Massive EV Charging Initiative In New Jersey Takes Big Step Forward


600 new chargers by 2021

NJ Electric Vehicle Infrastructure bill (SCS-2252) was introduced back on March 5, 2018 by State Senators Bob Smith and Linda Greenstein but it hadn’t gained much traction until recently. However, this past Monday, October 15th, it was finally voted on and approved by the Senate Environment and Energy Committee, and now heads to the State Senate Budget Committee.

The aggressive bill calls for the installation of at least 600 DC Fast Charge and Level 2 stations by 2021. The plan also calls for allocating $300 million for a new State EV rebate program, similar to California’s CVRP rebate and Massachusetts MOR-EV rebate program.

The bill also establishes ambitious goals for increasing the number of plug-in electric vehicles on the road. By 2025, it hopes to have 330,000 zero-emission vehicles on the state’s roads, and two million by 2035. It also calls for 90 percent of all vehicles on New Jersey roads to be electric by 2040.

NJ Board of Public Uitilites President, Joseph L. Fiordaliso, was on hand Monday to speak of his support for the proposed EV infrastructure plan in New Jersey.

InsideEVs was on hand at the New Jersey State Annex building in Trenton on Monday to witness the press conference and participate in the EV Ride and Drive organized by NJ ChargeEVC and Reach Strategies.

New Jersey ChargEVC and Reach Strategies organized an EV test drive event outside the State Building where bill SCS-2252 was being voted on. Tesla, Chevrolet & Nissan brought their EVs for the event.

One of the bill’s sponsors, Senator Bob Smith, was on site to talk about the urgent need for the State to transition to electric vehicles:

Given the speed at which the planet is warming, it is imperative we do all that we can do to protect the environment,’’ said Senator Smith.  He continued, “Increased usage of electric cars could greatly reduce the state’s greenhouse-gas emissions and improve air quality.”

Some details from the proposed bill SCS-2252:

The board shall ensure the development of an Essential Public Charging Network that provides a critical mass of public charging infrastructure that seeds the market during its early stages of development and provides a basic level of high impact public charging infrastructure sufficient to minimize range anxiety.

  1. The board shall ensure that the network:

     (1)   is reliably available for use by all PEV drivers in the State at all times;

     (2)   is equitably accessible by all PEV drivers in the State;

     (3)   provides convenient use by the public without unreasonable commercial or technical restrictions;

     (4)   has locations that are highly visible along public roadways and through on-line resources;

     (5)   provide a consumer experience that addresses range anxiety;

     (6)   provides both DCFC EVSE that provides a quick charge transaction of short duration, and Level 2 EVSE that provides charge transactions that are longer duration and support PEVs without DCFC capability;

     (7)   all DCFC EVSE that are part of the Essential Public Charging Network is a typical PEV with a 60 kilowatt-hour battery can achieve an 80% state of charge in 20 minutes or less;

     (8)   includes at least 100 DCFC locations Statewide along travel corridors by December 31, 2020, with geographic density of no more than 25 miles between locations, in addition to any locations or EVSE already in place as of January 1, 2018;

     (9)   includes at least 200 DCFC locations Statewide at community locations by December 31, 2020, in addition to any locations or EVSE already in place as of January 1, 2018;

     (10) provides at least 500 publically accessible Level 2 EVSE by December 31, 2020, in addition to any locations or EVSE already in place as of January 1, 2018;

     (11) provides at least two independently operable EVSE;

     (12) includes electric infrastructure that is ready to support future high power requirements of at least 350 kilowatts of Direct Current per EVSE;

     (13) provides for each DCFC EVSE to support at least two plug types, compliant with CHAdeMO and CCS standards as defined at the time of installation, and other additional standards as may be introduced based on technology improvements and approved for inclusion by the board;

     (14) allows open access and use by the public, which shall not be restricted by membership, vehicle type, or other eligibility requirements; and

     (15) provides at each EVSE location payment methods that allow any driver to make use of the public charging EVSE

Categories: Charging

Tags: ,

Leave a Reply

32 Comments on "Massive EV Charging Initiative In New Jersey Takes Big Step Forward"

newest oldest most voted

Wow, impressive! I like the focus on fast chargers.

So another couple of hundred fast DC stations in New Jersey alone. The CCS network will absolutely dwarf the Supercharger network.

dwarf the SC Network in 1 small area only . Nationwide nothing is close to the SC Network.

It says “compliant with CHAdeMO and CCS standards”. I count 90 SuperCharger hoses in NJ already. If half of those are CCS, that is 300 CCS in three years. It would take a year (at 100 per year) for them to catchup to where Tesla is now, right? Tesla might double their SuperCharger count in 3 years, we will see. Then again, this proposed bill might not even pass. I hope it does. But this new network probably won’t dwarf Tesla’s network, it could be competitive though. And maybe more expensive to use?

I personally think federal funds should be used on a giant scale like this for DC quick chargers.

To me the building of the DC quick chargers is far more important then giving out rebates for people to buy EV’s.

With Sandi Arabia abducting and killing that man.

We need to weaponize electric cars and E85 ethanol and cut the snake off at the head.

Another thing I would like to see is them make all gas stations sell at least one pump of E85.

Otherwise there is a real possibility that oil could double in price if the US or Sandi Arabia does something.

And Tesla fanbois wanted the Saudis to invested in them to go private. I never trusted those terrorist

Downvotes again. Truth is the truth. 19 of thier best citizens brought down some towers I recalled, and gave us false information to take out some dictator for them

That’s precisely why, amongst other good reasons, I’m a “Tesla fanboy” and EV proponent, and have indeed voiced my strenuous opposition to investments from that benighted kingdom. The Saudi gushers of hate disseminated the world over must and will be stopped up.

Everyone talks about one journalist, but forgets (or never knew in the first place) about the current GENOCIDE Saudi Arabia is causing in Yemen; some 500,000 dying or dead. Reason: They pump 99 gallons of water for every gallon of Crude Oil. Obvious their Gravy Train in Oil is running out and they need to Steal (or excuse me, expropriate) their neighbors’ oil.

As Josef Stalin said, One Death is a Tragedy, a million deaths is just a statistic.

DC fast chargers are nice. They would be useful if some OEM besides Tesla actually made significant numbers of EVs that could use them. That is just barely beginning today.

Parking lots should have one fast charger every 40 spaces and 1 Level 2 EVSE every 10 spaces.

Volt#671 + BoltEV + Model 3

Nelson, sounds about right. Level 2 would help the vast majority but then there are those who really need to fast charge, so if they are willing to pay for the service, so be it.

Hey Tom M.,
“(7) all DCFC EVSE that are part of the Essential Public Charging Network is a typical PEV with a 60 kilowatt-hour battery can achieve an 80% state of charge in 20 minutes or less;”

This says to me that all these DCFC must be at least 144 kw. Is that how you read this?

Pretty much. So basically 150 kW will be the “slowest” fast charging stations allowed to be installed.

To bad the Bolt with its lame DCFC rate can’t charge at that rate because if it did it would be a long-trip capable vehicle.

Yeah, it is a shame that the Bolt is limited to 55kW. I certainly wish it were faster. But with proper planning, and a little patience (not a lot, really), it is very capable of long trips. I’ve done several well over 1,000 miles. You just have to plan a meal around charging.

Of course, I recognize that this is not how the mainstream consumer travels, so I am the exception and not the rule. The Bolt needs to charge twice as fast (and not start to taper at 55%) to really be appealing to the mainstream.

Yes, 150 kW to 350 kW fast chargers will be installed:
(12) includes electric infrastructure that is ready to support future high power requirements of at least 350 kilowatts of Direct Current per EVSE;

The other really good thing is that they will: (3) provides convenient use by the public without unreasonable commercial or technical restrictions;
That most likely means being able to pay by credit card, a very good thing. Just like gas pumps!!!

Lastly there is this great requirement: (11) provides at least two independently operable EVSE;
That means a minimum of two 150-350 kW DCFCs per location. Wonderful!!

Very nice. Imagine if all 50 states were to have programs like this. Range anxiety would be a thing of the past, even on shorter-range BEVs.

No range anxiety here with my Tesla Model 3 LR. At 310mi range it’s all you need between SuperChargers.

Definitely. DCFC infrastructure will be either for those long distance trips that are only a handful of times a year for the average person, or for the apartment dweller who needs to public fast charge.

Great, but why do they still insist on spending money on EVSE L2 charging. States need to provide DCFC only. L2 is already irrelevant in 2019 cars such as the Kia Niro and Hyundai Kona, or even the less impressive Nissan Leaf. Heck, it’s even irrelevant in my 2016 Kia Soul EV with 93 miles Avg range. Don’t waste you time and our money on L2. go for DCFC on major corridors, and byways.

Yes, mostly a true statement. I actually agree totally with what you’re saying if it’s public Level 2 infrastructure being referred to. Mostly not necessary.

But Level 2 for overnight accommodations like hotels, and for workplace charging, is a legitimate and necessary deployment of Level 2. Those charging at hotels overnight reduce the time needed to fast charge the next day when traveling, and the workplace charging can and should be used by those who don’t have the option to charge at home, because of living in an apartment or such.

I disagree. First of all, if you are going to spent the money on a DCFC, then you might as well add an L2 station next to it. The cost of the L2 station is like a drop in the bucket compared to the DCFC. But there are some advantages you might not think about. First and foremost, if the DCFC breaks down for whatever reason, the L2 can be a slow but reliable backup plan. I have already experienced this TWICE in my BMW i3 when I went to a DCFC and the station was broken. So I ended up using the L2 that was right next to it. Instead of charging in 30 minutes, I was there about 2 hours. But at least I had a charge. Second thing, some vehicles simply don’t have a DCFC. I also own a Fiat 500e. I could technically drive it longer distances if there were chargers along the way. Yes, I’d be waiting 2 to 3 hours for each charge, but I could technically make the journey as long as there were L2 chargers available. It’s better to be able to make the journey even if it is slow than to… Read more »

500 L2 EVSE LOL, why!!!! still don’t get it. by the time these are in place, Cars offered in the market will drive far enough on 1 charge to make L2 EVSE irrelevant except at home…

Haha Harold you must have never had to pay for anything yourself. You ever consider the cost comparison between L2 and DCFC?

Its the old story of something that is great for you is not necessarily for someone else, and something that you find USELESS the next person would consider VITAL.

There are places where my L1, and L2 only BOLT ev being able to charge AT ANY RATE have been a life-saver for me. So, no offense, speak for yourself.

Harold is dead right. Only early adopters will use public Level 2 as a means to go somewhere. Mainstream consumers.. driving long range EVs, almost NEVER.

Tom, any prediction on how likely this is to pass? And whether they will make Chademo adapters available so as to be usable by Tesla’s?

It says in (14) “…open access…shall not be restricted by … vehicle type…”

Open access means, IMO, CHadeMO and CCS that are payable by credit card.

I am not sure why municipalities are still including CHAdeMO when Nissan is the only OEM selling cars in the U.S. that uses the CHAdeMO standard. I understand why Electrify America is supporting CHAdeMO…. Court order. Nissan’s battery build quality to date, vehicle build quality and safety, vehicle specifications, and CHAdeMO’s slower charging standard are not keeping up with any of the European, American, and other Asian vehicle OEM offerings. Thankfully Electrify America is only supporting CHAdeMO to the lowest extent possible with respect to both speed and numbers of charging points. I am willing to bet that Toyota sees the writing on the wall and will use CCS Combo in their future EV’s in the United States. Like Beta video tapes of the past, CHAdeMO should cut it’s losses and bow out. CHAdeMO may have been the first, but that should not guarantee its future at the expense of a more needed CCS Combo infrastructure. In any case I would not purchase a CHAdeMO equipped EV from Nissan or any other OEM for DCFC reasons alone.

Hey, if the old “Oil and Petrochemical Refinery State” can get behind this, then there is hope for our future! Go, NJ. Show NY how it’s done! Of course, NJ is the most densely populated state in the nation, so that’s a major advantage for serving many people with properly placed chargers.