs Cost of household outlet
II 208/240 32 4-8 hrs $1k-$3k + installation
DC Fast (III) 450-700 200-550 5-30 min $25,000 - $40,000+
EVSE, or charging stations/pedestals, are installed in locations wherever there is a need for EV
charging. This includes homes, public locations, workplaces, retail, and other locations where
there is an expectation that the EV can and will be parked for several hours and will have time
to charge.
A number of EVSE manufacturers have partnerships with EV manufacturers to provide

charging stations for consumers, including General Electric, Coulomb, ECOtality, Clipper
Creek, and others. A list of some of these providers and their products can be found in
Appendix B.
Current Policy
In 2008, President Obama put forth a goal of putting one million electric vehicles on the road
by 20153. To drive demand for EVs, the Obama Administration adopted a three-part strategy
that includes maintaining and improving tax incentives to make EVs more affordable,
continuing to invest in EV research and development, and encouraging communities to invest
in EV infrastructure through competitive grants.
On the state level, the Transportation and Climate Initiative (TCI), a regional collaboration of
Northeast and Mid-Atlantic states, including New York, aims to “stimulate sustainable economic
development and improve the environment by supporting innovative technologies and smart
planning, and through finding greater efficiencies within the transportation sector.”4 One
action of the TCI was to launch the Northeast Electric Vehicle Network. Through this effort,
states have developed partnerships with utilities, the private sector, the Clean Cities Coalition,
and others to promote the expansion of EVs and EV infrastructure both locally and regionally.
Also on the state level, the New York State Energy Research and Development Authority
(NYSERDA) recently received a one million dollar grant from the U.S. Department of Energy to
promote electric vehicle use. The money is now funding the state’s Electric Vehicle Supply
Equipment (EVSE) Demonstration and Support Program. This program is meant to accelerate
vehicle electrification and advance the use of innovative technologies. It is anticipated that
funds from this program will lead to the installation of multiple charging stations within
Albany.
3 2011. One Million Vehicles by 2015: February 2011 Status Report. U.S. Department of Energy.
4 2011. Transportation and Climate Initiative of the Northeast and Mid-Atlantic States. Georgetown Climate Center
http://www.georgetownclimate.org/sites/default/files/TCI%20brochure.pdf
CITY OF ALBANY
The City of Albany is in an important position to become a leader in local and regional promo-
tion of EVs and EV infrastructure. In addition to being the State Capital, it is also a central
transportation hub for the region, and the City has already made a strong commitment to
sustainability through the creation of the Mayor’s Office of Energy and Sustainability. EVs will
be a significant part of Albany’s efforts to address energy and GHG emissions from the trans-
portation sector.
Driving Patterns and Charging Demand

It is anticipated that in the early stages of EV market penetration, the majority of charging will
take place at home. The second location, and the most likely location to shift charging away
from homes, would be the workplace. Parking facilities near office buildings, manufacturing
facilities, and in busy downtown centers will be prime candidates for EV charging infrastruc-
ture. While retail establishments are unlikely to be popular charging points for consumers,
retail establishments are also workplaces and, as such, should be considered, especially those
that attract consumers for longer periods of time (such as malls, movie theaters, etc).
Range anxiety may be a factor in purchasing decisions for potential EV drivers. Most EV drivers
change their driving behavior and become efficient trip planners with an acute understanding
of their “range budget,” or the remaining distance they are able to travel on a single charge.
Most EV drivers will choose to charge at their origin (home) or destination (work), while a
small percentage stop along a trip to plug in at charging stations.
Analyses of charging demand have assumed that the utilization rate of each charging station
will increase over time as use of and comfort with EVs increases. This implies that initial
charging stations will be built in numbers beyond demand and will be underutilized, but inten-
tionally so as to promote the adoption of EVs through changed public perception. If public
perception is changed such that drivers can feel confident that charging infrastructure is avail-
able to them, they will be more likely to drive EVs. Eventually the ratio of public charging
stations to EVs would decrease and fewer charging stations will be needed for every additional
EV. The Electrification Coalition, a not-for-profit group of industry leaders committed to
increasing the use of EVs in the U.S., uses the ratios in the following chart to estimate
charging demand.
Table 2: Public Charging Station Demand Ratios
PUBLIC CHARGER RATIOS 2010 2020 2030
Expected Public Chargers per Vehicle 2.0 1.5 1.0
Maximum Public Chargers per Vehicle 2.5 2.0 1.5
Minimum Public Chargers per Vehicle 1.5 1.0 0.5

CITY OF ALBANY
Using public charging station demand ratios to create a charging station location plan,
especially public charging systems, requires the mapping of potential charging points. The Site
Evaluation and Recommendations section of this study provides further information for
potential charging locations within Albany.
Albany Institute of History and Art (Washington Avenue)

Mayor's Office of
City of Albany, NY
CITY OF ALBANY
Why Electric Vehicles in Albany?

There are multiple factors that make EV use suitable for residents of Albany as well as the
entire Capital Region. There are currently five locations in the Capital District with public EV
charging infrastructure, including the Holiday Inn Express in downtown Albany, the NYSERDA
office in Guilderland, a ShopRite in Niskayuna, the Saratoga Technology and Energy Park in
Malta, and the HVCC Tec-Smart facility, also in Malta. Factors such as energy prices, types of
housing stock, commute times and population demographics make EV use an appropriate and
beneficial choice for residents and justify an increased investment in EV infrastructure
throughout the Capital District.
Energy Prices
Gasoline and electricity prices are factors affecting the suitability of EVs. An EV will be most
valuable to someone living in an area with high gasoline prices and low electricity prices. High
Charging station electricity prices (such as in Hawaii) reduce the value of owning an EV compared to an internal
at the Holiday Inn combustion engine vehicle. This is why time-of-use electricity rates for residential customers
Express are an important factor for greater EV adoption rates. High gasoline prices increase the value
of owning an EV. The west coast, especially California, typically has the highest gasoline prices
at the pump, while the East Coast or Midwest typically has the second most costly prices for
gasoline in the country. New York often ranks among the highest states in gasoline costs in
the Northeast.
CITY OF ALBANY
Housing Stock
EV charging equipment setup and installation is easiest for those in single family houses with
enclosed garages, where the charging station can be easily connected to the home electrical
system. These installations will help drive initial EV adoption momentum. For those in multi-
family units or in dense areas where each parcel does not have a driveway, residential off-
street parking facilities will be the easiest locations to install, manage and use EV charging
stations. The prevalence of both single family and multi-family garage availability will be key
initial drivers for EV charging momentum. In Albany, there is a large variety of residential
housing types, with single family houses and driveways being more prevalent in the western
side of the city. Often larger apartment and condo buildings have dedicated surface lots. There
are large sections of the city especially surrounding Washington Park that do not have access
to off-street residential parking facilities, but are near to commercial or institutional parking
facilities ideal for shared parking and EV charging station installations. For all these reasons,
Albany’s housing stock is well-positioned to make a switch to EV use.
Commute
The latest “Commuting in America” report by the Transportation Research Board shows that
the average work trip length increases with metro area population size, with a national
average of 12 miles.1 The Capital Region Census Combined Statistical Area (CSA) has a
population of about 1.1 million people, with a shorter average work trip length than many
larger CSAs. The one-way commuting distances within Albany are less than 10 miles.
The commuting distance from the closest suburbs into downtown Albany is approximately
10 miles or less including Colonie, Bethlehem, Guilderland, Loudonville, and East Greenbush.
Commuting distance between downtown Albany and Troy is about 7 miles, Schenectady and
Clifton Park, about 20 miles, Saratoga about 35 miles. Even when doubled for round-trip
mileage, these commute trips fall within the 35-50 mile electric range of the Chevrolet Volt
and/or the 73-100 mile range of the Nissan Leaf.
Social and Environmental Factors

EV consumer demand will be driven by a number of factors including cost of ownership, gas
savings, environmental sensitivity, status and image considerations, wealth, price premium,
awareness of benefits, educational attainment and more. These factors can be measured
many ways including unhealthy air quality days, income, education levels, and hybrid vehicle
ownership. In 2011, according to the American Lung Association’s annual State of the Air
report2, the Capital Region (Albany CSA) ranked 67 out of 277 metro areas nationally for the
number of high ozone days (~6 days) and 97 out of 277 metro areas for 24-hour particle
pollution (~1 day). Median household income for Albany is about $39,000, below that of
Albany County at about $54,000. A study by Deloitte indicated that EV buyers trend toward
having incomes over $50,000 with an education of bachelor’s degree or higher. Within the
city of Albany and Albany County 37 percent of the population has a bachelor’s degree or
1 Commuting in America III: The Third National Report on Commuting Patterns and Trends. NCHRP Report 550.
http://onlinepubs.trb.org/onlinepubs/nchrp/CIAIII.pdf
2 American Lung Association: State of the Air 2011. http://www.stateoftheair.org/2011/states/new-york/
albany-36001.html
CITY OF ALBANY
higher, better than the state average of 32 percent and national average of 28 percent.3
These statistics would indicate that there are definitely portions of the city of Albany’s and
especially the county’s populations that would likely have interest in EV ownership. A desire to
improve local air quality could additionally drive demand.
A Commitment to Sustainability
As mentioned earlier, the City of Albany, under the leadership of Mayor Jennings, has made a
strong commitment to being a leader for sustainability in New York. Electric vehicle proliferation
will contribute to improved sustainability. While there are emissions associated with the
production of electricity at power plants, the use of electric vehicles will reduce emissions by
reducing the combustion of gasoline and diesel fuel. When an electric vehicle is running off of
its battery, the vehicle is not producing any emissions, thus reducing the mobile source pollution
that can contribute to decreased air quality in urban or high-traffic areas. Greenhouse gas
emissions are also lower per electric vehicle mile traveled than per gasoline vehicle mile trav-
eled due to the fact that electricity generation, especially for this region, is much cleaner than
gasoline combustion from an emissions standpoint. For example, the Nissan Leaf requires
34 kWh per 100 miles. The emissions generated from production of this 34 kWh of electricity
in the Albany region totals 10.64 kg of CO2 equivalent. Driving a gasoline-fueled vehicle the
same distance will produce 39 kg of CO2 equivalent,4 nearly four times the emissions of the
electric vehicle. Continued increases in renewable sources in upstate New York’s electric gener-
ation mix will reduce the emissions associated with electricity production even further.
3 US Census Bureau. State and County QuickFacts http://quickfacts.census.gov/qfd/states/36000.html

4 Assumes national average fuel economy of 22.6mpg for passenger vehicle (according to the Bureau of
Transportation Statistics). Electric emissions factors from eGRID, NPCC Upstate NY region. Motor gasoline
emissions from the Climate Registry:
http://www.theclimateregistry.org/downloads/2009/05/2011-Emission-Factors.pdf
Mayor's Office of
City of Albany, NY
CITY OF ALBANY
Getting Albany EV Ready

Since 2009 and with funding from the American Recovery and Reinvestment Act, a select
group of cities from around the country initiated aggressive action to create more EV ready
communities. President Obama has driven this effort by identifying a goal of getting one million
electric vehicles on the road by 2015. In most cases, what municipalities are discovering through
their efforts is that there are no specific regulations or ordinances disallowing the use of electric
vehicle supply equipment (EVSE). However, there are rarely clear municipal processes accom-
modating them. In an effort to get ahead of the curve on mass-scale EV proliferation, a munic-
ipality may want to review and revise as needed their local policies, zoning, building codes and
permitting process to create an “EV Ready Community.” In addition, streetscape design, signage
and an effective charging policy should be developed. A comprehensive understanding of
potential EV buyers should also be considered in order to anticipate future demand trends.
Zoning
Zoning, permitting, and inspection processes are critical factors in the development of an EV
infrastructure network. For example, zoning regulations must allow for the construction of
charging stations in multiple zoning categories, especially in residential areas. Building codes
can also accelerate EV adoption by requiring buildings to meet specifications for accommo-
dating EV charging. Residents who buy EVs will need to charge the vehicles shortly after
purchase, so an expedited and streamlined permitting process for charging stations may be
necessary. Through proper zoning, permitting, and other regulatory processes, communities
can increase their readiness for EVs dramatically.
CITY OF ALBANY
Like most cities, Albany does not have any language within their existing code for the accom-
modation of EV charging infrastructure for either public or private uses. The City, in order to
remove any existing barriers for installation of charging stations, will need to revise their
existing zoning code to support the installation of EV charging infrastructure. Existing barriers
such as setback requirements or inadequate language or definitions of EVs and EV infrastruc-
ture can hinder the installation process substantially. This review should result in amendments
to existing code as well as an additional section of City Code specifically dedicated to the poli-
cies of installing and managing EV charging infrastructure.
This installation and management section of the City Code can be modeled after Chapter 270;
Public Pay Telephones. Chapter 270 already addresses the issues that will be encountered
when seeking to install an EV charging station. These issues include procedures for siting, ADA
accessibility, as well as procedures for incorporating structures into historic preservation and
business improvement districts.
To further promote the installation of EV Charging Stations and to remove any barriers, the
City should include an EV charging station section in Chapter 375 Article XIV Specific Use
Regulations. The City of Albany, as was done with Solar Energy Equipment, can specifically
allow for the installation and use of EV charging stations within all Zoning Districts throughout
the city. For more specific zoning code recommendations, please refer to the Checklist for EV
Readiness and the Summary of Best Practices Section of this document.
The City should also use its existing permitting and building code procedures as a way to promote
and educate the public on the use of EVs within the city. Revision to the permitting process and
building code could entice a developer to install EV charging equipment for the benefit of
expedited permitting. In addition, adding a requirement to include the wiring necessary to
support the future installation of EV charging equipment may encourage developers to add the
equipment immediately at the time of construction. The table below illustrates these opportunities.
Table 3: Municipal Tools to Incentivize EV Use
TOOL OPPORTUNITY
Building Code • Within the City of Albany’s Building Code, establish a requirement that all newly constructed
residential buildings include a 220 volt outlet in associated garages.
• Require that any new commercial building of at least 5,000 square feet includes the wiring
necessary to accommodate an EV charging station.
Permitting • Provide an expedited permitting and inspection process for those seeking to install a
residential or public EV charging station.
• Offer a reduced permitting fee or waive the fee completely to promote the use of EVs and the
installation of the necessary infrastructure.
• Use the permitting process as a way to train and educate inspectors and licensed electricians
on the best practices associated with EV charging installations. At the time of application for
a permit, make available to electrical contractors the Charging Station Installation Handbook
for Contractors and Inspectors from Advanced Energy and the City of Raleigh, NC.
CITY OF ALBANY
Parking and Streetscape

Parking and streetscape design could affect the desirability of EVs in a number of ways. The
availability of preferential parking for EVs and whether this is accompanied by free charging
stations are aspects that may influence a potential EV buyer’s decision. Reserved parking for
EVs could be an incentive, all other factors being equal, in urban areas where parking is at a
premium. However, it is necessary to consider that, while it could be an incentive to drivers, free
public charging has negative implications for pollution and GHG production by encouraging
EV owners to charge their vehicles during peak hours during the day instead of charging their
EV at home during the nighttime when the electric grid has excess capacity. Additionally, a
vehicle parked in a charging station for an extended period of time could prevent other EVs
from utilizing the charging station, requiring the possibly unnecessary installation of additional
charging stations to accommodate perceived demand. Thus, whether reserved parking or free
charging is provided and the time and duration for which these amenities are provided are
important factors to consider. EV-only parking adjacent to either free or paid charging stations
must be enforced aggressively, such that EV owners can plan trips with a reasonable level of
certainty that charging will be possible at known points. Many communities, such as New
Haven, Connecticut and Salem, Oregon have implemented parking restrictions, installed
meters at charging stations (so that EV drivers pay for electricity use) and committed to
enforcing parking restrictions to address these issues.
To ensure the proper use of EV designated parking spaces Albany will need to strictly enforce
the parking regulations as well as potentially increase the fines paid for illegally parking. The
City could propose that those parking illegally in an EV designated parking spot pay fines
equal to those assessed for cars parked illegally in a handicapped designated spot. These
penalties incur fines of $150.00 per violation as opposed to a $35.00 fine for a more common
“no parking” violation. The increases in the penalties may ensure that charging stations are
available to those who need them but will also allow the City to generate additional revenue
from these reserved parking spots.
Signage
In April 2011 the Federal Highway Administration (FHWA) granted interim approval for
optional use of an alternative EV charging sign to be installed on the nation’s roads for direc-
tional signage. The new signs will be included in the Manual on Uniform Traffic Control
Devices for Streets and Highways (MUTCD). Prior to the FHWA adopting the new signage,
state and local governments were allowed free reign over EV fueling directional signs. As a
result, there was no set standard and a number of competing designs were created.
In order to avoid confusing EV drivers, the City of Albany should act early to adopt a standard
for all EV signage. Using existing street sign design standards, the City should establish the
design for future EV signs as well as establish minimum standards for visibility. This will allow
the City of Albany to control the branding of the initiative and will avoid confusion and frus-
tration among drivers looking for charging locations. If desired, the City of Albany can manu-
facture and produce the standard signs and can provide them to a vendor at the time of final
inspection by City Code Enforcement. The cost of the signs can be charged to the operator of
the EV Charging Station, included in the permitting fees or waived to promote the use of EVs
in Albany. If an external entity provides an EV charging station, the sign for the charging
CITY OF ALBANY
station should include that entity’s name, though Albany’s sign code may require updating to
allow for this, since it could be conceived of as a form of advertising, not allowed under
current sign code. See the Best Practices for an EV Ready Community Section of this report for
recommendations around signage for EVs. It should be noted that the examples shown here
of possible EV signs have not been fully approved for use at this time.
Demand Management
The existing EV charging stations in the Capital Region do not limit the amount of time that a
customer can use the parking spot and/or charging station. However, as the popularity of EVs
increases, the establishment of time limits will be necessary. The City of Albany should estab-
lish a standard time limit for charging and an associated penalty for exceeding that time
period. For example, the City of Santa Rosa, CA has put four hour time limits on some of its
public EV charging stations. These standards would be required for any charging station
installed on City owned property or property leased from the City.
Similar standards will also be needed for EV charging infrastructure located on commercial
properties. Businesses and institutions will individually need to establish a standard time period
for charging and a penalty for violation. It will be necessary for this information to be posted
at each charging station to inform the driver of the limitations.
The establishment of these limits and penalties are important to ensure that charging stations
are available for use when needed and are not simply being dominated by one or two users.
Charging Policy and Permitting

While most EV charging will occur when the vehicle is parked at home, public charging
stations allow drivers to extend the range of their trips and provide charging opportunities for
residents who only have access to on-street parking. Additionally, in the short-term, public
charging stations will have a significant impact on the overall perception and awareness of EVs.
The most prevalent question that arises when considering public charging stations is who
should pay for the electricity and what system should be employed to facilitate the financial
transactions between the EV charging station and the driver. The price structure used to deter-
mine the cost of charging at public metering stations can influence the behavior patterns of
EV drivers. The price must be high enough to deter excess use of sub-optimal daytime
charging, yet low enough so as not to discourage EV purchases at all.
Noting that most states make it illegal for any entities besides utilities to charge for kilowatt-
hours, non-utility EV charging station owners can only charge for the parking spot either by
time, a one-time flat connection fee, or through a monthly subscription for segments of time.
If the municipalities chose to own the charging station they will have to take into account the
cost of the electricity as well as the lost revenue from losing a non-EV metered parking spot
when determining the pricing standards.
CITY OF ALBANY
Table 4: Models for Public EV Installation and Operation
MODEL DESCRIPTION
EVSE Provider • EVSE (Electric Vehicle Supply Equipment) provider installs the charging stations on space leased
from a municipality. The utility meters usage, and sends bills directly to the EVSE provider. The EVSE
provider owns, operates, and collects payment from use of the charging stations.
Municipality or • The municipality or business owns the EVSE equipment, although the EVSE provider may operate
Business Ownership and maintain the equipment and collect payments from use.
Utility Ownership • A public utility company would install, own, and maintain the EVSE hardware. Costs would be included
in the base rate all customers pay, similar to how utility companies finance new substations or utility
poles. Charging stations would still use the same pay-for-use systems available from non-utility providers.
The City of Albany has a variety of options for their involvement in the installation and
management of EV charging infrastructure. Options range from the owning and operating of
charging stations to the leasing of City land or a row for the installation of infrastructure to be
used by EV drivers.
Another option available to other municipalities, but not to Albany, that is worth noting is for
charging stations to be installed and directly tied to a streetlight. Again, this would not work
within Albany as most standalone city streetlights that are not mounted on National Grid poles are
not metered; they are paid for by the City under a special contract with National Grid. Therefore
the City of Albany cannot use these to connect to an EV charging station at this time. Streetlights
would need to be individually metered to allow for their use as a charging station connection.
Understanding the current financial constraints facing the City of Albany as well as the infra-
structure investment and maintenance costs associated with EV charging infrastructure, the
City should look at partnering with a private company for the installation and maintenance of
charging stations.
EV infrastructure is an opportunity to generate revenue for City projects and operations. Using
the list of recommended EVSE sites developed by this study the City should look to lease City
property for the installation and operation of public EV charging stations. The lease revenue
generated from this process could offset the revenue lost from removing non-EV parking
meters and also create a funding stream to be used to support other sustainability projects
throughout the city. Albany could release a Request for Proposals which includes the identified
public locations for EV charging station installation and could enter into a contract with the
proposer that provides the greatest benefit to both the City and EV users. Any potential lease
should be structured in such a way that the City receives minimum set revenue for each space
leased but can increase its revenue based on the usage of the space.
Working with the Local Utility

Any EV charging station installed in Albany would have to be done in cooperation with
National Grid, the local utility provider. Due to this, the City of Albany will need to develop an
internal policy for notifying National Grid when a permit application is received for EV
charging station installation. In addition, this would include the design standards process
established by National Grid that any on-street installation is subject to. It is estimated that
from construction to connection and activation the entire process for installing an EV charging
station will take 10 weeks to complete through the National Grid design process.
CITY OF ALBANY
The City typically charges fees for permitting and other costs associated
with breaking the sidewalk to National Grid. National Grid will require
National Grid EV Charging the customer pay for any such restoration fees. If the City is working
with a company on the installation of charging stations, they should
Station Siting Criteria
consider streamlining this process and eliminating these City-imposed
Public Access – To ease range anxiety, fees for installations on City property.
stations must be readily accessible to the
public, preferably 24 hrs/day. Certain sites National Grid has been active in its consideration of EV charging
cannot allow this for security reasons, but to infrastructure and has established its own criteria for siting of EV
be eligible, sites must offer the station to the charging stations.
public at least 10 hrs/day.
Leading by Example – Electric vehicles in
Nearby local attractions – Charging can
take a typical PEV between 3-8 hours for a
Albany’s municipal fleet
full charge. Because of this fact, it is frowned Corporations and municipalities are increasingly turning to EVs to replace
upon to install a charging station in an empty
older and less efficient vehicles in their fleets. Large fleet owners are
parking lot or isolated area. Charging stations
especially suitable for EVs due to the cost savings associated with oper-
should be sited at or within walking distance
ating many EVs. Often the upfront cost of charging stations prevents
to one or more of the following:
operators from making the switch. These costs can be minimized if
●● Restaurant or Café enough vehicles use the new charging infrastructure instead of tradi-
●● Library tional fuels. Over the lifetime of a vehicle, the overall fuel cost will be
●● Retail Store/Shopping Mall
substantially lower than an equivalent gasoline or diesel powered vehicle
●● Downtown/Town Center
since the electric cost to drive the vehicle one mile will be lower than the
●● Sports Arena
gasoline cost for the same distance in Albany. In addition, maintenance
●● Gym or Fitness Facility
costs are also lower on average, further increasing the potential savings.
1-3 Hour Turnover – Because PEV drivers New York City has successfully incorporated over 400 EVs into their
rarely park at commuter or all-day parking municipal fleet making them the largest municipal EV fleet in the
areas with less than ½ of a full charge they country. Users of these EVs in New York City include the Department of
rarely need to be plugged in for more than Citywide Administrative Services, the Department of Correction, the
2-3 hours. If they are parked somewhere Department of Environmental Protection, Department of Parks and
where their vehicle doesn’t move for 6-10
Recreation, Department of Sanitation, Department of Transportation,
hours then they are occupying a station that
New York City Fire Department, the New York City Police Department,
could be used by another driver. With this in
and Taxi and Limousine Commission.
mind, National Grid tries to avoid siting in
parking areas with a 6-10 hour turn-over
The City of Albany could install charging infrastructure within the
and focus on places with a shorter
(1-3 hour) turn-over.
Department of General Services garage where most of the City owned
fleet vehicles are parked and maintained. EVs could be charged during
208v or 240v power nearby and no operational downtimes or during the overnight hours, greatly simplifying
pavement cutting needed – Ideal sites the process of using public charging stations throughout the city. With
would have 208 volt or 240 volt power the infrastructure in place, the City could lead by example and incorpo-
within 40 feet of the charging station with rate various EVs into its fleet. Because numerous types of EVs are being
little construction required to access it. manufactured now, including passenger vehicles as well as light- and
heavy-duty trucks, EVs are well-suited for most types of municipal fleet
Enthusiastic Customer Partner –
needs. Opportunities for passenger vehicles used for administrative tasks
Finally, the most important thing that leads
could be available for use as well as all-electric heavy-duty vehicles for
to successful installations is an enthusiastic
City maintenance and operation staff. Improved battery life and range or
customer partner.
an overall increase in availability of charging stations will be necessary for
most public safety vehicles to begin using EVs.
Mayor's Office of
City of Albany, NY
CITY OF ALBANY
EVSE Site Evaluation and Recommendations

Criteria and Methodology
Level II Charging Stations
The primary purpose of this Feasibility Study is to identify optimal initial locations where Level II
EV charging would be most useful, prominent, and supported by existing electrical infrastruc-
ture in Albany. Objective evaluation criteria were developed to identify these optimal locations.
The evaluation criteria for Level II charging stations were split into two stages, described below.
Additionally, a separate set of criteria was developed to identify areas or locations for potential
DC Fast Charging infrastructure that will be most closely associated with highway charging.
Criteria Development - Stage One
The first stage was the identification of general “opportunity zones” to target for Level II
charging in Albany using GIS mapping. The criteria identified locations most convenient and
with the highest probability of covering the expected future penetration of EVs (high residential
or workplace density, preferably both). Maps 1 and 2 from this stage, found in Appendix A,
show the following:
■■ Sites with a minimum household density exceeding 2,500 households per square mile
(average household density in the city of Albany is 2,118 as of the 2000 census)
■■ Sites with government institutions and businesses of 250 or more employees

CITY OF ALBANY
The evaluation then focused on narrowing this further by identifying high visibility, high traffic
areas for both cars and pedestrians. Map 3 from this stage, found in Appendix A, shows the
following criteria:
■■ Near or on a roadway with a minimum functional classification of “major collector”1
■■ Near or at major vehicle trip generators2
■■ Major commercial or employment districts
Map 4 in Appendix A shows these criteria with circles identifying areas where all or most of
the criteria from stage one overlap.
Criteria Development - Stage Two
The second stage of the evaluation used another set of criteria to identify specific locations for
public, Level II charging within each of the general opportunity zones identified in the first
stage. This step was done directly with the assistance of National Grid, providing general infor-
mation on ease or difficulty of installations on certain streets, areas, or properties around the
city. The following are the four criteria used in this stage:
■■ Location with adequate electrical infrastructure for Level II charging, where the electrical
infrastructure could be tapped cost effectively.3
■■ Sidewalk locations, with enough width to place a charging pedestal at the curb and
maintain an ADA accessible path.4 Sidewalks with overhead electrical wires/poles are a
lower cost to connect.
■■ High-use parking facilities with 50 spaces or more.
■■ A location with typically long dwell times for cars (See “A Guide for Future Investments”
Section).
The result of this two stage process was a full list of potential charging station sites across the
city, broken down by potential streets and potential properties or buildings. The full list is
included in Appendix A. The short list of 15 sites was then selected from the full list, pulling
one or more ideal locations out of the zones originally identified. These 15 sites represent
those locations that are considered relatively low in difficulty to connect to the grid, are on
public sidewalks, other public property,5 or non-profit educational institution property.
1 Major Collectors are designed to collect traffic from local roadways, while providing a balance between regional
mobility and local access, and are typically characterized by higher design speeds and higher volumes than other
collector roadways.
2 A major vehicle trip generator was defined as any individual land use expected to generate at least 1,000 gross
daily vehicle trips, determining a minimum size for each land use type that would be likely to generate 1,000 daily
trips. Vehicle trip generation is not actual trip data, but instead potential for trip generation based on size and land
use type.
3 In Downtown Albany, most electrical infrastructure is underground, so it can be costly to tap into those wires that
run under the streets. Similarly, if the electric lines are not near the location under consideration, it will be costly to
run the electricity to the site. Costs can be minimized if siting a station near a National Grid pole (non-underground
network). Costs are also minimized if sub-metering on existing service instead of initiating a new separate service.
4 The Public Rights-of-Way Design Guide recommends a minimum of 5 feet for an accessible passable area
for residential and commercial sidewalks, with an additional recommendation of up to 10 feet to allow for
comfortable shared space in central business districts.
http://www.access-board.gov/prowac/guide/PROWGuide.htm#3_2_1
5 Even if the City or State does not choose to purchase/own charging equipment, the sites could still be viable
locations through third-party leasing arrangements.
CITY OF ALBANY
The full list and evaluation criteria should not be considered final but should be viewed with
flexibility for changes in future trends. A general list of EV charging location types (i.e. hotels,
movie theaters, etc.) was developed to guide the aforementioned evaluation process, and
should guide the City and potential developers in expansion of the charging station network
in the future, (See “A Guide for Future Investments” section).
DC Fast Charging Stations

DC Fast Charging will be relevant for long-distance and highway travel and for commercial
fleets in the future. Complexities for this type of charging include its expense, installation
requirements, the potential need for an attendant, and concerns about impacts to battery life
from regular fast charging. DC Fast Charging should be viewed as a range-extender for going
longer distances, or a quick charge for fleets that need short downtimes. Unlike Level II
charging, there is no standard for DC Fast Charging and there are multiple systems proposed
for use. Installation of DC Fast Charging equipment is not recommended until a standard has
been established.
DC Fast Charging Criteria
The criteria used for identifying opportunity zones for DC Fast Charging are as follows:
■■ Areas of city within 3-5 minute driving distance of each major highway exit off of I-787,
I-90, and I-87 (shown on Map 5) and,
■■ Areas within a walkable commercial district or locations that represent a substantial destination
■■ Property that can accept the size of a DC Fast Charge unit

(typically about 52” W x 98” H x 15” D)
■■ Sufficient electrical capacity for DC Fast Charging equipment (480 volt 3-Phase AC input)
■■ Site that has an attendant who could be trained to use the equipment, if necessary
Map 5, found in Appendix A, highlights areas of the city within 3-5 minute driving distance of
each major highway exit on the interstate system. Most of the city can be reached within an
estimated 5 minutes of a highway exit (in perfect traffic conditions), while a three minute distance
is more concentrated along I-787 and near the Everett Road, Harriman State Office Campus,
University of Albany, and Fuller Road/Washington Avenue Extension exits off of interstate 90.
Commercial districts or destinations have been circled on the map, and represent an economic
opportunity for Albany as EV owners waiting for a fast charge could potentially use the 30
minutes of charging time consuming products or services in these commercial destinations.
Current DC Fast Charging systems are the size of a typical gas pump, often require an atten-
dant, and have substantial electrical capacity needs. There are few locations in Albany that fit
this description other than highway travel plazas, gas stations, and fleet operations facilities
(UPS, FedEx, Taxis, etc). There is one gas station in a major walkable commercial district within
a 3 minute driving distance – the Mobil station at the corner of Lark Street and Madison
Avenue that could potentially house a DC Fast Charging system. There are other gas stations
and also car dealerships in non-walking friendly commercial districts close to highway exits
such as near Everett Road and Central Avenue. Crossgates Mall in Guilderland could be
considered an ideal DC Fast Charging location because it has a dedicated exit off of I-87,
and is a self contained walkable commercial district.
CITY OF ALBANY
There are 27 travel plazas on the New York State Thruway, all of which would be candidates
for DC Fast Charging, though none are within Albany city limits. The largest company fleets
in the area known to be testing EVs and that also have short downtimes are FedEx and UPS;
these facilities are near the airport in Colonie. Other fleets exist in Albany, owned by New York
State, the City of Albany, and taxi companies, but none would be expected to have a
significant enough fleet of fully-electric EVs with short downtimes to justify the investment in
DC Fast Charging at the present time.
Recommendations
Top 15 Recommended EVSE Sites
This list of the top recommended sites was determined from a larger list (provided in Appendix
C), pulling one or more ideal locations out of the zones originally identified on the full list of
potential sites. This list represents those locations that are considered relatively low in difficulty
to connect to the grid, are on public sidewalks, other public property, or non-profit educa-
tional institution property. These are organized by estimated cost and difficulty to install and
connect to the grid according to a preliminary review by National Grid.
Streets
■■ Delaware Avenue in front of The Spectrum Theater
■■ Russell Road (Russell road is a City-owned roadway with on-street parking and is adjacent
to Westgate Plaza, a dance studio and County office buildings.)
■■ Lark Street between Madison and Washington Avenue
■■ Robinson Square Parking Lot at Robinson and Swan Streets
■■ McCarty Avenue New York State Office of General Services Employee Park and Ride lot
(This parking lot has 669 designated spaces for State employees.)
■■ College of St. Rose parking lots
Robinson Square
Parking Lot
CITY OF ALBANY
■■ The church owned parking lot in front of the Hampton Inn that serves Pearl Street,
Palace Theatre, and Capital Repertory customers
■■ Harriman State Office Campus (This location is home to multiple State agencies and their
fleets and the installation of charging stations could encourage the conversion of existing
vehicles to EVs.)
■■ Pine Bush Preserve Discovery Center
■■ Capital Hills Golf Course
■■ Madison Avenue between Western Avenue, Allen Street, and Main Street
■■ Albany parking garages (The three main Albany parking garages—Columbia Garage, Quack-
enbush Garage, and Green/Hudson Garage—combined have over 2,650 public parking spaces.)
■■ Hoffman Park at corner of Hoffman & McCarty
Primary Backup Options
Primary backup options were chosen based on similar criteria, but not restricted to public and
non-profit educational properties. These sites, also from the full list, should be considered as
backup options if any of the top 15 sites are determined to be unfeasible for any reason.
Streets
■■ Madison Avenue Between Eagle and Swan Streets at the NYS Museum
■■ Swan Street between Madison and Washington Avenue
■■ State Street along Washington Park from Western Avenue to Lark Street
■■ Washington Avenue in front of Albany Institute of History and Art
above:
Albany Parking
Authority Green &
Hudson Garage
right:
Delaware Avenue
CITY OF ALBANY
■■ Wadsworth Center of the NYS Department of Health (major research institution)
■■ City Hall
■■ Trinity Church Parking Lot on Lark Street
■■ Hotel Albany Garage
■■ OGS parking garages (These include the Empire State Plaza Main and East Garages, Madison
Visitor, Elk Street, 110 State, Sheridan Hollow Garage, DEC garage)
■■ Any hotel along Washington Avenue across from the UAlbany and Harriman Campuses
■■ Patroon Creek office campus and new apartment complex
■■ WAMC Park and Ride lot
■■ NYS Thruway Authority HQ
■■ 17 Chapel Condos
■■ Albany Heritage Area Visitors Center and Planetarium / The Pump Station Parking Lot
(This lot is adjacent to the Quackenbush Lot owned by the Albany Parking Authority and
has 198 spaces.)
above:
Quackenbush
Garage
right:
Trinity Church
parking lot on
Lark Street
Mayor's Office of
City of Albany, NY
CITY OF ALBANY
Best Practices for an EV Ready Community

The City of Albany, as the Capital of New York, understands and embraces its role as a leader
in the state on sustainability issues and initiatives. As Albany takes steps to become an EV
Ready Community, it understands that to be successful it cannot act alone. The information
below will lay the foundation for Albany and municipalities across New York to be prepared to
support and promote the use of EVs.
CITY OF ALBANY
EV Ready Checklist
Table 5: A Checklist for EV Readiness
 Revise existing building code to remove barriers to installation of EV infrastructure
 Expedite permitting for EV charging stations
 Update zoning to allow for EV charging stations in all major zoning categories (differentiating between Levels I, II, and DC
by zoning category)
 Include standards in building code and permitting language for siting within Historic and other specialty districts
 Develop policy for siting EV charging infrastructure within residential districts where residences typically do not
have garages.
 Integrate EV charging infrastructure considerations into design review process for new developments, including buildings,
and especially for sidewalks, streets, and parking areas
 Adopt standard design and visibility requirements for EV charging station signage
 Adopt standard policies on ownership and installation of EV charging stations on public property
 Work with local utility EARLY to determine capacity for increase in demand from EVs and to determine connection costs
and processes
 Adopt a fine schedule for parking violations within EV designated parking spaces
 Establish fees associated with use of equipment on government property
 Adopt a policy/strategy for incorporating EVs into municipal fleet
 Form a stakeholder group within the community – businesses, institutions, local utilities, interested consumers, fleet
operators to evaluate demand and create strategies for EV uptake
 Create an education and marketing program to educate the community about EVs, infrastructure, and available incentives
 Consider provision of free/discounted tolls, parking, HOV lanes, and other driving incentives, including free or reduced
price parking at certain times or locations
 Work with taxi fleets, rental car companies, and car-sharing programs to integrate EVs and charging infrastructure
 Work with colleges, technical schools, and other education providers to develop EV workforce training courses and
programs
 Coordinate with fire, EMS, police, and other emergency responders to provide EV-specific training offered by the Fire
Protection Research Foundation
CITY OF ALBANY
Summary of Best Practices

The following table provides a summary of best practices, including those outlined in the
Checklist for EV Readiness and additional practices communities will want to consider when
working to promote EVs and become EV Ready.
EV READINESS CATEGORY BEST PRACTICE
Siting • Install EVSE in popular public locations
• Work with hotels, large employers, universities, and institutions to install EVSE
• Establish priority zones for focusing EV infrastructure investment
• Work with electric utility to determine suitability of streetlights or utility poles for connecting
charging stations
• Avoid, when possible, locations requiring connections to underground electrical networks
• Ensure adequate lighting is provided around EVSE to minimize safety concerns.
Zoning, Permitting, and • Allow Level I and Level II charging stations in zoning code
Building Codes
• Allow DC Fast Charging stations in commercial and industrial areas and as a conditional use in
residential areas in zoning code
• Allow battery swapping stations in code as a principal use in certain zones
• Require that any new commercial building of at least 5,000 square feet includes the wiring
necessary to accommodate an EV charging station
• Adopt EV and EVSE related definitions in zoning code
• Require EV charging station conduit to reach a percentage of spaces in new parking structures
and surface lots over a certain number of spaces
• Require a 240v outlet and an EV charging station in new lower density home construction that
includes a driveway
• Require a minimum percentage of parking spaces in new multi-unit residential buildings to

include EV charging stations and/or conduit to accommodate them in the future
• Adopt the DOE National Model EV Permit for issuing EVSE permits, customize it for local needs,
and determine the appropriate permit fee
• Integrate notification of the utility as part of the permitting process
• Create an expedited online or in-person electrical permit and inspection process that takes no
longer than 24 hours to obtain a permit, and no longer than 48 hours to obtain an inspection
after installation is complete
• Provide City inspectors and make available to electrical contractors the Charging Station
Installation Handbook for Contractors and Inspectors from Advanced Energy and the City of
Raleigh, NC
• Consider creating a public charging station request process

CITY OF ALBANY
EV READINESS CATEGORY BEST PRACTICE
Education and Outreach • Send emergency responders to the Electric Vehicle Safety Training given by the National Fire
Protection Association both online and in person
• Work with local auto dealerships to educate them on the process, rebates available, etc; hand
out information cards for dealerships to give EV buyers
• Require auto dealership to notify utility when EV/charging equipment has been sold to a
consumer so that utility can monitor changes in load
• Hold a daytime EV information forum for parking garage/lot owners, developers, condo
associations, building management companies; hold an evening session for residential owners
• Educate electrical contractors on permitting and inspection requirements; send copies of the
Charging Station Installation Handbook
• Work with the utility to include EV education in utility bills and mailings to customers
• Set up an EV education website on the municipal website educating the public on the benefits of
EVs and including resources that prospective consumers will need, and surveys to gauge interest
levels
• Work with local community colleges, trade schools, and public high schools to establish EV and
EVSE training programs for the electrical and automotive trades
• Coordinate with the local Clean Cities Coalition and local transit authority while setting up
programs and seeking funding
• Work with local radio stations on the development of public service announcements on the
environmental benefits of EVs
Streetscape, Signage, • Update streetscape design standards to include provisions for EV charging stations, with
Parking preference for EV charging at spots closest to the corner of a block and near a streetlight for
better access, safety, and visibility
• Update off-street parking design guidance to include EVSE needs and design considerations
• Update shared parking ordinance if necessary for EV charging to maximize use of EV charging
station investments
• Standardize signage for EV charging stations/parking, including pavement coloring (avoid blue to
avoid confusion with handicapped signage/markings) as well as avoid other markings or colors
that may conflict with the recommendations in the NATCO Urban Bikeway Design Guide or the
MUTCD.
• Develop city EV marketing and branding of station location signage (both at charge point and
along roadways directing people to EV stations out of plain sight)
• For sidewalk installations, require only equipment with self contained retractable cords
• In parking and streetscape standards, specify that cable must not run across ADA pathways, and
stations must not violate ADA sidewalk width
• Update parking regulations to define active charging, allow for overnight charging, and allow for
enforcement of normal time limits during the day. Enforcement will require the development of
standard procedures for removal and towing of a plugged-in vehicle that is in violation
CITY OF ALBANY
A Guide for Future Investments

Long charging times must be taken into account when siting EV charging infrastructure.
Among the mass-market EVs with a Level II charge capability: a Chevy Volt takes approxi-
mately four hours to fully charge; a Nissan Leaf seven hours; and the Ford Focus Electric three
hours (unconfirmed). While most vehicles will not likely be charging from a fully depleted
state, multiple hours are still required, unless the vehicle is simply being topped off. Places
with consistently short vehicle dwell times of generally less than an hour (i.e. fast food or
pharmacies) will have a lower value for EV charging than venues with longer vehicle dwell
times (i.e. offices, universities, theatres). A list of these location types with typically longer
dwell times is provided below to help identify optimal locations for the City of Albany to
encourage siting of future charging stations, and where developers should focus their efforts
going forward. These are generic types of sites for consideration beyond the specific site
recommendations provided earlier in this study. Many of these locations are located on private
property, and would require the City to coordinate with private landholders to incorporate
EV charging stations. The City could partner with these entities and encourage them to make
commitments. These locations were chosen based on the following criteria:
■■ Duration of stay - Charging stations should be located in places where people park their
vehicles for at least two hours.
■■ Population density and frequency of visits (turnover) - Stations should be sited in

locations where people live, work, or frequently visit.
Future Types of Locations for Charging Station Consideration

Beyond the specific sites recommended within this Feasibility Study, other locations could serve
as useful EV charging station locations and will be worth considering as Albany and other
communities continue to expand their EV infrastructure.
Residential
■■ Residences, apartment and condo buildings
■■ Hotels (a temporary “residence”)
Workplace
■■ City, State, and privately operated parking garages and lots
■■ College and university campuses
■■ Office buildings
■■ Technology , manufacturing and office campuses
■■ Park and Ride sites
■■ Hospitals and medical campuses

CITY OF ALBANY
Public
■■ Shopping malls
■■ Beaches and pools
■■ Performing arts centers
■■ Airport, train, bus and transit stations
■■ Sporting event facilities
■■ Gyms and health clubs
■■ Parks and recreational facilities
■■ Libraries
■■ Museums
■■ Movie theaters
■■ Convention centers
■■ Supermarkets
■■ Municipal and federal buildings and courthouses
■■ Baseball fields
■■ Golf courses
Fleet
■■ Auto repair shops and sales centers servicing electric vehicles
■■ Municipal fleet maintenance and parking facilities
■■ Rental car, taxi, livery, and corporate fleet maintenance and parking facilities
Mayor's Office of
City of Albany, NY
CITY OF ALBANY
References
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http://projectgetready.com/resources/electric-vehicles-in-america
2011. Fuel prices will be tipping point for U.S. electric vehicle consideration. Deloitte.
http://www.deloitte.com/view/en_GX/global/industries/manufacturing/e3411d9873a6f210Vgn-
VCM1000001a56f00aRCRD.htm
2011. Is “public” charging infrastructure important? UC Davis.
http://www.sae.org/events/gim/presentations/2011/TomT.pdf
2011. Lin, Zhenhong and David Greene. Promoting Market for PHEV and BEV: Role of Recharge
Availability. Oak Ridge National Laboratory. http://cta.ornl.gov/TRBenergy/trb_documents/2011%20
presentations/Zhenhong%20LIn%20&%20David%20Greene%20Session%20651%20
Promoting%20Market%20for%20Plug%20In%20Hybrid.pd
2011. Interim Approval for Optional Use of an Alternative Electric Vehicle Charging General Service
Symbol Sign. U.S. Department of Transportation Federal Highway Administration. April 1, 2011.
http://mutcd.fhwa.dot.gov/resources/interim_approval/ia13/index.htm
2008. Plug-in Hybrid Electric Vehicle Charging Infrastructure Review. U.S. DOE Vehicle
Technologies Program. http://avt.inl.gov/pdf/phev/phevInfrastructureReport08.pdf
Washington State Department of Commerce: Model Ordinance, Development Regulations and Guidance.
http://www.commerce.wa.gov/site/1342/default.aspx
2011. Charge on the Road with Plug-In EVerywhere. Austin Energy. http://www.austinenergy.com/
about%20us/environmental%20initiatives/Plug-In%20Partners/chargeOnTheRoad.htm
2011. Boulder to install 40 electric vehicle charging stations. Global Automakers. June 13, 2011.
http://www.globalautomakers.org/media/industry-news/2011/06/
boulder-to-install-40-electric-vehicle-charging-stations
2011. City plans to install seven electric car charging stations. Northampton Media. March 16, 2011.
http://northamptonmedia.com/blog/03/16/2011/
city-plans-to-install-seven-electric-car-charging-stations/
CITY OF ALBANY
2011. Fuel prices will be tipping point for U.S. electric vehicle consideration. Deloitte.
http://www.deloitte.com/view/en_GX/global/industries/manufacturing/e3411d9873a6f210Vgn-
VCM1000001a56f00aRCRD.htm
2009. Electrification Roadmap: Revolutionizing Transportation and Achieving Energy Security.
Electrification Coalition. http://www.electrificationcoalition.org/policy/electrification-roadmap
2011. Hybrid and Plug-In Electric Vehicle Deployment Projects. U.S. Department of Energy Alternative
Fuels & Advanced Vehicles Data Center.
http://www.afdc.energy.gov/afdc/vehicles/electric_deployment_projects.html
2011. One Million Vehicles by 2015: February 2011 Status Report. U.S. Department of Energy.
2010. Electric Vehicles and Your Local Code. Washington State Department of Commerce.
http://www.commerce.wa.gov/site/1146/default.aspx
2011. Charging Station Installation Handbook for Electrical Contractors and Inspectors. Advanced
Energy. http://www.advancedenergy.org/transportation/evse/Charging%20Handbook.pdf
2011. Electric Vehicle Infrastructure Code Compilation Resource List. Puget Sound Regional Council.
http://www.psrc.org/about/advisory/ev-comm/evi-code/
2011. DOE speeds permitting of EV charging stations. American Solar Energy Society. August 22, 2011.
http://www.ases.org/index.php?option=com_myblog&show=DoE-speeds-permitting-of-EV-
charging-stations.html&Itemid=27
2010. Policy options for electric vehicle charging infrastructure in C40 cities. Alfred Wiederer & Ronald
Philip. http://www.innovations.harvard.edu/cache/documents/11089/1108934.pdf
2010. The True Cost of Powering an Electric Car. Edmunds.
http://www.edmunds.com/fuel-economy/the-true-cost-of-powering-an-electric-car.html
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Overview. U.S. Department of Energy. http://www1.eere.energy.gov/cleancities/toolbox/pdfs/elec-
tric_vehicle_infrastructure_training.pdf
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2011. Fueling Station Locations. Department of Energy Alternative Fuels & Advanced Vehicles Data
Center. http://www.afdc.energy.gov/afdc/locator/stations/ This website provides an updated national
inventory of all EV charging stations with information on charger type, hours of operation, cost, phone
numbers, and so on.
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Available at www.afdc.energy.gov
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2011. Fleet electrification offers another important step toward scale manufacture of vehicles and
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http://www.hrccc.org/wp-content/uploads/EV-Charging-ADA-Version-1.0s.pdf
Mayor's Office of
City of Albany, NY
CITY OF ALBANY
Appendix A:
Maps of Recommended EVSE Sites
Map 1: Households and Employment Centers – Separate
Map 2: Households and Employment Centers – Combined
Map 3: Land Uses, Trip Generators, Functional Class Roads
Map 4: Trip Generators, Functional Class Roads, Hot Spots
Map 5: Areas Near Highway Exits – DC Fast Charging

Tibbits Ave
Hill S
146
E Old State Hwy Newtonville
Newtonville K ill
EO Watervliet
Watervliet K il l 2 sten
87
Po e s te n P oe
2nd St
ld S
t
tate 155 Sp
Rd Colonie
Colonie ri ng Pinew
Av oods
87
e Ave
Hu
e
Av
ng er
W
as o ln 66
hi nc 1st
n Li
Kil l
N gt St
o o n
Wy
Av na
rm
an Loudonville
Loudonville
Sa
i ll
sK en 152 nt
s Kill
nd
il l
tK
Guilderland u e
Guilderland
Cr
Ex
ou
378 32
Guilderland
Guilderland Center 378
t
Center 146 t
S
e
ik
787
Hu n
ek
9
Ka
t er
Rd
in
20 87 378
ger
W
K Roessleville
Roessleville
il l 377
Sa
155
nd
4
Ex
5
Cr
Westmere 136
Westmere Menands
ch
Menands
Shak
e
a
ek
ng
9
Rd
e
N o r man s K ill
e
St
90
r Rd
N Normans Kill 9
85
155
Li
or
nc
m
ns ol
a
n 377 4
W Av
as e
K i ll
vd
hi
Bl
Al ba ny Co unty ng
to
n
n
er
Co unty Co Av Cl
rth
87 rtl e in
a to
No
Krumkill Rd nd 20 n
Bu St Av
ck We e
e
ste
Av
i 9
ay
ng rn
St
ha Ave Ren ss el ae r Co un ty
dw
n
4
Nor ma ns
n
ai
m
le
Co unty
oa
M
Ki Dr
Al
ll
gR
il l
S
K
Br
4
S
um 85
Kr
y
s in
dwa
90
43
s
Ble
156 43
Albany
a
Albany
Bro
155 85
Voorheesville
Voorheesville Rensselaer
85 9W 5 Rensselaer 4
85A 87 3rd Avenue Ext
85A
85 9 4
32
2nd Ave
85
787 32
140 4
Slingerlands 9
V lo
85 Slingerlands
Ph il
an 32
m
9 Hampton
Hampton Manor
Manor
li p
K
n 140
ill
Ki Delmar
Delmar
i
ll 151 151
D o w e rs
9J
D
335
Ph
ow
443 32 32 151
ill
er
ip
s
K il l
in 144
Ki
Ki
ll
ll 9W
Source: ESRI, New York State Department of Transportation, U.S Census 2010 0 0.5 1 1.5 2 Miles
Vanasse Hangen Brustlin, Inc.

Gov Institutions by Employee Size Business by Employee Size Block Groups selection
1 - 10 1 - 10 2010 Total Households / Land Area in Square Miles Figure 1
20 - 50 11 - 50 0 - 1,000 Business Employee Distribution
and Household Density
100 - 250 51 - 250 1,001 - 2,500
by Census Block Group
500 251 - 1000 2,501 - 5,000
5,001 - 10,000 Albany, New York
1000 1001 - 5000
10,010 - 20,000
W E Hunting Rd Tibbits Ave
St
Ol d 155
Ki
Ly W
Sta d P oes t en K il l
ng
rk Sh ater
1 5th
ius 4 155
te Newtonville
Newtonville
Hill S
E Old State Hw Pa
s
Rd y St ak vlie
Watervliet
Rd
st er t Watervliet 2
cu Rd
H un ge r Ki ll
E Sa
t
Sta Old Lo nd P oe s te
te R
d Colonie
Colonie C
re
n K il l Spr
ing
ek Ave Pinew
Ave
Rd 9 oods
2nd St
2W Sa Av e
oln
C nd
Sa r e e
Linc
90 87 Cr n d k R
e ee d 66
Av
2E k
No W Rd 1st
Av ash ln S
co t
1st
rm
St
en i ng 24 L in 2W
ue to lls
Sa
Ex n 2E be
an
Loudonville
Loudonville 7W
mp
nd
t
Ca Hwy
s
Cr
Ki
W y n an t s K i l
ee
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Guilderland
ll
k
ve 7W
Rd
23-1 tA
t
146
S
ut
Hun
25-61
er
c n
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int
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ut
W
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o
Rd
1W 1E
Roessleville
Roessleville
ik
Kill
1N
Ka
20 1S 7E
4
Sa
1W 1N
nd
24 5 377 136
Cr
Westmere
Westmere shington Menands
Menands
S hak
Ex
2
ee
155 Wa Ave 2
ch
k
1E
Rd
an
te 6
pora
er Rd
4 4
Cor ds Blvd
ge
3
No
Woo
St
3 4 5 32
No
rm
Corp ds Blv
Woo
rm 6
an
an orate
sK 5
Corp s Dr
orate d
s
il l 5A
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d
Ki
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15 5
ll
S ha
or
Rd W Li
Chur ch as nco
Blvd
5A
m
ker
hin ln
an
A Al
gt Sh bany
Rd
on ve
5
s
laer
ak
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e Sh er R
ensse
ll
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ll
er
St
rth vd n
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Ki
d Rd
len
ll R 6
sse
Van R
r
787
um
vd n
No
Al
Ru
Bl er
e
N
Cl
Av
Kr
Av clid
int 6A
Co on
ain
e
tN
Eu
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M
St and
Av en S
e Blv nnin 6A
N
We
M Blv
d g 7
st
ain All
e
an d
ern
St
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nin
Liv
c
len
kin ing 4A
y
g
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a
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dw
M
Al
Rd 85 8
m n
S
S
oa
Av Wa
e 4B shi
Br
l n
Ki l
Rd
Av gto
Av ain
e n
um 87
M
si ng
5
e
Kr 20 5
S
New Scotland
ay
Bles
Ave 9 43
adw
156
Albany
Albany
St
an
Bro
Sw
155
Quay St
Voorheesville
Voorheesville 8
S
Ne w
d Rd
Rensselaer
Rensselaer
Scotlan Mor
85A ton
ay
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dw
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a ns K i l l en
oa
N o rm
4
n K ill
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3r E
85 2 3
Rd
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23
nd
787
otla
Sc w
2
Ne
1
1-22 24-61
4
23
85 9W
Slingerlands
Slingerlands 151 9 9
140
Hampton
Hampton
443 Manor
Manor
Vl
Ph D Delmar
Delmar
om
il l
ow
an K
ip
in
er
Ki 9J
s
ll 335
ill
Ki
32 9 151
ll
Ph 144
ill
Van Rd
ip
Dyke
in
Ki
ll
Source: ESRI, New York State Department of Transportation, U.S. Census 2010 0 0.5 1 2 Miles
Exits
Household density >= 2,500 and business density >= 250 employees
Figure 2
Household density >= 2,500 or business density >= 250 employees
Household density < 2,500 and business density < 250 employees Business Employee Density
and Household Density
Combined - by Census Block Group
Albany, New York

W E Hunting Rd Tib bit s ve
St
2nd St
Old Ly 155 A
Ki
Sta diu rk
15th
ng
te s Pa Newtonville st e n
Hill S
Rd E Old State Hwy E 2
sR
St t
Po es t
Ol
us Watervliet
Poe
dS
Ki l l
c
d
tate Lo Sa
e n K il l
t
146 Rd nd 155 P o e st e n
Colonie Cr K ill Spr Pinewo
ee ing o ds A
k Av
ve
Rd e v e
9
oln A
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Linc
90
ger K
87 66
e
Av 1st
N oln
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St wy
i ll
or W nc ls H
ma as Li be
l
hin
Sa
mp
gt Loudonville Ca W
nd
on
ns
Cr
Av
yn
i
e
ee
ll Guilderland nu an i
ts K ll
k
e ve 378
Rd
Ex
tA
St
146 t ut 378
er
cn
ll
i
int
out K
W
Ka Roessleville
ik
Hu
20 Springsteen Rd
ge r 4
Sa
n
nd
Washington Ave 5 377
Ki
136
Westmere
Cr
Menands
ll
Shake
Ex
ee
155
ch
k
Rd
an
ge
r Rd
32
St
ll N
or
ns K i
m ll
No
r ma n s KNi W oods
Dr
a
o r m an s K i l
l orate 9
Corp
155
Sh
1 55
ake
Li
d
h Rd W
No
Churc as nco
aer Blv
rm
rR
hin ln 377
ns gt A
d
on ve
a
Sh
enssel
Av ak
K ill
e er
Al ba ny Rd
n lvd
St
ll
vd
d
er B
Ki
ll R
Van R
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Co unty
lle
rth ern
se
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e
um
N NA
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Av
M
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d
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cli
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len
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an
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ern
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in
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e
gh Liv
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am ing
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y
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a
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ain
lvd
st o Ren ss el ae r
dw
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M
ng
oa
Av
e
ton
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Av
e 787
Br
Av
Rd
ain
um Ki l
e
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ing
20 5
Kr
S
s
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ay
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Ave 9 43
adw
156 43
d Albany
St
dR
tlan
an
B ro
co
Sw
155
Quay St
wS
Voorheesville Ne
S
Rensselaer
87 Mort 3rd Avenue Ext
85A on
85A Ave
85 32
n Kill
rma n s Kil l
No 2nd Ave
t
V lo m a
lS
ar
787
Pe
S
4
85 Slingerlands 9W 151
Vl o
Hampton
m
140
an
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Ki Manor
Ph
i Delmar
ll
32
pi
ll i
n
Ki l
Do
l 9J
w er s K i l l
335
P 32 9 151
hi
lli D 144
p i o
Ki er
n
ll sK
i
ll
Source: ESRI, New York State Department of Transportation 0 0.5 1 1.5 2 Miles
Major Roads Land Use by Parcel

Interstate Significant Trip Generators Commercial Infrastructure
Figure 3
Principal Arterial Community Facilities Recreation & Entertainment
Collector Forest & Open Space Residential Land Use Tax Code by Parcel
and Significant Trip Generating Parcels
Minor Arterial Industrial Vacant Land
Albany, New York

WO EL
ld S yd 155 Tibbits Ave
t
15th S
tate ius
Kin
Rd St EO ark
Sa
Newtonville
gs
ld S P Newtonville
st
nd
E Old State Hwy tate
R
cu Watervliet
Watervliet 2
Hill S
d
C
Rd Lo
ree
kR
t
146 155
Colonie
Colonie
d
Pinew
Sp oods Ave
ring
Ave
9 Ave
2nd St
ln
Linco
90 87
66
1st
Wa St wy
1st St
sH
e
Av
sh
ing bell
ln
ton mp
co
Ca
Sa
Loudonville
Lin
Av Loudonville
nd
en
C
ue
ree
E
Guilderland
Guilderland xt
kR
378
d
e
146 Av
t
tt 378
rS
nu
nte
Mc
Wi
Roessleville
Roessleville
20 4
Sa
Wash 377
nd
ington 5 136
Shake
Westmere Ave
C
Westmere Menands
Menands
ree
155
Ex
kR
ch
r
d
an
Rd
ge
Corp
S
32
orate
Woo
5
ds
5 15
Church Rd
Blvd
Wa Linco
15
Sh
r Blvd
ake
sh l
ing n Av
rR
ton e
Sh
nsselae
d
Av ake
e rR
Rd d
Al ba ny sell
Rus
lvd
Van Re
t
Blv
nS
Co unty
ern B
ern
lle
e
NA
Av
rth
Co Cli
North
No
ain
rt
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lan n ton
tN
NM
dS Av
nS
t e
on
Rd
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ville R
Bu Wes
ill
nn
cki Liv
mk
tern
ng Ave in
in
e
Kru
ha gs
Av
gB
d
nS
Krumk m ton
ain
Wa
lvd
Dr
lle
ill Rd Av
e shi Ren ss el ae r
SA
SM
85 90
y
ngt
dwa
on
Co unty
e
787 Ave
Av
a
5
Bro
ain
Rd
SM
87 New S
sing
cotland 20 Colu
A ve mbia
Bles
y
St 43
dwa
nS
156 43
Albany
Albany
wa
Broa
SS
nd Rd
Quay St
155 Ne w Scotla
Voorheesville
Voorheesville Rensselaer
Rensselaer
85A Morto 9
n xt
ay
85A Ave eE
dw
nu
ve
a
85 32
Bro
3r dA
2nd Ave
t
rl S
ea
787
SP
4
85
Slingerlands
Slingerlands 9W 151
140
Hampton
Hampton
443
Manor
Manor
Delmar
Delmar 32
9J
335
32 9 151
144
Van D
yke R
d
Major Roads
Interstate Regions of Highest Trip Activity Figure 4

Principal Arterial Significant Trip Generators by Parcel 2008 Average Annual Daily Volume (AADT)
and Significant Trip Generating
Minor Arterial Land Use by Parcel
Collector
Albany, New York
Watervliet 5 40
Rd
B ogh t R d
Con
Shaker Rd 9W
ce rt
Ac irpo
ss
Alb
S La
5
155 7
saul Rd
Ave
an
2 9E Peoples
12th Ave
ke
E
yS
4
Ly Ave
t Ave
d 155
t
ius 8
Troy
Troy i ll
e
St 23rd St Fulton St
nK
Av
Burdet
8th St
te
Kin
o es
its
2 P
15th St
b
Hunting Rd
gs
4
Tib
WO
Kill
158 Stat ld 8 4
Rd
Cr
eR rk
Sa k R
sen
d Pa Newtonville
ee
E Old State Hw
Newtonville
nd d
y EO st W Watervliet Kill
Stat ld cu 87 Sh ater Watervliet s ten
Lo P o eS
Bo
ki l l eR 9 ak vlie
zen 90 d
Colonie
Colonie er t prin
2nd St
Bo Rd g Ave
Pinewo
ods A
oln
Sa 787 ve
Ave
C nd
Linc
Hu n
2W S ree
W Cr and k R
Av ash e ee d
Av 2W
ge r
en ing ln kR 1st
1st St
ue t o S
No Ex n co 2E d t 66
rm Li n
Ki l l
an t 2E lls
Sa
Loudonville 7W be
sK Loudonville mp y
nd
ill 24 a
C H w
Cr
Guilderland
Guilderland Guilderland
Guilderland ve
ee
St ter
146 tA 7W
kR
ut
in
Center
Center 5 cn
H u nge
W
d
20 87 1W 1E M
378 32 7E
1W Roessleville
Roessleville W
l
1N
K il
Sa
Springsteen 4 yn
r K
nd
ll Rd 377 7E
Wynantskill an
1S
Wynantskill
ut
136
Cr
Westmere
i
Westmere 2
Menands t
Ex
Menands
S hak
155 24 Wa
iko
2
ee
sh i n
ch
te 66
s
gt o
k
Av e n pora
an
4 4 e
C or ds Blvd
Rd
K
Ka
1E
No
er Rd
St
i ll
3 6
3 Wo o
Cor ds Blv
rm
Wo
5 6
4 5
po ra d
an
o
Ki Normans Kill
s
ll
155
orate
te
1 55
Church Rd 5A
No W Lin Corp s Dr
Wy
as co d 9
hin ln Woo
na
rm
um gt Av Sh
5 150
K
on e
an
nt s
ak
r
Av 6
Ki Rd A er R
St
e
s Ki l l
ll
ll ell n Sh lban d
Ki
ss
K il
en
Bl her
Ru ak y 6
N A ll
um
er i ll
vd
l
rt
nts K
Cl
Av
No
St N
Rd
Av clid
int
Co Wy na
Kr
on 6A
ai n
e
Krumkill Rd rtl
Eu
an Av Ma
Ma lvd
Bu d We e Blv nnin 7
N
St
len
ck st
nn
ern d g
B
in gh 6A
Al
Ave
ing
t
am Wa
ain en S
Liv
Av a in
Krumkill R Dr ing 8 sh
d
M
85 4A i
Av ngto
e
e
Av sto
l
Rd
5
Al
Av
S
e n e n
S
sing
20 5 4B
M
156
Bles
ay
S
adw
St
New Scotland Albany
Albany 90 43 43
an
B ro
Ave 3A
155
Sw
Voorheesville
Voorheesville d Rd
otlan Rensselaer
Rensselaer
S
N ew Sc 3rd Avenue 4
8 Ext
85A Mor
85A ton 4
Av
N or m a ns K i l l 87
e
2nd Ave
Rd
3
85
t
lS
nd
23
ar
tla
787
Sco w
157
Pe
Vlo
Ne
S
1
ma n
1-22 24-61 2 151

9
Slingerlands
Slingerlands 23
Ki l l
Hampton
Hampton 9
85 140
9W Manor
Manor
Delmar
Delmar
P
lip 32
hi
D
D o w e rs
l
in
Thach Ki ow
er ll 443 er
Park Ph s
Rd
il l 335
Ki
ip
K il l Vke Rd
in
ll
Ki 4
Dy
ll 9J
an
n K ill Delmar
V lo m a Bypass Ext
144 9 151
Delmar Delmar 32 Glenmont
Glenmont
Vl Byp Bypass Ext
om
an Rd
85 K Bus
h
ura
Fe
ill
Exits
3 Minute Drive Time from Exits Figure 5
5 Minute Drive Time from Exits
Drive Time Penetration within Albany
from Highway Exits
Albany, New York

CITY OF ALBANY
Appendix B:
List of Charging Station Providers/Products
A number of manufacturers have partnerships with EV manufacturers to provide charging
stations for consumers. The following list details just a few of the major charging station
providers and their products.
■■ GE Wattstation has a single port Level II station specifically designed to integrate with all of
GE’s Smart Grid equipment. This allows utility companies to manage the impact of electric
vehicles on the grid, and drivers to manage the charging automatically at their home or else-
where based on variable electricity rates that favor off-peak charging.
■■ ECOtality Blink offers a single port Level II charging station designed for both residential
and commercial customers, as well as a commercial-only DC Fast Charging system. ECOtality
recently received $114.8 million in DOE funding to install 15,000 Blink charging stations in
18 cities and major metropolitan areas.
■■ Coulomb has a wide range of charging stations,

from simple Level I systems up to commercial DC
Fast Charging systems. Coulomb operates the
ChargePoint Network, a synched up network of
more than 6,000 public charging stations with an
interactive map and real-time availability data that
is accessible via a smart-phone application.
■■ Clipper Creek is a leading supplier of Level I and

Level II charging stations that are designed for use
by a variety of customers and to be an open
canvas for any branding.
■■ BMW’s DesignWorksUSA offers the Juice Bar, a

2 or 4 port Level II charger designed specifically for
parking garage installations. Because this system
offers 4 charging ports on a single unit and can be
ordered with no payment interface, the Juice Bar
may be an ideal system for valet parking. A ChargePoint EV Charging Station
■■ AeroVironment is a leading supplier of EV charging stations and equipment nationally and
is currently working the Massachusetts Department of Energy Resources to provide charging
infrastructure services to cities and towns in the state under its Electric Vehicle Infrastructure
grant program.
■■ Control Module Industries is based in Connecticut and produces a wide range of EVSE
and fleet management products, including some innovative retractable cord charging solu-
tions that are particularly useful for meeting ADA requirements and for siting in the North-
eastern climate.
■■ Best known for their attempts to popularize battery switching stations, Better Place also
has a 2 port charging station that can be installed in bollards, wall mounts, or at home.
CITY OF ALBANY
Appendix C:
Complete List of Recommended EVSE Sites
*Bold = A: Downtown/Center Square/Lark/Washington Park East/Mansion/Pastures/Waterfront
Top 15 Streets
Recommended ■■ Lark Street between Madison and Washington Avenue
Sites
■■ Pearl Street between State and Clinton Streets (restaurants, downtown visitors, nightlife)
(expensive)
■■ Swan Street between Madison and Washington Avenue (Legislator parking spots)
(connect to Empire State Plaza, ESP)1
■■ State Street hill from Capitol to Broadway (including in front of 74 State) (expensive)
■■ Madison Avenue between Eagle and Swan Streets (connect to ESP)
■■ Willett Street along Washington Park (expensive)
■■ Lodge Street on block with County and State courthouses (expensive)
■■ Albany parking garages (Columbia Garage 850 spaces, Quackenbush Garage 900
spaces, Green/Hudson Garage 900 spaces)
■■ Robinson Square Parking Lot at Robinson & Swan Streets
■■ City Hall
■■ Hotel Albany Garage
■■ Federal Building Garage
■■ Capitol Building
■■ OGS parking garages (Empire State Plaza Main and East Garage, Madison Visitor, Elk Street,
TU Center, 110 State, DEC)
■■ Trinity Church Parking Lot on Lark Street
B: New Scotland & Delaware: Hospitals/Pharmacy/Law/Medical/Park South

Streets
■■ Delaware Avenue in front of The Spectrum
■■ New Scotland Avenue in front of Quintessence
Institutions/Properties/Buildings
■■ New Albany Public Library - Delaware Branch parking lot or on-street space
■■ The Spectrum parking lots (independent movie theatre and several associated restaurants)
■■ Albany College of Pharmacy and Health Sciences
■■ Albany Law School
■■ Albany Medical College
■■ Albany Medical Center Hospital
■■ Albany Med South Clinical Campus on Hackett Boulevard
1 Will require New York State Office of General Services

CITY OF ALBANY
■■ Wadsworth Center of the NYS Dept of Health (major research institution)

■■ Sage College of Albany
■■ Albany Academy (private primary/secondary school)
■■ Albany Public High Schools
C: Hoffman Park/FBI/NYS Thruway Authority HQ/NYS OGS Park and Ride
Streets
■■ McCarty Avenue or Hoffman Avenue in front of City of Albany/St. Rose sports fields
(Hoffman Park)
■■ McCarty Avenue OGS NYS Employee Park and Ride lot (669 spaces)
■■ Hoffman Park at North end of Hoffman Avenue
■■ FBI
■■ NYS Thruway Authority HQ
■■ NYS Thruway Authority Maintenance, NYS Police, Signage Shop
D: Washington Park West/Madison and Western/UAlbany Downtown Campus/St. Rose

Streets
■■ Madison Avenue between Western Avenue/Allen Street and Main Street
(restaurants/business district, in front of police station)
■■ State Street along Washington Park from Western Avenue to Lark Street
■■ Madison Avenue in front of Madison Theatre/Tierra Coffee
■■ College of St. Rose (parking lots)
■■ UAlbany Downtown Campus
■■ Price Chopper
■■ Inside Washington Park
■■ WAMC Park and Ride lot (318 Central Avenue)
E: Clinton Avenue & Broadway/Sheridan Hollow/Arbor Hill

Streets
■■ North Pearl Street in front of Palace Theatre
■■ Church owned parking lot in front of Hampton Inn that serves Pearl Street, Palace
Theatre and Capital Repertory Theatre (Cap Rep) customers
■■ 17 Chapel Condos
■■ Palace Theatre
■■ Capital Repertory Garage
■■ Hampton Inn/Yono’s Restaurant
■■ Albany Heritage Area Visitors Center and Planetarium/The Pump Station Parking Lot
(Adjacent Quackenbush Lot –Albany Parking Authority 198 spaces)
■■ Sheridan Hollow Garage – NYS OGS facility
CITY OF ALBANY
F: Northern Boulevard
Streets
■■ None
■■ New: Lofts At Bryn Mawr
■■ Albany Memorial Hospital
■■ Channel 10 News
G: Central Avenue West/Everett Road/Colvin Avenue

Streets
■■ Russell Road (City owned roadway with on-street parking adjacent to Westgate
Plaza, dance studio, county office buildings, etc)
■■ Car Dealerships selling EVs: Armory, DePaula, Orange
■■ Strip malls: Westgate Plaza/Price Chopper and Hannaford Plaza
H: UAlbany/Harriman
Streets
■■ None
■■ Harriman State Office Campus (forward thinking people, state fleets, state owned)
(National Grid has a central 115 kVa supply)
■■ Any hotel along Washington Avenue across from UAlbany/Harriman
■■ Patroon Creek office campus (SEFCU, Bone & Joint Center) and new apartments.
I: Washington Avenue Extension/Pine Bush

Streets
■■ None
■■ Pine Bush Preserve Discovery Center (customer installation)
■■ BBL (NYSERDA) corporate campus/Corporate Circle campus
■■ Townhouses and rental apartments at the end of Washington Avenue Extension
OTHER
■■ Capital Hills (golf, walkers, snowshoeing, skiing, dog park)
■■ Buckingham Lake Park (walkers in prosperous neighborhood, apartments nearby)
■■ (For current or future consideration because they are used extensively by city residents
who may buy EVs: Stuyvesant Plaza--Guilderland, Colonie Center--Colonie, Crossgates
Mall—Guilderland)
NYSERDA, a public benefit corporation, offers
objective information and analysis, innovative programs,
technical expertise, and funding to help New Yorkers
increase energy efficiency, save money, use renewable
energy, and reduce reliance on fossil fuels. NYSERDA
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Albany, New York 12203-6399 nyserda.ny.gov
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Albany, New York 12232
Albany Electric Vehicle
Feasibility Study
Final Report
June 2012
State of New York

Andrew M. Cuomo, Governor
New York State Energy Research and Development Authority

Richard L. Kauffman, Chairman | John B. Rhodes, President and CEO
New York State Department of Transportation

Joan McDonald, Commissioner

Albany Electric Vehicle Feasibility Study

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Albany Electric Vehicle Feasibility Study

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New York State Energy Research and Development Authority

Albany Electric Vehicle

NYSERDA Report Number 14-15

The New York State Energy Research and

New York State Department of Transportation

1. Report No. C-10-58 2. Government Accession No. 3. Recipient's Catalog No.

Overview and Background.............................................................................. 13

Why Electric Vehicles in Albany?..................................................................... 19

Getting Albany EV Ready................................................................................ 23

EVSE Site Evaluation and Recommendations................................................. 29

Best Practices for an EV Ready Community.................................................... 35

Figure 1: Recommended Locations in Albany for EVSE Siting............ 11

Table 1: Charging Station Length to Charge and Cost........................ 16

Table 2: Public Charging Station Demand Ratios................................. 17

Table 3: Municipal Tools to Incentivize EV Use.................................... 24

Table 4: Models for Public EV Installation and Operation................... 27

Table 5: A Checklist for EV Readiness................................................... 36

Map 1: Households and Employment Centers – Separate................... 45

Map 2: Households and Employment Centers – Combined................ 47

Map 3: Land Uses, Trip Generators, Functional Class Roads................ 49

Map 4: Trip Generators, Functional Class Roads, Hot Spots................ 51

Map 5: Areas Near Highway Exits – DC Fast Charging........................ 53

POLICY RECOMMENDED ACTION

POLICY RECOMMENDED ACTION

Signage • Establish a standard design for future EV signs.

• Establish minimum standards for visibility.

Parking • Strictly enforce parking regulations.

• Establish a fine schedule for illegal parking.

• Incorporate EVs into the City’s existing fleet of vehicles.

■■ Lark Street between Madison and Washington Avenue

■■ College of St. Rose parking lots

■■ UAlbany Campus faculty lots and/or visitor lots

■■ UAlbany NanoTech Complex

■■ Pine Bush Preserve Discovery Center

■■ Capital Hills Golf Course

■■ Hoffman Park at North end of Hoffman Avenue

Figure 1: Recommended Locations in Albany for EVSE Siting Menands

Park & Preserve Av t .

87 Comm erce Ave

hing Hills Park ect Av

UPPER ng Bl Park 9 Tivoli S t

Col. of Nanoscale Main Campus rly Ma ch er

Harriman State Office

Was Linc Bleeker Stadium 1s t St NF

Av Capitol Hudson River

Berk My rtl Walkway

Elm hu We llin shire Me rc St Ma di

Greenw Sc ot Albany Law

Col. Pharmacy Arch St

Col. St. Peter's

90 ce nt Helderberg Ave Osborne S t

Albany Dr Marsdale S t r Delawar e St

Bern e Hurst Ave AMC

cliff 4th Ave

Wes Ave South

University at Albany Fordham Ct

n Capital Hills at Albany

A CHECKLIST FOR EV READINESS

 Revise existing building code to remove barriers to installation of EV infrastructure

 Expedite permitting for EV charging stations

 Establish fees associated with use of equipment on government property

 Adopt a policy/strategy for incorporating EVs into municipal fleet