EV Charging Reliability Legislation

2022 California – EV Charging Reliability Transparency Act

California AB 2061
EV Charging Reliability Transparency Act AB 2061 (Ting)
Signed into law on Sep. 16, 2022
California Public Resources Code § 25231.5

Section 25231.5 – Electric vehicle charging infrastructure
(a) (1) The commission, in consultation with the Public Utilities Commission, shall develop uptime recordkeeping and reporting standards for electric vehicle chargers and charging stations by January 1, 2024.
(2) The uptime recordkeeping and reporting standards shall do all of the following:
(A) Only apply to electric vehicle chargers and charging stations that received an incentive from a state agency or through a charge on ratepayers.
(B) Apply for a minimum of six years unless the commission decides a longer time span is more appropriate.
(C) Apply to electric vehicle chargers and charging stations installed on or after January 1, 2024.
(3) (A) The commission shall define “uptime” through a public workshop process and apply it to each electric vehicle charger and charging station and create a formula to calculate uptime to provide consistent, standardized reporting of information at least annually.
(B) When defining “uptime,” the commission shall do both of the following:
(i) Include the operability of both software and hardware.
(ii) Consider federal definitions to ensure consistency between standards.
(C) The commission shall determine what events that make a charging station inoperable constitute excluded time for purposes of developing the formula. In making this determination, the commission and Public Utilities Commission shall only consider events that are outside a charging station operator’s control. This may include issues related to the electrical grid, WiFi connectivity, cellular connectivity, and vandalism, as defined by the commission through a public workshop process.
(b) (1) The commission may consider additional reliability metrics, including, but not limited to, success rate to initiate a charging session, customer satisfaction, and the number, nature, or length of events that interrupt service.
(2) The commission, in consultation with the Public Utilities Commission, shall hold a public workshop to discuss and identify industry best practices and charger technology capabilities that are demonstrated to increase reliability. As a result of this workshop, the commission may incorporate these best practices and capabilities into its uptime recordkeeping and reporting standards.
(3) Uptime recordkeeping and reporting standards may vary by technology type, power levels, number of chargers per site, and site ownership. Factors may include whether chargers are networked, whether chargers are Level 1, Level 2, or direct current fast chargers, and whether chargers are all-inclusive mobile solar charging stations.
(4) Uptime recordkeeping and reporting standards shall not apply to charging stations installed at residential real property containing four or fewer dwelling units.
(5) The funding entity shall clearly disclose these reporting requirements to the funding recipient. If the funding recipient is an electric vehicle service provider or other third-party entity that is not the site host, the electric vehicle service provider or third-party entity shall provide a separate disclosure to the site host about the site host’s right to designate the service provider or third-party as the entity to report the data on behalf of the site host. The funding recipient shall verify receipt by signing the disclosure, to be confirmed by the funding entity.
(c) (1) Beginning January 1, 2025, the commission shall assess the uptime of charging station infrastructure, including, at a minimum, an assessment of equitable access to reliable charging stations in low-, moderate- and high-income communities.
(2) The commission shall update the assessment performed pursuant to this subdivision every two years.
(3) An individual or company supplying information or data to the commission pursuant to this section may request that the information or data be held in confidence by the commission pursuant to Section 25322.
(d) The commission, in consultation with the Public Utilities Commission, may adopt tools to increase charging station uptime, including, but not limited to, uptime requirements, operation and maintenance requirements, and may include incentives, including operation and maintenance incentives.
(e) This section does not prohibit or limit the commission’s or other state agencies’ ability under any other law, including, but not limited to, the authority to include reporting or reliability requirements as a condition of grants or other agreements or to adopt other charging station reporting standards.
(f) This section shall remain in effect only until January 1, 2035, and as of that date is repealed.

2023 Maryland – Electric Vehicle Charging Reliability Act

Maryland HB 834
Electric Vehicle Charging Reliability Act HB 834 (Fraser-Hidalgo, Terrasa, Barve, and Reznik) 
Signed into law on May 8, 2023
Maryland Code, Public Utilities Article, §7–901 through 7-905

Subtitle 9. Electric Vehicle Charging Infrastructure.
§7–901.
(a) In this subtitle the following words have the meanings indicated.
(b) “EV charging network” means the total number of EV charging stations an electric company installs or maintains for public use.
(c) “EV charging station” means a connected point in an electrical wiring installation:
(1) at which current is taken to charge a battery or any other energy storage device in an electric vehicle; and
(2) capable of providing Level 2 charging.
(d) “EV Pilot Program” means the EV Pilot Program established by Public Service Commission Order No. 88997 and administered by the Commission.
(e) “Level 2 charging” means the ability to charge a battery or other energy storage device in an electric vehicle in a manner that:
(1) is capable of using an alternating current electrical service with a minimum of 208 volts; and
(2) meets applicable industry safety standards.
(f) “Underserved community” means any census tract in which, according to the most recent U.S. Census Bureau Survey:
(1) at least 25% of the residents qualify as low–income;
(2) at least 50% of the residents identify as nonwhite; or
(3) at least 15% of the residents have limited English proficiency.
(g) “Uptime” means the availability and consistency of an EV charging station in an EV charging network to successfully dispense electricity as designed, measured as a percentage of both hours and days of a calendar year.

§7–902.
This subtitle applies to an electric company that:
(1) installs or maintains an EV charging station for public use; or
(2) participates in the EV Pilot Program.

§7–903.
(a) Subject to subsection (b) of this section, the Commission shall, by order or regulation and subject to reasonable cost limitations balanced with the public interest:
(1) expand the EV Pilot Program to allow participating electric companies to install EV charging stations in new and existing multifamily dwellings in underserved communities; and
(2) terminate the EV Pilot Program expansion required under item (1) of this section on December 31, 2025.
(b) The termination of the EV Pilot Program expansion required under subsection (a) of this section may not be construed to:
(1) terminate an electric company’s authority to operate EV charging stations under a program approved by the Commission on or before March 1, 2023;
(2) limit an electric company’s efforts to operate and maintain EV charging stations installed under the EV Pilot Program; or
(3) impact the cost recovery by an investor–owned electric company for the lifetime of an EV charging station installed under the EV Pilot Program.

§7–904.
(a)(1) Except as provided in paragraph (2) of this subsection, an electric company operating an EV charging network shall maintain uptime standards for each EV charging station in accordance with:
(i) federal National Electric Vehicle Infrastructure standards and requirements; or
(ii) alternative uptime standards and requirements approved by the Commission.
(2) The uptime requirement under paragraph (1) of this subsection does not include any time in which an EV charging station is unavailable due to:
(i) force majeure, as determined by the Commission; or
(ii) vandalism.
(b) An electric company shall calculate EV charging station uptime on a quarterly basis for the immediately preceding 12 months.
(c)(1) An electric company that operates an EV charging station for public use shall be subject to the same reporting requirements as an electric company that receives federal funding related to electric vehicle charging infrastructure.
(2) An electric company that operates an EV charging network or EV charging station shall submit the following EV charging station data to the Commission on a quarterly basis:
(i) the location of the EV charging station; and
(ii) for each EV charging station:
1. charging session start and end times;
2. the total amount of electricity, in kilowatt–hours, dispensed to an electric vehicle for each charging session;
3. the peak amount of electricity, in kilowatts, dispensed to an electric vehicle for each charging session;
4. uptime for each of the previous 3 months;
5. the cost of electricity needed to operate each EV charging station for each of the previous 3 months;
6. maintenance and repair costs for each of the previous 3 months;
7. the cost of acquiring real property for use as an EV charging station;
8. the cost of acquiring and installing electric vehicle charging equipment;
9. the cost of acquiring and installing distributed energy resources;
10. the cost to the electric company of connecting to the electric grid and any applicable connection upgrades;
11. the capacity, in kilowatts or kilowatt–hours as appropriate, of each type of distributed energy resource used by an EV charging station;
12. the number of EV charging stations that failed to meet the uptime requirements under subsection (a) of this section;
13. when applicable, the reason an EV charging station failed to meet the uptime requirements under subsection (a) of this section; and
14. when applicable, the date an EV charging station was repaired.

§7–905.
(a) An electric company participating in the EV Pilot Program shall maintain an adequate number of staff to monitor, assess, and, when necessary, repair the EV charging stations operated by the electric company.
(b) The Commission may, in accordance with § 13–201 of this article, impose a penalty on or take additional remedial action against an electric company that fails to satisfy the uptime requirements under § 7–904 of this subtitle.

2024 New Jersey – Electric Vehicle Charging Uptime Requirement

NEW JERSEY S3102 2R

An Act concerning electric vehicle charging station incentive programs and amending and supplementing P.L.2019, c.362 [(C.48:25-1 et seq.)].

Be It Enacted by the Senate and General Assembly of the State of New Jersey:

1. Section 2 of P.L.2019, c.362 (C.48:25-2) is amended to read as follows:
2. As used in sections 1 through 11 of P.L.2019, c.362 (C.48:25-1 et seq.) and section 2 of P.L.___, c.__(C. ___) (pending before the Legislature as this bill):
“Board” means the Board of Public Utilities.
“Charger ready” means the pre-wiring of electrical infrastructure at a parking space, or set of parking spaces, to facilitate easy and cost-efficient future installation of electric vehicle service equipment, including, but not limited to, Level Two EVSE and DC Fast Chargers.
“Charging location” means a publicly accessible parking space or set of parking spaces, with visible signage designating that the parking space or parking spaces are available for use by the public for charging plug-in electric vehicles.
“Community location” means a charging location that is not a corridor location, and that is established in a town center, commercial area, retail center, or near concentrations of multi-family dwellings, to provide vehicle charging services to local plug-in electric vehicle drivers near where they live and work.
“Corridor location” means a charging location located along a travel corridor roadway, or within one mile of that roadway, which is intended to provide access to vehicle charging services for long distance drivers and en route vehicle charging services for local drivers.
“DC Fast Charger” means EVSE that provides at least 50 kilowatts of direct current electrical power for charging a plug-in electric vehicle through a connector based on fast charging equipment standards, and which is approved for installation for that purpose under the National Electric Code through an Underwriters Laboratories Certification or an equivalent certifying organization.
“Department” means the Department of Environmental Protection.
“Downtime” means any period of time during which the hardware or software used to facilitate the functional operation of EVSE, or both, are offline and not available for use, and during which the EVSE is, consequently, unable to successfully dispense electricity, as expected.
“Electric vehicle service equipment” or “EVSE” means the equipment, including the cables, cords, conductors, connectors, couplers, enclosures, attachment plugs, power outlets, switches and controls, network interfaces, and point of sale equipment and associated apparatus designed and used for the purpose of transferring energy from the electric supply system to a plug-in electric vehicle.  “EVSE” may deliver either alternating current or direct current electricity consistent with fast charging equipment standards.
“Fast charging equipment standards” means standards for high power direct current charging, based on the CHAdeMO standard and the Society of Automotive Engineers Combined Charging Standard (CCS), or other non-proprietary standards as may be approved by the board in the future.
“Eligible vehicle” means a new light duty plug-in electric vehicle, with an MSRP of below $55,000, purchased or leased after the effective date of P.L.2019, c.362 (C.48:25-1 et al.) and registered in New Jersey.
“Exempted downtime” means any period of EVSE downtime that results from factors outside the EVSE operator’s control, including, but not limited to, any period of EVSE downtime resulting from an electricity utility service interruption, from an Internet or cellular provider service interruption, or from a service outage or interruption caused by a vehicle, provided that the EVSE operator can demonstrate that the EVSE would otherwise be operational.
“In-home electric vehicle service equipment” means electric vehicle service equipment used in a person’s home to charge a plug-in electric vehicle.
“Incentivized EVSE” means electric vehicle service equipment that is installed, on or after the effective date of P.L.___, c.__(C. ___) (pending before the Legislature as this bill), using any State or federal funding, or pursuant to an EVSE installation incentive authorized under P.L.2019, c.362 (C.48:25-1 et seq.) or any other State law.
“Level One EVSE” means EVSE that provides single phase 120V AC electricity, presented as either a standard wall plug into which the charging cord provided with a plug-in electric vehicle can be connected, or an EVSE with a standard vehicle plug connector that complies with SAE J1772, or an equivalent standard for 120V AC charging as may be adopted in the future and accepted by the board, and which is approved for installation for this purpose under the National Electric Code through an Underwriters Laboratories Certification or an equivalent certifying organization.
“Level Two EVSE” means EVSE that provides a plug-in electric vehicle with single phase alternating current electrical power at 208-240V AC, through a standardized plug connector that complies with SAE J1772 standards, or an equivalent wireless power transfer interface, or equivalent standards for 08-240V AC charging as may be adopted in the future and accepted by the board, and which is approved for installation for this purpose under the National Electric Code through Underwriters Laboratories Certification or an equivalent certifying organization.
“Light duty vehicle” means any two-axle, four-wheel vehicle, designed primarily for passenger travel or light duty commercial use, and approved for travel on public roads.  “Light duty vehicle” includes, but is not limited to, any vehicle commonly referred to as a car, minivan, sport utility vehicle, cross-over, or pick-up truck.
“Low-income, urban, or environmental justice community” means a community: (1) in which at least one half of the households are at or below twice the poverty threshold as determined annually by the United States Census Bureau; (2) that is urban, as determined by the Department of Community Affairs, due to the population and development density in the community; or (3) that has been burdened with environmental justice issues, as determined by the department, including, but not limited to, exposure to high levels of air pollution, close proximity to major industrial facilities or hazardous waste sites, or other environmental hazards.
“MSRP” means the published manufacturer’s suggested retail price, as set by a vehicle’s manufacturer, at the time of sale or lease.
“National Electric Vehicle Infrastructure Formula Program” or “NEVI Formula Program” means the federal program, established pursuant to the “Infrastructure Investment and Jobs Act” (IIJA), Pub.L.117-58, and pursuant to which the Federal Highway Administration is authorized to provide funding to the states to facilitate the strategic, nationwide deployment of electric vehicle infrastructure and the related establishment of an interconnected, interstate network that is designed to facilitate data collection, access, and reliability in association with the increased use of electric vehicles and electric vehicle infrastructure across the nation.
“Plug-in electric vehicle” means a vehicle that has a battery or equivalent energy storage device that can be charged from an electricity supply external to the vehicle with an electric plug.  “Plug-in electric vehicle” includes a plug-in hybrid vehicle.
“Plug-in hybrid vehicle” means a vehicle that can be charged from a source of electricity external to the vehicle through an electric plug, but is not exclusively powered by electricity.
“Routine charging” means vehicle charging that takes place where a vehicle is parked for a long period of time, such as at the owner’s residence overnight, a hotel, or a workplace during work hours, and which provides the primary and most common form of vehicle charging.
“Seller or lessor of an eligible vehicle” means an entity that is licensed to sell or lease an eligible vehicle to a consumer or fleet owner in the State.
“Site-wide basis” means the average site-wide uptime status of all incentivized EVSE that has been installed, at the same site of operations, on or after the effective date of P.L.___, c.__(C. ___) (pending before the Legislature as this bill).
“State agency” means any of the principal departments in the Executive Branch of State Government, any division, board, bureau, office, commission, or other instrumentality thereof, and any independent State authority, commission, instrumentality, or agency.
“Travel corridor” means heavily used public roads in the State, as designated by the department, which shall include, but need not be limited to, the Garden State Parkway, the New Jersey Turnpike, the Atlantic City Expressway, federal interstate highways, and the subset of federal or State roads which collectively support the majority of long distance travel through and within the State as well as the majority of daily travel by local drivers.
“Uptime” means the period of time during which the hardware and software used to facilitate the functional operation of EVSE are both online and are both in use or available for use, and during which period of time the EVSE is capable of successfully dispensing electricity, as expected.
(cf: P.L.2019, c.362, s.2)
2. (New section) a. The Board of Public Utilities, the Department of Environmental Protection, the Department of Transportation, and any other State agency that offers an incentive for the installation of electric vehicle service equipment, pursuant to P.L.2019, c.362 (C.48:25-1 et seq.) or any other State law, shall:
(1) require, as a condition of providing any such incentive, that the electric vehicle service equipment subject to such incentive, together with all other incentivized EVSE installed at the same site, remains operational at least 97 percent of the time, not including any period of exempted downtime, and except as otherwise provided by paragraph (2) of this subsection, as calculated on an annual and site-wide basis; and
(2) regularly review the site-wide uptime requirement established pursuant to paragraph (1) of this subsection, on at least a biennial basis, in order to ensure that it is consistent with the minimum uptime requirement applicable to federal funding recipients under the NEVI Formula Program. Whenever a State agency determines that the minimum uptime requirement established for recipients of State agency incentive funding, pursuant to paragraph (1) of this subsection, is inconsistent with the minimum uptime requirement being applied to recipients of federal funding under the NEVI Formula Program, the State agency shall take appropriate action to revise the site-wide State-level uptime requirement, established pursuant to this subsection, as necessary to ensure that it comports with the comparable federal NEVI Formula Program requirement.
b. Each State agency subject to this section1 shall develop and implement a system to monitor compliance with, and enforce, the site-wide uptime requirement established, for incentivized EVSE, pursuant to subsection a. of this section.
c. When reviewing or modifying the site-wide uptime requirement established pursuant to subsection a. of this section, and when developing and implementing the compliance monitoring and enforcement system required by subsection b. of this section, each State agency shall engage in a comprehensive and public stakeholder engagement process and shall review and consider the most recent standards, guidelines, and requirements related to EVSE uptime, downtime, and exempted downtime, which are applicable to federal funding recipients under the NEVI Formula Program.
d. The site-wide uptime requirement established pursuant to subsection a. of this section shall apply to any EVSE that is the subject of an EVSE incentive provided by a State agency, pursuant to P.L.2019, c.362 (C.48:25-1 et seq.) or any other State law, and which is installed at the site of operations either on or after the effective date of P.L., c.(C. ) (pending before the Legislature as this bill). Nothing in this section shall be deemed to require the site-wide uptime calculation performed pursuant to subsection a. of this section to include the uptime status of any EVSE installed prior to the effective date of P.L., c.(C. ) (pending before the Legislature as this bill).
e. State agencies shall ensure Statewide consistency for any standards, guidelines, and requirements established pursuant to P.L., c.__(C. ) (pending before the Legislature as this bill).
3. This act shall take effect immediately.

2023 New York – EV Charging Station Reliability Reporting and Standards

New York A 1721
Relates to establishing electric vehicle charging station reliability reporting and standards A1721B
Vetoed by the Governor Dec. 22, 2023 (passed Assy. 143-2; Sen. 61-1)

Proposed Public Service Law Section 66-W
Electric vehicle charging station reliability, recordkeeping and reporting standards.
1. For purposes of this section, “uptime” means an electric vehicle charger’s hardware and software necessary to initiate a charging stations are both operational and the electric vehicle charger successfully dispenses electricity.
2. The commission shall through a stakeholder process develop reliability, recordkeeping, and reporting standards for electric vehicle charging stations by January first, two thousand twenty-five, provided such standards shall:
(a) only be applicable to publicly-available electric vehicle charging stations that received an incentive funded by (i) the state, or (ii) through a charge on ratepayers;
(b) apply to such electric vehicle charging stations for a minimum of five years; and
(c) apply to publicly-available electric vehicle charging stations installed on or after January first, two thousand twenty-five.
3. The commission shall through a stakeholder process create a formula to calculate uptime and determine what events that make an electric vehicle charger inoperable constitute excluded time for purposes of developing the formula.
4. The commission shall at a minimum consider events that are outside of an electric vehicle charger operator’s control for purposes of making such determination which, includes issues related to the electrical grid, force majeure, third party damage, power outage, supply chain disruptions, internet and cellular connectivity, and vandalism and other items outside the reasonable control of the operator of the charging station, as determined through a process for public input. Uptime requirements shall be measured on a per site basis to ensure consistency among technology type and power levels.
5. Beginning January first, two thousand twenty-six and every two years thereafter, the commission shall assess the uptime of the electric vehicle charging station infrastructure, including at a minimum, an assessment of equitable access to reliable charging stations in low, moderate, and high-income communities. Any data published or maintained for any public facing purpose by the commission shall be aggregated, anonymized, and not company specific.
6. On or before April first, two thousand twenty-five, the commission shall develop tools or incentives to improve charging station reliability.
7. Notwithstanding any law, rule or regulation to the contrary, the commission shall include these reporting and reliability requirements as a condition of receiving state incentives for electric vehicle charging stations.

2022 Massachusetts – Section 88 of Clean Energy and Offshore Wind

Massachusetts
Bill H.5060 An Act driving clean energy and offshore wind.
SECTION 1. Chapter 23 of the General Laws is hereby amended

SECTION 88.
(a) Not later than 180 days after the effective date of this act, the Massachusetts Department of Transportation, in consultation with the Massachusetts Bay Transportation Authority, shall issue a comprehensive analysis of any problems and challenges that may have existed concerning the operation of electric vehicle charging stations at service plazas located on the Massachusetts Turnpike, in parking lots at commuter rail stations and in parking lots of subway stations for the time period between July 1, 2021, and June 30, 2022, including but not limited to: a comprehensive record of charging station service outages identified by location; copies of any contracts or contractual provisions regarding the servicing, maintenance and repair of said charging stations; copies of correspondence between the department and other parties regarding efforts to service, maintain and repair said charging stations; estimates of downtime by individual charging station; identification of any software or hardware malfunctions or any shortages of labor or parts that may have contributed significantly to excessive equipment downtime or to said problems and challenges; identification of any software or hardware malfunctions or any shortages of labor or parts that pose a significant risk of contributing to equipment downtime or to said problems and challenges in the future; recommendations on addressing any such malfunctions, shortages, excessive downtime, problems and challenges and avoiding their recurrence; and comprehensive comments and recommendations regarding lessons to be learned with respect to the effective future deployment of electric vehicle charging infrastructure within the commonwealth.

(b) Not later than July 1, 2023 the Massachusetts Department of Transportation, working in cooperation with the Massachusetts Bay Transportation Authority and regional transit authorities, shall make provision for installing and maintaining in good working order electric vehicle charging stations for public use at:
(i) all service plazas located on the Massachusetts Turnpike;
(ii) parking lots of at least 5 commuter rail stations;
(iii) parking lots of at least 5 subway stations; and
(iv) a parking lot of at least 1 ferry terminal.
Charging stations should be of a quantity and type appropriate to the pattern of utilization expected at each site.

2023 Massachusetts – Safe, Reliable, & Equitable Access to EV Charging

Massachusetts H.2530
An Act providing safe, reliable, and equitable access to electric vehicle charging stations. H.3673 (Armini)
Status: Referred to Joint Committee on Telecommunications, Utilities and Energy

Section 16 of chapter 25A of the General Laws, as amended by sections 38 and 39 of chapter 179 of the acts of 2022, is hereby further amended by adding the following subsection:
(g) Notwithstanding any general or special law to the contrary, the department shall establish safety standards and regulations for electric vehicle charging stations and public electric vehicle charging stations that shall include, but not be limited to:
(i) accessibility and availability to the public in urban, suburban and rural areas;
(ii) security involving charging stations including: lighting, siting, visibility from onlookers, emergency call boxes, fire prevention and video surveillance;
(iii) locating charging stations within open areas and accessible to emergency assistance;
(iv) that electric vehicle charging stations are accurately marked;
(v) all electric vehicle charging stations are in a state of good repair;
(vi) requiring qualifications for technicians who install and maintain charging stations;
(vii) certification procedures for charging equipment;
(viii) the number of charging ports, types of charging connectors and the supporting power levels of charging stations;
(ix) payment methods at charging stations; and
(x) the privacy of customer data and preventing the tampering and illegal surveillance of payment devices.
The department shall take into consideration the initial assessment by the intergovernmental coordinating council established in subsection (d) of section 81 of chapter 179 of the acts of 2022 when establishing safety standards and regulations for electric vehicle charging stations.

Reference Links:
HB0834 MDGA Page

Reliability in the News:
Unreliable Charging Networks Plagued 1 in 5 EV Owners Last Year: Study – The Drive, Feb 09, 2023
EV drivers struggle with declining reliability of charging network – Automotive News, Feb 08, 2023
Public charging: The Achilles’ heel for EVs – GreenBiz, Jan 31, 2023
California Looks to Make EV Charging Networks More Accountable – Car and Driver, Jan 24, 2023
A Frustrating Hassle Holding Electric Cars Back: Broken Chargers – New York Times, Aug 16, 2022
Does California’s New EV ‘Transparency’ Law Give Companies a Loophole? – dot.LA, Sep 19, 2022
Gov. Newsom Signs Legislation to Improve Electric Vehicle Infrastructure – PRnewswire, Sep 19, 2022
Study: Reliability of Open Public Electric Vehicle Direct Current Fast Chargers – Rempel, Apr 7, 2022
EV Charger Reliability Is Critical – Forbes Feb 14, 2022
It’s time to address a big issue with EV charging: reliability – GreenBiz, Dec 14, 2021
The US Is Real Close to Screwing Up Electric Vehicle Charging Forever – Vice, Mar 29, 2021
The Biggest Problem With EV Charging Is That the Payment Methods Suck – Jalopnik, Mar 3, 2023

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