As the public EV charging market matures, travel stops need help from electrical professionals to ensure drivers have a consistently positive experience. Read more on pg. 26
IN THIS ISSUE Electrical Plan Review Violations: Transformers pg. 8
The Lagging Transition to LEDs in Schools pg. 16
Best and Worst States for EV Charging pg. 22
Implementing EV Charging Safety Through Codes and Standards pg. 32
NEC Requirements for Fire Alarm Systems pg. 56
With its exclusive online content, ecmweb.com is a valuable source of industry insight for electrical professionals. Here’s a sample of what you can find on our site right now:
EVERYDAY ELECTRICIAN HIGHLIGHTS FROM NECA 2024
NECA Show Coverage This year’s NECA convention in San Diego was one for the books — Trevor Ottmann had a blast. See some of his favorite moments from the show floor. ecmweb.com/55166352
HOW TO CREATE YOUR EXIT STRATEGY
Safety No matter what size or type of space you’ll be working in, you need to know where and how to exit. ecmweb.com/55233191
NECA 2024: MIKE EBY’S PRODUCT PICKS — PART 1
Gallery Find out what products the group editorial director picked to highlight on the first day of NECA 2024 in San Diego. ecmweb.com/55141868
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By Ellen Parson, Editor-in-Chief
What’s the current state of electric vehicle (EV) charging in America? Seems like an easy question on the surface. But when you consider all of the factors that play a role in the national buildout of electric vehicle charging infrastructure as well as its execution and implementation, the answer is anything but simple. At EC&M, we continue to cover the topic of electric vehicles, tracking the development, design, installation, and safe operation of electric vehicle supply equipment (EVSE) and systems through many different content offerings, including a twice-monthly “EV Infrastructure” e-newsletter, web-exclusive news items, podcasts, videos, and technical feature articles. Since it’s such a hot topic for our audience, we dedicated the theme of this issue to everything electric vehicles.
In “Assessing the Reliability of EV Charging Infrastructure,” EC&M Contributor Tom Zind breaks down why the nation’s EV charging station model may be suffering from a “cart-before-the-horse” approach. His reporting suggests more drivers continue to be frustrated with charging stations that aren’t fully operational. In the piece, he writes: “The situation has sparked a flurry of research into the sources of problems, increased attention to station operation/maintenance, and even a government-funded effort to repair or improve existing stations. The actions appear to reflect a growing realization that the fundamental EV charging network concept remains a work in progress, with core issues that will have to be resolved if the grand vision for EVs is to be fulfilled.” Read the full article online at ecmweb.com/55233537. And it’s not just drivers who are disheartened; it’s also electricians. A recent article we ran online reiterates this sentiment, highlighting the results from an industry survey from FractalEV (a Canadian Level 2 EV charger manufacturer) that revealed 77% of electricians are frustrated by the current state of EV charger installation. Aside from skill gaps, the top issues uncovered by survey respondents were unexpected labor costs or time on job (38%) and poor manufacturer support (35%). Read the full article at ecmweb.com/55143160.
In other big news on the EV front, SAE International recently announced the release of the SAE J3400TM: NACS Electric Vehicle Coupler Technical Recommended Practice (RP), a major milestone in the advancement of EV charging infrastructure. The SAE J3400 RP establishes a robust framework for EV charging in North America, including general physical, electrical, functional, safety, and performance requirements for the rollout of the industry-developed standard later this year. Read more at ecmweb.com/55234527.
Make sure and check out all of the EV articles highlighted in this issue, all of which cover an array of topics integral to the ever-changing evolution of EVs, including:
• An inside look at how to build a robust charging network, focusing on the importance of EV infrastructure maintenance on page 12 and written by Theo Brillhart of Fluke.
• Comparing the best and worst states for EV charging in the United States on page 22, Randy Young of BriteSwitch reveals a stark contrast in progress from one state to another.
• In this month’s cover story (starting on page 26), Freelancer Tim Kridel provides an excellent overview of the challenges and opportunities electrical contractors face in the maturing EV charging market.
• On page 32, don’t miss thoughts from Corey Hannahs, senior electrical content specialist at NFPA, on why the use of applicable codes and standards is so critical for electrical professionals tasked with installing and maintaining EV charging infrastructure.
• Finally, don’t miss “Getting EV Charging Infrastructure Projects Off the Ground” on page 38. Written by Joe Cappeta, director of technical applications for energy transition at Eaton, this comprehensive piece examines key considerations for commercial, industrial, and fleet applications as well as offers a checklist for EV charging infrastructure success. As Capetta notes in his article, “It’s an incredibly exciting time to be in the electrical industry.”
We couldn’t agree more. You can bet EC&M will be there every step of the way to research, report on, and relay the most important technical content and trends in the EV arena.
By Doug Smith, West Coast Code Consultants
Violations of the National Electrical Code (NEC) regarding transformers are often encountered while performing electrical plan reviews. There are far too many NEC requirements to explain in just one short article, but three common types of violations are: (1) transformer secondary conductors (wiring) having an ampacity less than the OCPD rating at the termination of the secondary conductors; (2) lack of overcurrent
protection for transformer secondary conductors; and (3) lack of information regarding system bonding jumpers.
For clarification, the types of transformers discussed in this article do not include electric utility transformers or autotransformers. Rather, the types of transformers that are part of the discussion are those having primary windings that are isolated from the transformer’s secondary windings. These transformers are commonly installed at
non-residential buildings where there will be electrical equipment that requires connection to a system having a different voltage than that of the electrical service for the building.
The first common violation for our discussion is when the transformer’s secondary conductors are not sized properly and have an ampacity less
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than the current rating of the overcurrent protection device (OCPD) located at the termination (end) of the secondary conductors. Designers sometimes make the mistake of thinking that the provisions of Sec. 240.4(B) can be used for transformer secondary conductors. This section of the Code essentially allows the use of the next standard OCPD rating over the ampacity rating of the conductor (if certain conditions are met). However, it’s very clear under Sec. 240.21(C) that the provisions of Sec. 240.4(B) are not permitted for transformer secondary conductors.
The ampacity of the secondary conductors, as calculated per Art. 310, cannot be less than the current rating of the OCPD at the terminations of the conductors. An example of this situation could be a system with a 112.5kVA rated transformer with a 400A overcurrent protection device at the termination of the transformer’s secondary conductors, and the plans show secondary conductors only having an allowable ampacity of 380A. Again, this would be a violation of Sec. 240.21(C).
The second common violation is when the electrical plans don’t show any OCPD at the termination of transformer secondary conductors. Section 240.21(C)(1) allows limited situations where the transformer’s primary OCPD can be used to protect the transformer’s secondary conductors, but only singlephase transformers having a 2-wire (single-voltage) secondary or a 3-phase delta-delta transformer having a 3-wire (single-voltage) secondary are allowed in that case. Unfortunately, those types of transformers are not common, and the applicable requirements of Sec. 240.21(C)(2) through (6) typically apply to transformers that are common for electrical systems.
Typical transformers for electrical systems are usually the 3-wire secondary type for single-phase systems and the 4-wire secondary type for 3-phase systems. So, the provisions of Sec. 240.21(C)(1) cannot be used for these types of transformers. Per any of the
Inspector Intel articles are provided by the Independent Alliance of the Electrical Industry (IAEI), www.iaei.org, a membershipdriven, non-profit association headquartered in Richardson, Texas, that promotes electrical safety throughout the industry by providing education, certification of inspectors, advocacy, partnerships, and expert leadership in electrical codes and standards.
situations noted in Sec. 240.21(C)(3) through (C)(6), an overcurrent protection device (rated not more than the ampacity of the secondary conductors) must be provided at the termination of the secondary conductors.
Also, it must be pointed out that Sec. 408.36 requires overcurrent protection for panelboards and the OCPD must have a current rating not exceeding the rating of the panelboard. In addition, when a transformer is supplying a panelboard, the OCPD must be located on the secondary side of the transformer. The exception is if the transformer and its primary OCPD meet the provisions of Sec. 240.21(C)(1), but it was discussed earlier that being able to use those provisions is rare. Essentially, situations when a transformer supplies a panelboard will always require an OCPD on the secondary side of the transformer and the OCPD must be rated not more than the panelboard.
But what about Sec. 240.21(C)(2) for secondary conductors not more than 10 ft in length? Determining compliance with this section of the Code can sometimes be tricky, depending on one’s interpretation of the requirements and what equipment the secondary conductors will feed.
The second half of Sec. 240.21(C)(2)(1) (b) allows the option of having an OCPD at the termination of the transformer’s secondary conductors, like what’s noted
under Sec. 240.21(C)(3) through (6). This is a simple method for providing overcurrent protection for secondary conductors, but this is not the tricky part of Sec. 240.21(C)(2)(1)(b). Rather, the more difficult provisions to determine compliance for is when designers choose to apply the first part of Sec. 240.21(C)(2)(1)(b), which essentially says that the ampacity of the secondary conductors must not be less than the current rating of the equipment the secondary conductors supply, and there must be “an overcurrent device(s)” contained within the equipment. This poses the question, what type of “equipment” is being installed?
What if the equipment is a switchboard or switchgear, for example? Depending on an AHJ’s interpretation of the first part of Sec. 240.21(C)(2)(1)(b), a switchboard or switchgear not having an overall main OCPD (and no OCPD on the secondary side of the transformer) may potentially be used if the switchboard or switchgear has one or more OCPDs in it. However, this introduces the potential for overloading the secondary conductors and the equipment itself.
Some individuals are quick to point out that Sec. 240.21(C)(2)(1)(a) requires the ampacity of the secondary conductors to be not less than the calculated load(s) that the conductors serve. Could ensuring that the calculated loads do not exceed the ampacity of the transformer’s secondary conductors be considered a form of overload protection for the conductors? Some individuals think so. However, a similar requirement regarding calculated loads does not exist in Art. 408 for switchboards and switchgear. In other words, the NEC does not currently specify that switchboards and switchgear must be rated not less than the calculated load(s) that the switchboard or switchgear serves. Several Public Inputs for the 2026 edition of the NEC were submitted with hopes of adding overcurrent protection requirements for switchboards and switchgear, but so far, those efforts have failed.
It’s this author’s opinion that unless the provisions of Sec. 240.21(C)(1) are allowed, it’s recommended that an OCPD be provided at the termination of the transformer’s secondary conductors
and such OCPD be rated not more than the ampacity of the secondary conductors. However, the OCPD is always required when the transformer is supplying a panelboard.
The last common NEC violation for transformers is when electrical plans do not show the required size and location of the system bonding jumper (for systems required to be grounded, per Sec. 250.20) at the secondary side of a transformer. The system bonding jumper is necessary to bond the grounded conductor to the equipment grounding conductor(s) and grounding electrode conductor(s) of the system.
Section 250.30(A)(1) requires that a system bonding jumper be provided at either the transformer or at the first disconnecting means or overcurrent protection device (OCPD) enclosure and requires compliance per Sec. 250.28 for the system bonding jumper.
Section 250.28 has provisions for the required type of material, construction, and attachment of the system bonding jumper. Section 250.28(D) also has provisions for the required size of the system bonding jumper and references Table 250.102(C)(1) for determining the required minimum size of the system bonding jumper based on the size of the transformer’s secondary conductors. The plans should specify the required size of the system bonding jumper to be installed and clarify the location where it will be installed.
Lots of requirements exist in the NEC regarding transformers — again, too many to cover in this article. However, the three situations presented here are indeed common violations encountered while performing electrical plan reviews. Having a good understanding of requirements concerning transformers is an essential part of performing detailed and thorough reviews.
The information provided in this article is based on the author’s understanding of the requirements explained, and any opinions shared are his own. The author
understands that others may have different interpretations and opinions regarding the NEC requirements explained herein.
Doug Smith is the energy division manager for West Coast Code Consultants (WC-3) and has been an inspector/plan reviewer for more than 19 years. He
currently serves on NEC Code-Making Panel 10 representing IAEI and serves as a Technical Committee (TC) Member for UL 9540, UL 1741, UL 1703/61730, UL 2703, and UL 6703. Smith has been teaching solar PV, energy storage, and general electrical classes for more than 12 years. He can be reached at dougs@wc-3.com.
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By Theo Brillhart, Fluke
Electric vehicle adoption continues to rise. Today, millions of electric vehicles (EVs) are on the road. This has created a growing demand for safe, reliable EV charging stations.
Like any new technology, the rapid expansion of EV infrastructure comes with a steep learning curve. It also raises several important questions: What’s the most effective way to avoid downtime? How can teams ensure compliance with industry standards and regulations? What kinds of safety precautions should workers follow?
This article will explore the essential routine maintenance required to keep the EV infrastructure in optimal condition. You’ll also learn about safety precautions and strategies to maximize efficiency.
Electric vehicle charging systems are subject to international standards (IEC 61851-1 and ISO 15118) that set rules for interoperability and safety. The goal behind these standards is
simple: consumers should be able to rely on charging stations to be safe, predictable, and uniform in functionality.
Just as drivers can count on gas stations to safely fuel their vehicles, EV drivers must depend on charging stations to keep their vehicles moving.
Routine maintenance for EV charging stations
Keeping charging stations functional starts with keeping them clean. This involves regularly changing filters, cleaning connection points, and checking ports to ensure they are clean, dry, and free of damage or contamination that could potentially lead to insulation faults.
During routine maintenance, workers should also check connection points to ensure fasteners and busbars are properly torqued and inspect wires/cables for signs of corrosion or excess wear and tear.
Safety and operability checks
Routine maintenance checks should also cover two main areas:
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safety and functionality. Is the charger successfully transferring energy to vehicles? Is it doing so safely and accurately?
For safety, it’s crucial to ensure that the charger never transfers energy until both ends of the charging process are securely connected. Similarly, the energy transfer from the charging station should immediately terminate in the event of a ground fault error.
There are several ways a charging station can fail or become unsafe. That’s why routine inspections are a key element of EV charging maintenance. Like any other preventive maintenance task, routine inspections of charging stations help to avoid any downtime. In the short term, this means lower maintenance costs, and, in the long term, it increases customer satisfaction and consumer confidence.
Choosing the right tools for maintaining EV charging stations is critical to ensuring safety, efficiency, and reliability. Given the complexity of these systems, maintenance teams need equipment that not only identifies faults but also supports comprehensive safety and performance testing. Here’s what to consider when selecting tools for the job:
• Functionality and versatility: Look for tools that offer a wide range of diagnostic capabilities. The tool should be able to test several aspects of the charging station, including voltage levels, ground fault detection, and communication between the charger and the vehicle. Versatility ensures that
a single tool can handle multiple tasks, reducing the need for additional equipment.
• Ease of use: Given current labor shortages and the influx of less experienced technicians, it’s important to select user-friendly tools. Test equipment that requires minimal training yet delivers accurate and reliable results can help maintenance teams stay productive while reducing the risk of human error.
• Safety features: Safety should always be a top priority when working with high-voltage equipment. Tools equipped with built-in safety features (such as protective earth testing and automatic shutdown in the event of a fault) can help prevent accidents and protect workers from potential hazards.
• Durability and reliability: Maintenance tools are an investment, so durability is key. Reliable tools reduce the likelihood of productivity loss, ensuring that maintenance work can proceed without interruption. Choose tools that are built to withstand the tough conditions of fieldwork, including exposure to weather, dust, and rough handling.
• Support and training: Finally, consider the availability of technical support and training resources. Tools backed by comprehensive customer service, tutorials, and support networks can make a significant difference in how quickly your team can get up to speed and resolve any confusion that may arise.
By carefully selecting tools based on these considerations, maintenance teams can ensure they are equipped to keep EV charging stations operating safely and efficiently. The right tools not only enhance the quality of maintenance but also contribute to overall operational uptime and customer satisfaction.
Routine maintenance can be a game changer for EV charging infrastructure. This is a rapidly growing sector, meaning the infrastructure may still be relatively untested. At the same time, MRO teams are facing labor shortages and a lack of experienced technicians. All of this means that nobody can afford unexpected downtime and certainly not major electrical failures. The best way to prevent these issues is to establish a solid preventive maintenance plan.
It’s worth noting that uptime isn’t just a nice-to-have. Some grant-giving agencies are providing specific requirements to encourage EV infrastructure maintenance. These funds often come with stewardship and upkeep requirements. For example, to qualify for a National Electric Vehicle Infrastructure (NEVI) grant, your charging stations must operate with at least 97% uptime.
A simple preventive maintenance program can keep EV charging stations functional, safe, and available. It’s an excellent way to reduce costs, maintain and document compliance, and ease the demand on technicians. It can also ensure incentives like grants and increase consumer confidence. In other words, it’s a win all around.
Theodore Brillhart is the technology director at Fluke. He specializes in research and development, new product/platform design, and the development of national/international standards.
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By Jessica Kelly and Andrea Wilkerson, Pacific Northwest National Laboratory, and Dan Blitzer, The Practical Lighting Workshop
This article series looks at the current situation from the perspective of school facility personnel. Part 1 covers the transition to LED technology. Part 2 will identify changes coming to the lighting market, and Part 3 will offer thoughts for practical paths forward for LED systems in schools.
Although commercial LED lamps and luminaires have been available for more than a decade, educational facilities have been slow to adopt LED technology. As of 2020, 78% of the lighting in U.S. educational buildings was still fluorescent, according to the most recent estimates from the U.S. Department of
Energy (DOE) Solid-State Lighting program in the “2020 U.S. Lighting Market Characterization” report.
Over the past year, lighting team members from Pacific Northwest National Laboratory (PNNL) have been walking through K-12 school corridors and classrooms to learn more about the day-to-day facility operations of schools. The scene is familiar: in the background, the lively voices of children playing and learning. Colorful graphics line the walls with encouraging messages and the latest artwork — a welcome contrast to the clean, sleek environment of many offices.
The lighting itself recalls our many days in school: fluorescent troffers and
wraparounds, with the occasional pendant. While most visitors look at the inspiring imagery — not the luminaires — we are walking the halls to understand why fluorescent lighting is still so prevalent in schools across America.
School facility personnel recognize the energy benefits of an upgrade and tout the long life and reduced maintenance associated with solid-state technology. However, many reasons schools have been the slowest to adopt LED among all commercial building types became clear as PNNL continued conversations with school facility personnel.
The following highlights what has been learned from visiting more than 25 small and large school districts in 15 states, including cities and rural areas, with varying ranges of resources.
For many facility personnel responsible for the daily maintenance of school buildings, linear fluorescent technology has been stable for their entire career. Since the adoption of T8 lamps and electronic ballasts began 40 years ago, there has been little meaningful change in fluorescent lighting systems. When fluorescent lamps fail, the person cleaning the classroom usually switches out the lamp. If the lamp still doesn’t work, then changing the ballast is another relatively simple step to take. These components can be acquired at a local hardware store or online and offer generally straightforward compatibility.
Most facility personnel also know what to expect in terms of light output,
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lifetime, and maintenance from their existing system. Practically, current fluorescent technology provides adequate lighting in terms of amount, color, and visual comfort.
With other maintenance issues and aging building systems to manage, replacing a well-understood and mostly functional fluorescent lighting system rarely makes it to the top of a priority list. PNNL heard from seasoned school facility managers who have been tasked with operating original boilers from the 1930s, updating schools with little insulation and few operable windows, or repairing burst pipes after a winter storm. There were many instances of states adding requirements or regulations that were underfunded, or not funded at all, that fell under the facility managers’ responsibility. Examples range from restricting the use of certain HVAC refrigerants to adding dispensers in bathrooms and supporting student recycling programs.
Schools generally want to support equipment upgrades, but with many other competing priorities and a lack of funding — combined with a short timeline — they are forced to either make a quick, first-cost-based decision or hold off on the change as long as they can before they are fined.
One facility manager noted that they could spend a million dollars at each of the nearly 40 schools in the district and still not fix or update everything they would like. Some schools have leveraged state or federal funding opportunities, fund-matching grants, utility rebates, or portions of their often shrinking maintenance funds to support the lighting upgrades, which are typically not completed all at once. The phased approach is partially due to high upfront costs but also speaks to the limited availability of qualified staff or contractors needed to complete lighting upgrades.
For schools, the attempt to contain cost, labor, and maintenance practice suggests the need for better lighting options. All but one LED upgrade option (Type A TLEDs) should be completed by a licensed electrician. Of the schools PNNL has interviewed so far, approximately half do not have an electrician on staff. One school district in the Northeast has had a position open for over a year without any qualified candidates.
In one school district, the fire marshal required a full system replacement after several fluorescent luminaires caught fire. However, LED systems have risks of their own. For example, Type B or “ballast bypass” TLEDs can be single or double-ended, meaning only one socket of the two remaining fluorescent sockets supplies power, while the other acts as a lamp holder. Over time, someone could unwittingly install Type B TLEDs with different wiring configurations or different TLED type, or even a fluorescent lamp that may create a shock or fire hazard. These concerns can be mitigated through labeling and sufficient staff training; however, safety concerns may be perceived as an immediate barrier with LEDs.
Despite the safety concerns, Type B TLEDs were the most commonly installed lighting technology in the participating school districts that have started upgrading. TLEDs offer a
low first cost and a familiar maintenance routine after the initial modification. Removing the existing fluorescent ballast, rewiring, and installing the new lamp takes about 15 minutes to complete. Based on initial lab and field measurements collected by PNNL, Type B TLEDs may also be prone to flicker, which can be uncomfortable or distracting, and potentially cause harm to students or staff.
From compatibility issues to the availability of replaceable components, other technology options have trade-offs as well. Most schools that have installed new fixtures with integral LEDs mentioned they are struggling to replace inoperable products. Without replaceable components, the entire upgrade will have to be repeated (potentially without a utility incentive) and the same product may or may not still be manufactured. Schools must address cost, maintainability, safety, and quality when upgrading their lighting systems.
While most schools PNNL visited had some experience with LEDs, very few had completed wholesale replacements. With fluorescent bans set to go into effect across 10 states in the coming years, schools may have to add lighting to the list of upgrades they will have to face sooner than they anticipated. When we spoke to facility personnel in states with upcoming bans, they were largely unaware of the pending requirements and their timing. Regardless, facility managers in those states seemed sure that they would have everything replaced before
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it became an issue. Some facility managers had a plan in place to upgrade to LEDs as the existing fluorescent lamps failed, while others suggested that there were no plans to update the lighting for a while.
The general feeling of, “We have fluorescent, we’re fine,” may change as the situation evolves. Stay tuned for Part 2 of this series where we discuss these upcoming changes to the lighting market regarding fluorescent availability and utility rebates.
Jessica Kelly is a lighting research engineer at Pacific Northwest National Laboratory.
Andrea Wilkerson is a lighting research engineer at Pacific Northwest National Laboratory.
Dan Blitzer is principal of The Practical Lighting Workshop, a consultancy in marketing and education for the lighting industry.
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BriteSwitch takes a look at the current state of EV charging infrastructure across the country.
By Randy Young, BriteSwitch
While electric vehicle (EV) charging infrastructure is rapidly growing in the United States, a new study reveals a stark contrast in progress between states. Some are making rapid strides in building charging networks, while others are falling behind, creating glaring gaps in access. This patchwork approach leaves many areas ill-prepared for the growing demand, highlighting a crucial need for a more balanced expansion of charging stations across the nation.
According to the Department of Transportation, the U.S. currently boasts more than 192,000 publicly available charging ports, with approximately
1,000 new chargers being added each week. While that may sound impressive, it’s just a drop in the bucket compared to the White House’s goal to deploy 500,000 chargers by 2026. Looking further out, the National Renewable Energy Laboratory estimates that by 2030, more than 2 million ports will be needed. It’s clear that the EV charging infrastructure in the United States still has a long way to go.
BriteSwitch, a firm specializing in capturing local, utility, state, and federal rebates/incentives for businesses, takes a look at the current state of EV charging infrastructure and shows which states are the best and worst when it comes to EV charging.
When looking at the state of the current EV charging infrastructure, it’s not as easy as just looking at the number of chargers. A state might boast thousands of chargers, but if you’re in a remote region and running low on battery, those chargers won’t help unless they are nearby.
To better understand the charging landscape across the country, we can look at the “HERE-SBD EV Index.” This metric was developed by HERE, a location data and technology platform, and SBD Automotive, a global automotive research firm. It’s a comprehensive metric developed to look at all aspects of EV charging. The index scores all states based on the following four criteria, with a maximum of 25 points in each category.
Average charger power: Not all chargers are created equal. Even when looking at Level 3 / DCFC charging, the power of the charger can vary greatly. The more powerful the charger, the faster you can charge and free up the spot for the next driver.
Charging points per mile of road: Having a bunch of chargers in one spot doesn’t help cover a whole state. This metric assesses the ratio of available chargers to the length of roads, allowing for better comparisons between states of different sizes.
EV market share: Each state’s score is determined by comparing the number of EVs on the road to the number of internal combustion engine (ICE) vehicles.
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EVs per charging point: This metric indicates the likelihood of finding an available charger. Only three states and Washington DC currently have the optimal ratio of EVs to public chargers.
According to the EV Index, 80% of the highest-ranked states were in the Northeast, with the remaining two states on the West Coast. The lowest-ranked states were mostly in the center of the country (see Map at right).
1) Delaware (79.4)
2) Washington, D.C. (72.5)
3) Massachusetts (64.2)
4) Nevada (64.2)
5) Connecticut (63.7)
6) New York (62.3)
7) California (61.8)
8) Vermont (60.8)
9) New Jersey (60.3)
10) Rhode Island (60.3)
51) Alaska (19.6)
50) Arkansas (33.3)
49) Idaho (35.3)
48) Nebraska (37.3)
47) Minnesota (40.7)
46) Mississippi (40.7)
45) Kentucky (42.1)
44) Michigan (42.1)
43) Kansas (42.2)
42) Illinois (42.2)
REBATES SEEM TO PLAY A ROLE IN THE SUCCESS OF EV INFRASTRUCTURE
Rebates are not factored into the EV Index, but looking at the list, it’s no coincidence that the states with the lowest scores also have some of the worst incentives for EV chargers. Currently, 80% of the United States is covered by a rebate or incentive for a commercial EV charger, with an average of $3,488 for a Level 2 and $33,167 for a DCFC.
Alaska has the lowest EV Index score in the country. Only one electric utility, which covers about 5% of the state, currently offers an incentive for commercial chargers. Looking at Arkansas,
Highest Ranked Lowest Ranked
Level 2 Charger: Residential
Level 2 Charger: Commercial
Level 3/DFC Charger: Commercial
$534 per charger
$3,488 per charger
$33,167 per charger
Source: BriteSwitch Rebates for EV Chargers, September 2024
which ranked 50th on the EV Index, coverage is much better, with 79% of the state being covered by a rebate or incentive for installing a commercial EV charger. However, the average rebate for a Level 2 charger is only $500, a quarter of the average across the United States.
Looking at more successful states, Washington D.C. has a variety of incentives available. The district has a commercial tax credit of 50% of the project cost up to $10,000 per station for a Level 2 charger. In addition, the local electric utility, PEPCO, provides a make-ready program that covers the cost of electric supply infrastructure. New York, which also has a high rating, has more than 19 different rebate and incentive programs available across the state, with some of them targeting specific applications like multi-family properties and disadvantaged communities.
One portion of the market that the EV Index doesn’t look at is at-home charging. While public charging infrastructure is critical for reducing range anxiety,
at-home chargers can also alleviate some of the burden of public charging. Thankfully, rebates are also available for home chargers, with 56% of the nation currently covered by residential incentives averaging $534 per charger.
Looking ahead, the future of EV charging infrastructure will depend on sustained investments and the expansion of rebate programs. There’s a long way to go to achieve the goal of 500,000 chargers by 2026. The study by HERE-SBD indicates that while significant progress is being made, considerable challenges remain providing great opportunities for those in the EVSE space. Demand for improved EV infrastructure will increase over the next decade, and they’ll need equipment suppliers, installers, maintenance, and software.
Randy Young is the director of marketing and data solutions at BriteSwitch, a company that specializes in finding and capturing rebates for businesses. He can be reached at randy.young@briteswitch.com.
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By Tim Kridel, Freelance Writer
As the public EV charging market matures, travel stops need help from electrical professionals to ensure drivers have a consistently positive experience.
Opportunities and problems often go hand in hand, and public electric vehicle (EV) charging is no exception. One big opportunity is the $5-billion U.S. National Electric Vehicle Infrastructure (NEVI) Formula Program, which is funding 500,000 EV chargers at locations, such as rural interstate travel stops. It’s a major reason why the research firm Wood Mackenzie expects the installed base of public chargers to match the residential market by the end of this decade.
All that means plenty of business for electrical contractors serving the EV market — including residential — because people are more likely to buy an EV if they’re confident that they’ll be able to charge it when they’re not at home. In a 2022 Consumer Reports survey, concerns about public charging availability were the top reason why people wouldn’t purchase their first EV. One problem is that not every public charger charges. In a University of California analysis of 678 chargers at 181 stations in the Bay Area, only 72.5% worked. When the researchers
rechecked 10% of them eight days later, not much had changed.
“This level of functionality appears to conflict with the 95% to 98% uptime reported by the EV service providers (EVSPs) who operate the EV charging stations,” the researchers said. “The findings suggest a need for shared, precise definitions of and calculations for reliability, uptime, downtime, and excluded time, as applied to open public DC fast chargers (DCFCs), with verification by third-party evaluation.”
According to a report released by ChargeX Consortium, “Customer
Experience at Public Charging Stations and Its Effects on the Purchase and Use of Electric Vehicles,” consumer satisfaction with DCFC networks declined sharply in the last year (see the Figure on page 28) based on survey data from J. D. Power and Plug In America. The most-widely cited issue for public DCFC networks related to “nonfunctional or broken chargers.”
Funded by the Joint Office of Energy and Transportation, the National Charging Experience Consortium (ChargeX Consortium) consists of three national laboratories (Argonne National Laboratory, Idaho National Laboratory, and the National Renewable Energy Laboratory), which collaborate with organizations representing a crosssection of the electric vehicle industry to address three EV charging challenges: payment processing and user interface, vehicle-charger communication, and diagnostic data sharing.
The California study was conducted in early 2022, but there are several reasons why the findings are as relevant as ever. One is the requirement that
NEVI-funded charging stations have 97% uptime.
“We have to report the uptime, as well as many other things about the charging stations,” says Kim Okafor, general manager of zero emissions solutions at Trillium Energy Solutions, which builds and operates EV chargers for its parent company, Love’s Travel Stops. “Kudos to the federal government on that. Their intention is to put in a charging system that will work for the consumer, and the way they’re doing that is holding NEVI [recipients] accountable.”
Some states also are tying funding to uptime.
“In California, the charger reliability act requires all publicly funded chargers to have a certain uptime,” says Amaiya Khardenavis, a Wood Mackenzie analyst who covers EV charging infrastructure.
Privately funded chargers are exempt from state and federal uptime requirements. Even so, their owners will be under competitive pressure to maximize uptime to avoid having a bad reputation among EV owners.
“We want to be seen as the charging network that always works every single time you come to it,” says Okafor, whose
company is among the top three NEVI funding recipients.
NEVI recipients can use some of their funding to cover maintenance costs for up to five years. Electrical contractors could offer those services directly to charging station owners in their area or by working with nationwide service providers, such as ChargerHelp and EverCharge.
“We can’t cover the whole country, so we’re constantly looking for partners,” says Jeffrey Kinsey, EverCharge vice president of engineering.
Besides the NEVI program, the growing number of EVs on the road is providing charging operators with more money for more maintenance.
“Utilization has gone up,” says Khardenavis. “They are making money. There are better margins. And now those margins can be invested back into maintaining the charger. What used to happen is that because there was no money being made, there was no impact on them to really maintain chargers. It was burning cash, so a lot of times that was neglected.” 3alexd/iStock/Getty
Charging speed is too slow
Not enough chargers at each location (they are often occupied)
Charging location feels unsafe
Chargers are nonfunctional or broken
Station lacks credit card readers
Chargers are blocked by ICE vehicles or non-charging EVs
Charging cost is too high
Charging locations are too far apart
Public direct current fast charging (DCFC) networks change in satisfaction from 2022 to 2023. Source: “Customer Experience at Public Charging Stations and Its Effects on the Purchase and Use of Electric Vehicles” report released by ChargeX Consortium.
The maintenance opportunity isn’t limited to contractors in cities and suburbs, where most public chargers currently are. The NEVI program prioritizes underserved areas, particularly the rural highways where EV owners’ range anxiety kicks into high gear. So, one type of potential beneficiary is a small-town contractor that’s within, say, a 60-mile radius of two interstate travel plazas with a dozen chargers each.
“Local contractors can quickly come, quickly diagnose, and quickly get it back up and running,” Okafor says. “That’s where electricians play a huge part in making sure that we have a really high uptime. The analysis we’re doing right now is, what’s the best way of making sure that we have the right contractors in our ecosystem?”
One way is by simply adding chargers to the existing maintenance framework used for lighting, HVAC, and coolers.
“[The manager’s service request] goes to a local electrician that’s tied to that store and says: ‘You have so many hours to get there. And if you don’t get there in so many hours, we have a back-up person,’” Okafor says. “We’re not trying to reinvent the wheel. We figured it out for the rest of the store.”
That includes gas pumps, which highlight the business case for regular maintenance.
“It’s no different than fuel dispensers: Everything requires maintenance,” says Karl Doenges, executive director of the Transportation Energy Institute’s Charging Analytics Program. “It’s uptime not because it’s built so darn robustly [but] because it’s maintained properly. And when it does go down, you have someone within miles that has inventory and a truck and can roll wheels immediately.”
Most public chargers are Level 2 or Level 3, also known as DCFC. The latter’s higher power requires much more complex
chargers, which means more aspects to troubleshoot and maintain. But market share is another important factor when deciding what to focus on.
“A DC system is just wildly complex,” says EverCharge’s Kinsey. “It is a beast of a unit. To keep a system running, Level 2 is much easier. [Also] there aren’t that many DC contracts going on out in the world. The projected growth of DC is pretty small, and because of the extreme voltages, that’s not something that a common electrician is going to be doing anyway.
“On the other side, the opportunity for Level 2 is substan tial. You see DC showing up at pit stops or malls, but you see Level 2 showing up at every workplace, every hotel, every apartment building, every condo complex. There’s just a lot more financial opportunity to work on Level 2 versus DC.”
The charger maintenance market also has a thicket of pro prietary manufacturer hardware and software.
“There is a lack of standardization across the industry,” says Wood Mackenzie’s Khardenavis. “Every charger model and every software-hardware combination are different. There are so many players [because] we are not at the stage of consolidation yet. It becomes tougher for training electricians on so many different types of hardware and software.”
The ChargeX Consortium was created to mitigate those challenges. One initiative is a standardized set of minimum required error codes (MRECs) that all charger manufacturers would use to streamline troubleshooting. Available at https:// inl.gov/chargex/mrec, the 26 MRECs cover a wide variety of fault types, such as voltage and temperature excursions, ground failures, and loss of internet connectivity.
“It’s not an exhaustive list in the sense that these are the only error codes that service technicians will see,” says Benny Varghese, who leads the ChargeX Consortium diagnostics task force for EV charging infrastructure. “On top of this minimum
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set, each manufacturer can have their own specific error codes that will depend on the technology they’re using and different kinds of sensors they have, which is fine. All we’re recommending is that they at least have enough sensors and enough telemetry to be able to detect these particular errors. If you really want to give more information, you are welcome to add other error codes.”
Some problems are due to the EV or its driver rather than the charger.
“An error code could be thrown out, but it’s hard for somebody debugging it later on to realize that the error is from the vehicle side or from the charger side or somewhere else,” Varghese says. “So, there’s also a responsibility classification in terms of which entity is responsible.”
Another maintenance opportunity is weights and measurements certification. With fuel pumps, certification involves ensuring that each pump is dispensing exactly what the customer is paying for. The same concept applies to chargers, except the measurement is kWh instead of gallons.
Weights and measurements are governed by states rather than the federal government. The bigger the charging network, the more jurisdictional requirements its operator has to understand and meet.
“That’s something that we’ll be leaning on our contractors for,” says Love’s Okafor. “Who would know better than a contractor that regularly works in that jurisdiction?”
For operators, another major challenge is lining up all of the necessary electrical equipment and utility service so the chargers are ready to go when a new travel stop or shopping center opens. This problem creates at least two opportunities for electrical contractors.
The first is serving as a dry utility consultant to determine whether the grid can handle the chargers. This role requires a deep understanding of each utility’s requirements and capabilities in all of the areas where the contractor wants to offer that service.
The second potential opportunity is designing, installing, and maintaining solar and battery energy storage systems (BESSs). Depending on the number
Love’s new locations in Ripley and Waterloo, N.Y., each have two dual-port Level 3 DCFCs with 160kW output. “All new Love’s Travel Stops will have space for EV chargers allocated to be able to quickly partner with local utility companies to install EV charging stations should there be customer demand,” the company says.
and types of chargers at a site, solar and BESSs could provide enough additional power to cover what the utility can’t.
“The market is very creative, and we’re seeing a lot of companies offer solutions to work around this,” says Transportation Energy Institute’s Doenges. “One of them is battery storage systems. That will allow stations to move faster. You have some more upfront cost with the battery, but that’s offset by less electrical work, permitting, and other things.”
Depending on the type of business hosting the chargers, another potential selling point for BESSs is the ability to support more than just chargers.
“BESSs can also be used as a backup to the store, especially if you’ve got perishable items or a beer cave,” Doenges says. “You have those things go out of temperature range, lose the inventory, and that gets expensive. Fuel dispensers run on electricity. If you have a natural disaster and lose power, having the battery system allows you to run those, as well.”
BESS also could be attractive in markets with utility demand charges because it enables arbitrage.
“You have algorithms and software that track the demand cycles, so you can run low before evening for the tariff change,” Doenges says. “Then you fill up
the whole thing overnight [so] you can dispense lower cost electricity during peak hours of the day.”
Even if solar can’t provide enough power to support the chargers, it still could be a worthwhile investment by enabling the project to qualify for carbon tax credits and other incentives. The panels also could double as canopies, which most EV charging stations don’t have, unlike fuel pumps.
“A lot of areas will shift to a canopy anyway,” Doenges says. “Why not put some put solar panels on top? It will help generate carbon credits.”
That option is one more example of how the public EV charging opportunity is even bigger than it appears at first glance.
“There’s going to be a lot of work for electricians,” Okafor says. “We want to make sure that we are working with the people that really know the rules and regulations in that area — both on the design-build side and the operation and maintenance side.”
Kridel is an independent analyst and freelance writer with experience in covering technology, telecommunications, and more. He can be reached at tim@ timkridel.com.
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Why the use of applicable codes and standards is so critical for electrical professionals tasked with installing and maintaining EV charging infrastructure
By Corey Hannahs, NFPA
Unless you have spent the past few years stranded on an island with only a volleyball to communicate with, you have seen the world around us begin to change as it relates to vehicular transportation. Many automakers have set lofty goals that include production shifts from the longtime manufactured internal combustion engine (ICE) vehicles to battery-operated electric vehicles (EVs). While some of those automakers have shifted their initial goals slightly — based on the economics of current supply and demand — it appears that EVs will take us where we need to go.
As there are likely several areas where consumers may feel apprehension in purchasing EVs, one glaring issue is likely to be the convenience of being able to charge the vehicle whenever it’s needed. After all, we have become accustomed to gas stations being on every corner to fuel our ICE vehicles.
A report from May 2024 provided by the Pew Research Center further supports this logic, providing data that those who live close to EV chargers are likely to say they already own an EV, would consider buying an EV, favor phasing out production of ICE vehicles, and/or have confidence in the EV charging infrastructure being built that will support the need.
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U.S. Public and Private Electric Vehicle Charging Infrastructure
EV Charging Ports
Locations
The same report also states that 64% of Americans currently live within two miles of a public EV charging station, clearly indicating a gap still exists when it comes to access to EV charging.
Data from the U.S. Department of Energy (USDOE) shows the continued growth of the public and private EV charging infrastructure — both the number of charging ports (EV chargers) available and EV charging station locations. This translates to not only more EV chargers for consumers to use but also the likelihood that the convenience of accessing those chargers has risen based on the number of charging stations increasing as well. As of the end of 2023, the USDOE data showed there were 184,908 EV charging ports available in the country spread across 68,475 EV charging stations (see the Figure above). While growth is a good thing when it comes to the EV charging infrastructure, safe growth is an even better thing.
That is where the National Fire Protection Association (NFPA) codes and standards can help. The use of applicable NFPA codes and standards can help to keep EV charger infrastructure installations safer for the communities they are installed in and for those citizens who will directly utilize them.
Enforced in all 50 states, the NEC is the foundational component of electrical
installations that keeps people and property safe. As part of the consensusbased NFPA Standards Development Process, the NEC is updated every three years with input from the general public and diverse Code-making panels with a significant amount of expertise in the electrical industry. These revisions often consider and include updates that safely incorporate technology advancements, of which EVs are no exception.
Article 625 in the 2023 edition of the NEC is titled “Electric Vehicle Power Transfer System.” The title of this Article is new, having been changed just one Code cycle ago in the 2020 NEC. Prior to that change being made in 2020 — from 2017 back to the 2002 edition of the NEC — Art. 625 was titled “Electric Vehicle Charging System.” That’s because it was always about the safe charging of the electric vehicle. However, advancements in EV technology that incorporate bidirectional current flow now permit the EV to not only be charged by the premises power system but also for the EV itself to supply power back to the premises wiring system. Based on that change in technology and the ability of EV supply equipment (EVSE) to have bidirectional power ability, there needs to be NEC requirements utilized in order to maintain the ability of the EV to be charged safely and also for it to interact safely with premises wiring systems, when the EV is supplying power back in that direction. Currently, only 37 of
50 states enforce the 2020 or 2023 NEC. This means that, although the EVSE that will be installed as part of the EV charging infrastructure in the United States likely has the ability to provide bidirectional power, many states are left without the ability to incorporate NEC requirements that address this technology in order to keep installations and users safe. This is just one example that illustrates how using the most current NEC is critical in making sure continuously evolving technologies and safety remain aligned.
While electrical equipment maintenance isn’t often thought of at the installation stage, it should be. A substantial amount of investment (both public and private) is being made into building the EV charging infrastructure. Ensuring the reliability and longevity of the equipment being installed should be carefully considered — not to mention the continual rate of use and, in turn, the wear-and-tear that this equipment will see over a short amount of time will cause the need for regular maintenance to keep the equipment safe for users. That is where NFPA 70B, Standard for Electrical Equipment Maintenance, can help.
Chapter 33 of NFPA 70B identifies electrical maintenance requirements for electric vehicle power transfer systems
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and associated equipment. It should be noted that none of the requirements that NFPA 70B provides are intended to supersede instructions that are provided by the equipment manufacturer, which should be adhered to. Often, the requirements found within NFPA 70B are likely to take maintenance beyond the directives provided by manufacturers.
When it comes to electrical equipment maintenance, even when dealing with specific equipment such as that utilized for EV power transfer, the overarching goal of NFPA 70B is to develop an overall electrical maintenance program (EMP) that addresses the electrical equipment maintenance needs of the entire facility. That is important to keep in mind as we touch on some of the Chapter 33 requirements.
One of the main components of maintenance addressed with EV power transfer equipment is how often it needs to be maintained. Several variables
can impact the required frequency of maintenance that center around equipment condition based on three criteria: the physical condition; the criticality of the equipment; and the operating environment. All these items, as well as prior performed and documented maintenance on the equipment, can play a role in how frequent forthcoming maintenance must be performed. Additionally, NFPA 70B provides requirements around specific tasks for visual inspections of the equipment and the documentation that must be maintained as maintenance is performed. Without proper maintenance of EV power transfer equipment, reliability and safety are lost.
As the world of transportation changes and EVs become more prevalent, it is important that a nationwide charging infrastructure is in place that is both reliable and safe for consumers to utilize. For electrical professionals
working in these spaces, incorporating the most current NFPA codes and standards as part of ongoing installations and maintenance being performed in communities is a great step toward providing just that.
Important Notice: Any opinion expressed in this column is the personal opinion of the author and does not necessarily represent the official position of NFPA or its Technical Committees. In addition, this piece is neither intended, nor should it be relied upon, to provide professional consultation or services.
Corey Hannahs is a senior electrical content specialist at the National Fire Protection Association (NFPA). In his current role, he serves as an electrical subject matter expert in the development of products and services that support NFPA documents and stakeholders. He can be reached at channahs@nfpa.org.
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TBy Joe Cappeta, Eaton
ransportation — whether for fleets, public transport, or personal use — is becoming increasingly electric. This electrification will have a cascading impact on energy infrastructure — from the electric grid to homes and buildings.
According to the International Energy Agency, the number of passenger electric vehicles (EVs) on the road will grow by 23% annually from 2023 to 2035, while electrified fleet applications are expected to increase by 27% per year during the same timeframe. That’ll create surging demand for electricity, with electrification efforts in transportation and building systems expected to increase electrical demand by 50% by 2050.
This means both new and existing infrastructure will need to be updated or designed to support EV charging. So, how do you right-size electrical systems for EV charging with the ability to scale and meet this increasing demand?
As energy consumption skyrockets, intelligence from smart electrical devices is a game changer, enabling new insights, control, and access needed to make the
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most of electrical capacity. For example, merging EV charger technology and smart breaker technology into a single panel offers greater flexibility and scalability for your deployment. With this approach, a single cable and conduit can be run to an EV panel that includes EV smart breakers for today’s needs, while also providing scalable accommodation for future EV adoption.
Similarly, you can run a single section of busway for fleets requiring higher power chargers, supporting the ability to add chargers as you convert your fleet at a pace that suits your business. These smart breaker-based EV chargers provide granular energy data, charge status, connectivity, protection, and control, helping your customers maximize infrastructure efficiency in minimal space.
Additionally, load management features can help you electrify more chargers without overloading the electrical system. These types of software platforms create a virtual twin of the electrical system with EV supply equipment and other loads and automatically manage and adjust the energy available for charging — enabling the fastest possible charge across networked chargers without overloading networks.
A microgrid incorporating renewables and energy storage offers a powerful solution for enhancing resilience and
flexibility or to support electrification when the electric utility cannot meet additional power needs. Whether your customer is exceeding their electrical capacity, needs to control energy costs, wants to reduce their carbon footprint, seeks to ensure energy resilience in the face of severe weather, or all of the above, a renewable energy microgrid can help. This flexible approach also enables an energy system to scale over time as demand increases, with clean, affordable energy generated on site.
As electrical systems become more complex, everything needs to work together. At the same time, electrical systems, including electric vehicle charging infrastructure (EVCI), need to be connected — making cybersecurity a must. It’s important to work with vendors that utilize a secure development life cycle process and comply with third-party cybersecurity criteria for network-connected products and systems to provide confidence that systems will remain cyber-secure throughout their entire lifecycle.
For example, networked EV charging solutions should adhere to open standards (including NACS) and comply
with the industry’s Open Charge Point Protocol (OCPP), which is governed by the Open Charge Alliance (OCA) and formally certifies products for compliance. The cybersecurity aspect of OCPP defines an end-to-end security design architecture and implementation guidelines for charging devices and management software.
On the hardware side, cybersecurity should be integrated at every level, including all communication interfaces and controllers. Additionally, the software element of the EV chargers should be continuously monitored for potential vulnerabilities, including malicious firmware, which will not be accepted by the chargers.
Easily and cost-effectively adding chargers to existing infrastructure is crucial. Overall, the system design will hinge on the available capacity, location of the chargers, future needs, and the possibility of adding on-site energy assets to meet growing electrical needs.
That said, for existing brownfield projects, civil engineering, such as concrete work, is often one of the biggest costs to add EVCI. Thus, it’s important to minimize or eliminate the need for trenching in concrete to power EV
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chargers. Electric panelboards with built-in EV charging smart breakers and overhead busway solutions can help eliminate the need for traditional charging pedestals in some applications, enabling the ability to expand and reconfigure infrastructure if needed with no concrete work required.
Making the most of existing electrical capacity is a critical step. Where a power system study identifies a lack of available capacity to meet anticipated load requirements, battery storage systems can be incorporated.
Using on-site battery storage decreases the need for immediate utility upgrades, helping to expedite projects and storing energy for intelligent charging and demand response. Energy storage can also mitigate costly electric utility peak demand charges, which can account for upward of 70% of a site’s electricity bill if not managed correctly. If renewable sources such as solar are being considered to help fill capacity gaps, on-site battery storage is often also necessary to ensure power availability without electric utility upgrades.
Further, location and physical design should be considered to comply with the Americans with Disabilities Act (ADA). Perform due diligence to ensure the charging system can be used by all and is designed per local building requirements.
Electrical contractors and consultants play a vital role in the design, installation, commissioning, and maintenance of EV charging infrastructure. It’s important to provide this valuable input, especially when it comes to distribution limitations, conduit routing, communications infrastructure, and more.
Many of the design considerations for brownfield projects apply to greenfield projects. The top priority should be on planning for future electricity needs to control construction costs. Size the system to accommodate the electricity requirements today and in the years to come, and create an EV-ready system to avoid costly upgrades/updates later. At the start of the project, map out and plan for charging infrastructure to optimize power system design. Using a dedicated transformer for EVCI is a best practice that simplifies load
A comprehensive approach to EVCI should integrate charging infrastructure into existing electric vehicle charging infrastructure (EVCI) to minimize the space and labor required while maximizing safety and security. To enable smart, cost-effective, seamless, space-saving deployment and operation while supporting modular and scalable infrastructure, you should ask yourself:
1. What does the EVCI need to support, and where is it needed? From access control to collecting payments and load management, charging infrastructure typically needs to do a lot more than deliver power.
2. How many chargers (and what size chargers) are required to meet your needs today and in the future? Expanding electrical capacity is expensive and time-intensive. Right-sizing your chargers from the offset can help you save on upfront infrastructure costs. While building the charging infrastructure needed today, electrical system design needs to be ready for whatever will come next.
3. Which charging configuration is best for the application? Direct connect charging solutions connect directly to a junction box or panelboard using an EV charging smart breaker to eliminate the need for a traditional pedestal and related concrete work. EV charging busway can provide flexible, overhead charging that is ideal for fleet applications. Meanwhile, pedestal and wall-mounted designs offer an intuitive interface to make charging accessible in open parking areas.
4. Is there sufficient available electrical capacity? This involves looking at what’s available in the building infrastructure as well as the local electric utility grid constraints. It’s important to note that the 2023 National Electrical Code (NEC) Art. 625 requires EVCI to be considered a continuous load, which means the overcurrent protection should be sized for 125% (at minimum) of the maximum charging load, and the power distribution must be sized for 100% of the EVSE load. Using software with a load management feature can help you to right-size your infrastructure and is allowable per the NEC. Understanding which NEC cycle applies to your jurisdiction will influence your design. It’s important to consult with a specialist to ensure you are compliant.
5. Is the local electric utility on board? Specific electric utility requirements for EVCI vary, and it’s important to understand and engage with the local electric utility at the beginning of the design process. For example, some electric utilities require a new service and meters for EVCI. If your project requires additional service capacity, it will likely necessitate a utility interconnection study to determine if the existing infrastructure can support the additional load; this process takes time, and working with the local electric utility upfront is essential.
6. How will you network chargers? A solid communication backbone is vital to charging system uptime and reliability. Robust network connectivity is necessary for centralized monitoring, access control, collecting payment, and other important functions related to optimizing the EV charging infrastructure.
management. While this may seem obvious, it is crucial to strategically locate power distribution equipment close to charging stations to enable shorter cable runs and reduce costs/ labor. Due diligence during these early stages is critical to avoid extra concrete
work in the future if EVCI capacity becomes insufficient. Planning for 50%, 60%, and 80% electrification when you pour your pad will save significant civil work as EV adoption grows. It is important to future-proof the building and ensure compliance with code
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requirements, which may or may not be adopted in the building’s city or jurisdiction.
You also need to closely evaluate the local electric utility’s capacity to support EV charging and overall energy needs. If
the local capacity is limited, a microgrid incorporating DERs can provide the needed power.
More generally, greenfield projects present an opportunity to create solar-plus-storage-ready power systems and connections. Planning now will help simplify, expedite, and reduce the cost of future investments in sustainability and energy resilience.
It is an incredibly exciting time to be in the electrical industry. As federal stimulus funding propels clean energy and electrical resilience projects, there are once-in-a-generation opportunities to help your customers build a foundation for a low-carbon, electrified future that’s safe, affordable, and resilient.
Today’s electric systems need to do much more than simply receive power from the grid to distribute to building loads and equipment. Designing effective EVCI requires careful planning and a forward-thinking approach to accommodate future growth. Go a step further by leveraging smart technologies, integrating renewable energy sources, and ensuring interoperability and cybersecurity to create a resilient and scalable EV charging network that will meet the demands of today and tomorrow.
Remember that staying informed and adaptable is key. By keeping up with the latest code changes and design best practices, you can play a pivotal role in shaping the sustainable, electrified future of transportation.
Joe Cappeta, director of technical applications for energy transition at Eaton, has more than 15 years of experience in the electrical industry. He has designed and applied electrical power systems installed globally that integrate distributed energy resources, enable electrification of transport, back up critical data processing equipment, and distribute power to a world that is increasingly electrifying. Joe holds a B.S in Electrical Engineering from the University of Pittsburgh and an MBA from Georgetown University.
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IBy Brian E. Smith, The Engineering Enterprise
n the first installment of this three-part series of articles, featured in the August 2024 print issue and online, we discussed fire pump requirements along with Code-related references in the National Electrical Code (NEC) to assist electrical designers. After nearly 50 years of experience as a consulting engineer, I have learned that one of the most misinterpreted and misapplied NEC requirements in the electrical industry is power service to electric fire pumps. This second installment will specifically address the continuity of power requirement in the Code.
Section 695.4 of the NEC addresses the continuity of power requirements for circuits that supply electric motor-driven fire pumps. It states these circuits shall be supervised from inadvertent disconnection as covered in Sec. 695.4(A) and (B).
As discussed in Part 1, the application of Sec. 695.4(A) [Direct Connection] would mean a connection to the fire pump from the electric utility source ahead of any main disconnecting devices and without a fire pump disconnecting means. I am not aware of an electric utility company that would allow a service connection without a main disconnecting means, as their typical standard is a combination meter/main. This brings us to Sec. 695.4(B) [Connection Through Disconnecting Means and Overcurrent Device].
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If a building service is at medium voltage (e.g., 12kV), it generally implies high-rise construction. This requires a generator for backup power and the fire pump to be connected to the generator as an alternate source of power.
The requirements for the fire pump disconnecting means and/or overcurrent device are as follows:
“Section 695.4(B)(1) Number of Disconnecting Means.
“(a) General. A single disconnecting means and associated overcurrent protective device(s) shall be permitted to be installed between the fire pump power source(s) and one of the following:
“(1) A listed fire pump controller
“(2) A listed fire pump power transfer switch
“(3) A listed fire pump controller and power transfer switch”
Where a fire pump service disconnecting means is required, the above indicates that there can only be one. However, if the fire pump is also served from an on-site standby generator the following applies, from the same Code reference above, allowing more than one disconnecting means.
“(c) On-Site Standby Generator. Where an on-site standby generator is used to supply a fire pump, an additional disconnect means and an associated overcurrent protective device(s) shall be permitted.”
Continuity of power covers the sizing of the overcurrent protection devices serving fire pumps for the different applications as outlined above. Under “Individual Sources” there are two options, but it is the first option we find most common for standard applications. It states the following:
“NEC 695.4(B)(2) Overcurrent Device Selection. Overcurrent devices shall comply with 695.4(B)(2)(a) or (B) (2)(b).
“(a)(1) Overcurrent protective device(s) shall be rated to carry indefinitely the sum of the locked-rotor current of the largest fire pump motor and the full-load current of all the other pump motors and accessory equipment. Where the locked-rotor current value does not correspond to a standard overcurrent device size, the next standard overcurrent device size shall be used in accordance with 240.6. The requirement to carry the locked-rotor currents indefinitely shall not apply to conductors or devices other than overcurrent devices in the fire pump motor circuit(s).”
The locked-rotor current of a motor is approximately six times the rating of that motor. For sizing purposes, a 50-hp motor is rated at 65A, when operating at 480V. The
locked-rotor current for that same motor is 363A. Therefore, the overcurrent protective device for a 50-hp fire pump, from an electric utility source, would be sized at 375A. The reason for the oversized breaker is to allow the fire pump to continue operation, in some of the worst conditions, maintaining sprin kler pressure as long as possible while occupants are egressing a building during a fire event.
The overcurrent device selection of Sec. 695.4(B)(2) includes service from an on-site generator, which reads as follows:
“(b) On-Site Standby Generators. Overcurrent protective devices between an on-site standby generator and a fire pump controller shall be selected and sized to allow for instantaneous pickup of the full pump room load, but shall not be larger than the value selected to comply with 430.62 to provide shortcircuit protection only.”
The fire pump service from a generator has the overcurrent device sized for normal motor loading per Sec. 430.62 (shortcircuit protection only without ground-fault protection), which is much different than noted above from the electric utility service. The reason is the generator serves other critical life safety system loads in the building (e.g., smoke control system, elevators required for emergency evacuation, egress lighting, etc.). Oversizing this overcurrent protective device could cause potential damage to the generator and its operation. The Code requirement protects the generator from any overload/over heating that could be caused by the fire pump, to preserve the operation of the generator for other life safety systems.
Continuity of power covers the disconnecting means requirements unique to fire pump services. It differentiates the two types of services for both utility power and on-site generator power. The utility power source requirements read as follows:
“NEC 695.4(B)(3) Disconnecting Means. All disconnecting devices that are unique to fire pump loads shall comply with items 695.4(B)(3)(a) through (B)(3)(e).
“(a) Features and Location – Normal Power Source. The disconnecting means for the normal power source shall comply with all of the following:
“(1) Be identified as suitable for use as service equipment.
“(2) Be lockable in the closed position. The provision for locking or adding a lock to the disconnecting means shall
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be installed on or at the switch or circuit breaker used as the disconnecting means and shall remain in place with or without the lock installed.
“(3) Not be located within the same enclosure, panelboard, switchboard, or motor control center, with or without common bus, that supplies loads other than the fire pump.
“(4) Be located sufficiently remote from other building or other fire pump source disconnecting means such that inadvertent operation at the same time would be unlikely.”
The fire pump disconnecting means is required to be service entrance rated. It is also required to have permanent provisions for locking the device in a closed position. The disconnecting means cannot be in the same electrical equipment enclosure, share a common bus, or supply loads other than the fire pump. This is where I have seen most of the design missteps by other engineering firms. They tend to locate the fire pump disconnecting means in the same line-up as the main switchboard but at the opposite side of the incoming pull section from that of the building meter/ main device(s). By doing so, it is not only sharing a common bus but is also considered the same enclosure. The disconnecting means must be remote from other building disconnects, so inadvertent operation is not likely.
The reason for the remote location of the fire pump disconnect is due to the responding fire department’s need to shut down power to a building during a fire event. The reason for shutting down the power is to limit firefighter’s exposure to electricity while using water to suppress the fire.
As with the first two Sections of 695.4(B), the third Section also has different provisions for on-site generator disconnecting means. It reads as follows:
“(b) Feature and Location –On-Site Standby Generator. The disconnecting means for an on-site standby generator(s) used as the alternate power source shall be installed in accordance with 700.10(B)(5) for emergency circuits and shall be lockable in the closed position. The provisions for locking or adding a lock to the disconnecting means shall be installed on or at the switch or circuit breaker used as the disconnecting means and shall
remain in place with or without the lock installed.”
The difference here, from that of the utility power service above, is that the disconnecting means neither requires a service entrance rating nor does it require separation from other emergency devices. The generator distribution board could house all the emergency breakers, legally required standby breakers, and optional standby breakers, in three or more separated vertical sections with a common bus between each of them. The fire pump breaker(s) could be grouped in the same vertical section(s) as other emergency devices. There is no requirement for them to be sufficiently remote from other devices.
To complete the section on continuity of power, there is a requirement for supervision of disconnecting means, under Sec. 695.4(B)(3)(e), which lists three methods. Item (3) is the most likely choice for application on most projects.
“(3) Locking the disconnecting means in the closed position.”
In my experience, the only time when transformers are used in a fire pump service is when the service entrance from the electric utility company is at medium voltage. This means the meter and main are medium-voltage rated and tapping ahead of the main disconnecting means a step-down transformer would be required to obtain 480V for service to the fire pump. Any other utilization service voltage provided by the electric utility company should be easily matched by the fire pump vendor, removing the need for a transformer.
This Section of the Code is broken down into three parts, with the first two parts required for normal applications and the third part for feeder source applications per Sec. 695.3(C) [Multibuilding Campus-Style Complexes], which will not be evaluated in this document. This section reads as follows:
“NEC 695.5 Transformers. Where the service or system voltage is different from the utilization voltage of the fire pump motor, transformer(s) protected by disconnecting means and overcurrent protective devices shall be permitted to be installed between the system supply
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and the fire pump controller in accordance with 695.5(A) and (B), or with (C). Only transformers covered in 695.5(C) shall be permitted to supply loads not directly associated with fire pump system.”
A transformer is required where the service to a building is of a higher voltage than the fire pump utilization voltage. Based on the requirements of this section of the Code and application of paragraphs (A) and (B), the transformer
1.
2.
4.
Issue of Frequency: Monthly
is dedicated for use by fire pump loads only. All the previous requirements of Art. 695 applies as well to the installation of a transformer (e.g., power source, continuity of power, etc.).
For the sizing of the transformer, Sec. 695.5(A) states:
“(A) Size. Where a transformer supplies an electric motor driven fire pump, it shall be rated at a minimum of 125 percent of the sum of the fire pump motor(s) and pressure maintenance
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pump(s) motor loads, and 100 percent of associated fire pump accessory equipment supplied by the transformer.”
In most applications, we do not find there to be “associated fire pump accessory equipment” in a fire pump room requiring electrical connections. Mainly, it is just the fire pump(s) and the jockey pump(s). The transformer at a minimum must be sized at 125% of the combined pump loads.
As with the electric utility power service to a fire pump, the overcurrent protective device should be sized for the locked-rotor current of the pump motor.
“(B) Overcurrent Protection. The primary overcurrent protective device(s) shall be selected or set to carry indefinitely the sum of the locked-rotor current of the fire pump motor(s) and the pressure maintenance pump motor(s) and the full-load current of the associated fire pump accessory equipment when connected to this power supply. Secondary overcurrent protection shall not be permitted. The requirement to carry the locked-rotor currents indefinitely shall not apply to conductors or devices other than overcurrent devices in the fire pump motor circuit(s).”
If a building service is at medium voltage (e.g., 12kV), it generally implies high-rise construction. This requires a generator for backup power and the fire pump to be connected to the generator as an alternate source of power. The Figure on page 48 depicts what that looks like with a step-down transformer for the electric utility’s primary source and a generator as the alternate source.
This wraps up Part 2 of this threepart series on electric fire pump power services. Look for Part 3, which will further discuss power wiring requirements in the NEC.
Brian E. Smith has spent 48 years of his career with the electrical engineering consulting firm of The Engineering Enterprise, a California-based company. He can be reached at bes@engent.com.
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**Reproduced with edits and permission of NFPA from NFPA 70*, National Electrical Code, 2017 edition. Copyright© 2016, National Fire Protection Association. For a full copy of the NFPA 70, please go to www.nfpa.org.
The universal stud mount bracket snaps to metal stud or to the company’s new 9030G open center bracket for hands-free installation. A rigid design cancels the need for a far side support. The product eliminates electrical boxes in low-voltage situations and can be mounted horizontally or vertically. Additionally, the bracket mounts to either side of the stud and can be mounted side by side on the same stud. Postitive posting tabs ensure consistent alignment, and the center window allows for accurate positioning. Works with all 4-in. or 411/16in. boxes and mud rings.
Hubbell
The new Guardian bender brings ease and consistency to conduit bending. The ductile iron head of the bender provides exceptional durability and rugged construction that withstands a lifetime of heavy use, according to the company. The textured blue handle resists corrosion, provides additional grip, and enhances visibility with no threads or flare. The handle is fixed to the head, eliminating the need to tighten the handle. With the flared end removed, each handle is sized for the conduit the user is bending while giving the ability to use the handle as a straight edge to measure the next bend. Finally, the preset angle stopper takes the variability out of bending. Each angle location is machined in for accuracy and provides a firm stopping point when completing bends.
IDEAL Electrical
The company is unveiling the new ReliaHome load center offering as the flagship launch to migrate the brand. By innovating their standard and premium load centers and universally compatible residential circuit breakers, the company aims to provide a complete and reliable solution that contractors can install, and distributors can stock with confidence. With multiple options available, the ReliaHome portfolio encompasses many other products, including the ReliaHome smart panel, which helps users take charge of home energy usage.
ABB
According to the company, the StepCut XL makes cutting multi-conductor cables effortless with its high-leverage joint, long handles, and optimized cutting edges. It cuts solid copper or aluminum cables up to 2 AWG, stranded cables up to 2/0 AWG, and fine stranded cables up to 4/0 AWG. Dual cutting areas and a slim head enhance accessibility and precision. The tool allows easy one- or two-handed operation with minimal handle opening. An adjustable, high-leverage bolted joint ensures smooth cutting, while a pinch guard protects fingers. Laser-hardened cutting edges (approx. 56 HRC) provide durability. This product is not for steel-reinforced cables like ACSR. Knipex
Stratus Works is a productivity tool for Revit electrical content. The tool is an easy-to-use Revit add-in that provides electrical designers with a way to increase the efficiency of their daily tasks. Works automates the import and synchronization of feeder schedules, enabling designers to focus on system design while enjoying improved efficiency, accuracy, consistency, and the ability to scale operations with ease. The application’s precise wire length reporting and pull calculations provide essential data for informed procurement and installation. According to the company, the product’s user-friendly conduit routing tools standardize content generation and model creation, speeding up the design process, enhancing accuracy, and ensuring full BIM standard compliance. Models created with Works are fully prepped for downstream applications such as GTP’s STRATUS.
Stratus
The company’s CableStop transition fittings are a cost-effective, easy way to transition feeder size cables to 2.5-in., 3-in., and 3.5-in. EMT, IMC, and RMC conduit. Diecast CableStop transition fittings integrate the company’s patented and SKU-reducing 8412 series cable fittings with the company’s conduit fittings, allowing for easy transitions to larger KO trade sizes. With set-screw or compression connections, each ships with end-stop bushings that vary the size of the opening, and a free template for help in selecting the right end-stop bushing.
Arlington Industries
The PATRIOT PAT221 Small Terminal Battery Crimper includes two die wheels for #12 AWG-#1 AWG, 2Ah Li-ion, AC, and a hard case. The product has a scissor action head design and one-second cycle time with auto retract and calibration. In addition, the crimper has interchangeable crimping dies and wheels, a connector hold feature for easy wire insertion, LED work light, and red LED to indicate an incomplete crimp. The product also has a safety trigger lock and emergency release. Hubbell
The CADDY adjustable depth octagon box with mounting plate provides a versatile electrical solution for in-wall and betweenstud applications. This product series can be installed for hard deck and T-grid luminaire settings. Acting as an adjustable mud ring, this feature allows the depth to be adjusted by two screws. When attached to a stationary fixture, the box remains fixed while the depth adjustment feature moves in and out to accommodate multiple thicknesses of drywall. For stud spacing above 17 in., installers can combine the nVent CADDY adjustable depth octagon box with mounting plate rail and the nVent CADDY heavy-duty telescoping bracket to achieve luminaire rating.
nVent
The GX10 Tugger features a customized motor that delivers 10,000 lb of pulling force to increase productivity and reduce the risk of injury and strain. The dualspeed motor provides durability at a steady pull speed with continuous operation at 0 lb to 6,500 lb; 5 min. on/5 min. off at 6,500 lb to 9,000 lb; and momentary operation at 9,000 lb to 10,000 lb. It is compatible with the company’s Pull Connect and Mobile VersiBoom II.
Greenlee
The iSee mobile thermal camera is a pocket-sized, portable thermal camera with the resolution to deliver detailed image quality comparable to a professional camera, with full temperature range analysis. Utilized by inserting the hardware into a smartphone, the iSee camera detects heat output, which can highlight abnormal temperatures easily and efficiently. According to the company, the camera can be launched in one second and weighs just under an ounce. It provides detailed image quality with high resolution (256 x 192 pixels), high temperature range (14°to 1022°), accuracy (±2% or 3.6°), and a 25-Hz frame rate that makes it suitable for use in many applications.
Fluke
Cable bus is a modular pathway solution designed to help contractors efficiently route multiple sets of parallel conductors within a compact area, all while maintaining free air ampacities. Constructed from the company’s ladder tray components, the cable bus handles heavy-powered electrical currents while ensuring safe and reliable power transmission. The product can accommodate ampacities of 3,000A, 4,000A, or 6,000A.
Siemens and BILT, the creators of 3D Intelligent Instructions, are optimizing their mobile guides into spatial models for Apple Vision Pro. Tools, such as BILT on Apple Vision Pro provide a highly immersive and visual training experience that helps users not only learn faster but also safer. With the ultra-high-resolution display system on Apple Vision Pro, BILT provides users a photorealistic digital twin that combines the real and the digital worlds, unlocking powerful spatial experiences. Guided learning on Apple Vision Pro allows users to utilize natural and intuitive gestures using their eyes, hands, and voice to interact with each element of the product, enlarge or minimize parts, and see animated stepby-step assembly instructions.
Siemens and BILT
The reliability of a facility’s fire alarm system can determine whether people escape to safety or not.
By Mike Holt, NEC Consultant
Article 760 covers the installation of wiring and equipment for fire alarm systems. Residential smoke alarm systems, including interconnecting wiring, are not covered by Art. 760 because they are not powered by a fire alarm system as defined in NFPA 72, National Fire Alarm and Signaling Code.
A “fire alarm circuit” is the wiring connected to equipment powered and controlled by the fire alarm system [Art. 100]. Fire alarm systems include fire detection and alarm notification, guard’s tour, sprinkler water flow, and sprinkler supervisory systems. Other circuits that might be controlled or powered by the fire alarm system include building safety functions, elevator capture, elevator shutdown, door release, smoke doors and damper control, fire doors and damper control, and fan shutdown.
Fire alarm circuits and equipment must comply with Sec. 760.3(A) through (O). Article 300 does not apply, except where specifically referenced within Sec. 760.3. Here, we’ll look at most of these requirements.
(A) Installation of fire alarm circuits must comply with Sec. 300.21 (Fig. 1).
(B) Fire alarm cables installed in ducts or plenum spaces must comply with Sec. 300.22.
Exception No. 1: Power-limited fire alarm (PLFA) cables selected per Table 760.154 and installed per Sec. 760.135(B) and 300.22(B) Exception can be installed in ducts specifically fabricated for environmental air.
Exception No. 2: PLFA cables selected per Table 760.154 and installed per Sec. 760.135(C) can be installed in plenum spaces.
(C) Fire alarm circuits installed in corrosive, damp, or wet locations must be:
• Identified for use in the operating environment [Sec. 110.11].
• Of materials suitable for the environment in which they are to be installed.
• Of a type suitable for the application [Sec. 300.5(B), Sec. 300.6, Sec. 300.9, and Sec. 310.10(F)].
(D) Building control systems with Class 2 circuits (elevator capture, fan shutdown, and so on) associated with
the fire alarm system, but not controlled and powered by the fire alarm system, must be installed per Art. 725.
(G) If a raceway or sleeve is subjected to different temperatures, and where condensation is known to be a problem, it must be filled with a material approved by the authority having jurisdiction that will prevent the circulation of warm air to a colder section of the sleeve or raceway per Sec. 300.7(A).
(I) Raceways must be large enough to permit the installation and removal of cables without damaging conductor insulation [Sec. 300.17].
When all conductors within a raceway are the same size and insulation, the
number of conductors permitted can be found in Annex C for the raceway type. For conductors not included in Chapter 9 (such as multiconductor cable), the actual dimensions must be used. If one multiconductor cable is used inside a raceway, the single-conductor percentage fill area must be used [Chapter 9, Notes to Tables, Note 5 and 9].
(J) When a raceway is used to support or protect cables, a bushing is required to reduce the potential for abrasion. Place it where the cables exit the raceway per Sec. 300.15(C).
(O) The listing and installation of cables for PLFA circuits must comply with Part III of Art. 760 and Parts I and II of Art. 722.
Don’t let an accumulation of cables prevent the removal of suspended ceiling panels [Sec. 760.21]. Install these cables and other parts of fire alarm circuits in a neat and workmanlike manner [Sec. 760.24(A)].
Exposed fire alarm cables must be supported by the structural components of the building in such a way that the cable(s) will not be damaged by normal building use.
Fire alarm cables must be secured by hardware (e.g., straps, staples, hangers, listed cable ties, or similar fittings) identified for securement and support used in a manner that will not damage the cable.
Fire alarm cables installed through (or parallel to) framing members or furring strips must be protected where they are likely to be penetrated by nails or screws. Do this by installing the wiring method so it is at least 11/4 in. from the nearest edge of the framing member or furring strips, or by protecting it with a 1⁄16-in.-thick steel plate or equivalent [Sec. 300.4(A) and (D)], as shown in Fig. 2.
You can’t support raceways or cables by using ceiling-support wires or the ceiling grid. You can support raceways or cables by using independent support wires secured at both ends or attached to the suspended ceiling per Sec. 300.11(B).
Paint, plaster, cleaners, abrasives, corrosive residues, or other contaminants might result in an undetermined alteration of fire alarm cable properties.
2. Fire alarm cables installed through (or parallel to) framing members or furring strips must be protected where they are likely to be penetrated by nails or screws.
An “abandoned cable” is one that’s not terminated at equipment other than a termination fitting or a connector and is not identified for future use with a tag [Art. 100]. Where cables are identified for future use with a tag, the tag must be able to withstand the environment involved.
To limit the spread of fire or products of combustion within a building, abandoned fire alarm cables must be removed [Sec. 760.25].
Fire alarm circuits must be identified at terminal and junction boxes. The identification must be in a manner that will help to prevent unintentional signals on the fire alarm system circuits during testing and servicing of other systems [Sec. 760.30]. Red raceways and fittings are sometimes used, but that color is not required by the NEC.
A listed surge-protective device must be installed on the supply side of a fire alarm control panel per Part II of Art. 242 [Sec. 760.33].
A “Power-Limited Fire Alarm” circuit is one that’s powered by a power-limited
source [Art. 100]. The power source for PLFA equipment must be listed. It can be a PLFA transformer, PLFA power supply, or equipment marked to identify the PLFA power source [Sec. 760.121(A)].
PLFA equipment must comply with the following [Sec. 760.121(B)]:
(1) The branch circuit supplies no other loads.
(2) The branch circuit is not GFCI or AFCI protected.
(3) The location of the branch-circuit overcurrent protective device for the PLFA equipment must be identified at the fire alarm control unit.
(4) The branch-circuit disconnect must be accessible only to qualified personnel. It must also be identified in red and as the “FIRE ALARM CIRCUIT.” The red identification must not damage the overcurrent protective device or obscure any manufacturer’s markings (see Fig. 3 on page 58).
(5) The fire alarm branch-circuit disconnect can be secured in the closed (on) position.
Fire alarm equipment supplying PLFA cable circuits must be durably marked to indicate each circuit that is a PLFA circuit [Sec. 760.124]. Conductors and equipment on the supply side of
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the PLFA power supply must be installed per Chapters 1 through 4. Transformers or other devices supplied from powersupply conductors must be protected by an overcurrent device rated not over 20A [Sec. 760.127].
Cable splices and terminations of PLFA conductors must be made in listed fittings, boxes, enclosures, fire alarm devices, or utilization equipment [Sec. 110.3(B) and Sec. 300.15].
Where installed exposed, cables shall be adequately supported and installed to maximize protection against physical damage. If within 7 ft of the floor, cables must be securely fastened in an approved manner at intervals of not more than 18 in. [Sec. 760.130(B)(1)].
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Cables shall be installed in metal raceways or rigid nonmetallic conduit where passing through a floor or wall to a height of 7 ft above the floor, unless adequate protection can be afforded by building construction such as detailed in Sec. 760.130(B)(1) or unless an equivalent solid guard is provided [Sec. 760.130(B)(2)].
PLFA cables are not permitted to be placed in any enclosure, raceway, or cable with power conductors unless separated by a barrier [Sec. 760.136(A) and (B)]. Separation is required to prevent a
fire or shock hazard that can occur from a short between the fire alarm circuit and the higher-voltage circuits.
PLFA conductors can be installed with power conductors where introduced solely to connect to equipment associated with power circuit conductors, and a minimum of 1/4-in. separation is maintained from the PLFA conductors from the power conductors [Sec. 760.136(D)].
PLFA cables are not permitted to be strapped, taped, or attached to the exterior of any raceway as a means of support [Sec. 760.143].
Section 760.3 references a large number of other Articles. Make sure you understand what those articles require and how those requirements specifically apply to fire alarm systems. Other important factors in a Code-compliant fire alarm system are the workmanship, treatment of abandoned cables, identification of fire alarm circuits, and how you handle PLFA circuits.
These materials are provided by Mike Holt Enterprises in Leesburg, Fla. To view Code training materials offered by this company, visit www.mikeholt.com/code.
By Mike Holt, NEC Consultant
All questions and answers are based on the 2023 NEC.
Q1: Kitchen wall countertop and work surface space receptacle outlets shall be installed so that no point along the wall line is more than _____ measured horizontally from a receptacle outlet in that space.
a) 10 in. c) 18 in.
b) 12 in. d) 24 in.
Q2: A listed expansion/deflection fitting or other approved means shall be used where a raceway crosses a _____ intended for expansion, contraction, or deflection used in buildings, bridges, parking garages, or other structures.
a) junction box c) cable tray
b) structural joint d) strut hanger
Q3: For metal wireways, where single conductor cables comprising each phase, neutral, or grounded conductor of an alternating-current circuit are connected in parallel, the conductors shall be installed in groups consisting of not more than _____ per phase, neutral, or grounded conductor.
a) one conductor c) three conductors
b) two conductors d) four conductors
Q4: For crystalline and multicrystalline silicon modules, the maximum DC source circuit voltage is equal to the sum of the PV module rated open-circuit voltage of the _____-connected
modules in the PV string circuit corrected for the lowest expected ambient temperature using the correction factors provided in Table 690.7(A).
a) parallel c) series-parallel
b) series d) multiwire
Q5: At the time of installation, grounded conductors _____ or larger can be identified by a distinctive white or gray marking at their terminations.
a) 10 AWG c) 6 AWG
b) 8 AWG d) 4 AWG
Q6: For grounded systems, electrical equipment, and other electrically conductive material likely to become energized shall be installed in a manner that creates a _____ from any point on the wiring system where a ground fault occurs to the electrical supply source.
a) circuit facilitating the operation of the overcurrent device
b) low-impedance circuit
c) circuit capable of safely carrying the ground-fault current likely to be imposed on it
d) all of the above
See the answers to these Code questions online at ecmweb.com/ 55233248.
By Russ LeBlanc, NEC Consultant
All references are based on the 2023 edition of the NEC.
If you look closely at the photo, you may notice the gray PVC junction box directly above the underwater light and in the dirt just outside the concrete wall of the pool. That junction box is not the correct type of box and cannot be located there.
Junction boxes connected to a conduit extending directly to the forming shell of a wet-niche light or the mounting bracket of a no-niche light must be listed, labeled, and identified as a swimming pool junction box as specified in Sec. 680.24(A) (1). As for the location of the box, it is required to be placed no less than 4 ft horizontally from the inside wall of the pool in accordance with the provisions of Sec. 680.24(A)(2). For luminaires operating above the low-voltage contact limit as defined in Art. 100, Sec. 680.24(A)(2)(a) requires the junction box to be located no less than 4 in. above the ground or pool deck or no less than 8 in. above the maximum water level of the pool — whichever is higher. For low-voltage luminaires, Sec. 680.24(A)(2)(c) permits boxes to be installed flush with the deck if the box is filled with a potting compound and is located no less than 4 ft from the inside wall of the pool. This box is installed way too close to the pool!
If those vines keep growing, it won’t take long for the service disconnect and the metering equipment to be completely enveloped and unrecognizable. I feel bad for any workers needing to work on that disconnect, especially if there is any poison ivy growing amongst those vines. I’m itchy just thinking about it.
While this installation may have complied with Sec. 230.70(A)(1) requirements to be “readily accessible” when it was initially installed, the vines and other vegetation growing all over the side of this building currently create obstacles that would need to be removed in order to access the equipment. This equipment is no longer “readily accessible.” Would a person be able turn off the power quickly in an emergency? Or would those vines restrict the movement of the disconnect handle? There are not many Code rules written about vegetation, but installers must be aware of the surroundings and the possibility of any future vegetation growth that may create problems or hazards for the electrical installation. In this case, the vegetation should be cut back and maintained in a manner that permits safe, Code-compliant access to this electrical equipment.
By Russ LeBlanc, NEC Consultant
While Sec. 404.1 makes it clear that wireless or batterypowered switches like the one shown in the Photo are not covered by Art. 404, the informational note following Sec. 404.1 provides an important reminder for other requirements found in Sec. 210.70, which may apply to battery-powered switches.
During the 2020-2023 Code revision cycle, one Public Input and four Public Comments were submitted to Sec. 210.70 addressing battery-powered switches. CMP 2 comments indicated they were concerned that a dead battery would prevent the lights from turning on, which could potentially impede safe egress. They ultimately decided to revise Sec. 210.70 through First Revision No. 9148 (FR-9148-NFPA 70-2021) for the 2023 edition. The revised wording stated, “Lighting outlets shall be installed where specified in Sec. 210.70(A), (B), and (C). The switch or wall-mounted
control device shall not rely exclusively on a battery unless a means is provided for automatically energizing the lighting outlets upon battery failure”.
When I read the final wording, I was wondering how manufacturers would be able to produce such a switch. Well, as it turns out, it’s virtually impossible to produce a switch capable of sending a signal to turn lights on if the battery in the switch is dead. In fact, that type of functionality could be dangerous too. Imagine if you pressed the switch to turn the lights off so you could make some repairs to the light only to have the switch automatically energize the light unexpectedly while you were working on it. Boy, that could be really dangerous if you suddenly received a shock while working high up on ladder.
While safe egress is certainly a concern, many other failures could also prevent a light from working too. Lamps burn out, breakers trip, fuses blow, splices can fail, and utility power
outages can all leave an area in the dark too. Due to these reasons and manufacturing limitations, Tentative Interim Amendment (TIA) 23-15 was issued on Nov. 30, 2023, with the following revised wording for the second sentence of Sec. 210.70: “The switch or listed wallmounted control device shall not rely exclusively on battery power unless it incorporates a positive means of notification of impending battery depletion.”
This revised functionality should provide a safer installation without placing undue burdens on switch manufacturers. Smoke alarms and carbon monoxide alarms typically chirp or flash an LED when their batteries are low, so I would imagine switch manufacturers would be able to incorporate a similar function into battery-powered switches. Please keep in mind, however, that TIA 23-15 would be applicable only if your jurisdiction has adopted the 2023 Code edition along with TIA 23-15.
Arlington Industries, Inc.
Arlington
Arlington Industries, Inc.
Arlington Industries, Inc.
Arlington
Arlington
Arlington
Arlington Industries, Inc.
Arlington
Arlington
Arlington
Arlington
Arlington
Arlington Industries, Inc.
Arlington Industries, Inc.
Arlington Industries, Inc. 49 800-233-4717 www.aifittings.com
Arlington Industries, Inc. 51 800-233-4717 www.aifittings.com
Atkore IFC www.atkore.com
BaseTek, LLC 44 877-712-2273 www.basetek.com
Champion Fiberglass, Inc. 9, BC championfiberglass.com
Facilities Expo 2024 53 www.facilitiesexpo.com
Fluke Electronics 64 www.fluke.com
Intermatic, Inc. 13 intermatic.com/power-pedestals
Merrimac Industrial Sales 11 833-762-7387
Mike Holt Enterprises IBC 888-632-2633 www.mikeholt.com/app
Progressive Insurance 1 progressivecommercial.com
SP Products Inc. 5 800-233-8595 www.SPProducts.com
supplyhouse.com 7 www.supplyhouse.com
Uline 20 800-295-5510 www.uline.com
Underground Devices 3 847-205-9000 www.udevices.com
(Every effort is made to ensure the accuracy of this index. However, the publisher cannot be held responsible for errors or omissions.)
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By Russ LeBlanc, NEC Consultant
How well do you know the Code? Think you can spot violations the original installer either ignored or couldn’t identify? Here’s your chance to moonlight as an electrical inspector and second-guess someone else’s work from the safety of your living room or office. Can you identify the specific Code violation(s) in this photo? Note: Submitted comments must include specific references from the 2023 NEC.
Hint: Panelboards in a public restroom?
‘TELL
Using the 2023 NEC, correctly identify the Code violation(s) in this month’s photo — in 200 words or less — and you could win a Fluke Corporation iSee Mobile Thermal Camera. E-mail your response, including your name and mailing address, to russ@russleblanc.net, and Russ will select one winner (excluding manufacturers and prior winners) at random from the correct submissions. Note that submissions without an address will not be eligible to win.
Our winner this month was Adam Mueller, director of engineering for Core States Energy of Somerville, N.J. He knew this box and plaster ring were set back too far into this wooden wall surface.
For installations in surfaces of wood or other combustible materials, Sec. 314.20 requires boxes, plaster rings, extension rings, and listed box extenders to be installed so they extend to the finished surface or project beyond the finished surface. It would be difficult at best to install a Code-compliant flush-mounted receptacle or switch in this box too since it would be virtually impossible to have the device and plate sit flush against the box. I have seen many installations where metal or plastic spacer sleeves were placed over the 6/32 device mounting screws between the box and the device yoke in order to provide a means to secure the device firmly against the spacers at the same level of the wall’s finished surface. This method is not a Code-compliant solution. However, installing a listed box extender could be used as a solution in this case. Keeping arcs and sparks away from combustible materials is an important step in minimizing the risk of fires.
No burn-through eliminates elbow repairs
Lower material and installation costs
Fault resistance makes repairing cables easy
Durable and corrosion-resistant for project longevity
