Best Practices for Accessible EV Charging: Designing for All Users

Ensuring electric vehicle (EV) charging stations are accessible to everyone, including individuals with disabilities, is not just a matter of compliance—it’s a crucial step towards a truly inclusive and user-friendly EV infrastructure. As the adoption of electric vehicles accelerates, the design and construction of accessible charging stations become paramount. This guide, based on recommendations from experts like the U.S. Access Board, outlines the key considerations for creating EV charging stations that are both accessible and contribute to a positive, top-rated user experience for all drivers.

This document draws upon the guidelines set forth under landmark legislations such as the Americans with Disabilities Act (ADA), the Architectural Barriers Act (ABA), and the Rehabilitation Act of 1973. These laws mandate accessibility in various public and federally funded facilities, and their principles are directly applicable to EV charging infrastructure. By adhering to these guidelines, charging station operators can ensure they are not only meeting legal requirements but also fostering inclusivity and expanding their reach to a broader customer base.

The ADA’s scope encompasses state and local governments (Title II) and public accommodations and commercial facilities (Title III). The Access Board, under the ADA, establishes minimum accessibility standards. Enforcement agencies like the Department of Transportation (DOT) and the Department of Justice (DOJ) then adopt these standards, ensuring a consistent level of accessibility across the nation. Furthermore, Section 504 of the Rehabilitation Act and specific ADA regulations from DOJ and DOT may impose additional non-discrimination requirements in services and programs, further emphasizing the importance of accessible EV charging.

The ABA extends accessibility requirements to buildings and facilities designed, built, altered, or leased using federal funds. This includes a wide range of federal facilities and certain non-governmental facilities funded by federal programs like the National Electric Vehicle Infrastructure (NEVI) Program. Understanding the ABA is crucial, especially for projects receiving federal support for EV infrastructure development.

Even without explicit mentions of EV charging stations in the ADA and ABA Standards, the overarching principle remains: regulated entities must ensure their facilities are accessible and usable by individuals with disabilities. This principle extends to EV charging stations, necessitating careful consideration of design and usability.

Moreover, some EV chargers incorporate user interfaces and payment systems, classifying them as information and communication technology (ICT). Section 508 of the Rehabilitation Act mandates that ICT provided by the federal government must be accessible to individuals with disabilities. This applies to federal agencies developing, procuring, maintaining, or using ICT, including those integrated into EV chargers. Accessibility under Section 508 ensures that both employees and the public with disabilities can utilize these technologies without undue burden.

In the context of this guide, terms like “must” or “required” indicate mandatory compliance with ADA, ABA, and Section 508 Standards. Terms like “should” or “recommends” highlight best practices and additional recommendations aimed at enhancing accessibility and user experience, although these are not legally binding. These recommendations serve as technical assistance to guide the design and installation of EV charging stations that are truly accessible and user-friendly for everyone.

Types of EV Charging Stations That Must Be Accessible

Under the ADA and ABA, a broad spectrum of EV charging stations must be designed and operated to be accessible to and usable by people with disabilities. This accessibility mandate extends across various locations and operational contexts.

Examples of EV charging stations that typically fall under ADA or ABA guidelines include those situated at:

State and local government buildings and facilities
Public parks and recreational areas
Parking lots associated with municipal buildings
Street-side public parking and within the public right-of-way
Residential housing facilities managed or provided by state or local governments
Publicly accessible EV charging stations operated by private entities
Charging stations for federal government fleets
Commercial fleet charging stations intended for use by corporate clients
Rest areas and service plazas along the Interstate Highway System

This list is not exhaustive, but it illustrates the wide reach of accessibility requirements for EV charging infrastructure. Any entity subject to ADA or ABA should carefully consider these guidelines to ensure their EV charging provisions are inclusive and compliant.

Definitions: Key Terms for Accessible EV Charging

To ensure clarity and consistency in discussing accessible EV charging, it’s important to define some key terms:

AC Level 2: A standard type of EV charger that utilizes a 240-volt alternating current (AC) electrical circuit. This is commonly used in residential and public charging scenarios, offering a moderate charging speed suitable for overnight or several-hour charging sessions.
Charger (Electric Vehicle Supply Equipment – EVSE): The device itself, encompassing one or more charging ports and connectors, that delivers electricity to an EV. The terms “charger” and “EVSE” are often used interchangeably.
Charging Network: A digitally interconnected system of chargers distributed across one or more locations. This network facilitates payment processing, manages electrical charging operations, and handles related data communication, allowing for centralized management and user convenience.
Charging Network Provider: The entity responsible for operating the digital communication network that remotely manages a network of EV chargers. They may also function as Charging Station Operators or even manufacture the chargers themselves, playing a multifaceted role in the EV charging ecosystem.
Charging Port: A single point within a charger that can power one EV at a time. A charging port might offer multiple connectors but can only deliver power through one connector during a charging session.
Charging Station: Encompasses one or multiple EV chargers situated at a common location. A large site might contain several charging stations, potentially spread across different parking areas or garages, allowing for a higher volume of EVs to charge simultaneously.
Charging Station Operator (CPO): The entity responsible for the day-to-day operation and maintenance of EV chargers and associated equipment at one or more charging stations. They ensure the chargers are functional, safe, and available for public or private use. Sometimes, the Charging Station Operator and Charging Network Provider are the same organization.
Combined Charging System (CCS): A widely adopted standard for DC fast charging connectors. CCS connectors enable rapid charging by allowing direct current fast chargers to interface, communicate, and deliver high-power electricity to compatible EVs.
Connector (Plug): The physical interface that attaches an EV to a charging port to facilitate electricity transfer. Various connector types exist (e.g., J1772, CHAdeMO, Tesla, CCS), and a single charging port may offer multiple connector options, although only one can be active at any given time.
Contactless Payment Methods: Secure payment technologies that allow consumers to pay for charging services using debit cards, credit cards, smartcards, or mobile devices via Radio Frequency Identification (RFID) or Near-Field Communication (NFC). These methods enhance convenience and speed of payment.
Direct Current Fast Charger (DCFC): High-powered chargers utilizing a 3-phase, 480-volt AC electrical circuit. DCFCs deliver direct current (DC) electricity directly to the EV battery, enabling significantly faster charging times compared to AC Level 2 chargers.
Electric Vehicle (EV): Any vehicle that is powered partially or entirely by electricity. This broad definition includes battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and other electric mobility solutions.
Electric Vehicle Supply Equipment (EVSE): Another term for “charger,” referring to the equipment that supplies electricity to charge electric vehicles.
Open Charge Point Protocol (OCPP): An open-source communication standard that governs the interaction between EV chargers and the charging networks that manage them remotely. OCPP promotes interoperability and standardization within the EV charging industry.
Open Charge Point Interface (OCPI): An open-source communication protocol designed for communication between different charging networks, software applications, and other communication networks. OCPI facilitates data exchange and service integration across various EV charging platforms.
Plug and Charge: A seamless charging initiation method where simply plugging in a compatible connector automatically authenticates the EV, starts a charging session, and processes payment, without requiring additional user actions at the charger.
Site: A defined area of land, which could be a property parcel or a designated portion of a public right-of-way, where EV charging stations are located.
Vehicle Charging Inlet (Charging Port/Door): The receptacle on the EV where the charging connector is plugged in to receive electricity. Its location varies by EV model, impacting accessibility considerations.
Vehicle Charging Space: The area designated for parking an EV while it’s being charged. This can be a marked parking space or an unmarked area adjacent to an EV charger, requiring careful design for accessibility.

Diagram illustrating a charging station setup with multiple chargers, ports, and connectors.

Key Differences Between EV Charging Spaces and Standard Parking Spaces

While EV chargers are frequently installed in parking lots, their usage patterns and accessibility needs differ significantly from those of standard parking spaces. Understanding these distinctions is crucial for designing truly accessible EV charging facilities.

EV charging necessitates that drivers, especially those with disabilities, must exit their vehicle, navigate to the charger, and handle the potentially heavy and cumbersome connector to attach it to their EV’s charging inlet. Unlike gasoline refueling, which often has a more standardized vehicle port location, EV charging inlets vary considerably across different makes and models. This variability demands greater maneuverability around the entire perimeter of the EV to accommodate diverse inlet positions.

Furthermore, the increasing prevalence of Direct Current Fast Chargers (DCFC) brings additional challenges. DCFC cables, designed for rapid charging, tend to be heavier and sometimes shorter. This necessitates precise vehicle positioning to align the charging inlet with the charger, which can sometimes conflict with the optimal orientation needed for drivers with disabilities to utilize access aisles effectively.

In contrast, standard accessible parking spaces are designed primarily for vehicle ingress and egress. A driver with a disability can typically use an accessible parking space as long as the vehicle is oriented correctly relative to the access aisle. They can choose to pull in or back into the space to position the access aisle on the appropriate side for transferring in or out of the vehicle. The access aisle primarily provides space for the person with a disability (driver or passenger) to maneuver; additional space on the opposite side of the vehicle is usually not required for the parking task itself.

This fundamental difference in usage—requiring interaction with the charger itself and maneuverability around the vehicle for EV charging—underlines the need to treat EV charging spaces distinctly from typical parking spaces in accessibility considerations. This guide focuses primarily on the needs of EV drivers with disabilities during the charging process. While passenger accessibility is also important, it is presumed that passengers can enter or exit vehicles at nearby accessible parking spaces or passenger loading zones when needed at EV charging locations.

Accessibility Standards Applicable to EV Charging Stations

Designing accessible EV charging stations requires adherence to several existing accessibility standards. These standards ensure that individuals with disabilities can utilize these facilities safely and independently. Key applicable standards include:

Under the ADA and ABA Accessibility Standards, EV charging stations are subject to various technical requirements. These encompass:

Floor and Ground Surfaces (§302): Ensuring surfaces are stable, firm, and slip-resistant to facilitate safe movement for all users, including those using mobility devices.
Clear Floor or Ground Space (§305): Providing unobstructed space adjacent to the charger for users to approach, maneuver, and operate the charging equipment.
Reach Ranges (§308): Ensuring that operable parts of the charger, such as connectors, payment interfaces, and buttons, are within accessible reach ranges for individuals using wheelchairs or with limited reach capabilities.
Operable Parts (§309): Requiring that charger components are designed to be easily operable with one hand, without tight grasping, pinching, or twisting of the wrist, and with minimal force.
Accessible Routes (§402): Connecting accessible EV charging spaces to accessible routes that lead to building entrances and other accessible facilities on the site.
Parking Provisions (§502): While EV charging spaces are distinct, some parking provisions, such as those related to access aisles and signage, are relevant and adaptable to EV charging space design.
Signage (§703): Providing clear and compliant signage to identify accessible EV charging spaces and direct users to accessible routes and features.
Fare Machines (§707): Applying relevant accessibility aspects of fare machine standards to payment interfaces at EV charging stations, ensuring usability for all.

Refer to 36 C.F.R. §1191.1 for the full text of these standards.

Furthermore, EV chargers developed, procured, maintained, or used by federal agencies must also comply with the Revised Section 508 Standards. See 36 C.F.R. §1194.1, App. A and C. A critical aspect of Section 508 compliance is ensuring the accessibility of the user interface (UI) of EV chargers. Even chargers without display screens are considered ICT and must meet accessibility requirements if their operation is more complex than simply plugging in. For chargers with displays, speech output is typically required under Section 508 to make the information accessible to individuals with visual impairments. For chargers without screens, Section 508 mandates auditory or tactile feedback in addition to visual cues to communicate charging status and other essential information.

An EV charger featuring a touchscreen display, highlighting the need for speech output as required by Section 508.

An EV charger without a display screen, using a lighted indicator. Section 508 requires auditory or tactile cues in addition to visual indicators.

Designing Accessible EV Chargers: Mobility and Communication Features

Unlike traditional gas stations, which may offer attendant assistance for refueling, EV charging stations are often unattended. This necessitates that EV charging stations be inherently accessible, enabling independent use by all drivers, including those with disabilities. This is especially important for individuals with limited hand dexterity, limb differences, or those using adaptive driving controls.

To achieve comprehensive accessibility, two key aspects must be considered in EV charger design:

Accessible Mobility Features

A sufficient number of EV chargers at any charging station must incorporate physical accessibility features for individuals who use mobility devices such as wheelchairs, scooters, walkers, and canes. These accessible mobility features primarily address:

Vehicle Charging Space Dimensions: Providing adequate space for maneuvering around the vehicle.
Access Aisles: Including adjacent access aisles to facilitate transfers to and from mobility devices.
Charger Installation Location: Strategically positioning chargers for easy approach and use.
Physical Operability of the Charger: Ensuring all components, including connectors, are within reach and operable with limited dexterity.

(See also: Number of Accessible Chargers)

Accessible Communication Features

All EV chargers, regardless of mobility features, should be equipped with accessible communication features and operable parts. This ensures usability for individuals who are deaf or hard of hearing, people of short stature, and others with disabilities who may not require mobility-specific features like access aisles to use an EV charger effectively.

For EV chargers containing Information and Communication Technology (ICT) that are developed, procured, maintained, or used by the federal government, compliance with Section 508 Standards is mandatory. This includes ensuring accessible ICT hardware, software, and operable parts to meet the diverse needs of all users.

Essential Mobility Features for Accessible EV Charging

EV chargers designed to serve individuals using mobility devices must be integrated into an accessible route and should incorporate the following key mobility features:

Vehicle Charging Space Dimensions: A minimum vehicle charging space of at least 11 feet (132 inches) wide and 20 feet (240 inches) long to accommodate maneuvering around the vehicle.
Adjoining Access Aisle: An access aisle adjacent to the vehicle charging space, at least 5 feet (60 inches) wide and extending the full length of the vehicle charging space to provide transfer space.
Clear Floor or Ground Space: A level, unobstructed space at the same level as the vehicle charging space, positioned to allow for an unobstructed side reach to the charger’s operable parts.
Accessible Operable Parts: All operable parts on both the charger and connector must be accessible in terms of reach, force, and ease of use.

These mobility features collectively provide the necessary space and accessibility for a person using a mobility device to exit their vehicle, maneuver around it, retrieve the EV connector, and successfully plug it into the vehicle’s charging inlet. The larger vehicle charging space is particularly important due to the non-standardized location of EV charging inlets across different vehicle models, requiring users to potentially access inlets on any side of the vehicle.

Plan view illustrating accessible EV charging space with dimensions, access aisle, and accessible route for wheelchair users.

Accessible Routes to EV Chargers

EV chargers with accessible mobility features must be seamlessly connected to an accessible route (§206.2.2; §402). The technical specifications for accessible routes are detailed in Chapter 4 of both the ADA and ABA standards, as well as in the Access Board’s comprehensive guides on accessible routes. These specifications cover elements such as:

Walking Surfaces (§403): Ensuring surfaces are firm, stable, and slip-resistant.
Curb Ramps (§406): Providing compliant curb ramps where accessible routes cross curbs.
Ramps (§405): Incorporating ramps where changes in level are necessary, adhering to slope and rise requirements.

These guidelines ensure that individuals using mobility devices can safely and independently reach and utilize accessible EV charging stations from accessible parking areas, building entrances, or public sidewalks.

Dimensions and Markings for Electric Vehicle Charging Spaces and Access Aisles

Accessible EV charging spaces designed with mobility features should provide a vehicle space with a minimum width of 132 inches (11 feet) and a minimum length of 240 inches (20 feet). Adjacent to this vehicle space, an access aisle should be provided, measuring at least 60 inches (5 feet) wide and running the full length of the vehicle charging space. While these dimensions are generally sufficient for electric cars, larger vehicle charging spaces may be necessary to accommodate electric trucks and larger EVs.

Where vehicle charging spaces are marked, it is crucial that access aisles are also clearly marked to discourage parking within them. State or local regulations may specify requirements for access aisle markings and signage (e.g., blue markings, “No Parking in Access Aisle” signs). The width measurements for both vehicle charging spaces and access aisles are taken to the centerline of the markings, but can include the full width of lines when there is no adjacent space or aisle.

Diagram illustrating the dimensions of an accessible EV charging space (11 feet wide) with a 5-foot wide access aisle.

It is permissible for one access aisle to be shared between two vehicle charging spaces or between a charging space and a standard parking space. However, the overlap of the shared access aisle should be limited to a maximum of 60 inches (5 feet). It is important to note that the exception in [§502.2] that allows two 8-foot accessible parking spaces to share an 8-foot access aisle is not suitable for EV charging spaces. This is because it would not provide sufficient space to access vehicle charging inlets located on the side of the vehicle opposite the access aisle.

Diagram illustrating two accessible EV charging spaces sharing a central 5-foot wide access aisle.

Access aisles must remain clear and unobstructed. Curbs, wheel stops, bollards, or excess charging cable slack should never encroach into or block access aisles. The surfaces of both vehicle charging spaces and access aisles must comply with [§302] regarding floor and ground surfaces, maintaining slopes no steeper than 1:48 and free from abrupt level changes. For further details, consult the Access Board’s guides on floor and ground surfaces and parking spaces.

Accessible EV charging station with vehicles, showing accessible vehicle charging space and access route from the driver’s side.

Positioning Access Aisles Relative to EV Chargers

The access aisle must be directly connected to the clear floor or ground space at the EV charger via an accessible route. This seamless connection is vital for users of mobility devices to approach and operate the charger.

When EV chargers are equipped with shorter charging cables, optimal positioning involves placing the charger so that its operable parts and the clear floor or ground space are located on the same side as the access aisle. This configuration allows for the strategic placement of bollards to protect the charger without obstructing the clear floor or ground space required for accessibility.

Diagram illustrating DCFC placement with clear floor space aligned with the access aisle and bollard protection.

EV chargers with longer charging cables offer greater flexibility in placement. With longer cables, chargers can be positioned centrally within the vehicle space or access aisle, or even between adjacent vehicle spaces. This is feasible as long as sufficient space is maintained for maneuvering around bollards and other potential obstructions. For more detailed guidance, refer to sections on Clear Floor or Ground Space and Example Charging Scenarios within this document.

Diagram showing an EV charger placed centrally in the vehicle charging space, with controls facing the access aisle.

Diagram illustrating an EV charger with front-facing controls, protected by bollards and with clear floor space indicated.

Aligning Chargers with Vehicle Charging Inlet Locations

The location of the vehicle charging inlet varies significantly across EV makes and models. This variability presents a design challenge for accessible EV charging spaces, particularly for DCFCs with shorter charging cables where precise alignment between the charger and inlet is needed. Generally, for drivers with disabilities using EVs, positioning the access aisle on the driver’s side is most beneficial.

Examples of Vehicle Charging Inlet Locations by Vehicle Make and Model

Make	Model	Charging Inlet Location
Tesla	S, 3, X, Y	Driver side rear
Chevrolet	Bolt EV	Driver side front
Ford	Mustang Mach-E	Driver side front
Ford	E-transit	Front
Nissan	Leaf	Front
Audi	E-Tron	Driver side front
Volkswagen	ID .4	Passenger side rear
Porsche	Taycan	Passenger side front, driver side front
Hyundai	Kona	Front
Hyundai	Ionic	Driver side front
Toyota	Prius plug-in	Passenger side rear
Honda	Clarity plug-in	Driver side front
Ford	Fusion energi	Driver side front
Toyota	RAV4 prime	Passenger side rear
Chrysler	Pacifica hybrid	Driver side front

When designing charging stations intended to serve a diverse range of EVs with varying charging inlet locations, it is recommended to provide multiple mobility accessible vehicle charging spaces. Offering a variety of access aisle locations and charger configurations can accommodate a broader spectrum of vehicles and user needs.

Example Charging Scenarios Based on Inlet Location

The following scenarios illustrate how vehicle orientation and charging accessibility are affected by the location of the vehicle charging inlet. These considerations are particularly critical for DCFCs with shorter, heavier cables. AC Level 2 chargers and some DCFCs with longer, lighter cables may be less susceptible to these issues.

Figure B1: Scenario B1 depicts an ideal configuration for the most common EV charging inlet location: the driver-side rear. When the vehicle is backed into the charging space, the driver’s side door aligns with the access aisle, and the charging inlet is conveniently close to the EV charger. The charger is installed at the same level as the charging space and access aisle by recessing the curb. The charger is rotated to ensure the clear floor or ground space is on the access aisle side and unobstructed by bollards. Bollards are used instead of wheel stops to maximize maneuverability.

Figure B2: Scenario B2 shows a vehicle backed into a charging space, but with the charging inlet located on the rear or passenger-side rear. While the access aisle remains aligned with the driver’s side door, the vehicle must be positioned at least 36 inches (3 feet) away from bollards. This extra space is needed for mobility device users to navigate between the vehicle and bollards to reach an inlet on the opposite side.

Figure F1: Scenario F1 illustrates a vehicle pulled forward into the EV charging space. The access aisle is now on the passenger side, but the passenger-side front charging inlet aligns well with the EV charger. A mobility device user would need 5 feet of space on the driver’s side to exit and at least 3 feet to move around the rear of the vehicle to reach the charger. This may require the EV to slightly overlap the access aisle. An 11-foot wide and 20-foot long vehicle charging space generally provides sufficient maneuvering room, but larger EVs like SUVs and trucks might require even more space.

Figure F2: Scenario F2 is similar to F1, with the vehicle pulled forward, but the charging inlets are on the front or driver-side front. This configuration again necessitates maneuvering between the EV and bollards to access the charger.

In scenarios F2 and B2, charging may be impossible if cables are too short. A more effective solution is to design the adjacent vehicle charging space with accessible mobility features as well. By providing two mobility accessible charging spaces sharing a common access aisle, a wider variety of charging inlet locations can be accommodated. Providing longer charging cables is also recommended.

Plan view of two EV charging spaces sharing a central access aisle, catering to front and rear vehicle inlet locations.

Perspective view illustrating two EV charging spaces sharing a central access aisle and charger configurations.

For charging stations designed to serve specific vehicle fleets with consistent and known vehicle charging inlet locations, access aisles should be positioned on the driver’s side. This ensures that vehicle charging inlets align closely with the EV charger, optimizing accessibility.

Row of five EV charging stations, showcasing a consistent design approach for accessibility.

Clear Floor or Ground Space at EV Chargers

To ensure accessibility for individuals using mobility aids, EV chargers must provide a clear floor or ground space that complies with [§305]. This space must be located on an accessible route and meet specific requirements:

Dimensions: Minimum 30 inches by 48 inches. Additional space may be required if the space is confined on three sides and obstructed for more than half its depth (e.g., by bollards or curbs).
Surface Requirements: Must be firm, stable, slip-resistant, free of level changes, and with a slope not exceeding 1:48.
Obstructions: Grass, curbs, wheel stops, and bollards are prohibited within the clear floor or ground space.

Diagram illustrating clear floor space dimensions at EV chargers and examples of bollard placement.

While both forward and parallel approaches to the charger are permitted under ADA and ABA Standards, a parallel approach is recommended. The clear floor or ground space should be centered on the charger’s operable parts. If multiple operable parts exist, centering the space on the EV charger itself is advisable.

Installing EV chargers at the same level as the vehicle charging space and access aisle is highly recommended. This allows the clear floor or ground space to be positioned as close as possible to the charger, maximizing accessibility for users of mobility devices.

Diagram showing EV chargers installed parallel to the vehicle charging space, with clear floor space overlapping the vehicle space.

IMPORTANT: Avoid this design! Installing accessible EV chargers on top of or behind curbs severely restricts accessibility. Such installations can make it extremely difficult, if not impossible, for wheelchair users to approach and operate the charger due to reach limitations.

If curb-mounted installations are unavoidable (e.g., on-street parking), position chargers as close to the edge of the curb face as possible, no more than 10 inches away.

Diagram showing a curb-mounted EV charger with access aisle and clear floor space located on the sidewalk.

Alternatively, the EV charger and clear floor space can be placed on the curb or sidewalk itself. However, this design should only be considered for existing curbs when lowering the curb or sidewalk is technically infeasible. In such cases, the front of the charger should not face the street or curb. Charging cables must be sufficiently long and light to allow users to navigate down the curb ramp to reach their vehicle’s charging inlet. DCFC installations in such configurations may be limited to serving vehicles with inlets reachable from the sidewalk side. (Also see: On-Street EV Charging Stations Design).

Diagram showing EV chargers placed on a sidewalk for on-street parking, with accessible routes and clear floor space.

When feasible, providing additional clear floor or ground space to accommodate both forward and parallel approaches, as well as turning space, is recommended. Aligning the EV charger with the access aisle effectively leverages existing clear space.

Diagram illustrating clear floor space with options for parallel and forward approaches, including a turning space.

Operable Parts Within Accessible Reach Range

At each charging station, a reasonable number of EV chargers must comply with [§205 Operable Parts], including requirements for clear floor or ground space (§305), reach ranges (§308), and operation (§309). It is highly recommended that EV chargers are designed with operable parts that can be used by the widest range of individuals with disabilities, including those with limited hand dexterity, limb differences, or upper extremity amputations.

Operable parts on EV chargers include, but are not limited to:

Connectors
Card readers
Electronic user interfaces (touchscreens, buttons)
Switches, including emergency stop buttons

Unobstructed Side Reach for Operable Parts

All operable parts should meet requirements for an unobstructed side reach (§308.3.1), positioned no higher than 48 inches and no lower than 15 inches above the clear floor or ground space, and no further than 10 inches horizontally from the user. The exception granted to fuel dispensers for reach ranges should not be applied to EV chargers. Placing operable parts higher than the minimum 15-inch mark is generally recommended for ease of access.

Elevation diagram showing side reach ranges (15 to 48 inches) for operable parts.

While the operable portion of a component must be within accessible reach, non-operable parts may be located outside these ranges. For example, a display screen that provides information but doesn’t require touch input, or has buttons within reach, can be positioned above 48 inches. Similarly, a card reader that is activated below 48 inches, even if part of it extends above that height, is still considered operable. Crucially, the operable portion of the connector, especially the release button and handle, should be below 48 inches. Connectors without release buttons, or those usable without reaching above 48 inches, are also compliant.

Accessible EV Connectors

Connectors must adhere to the requirements for operable parts (§309). This means they must be operable with one hand, without requiring tight grasping, pinching, or twisting of the wrist, and with an operating force of no more than five (5) pounds.

Many current connectors feature a release button that must be pressed to connect or disconnect from the vehicle charging inlet. Simultaneously grasping the connector and pressing a release button can be challenging for individuals with limited hand dexterity. Connectors with a consistently smooth diameter can also be difficult to grasp securely, especially when cables and connectors are heavy.

An informal test for connector accessibility is to attempt operation with a closed fist. Connector designs that incorporate a handle with an inward-facing release button, similar to fuel dispenser nozzles, can be more accessible. Users can often place a closed fist inside the handle and simultaneously pull the connector and press the release button. Adding straps or loops to connectors can also enhance accessibility by allowing users to loop the connector onto their wrist, arm, or mobility device, freeing both hands for maneuvering.

Image of a person in a manual wheelchair holding an EV connector with a release button.

Future connector designs should prioritize improved accessibility. Until more accessible connectors are widely available, some chargers may be limited to connectors that require thumb-activated release buttons.

Automatic connection devices, which eliminate the need for manual connector manipulation, significantly improve accessibility. Consider installing automatic connection devices, particularly at fleet charging stations where consistent vehicle types may be used.

Managing Charging Cable Weight and Operability

The ADA and ABA Accessibility Standards mandate that operable parts require no more than 5 pounds of force and must not necessitate tight grasping, pinching, or wrist twisting.

Lightweight charging cables (AC Level 2 and some DCFCs) should be sufficiently long to reach vehicle inlets in various locations on different EV models.

However, as charging technology advances and faster charging speeds demand thicker, heavier cables, lifting and maneuvering these cables becomes increasingly challenging for individuals using mobility devices. Heavier and shorter DCFC cables should be designed to reach a vehicle positioned at least 60 inches (5 feet) away and installed to ensure users can access the vehicle charging inlet, access aisle, and charger without undue strain.

Charging cables, whether in use or stowed, must never obstruct accessible routes. Cable management systems can help prevent cable slack from accumulating on the ground and potentially offset the perceived weight of heavier DCFC cables. However, these systems must be diligently maintained to ensure continued accessibility. Overhead cable management systems may also assist with cable weight and operation, but these systems and cables must not become protruding hazards.

Various promising solutions are emerging to address the challenge of heavy charging cables, including advanced cable management systems, automatic connection devices, and wireless charging technologies. These innovations have the potential to significantly enhance accessibility. In the interim, the benefits of fast charging should remain available at accessible EV charging stations, even if cable weight is not fully resolved. Individuals with disabilities should have equitable access to DCFCs and not be limited to slower AC Level 2 chargers. Future technological advancements should continue to prioritize and incorporate solutions for charging cable weight and operability to achieve optimal accessibility.

Accessible Communication Features for EV Chargers

Accessible communication features are essential to ensure EV chargers are usable by individuals with a wide range of disabilities, including those who are deaf or hard of hearing, people with vision impairments (who may still drive), and people of short stature, as well as others who may not require mobility features like access aisles.

All EV chargers should incorporate accessible communication features and operable parts. For federal agencies, compliance with [Section 508 Standards] for Information and Communication Technology (ICT) is mandatory for all procured or maintained EV chargers. See 36 C.F.R. §1194.1, App. A & C.

While ADA and ABA Accessibility Standards offer guidance for ATMs and fare machines (§707) and two-way communication systems (§708), the more detailed requirements of Section 508 are particularly relevant and comprehensive for EV chargers.

Section 508 addresses hardware accessibility through technical requirements in Chapter 4, including:

§402 Closed Functionality: Ensuring access to all functions of the device, even if it has limited user-serviceable parts.
§407 Operable Parts: Addressing the accessibility of physical controls and keys, including tactile discernibility and key repeat features.
§408 Display Screens: Requiring visual displays to meet standards for contrast, color use, and flicker.
§409 Status Indicators: Ensuring that status indicators (e.g., charging progress) are perceivable both visually and audibly or tactilely.
§410 Color Coding: Prohibiting the use of color as the sole means of conveying information.
§411 Audible Signals: Ensuring that audible signals are not the only means of conveying information and are accompanied by visual or tactile cues.
§412 ICT with Two-Way Communication: Addressing accessibility requirements for features like volume control, hearing aid compatibility, and caller ID.

Although some Section 508 provisions are specifically tailored to the needs of individuals who are blind or have low vision and may not drive, these provisions are still applicable to EV chargers purchased or used by federal agencies. Even for entities solely concerned with ADA requirements, incorporating accessible communication features offers broader benefits. Features like speech output can be invaluable in situations with glare on display screens, and tactilely discernible elements are easier to locate in low-light conditions. Universal design principles, which consider the needs of people with disabilities from the outset, lead to a better user experience for everyone.

Accessible EV Charger User Interfaces

Many EV chargers feature electronic user interfaces (UIs) akin to smart parking meters or fare vending machines. Section 508 provides technical requirements for operable parts and reach ranges, as previously discussed. Additionally, Section 508 outlines specific hardware requirements for user interfaces, including:

Display Screens:
- Visual Contrast: Text and images must have sufficient contrast against backgrounds (§408.2).
- Color Use: Color cannot be the sole means of conveying information (§410).
- Flicker: Displays must minimize flicker (§408.3).
Input Controls:
- Tactile Contrast: Labels for keys and visual controls must have high contrast (§407.2).
- Tactile Discernibility: Controls must be tactilely discernible without activation.
- QWERTY Keyboards: Alphabetical keys, if provided, must use a QWERTY layout.
- Numeric Keypad Layout: Numeric keypads must use a standard layout (§407.3).
- Key Repeat Delay: If keys repeat, there must be at least a 2-second delay before repeat activation (§407.4).
- Timed Response Alerts: If a timed response is required, users must be alerted visually and audibly (or tactilely) and given the option to extend the time (§407.5).
Keys or Cards:
- Tactile Orientation: If the charger requires a physical key or NFC card with a specific orientation, the key/card must have a tactilely discernible orientation feature.

Audible signals or cues must not be the sole method of conveying information, indicating actions, or prompting responses. For example, an audible warning tone must be paired with a visual indicator.

Similarly, color must not be the only way to convey information. While color can be used to add meaning, it must be supplemented with other visual cues like position, different markings, or shapes.

Visual status indicators, such as charging progress, should also be discernible through sound or touch (§409 Status Indicators).

Any video content on the EV charger, like instructional videos, must also comply with Section 508 requirements, including:

§413 Closed Captions: Providing captions for all audio content in videos.
§414 Audio Description: Offering audio descriptions of key visual elements for blind or low-vision users.
§415 User Controls for Captions and Audio Descriptions: Providing user-accessible controls to enable or disable captions and audio descriptions.

Accessible Card Readers and Contactless Payment Systems

Registration and payment card readers should be designed for accessibility, incorporating:

Contactless Payment Compatibility: Support for contactless payment systems for ease of use and speed.
Tactile Discernibility: Tactile features to help users locate and orient cards, possibly through slightly raised readers or tactile labels.
Visual and Audible Feedback: Clear visual feedback (e.g., lights, screen messages) and audible feedback (e.g., beeps, voice prompts) to confirm transactions and guide users.

Tactile discernibility can be achieved by slightly raising the contactless system reader, adding tactile labels, or using card readers that support both insert/swipe and contactless payment methods. Visual and audible feedback can be provided through lights, display screens, sounds, or audio recordings.

Image of a raised contactless payment card reader with tactile and visual indicators for accessibility.

Customer Service and Help Features

Charging station operators should provide readily accessible customer service, technical support, and mechanisms for reporting outages, malfunctions, obstructed chargers, and other issues. Section 508 (§412) provides technical requirements for two-way voice communication, and DOJ ADA regulations address effective communication. Multilingual access may also be necessary to serve diverse user populations.

Chargers can incorporate signs or labels with phone numbers (including TTY numbers), text message support options, or integrated help features within the user interface itself. Providing multiple communication methods, both audible and visual, is crucial for accessibility.

If two-way voice communication is integrated into the EV charger, §412 of Section 508 mandates:

Volume Gain Controls: User-adjustable volume controls.
Hearing Aid Compatibility: Effective coupling mechanisms for hearing aids, such as:
- Handsets: Conforming to ANSI/IEEE C63.19-2011 or TIA-1083-B standards.
- IP-Based Networks: Conforming to ITU-T Recommendation G.722.2 or IETF RFC 6716.
- Audio Jacks: Standard audio jacks are a common and effective approach.
Caller ID: If caller ID is provided, it must be both visible and audible.
Video Communication (if supported): Video quality must be sufficient to support sign language communication.
Text Communication Support: Support for bi-directional text communication, TTY functionality, or compatibility with legacy TTY systems.

Website and Mobile Application Accessibility

Many EV charging stations utilize websites and mobile applications for users to locate stations, manage payments, initiate and stop charging sessions, and receive notifications. These digital interfaces must also be accessible to individuals with disabilities. The Department of Justice offers guidance on web accessibility and the ADA. Section 508 mandates website and mobile app accessibility and incorporates the W3C Web Content Accessibility Guidelines (WCAG 2.0) by reference as the standard for digital accessibility.

Connectivity and Information on Accessibility

Charging networks should leverage the Open Charge Point Protocol (OCPP) and provide comprehensive information about charger accessibility alongside details on connector type, power output, availability, and repair status. Specific accessibility information is more helpful than a generic “accessible” designation. Detailed accessibility information could include:

Accessible Mobility Features:
- Access aisle on the left side.
- Access aisle on the right side.
- Long charging cable (capable of reaching inlets regardless of vehicle orientation).
- Reserved status (requiring disabled parking placards or license plates).
- Accessible connector (operable by people with limited hand dexterity).
- Automatic connection device.
- Wireless charging capability.
Accessible Communication Features:
- Accessible user interface (Section 508 compliant).
- Contactless payment options.
- “Plug and Charge” compatibility.

Including photographs of accessible EV charging stations and chargers is also highly encouraged to provide visual confirmation of accessibility features.

The Access Board actively encourages collaboration with the Open Charge Alliance to further develop standardized protocols for conveying accessibility information within EV charging networks.

Optimal EV Charging Station Location Within a Site

An EV charging station must be connected to an accessible route that leads to an accessible entrance of the building or facilities located on the same site. Ideally, accessible EV chargers should be situated along the shortest accessible route to the accessible entrance, relative to other chargers at the same charging station.

Diagram illustrating an accessible route connecting an EV charging station in a parking lot to the accessible entrance of a commercial building.

For EV charging stations located within parking garages, an accessible route must connect the station to the accessible pedestrian entrance of the parking garage. Additionally, a minimum vertical clearance of 98 inches should be maintained throughout the vehicular route leading to the accessible vehicle charging space and its access aisle.

Diagram illustrating accessible EV charging within a parking garage, showing accessible parking, EV chargers, and routes.

On sites where EV charging is the primary purpose, accessible routes should connect to any on-site amenities and, if present, to a sidewalk in the public right-of-way, ensuring seamless integration with the surrounding accessible pedestrian network.

Multiple EV Charging Station Locations on a Site

Larger sites may feature multiple EV charging station locations. In such cases, an accessible route should be provided at each location, mirroring the guidelines for multiple parking facilities on a site.

Plan view of a large site with multiple EV charging locations and accessible routes connecting them to building entrances.

Integrating EV Charging Stations into Existing Parking Lots

When adding EV charging stations to existing parking lots, it is crucial to comply with ADA and ABA requirements for alterations and additions. In alterations, compliance with ADA and ABA standards is mandated to the maximum extent feasible (§202.3). Consult the Access Board’s guide on alterations and additions for detailed information.

When EV charging stations are added to an existing site, they must be connected to an accessible route. A reasonable number of chargers must comply with [§309], providing clear floor or ground space and operable parts within accessible reach ranges. (See also: Number of Accessible Chargers).

Converting existing accessible parking spaces into EV charging spaces is generally discouraged, especially if their use is restricted solely to EV charging. The ADA and ABA standards prohibit alterations that reduce accessibility below the level required for new construction (§202.3.1). If an accessible parking space is converted, the minimum required number of accessible parking spaces must be recalculated based on the total number of parking spaces provided. This may necessitate adding accessible parking spaces elsewhere to maintain compliance.

Key Considerations When Adding Accessible EV Chargers to Existing Parking Facilities:

Accessible Route Connection: Can chargers be connected to a compliant accessible route leading to the building’s accessible entrance?
Vehicle Charging Space Slope: Is the slope and cross-slope of the proposed vehicle charging space less than 1:48? Can the surface be altered to achieve compliant slopes?
Space Dimensions: Is there sufficient space for an 11-foot wide, 20-foot long vehicle space and a 5-foot wide access aisle?
Charger Level: Can chargers be installed at the same level as the vehicle charging space? Will existing curbs or landscaping require modification to achieve level installation?
Clear Floor Space and Reach: Can a clear floor or ground space be provided for a parallel approach with an unobstructed side reach to the charger?
Surface Stability: Is the clear floor or ground space firm, stable, and slip-resistant?
Curb-Mounted Chargers: If chargers must be curb-mounted, will operable parts remain within unobstructed side reach ranges (no more than 10 inches out, no higher than 48 inches)?
Site Constraints and Alternatives: What existing site constraints exist? Would relocating chargers to a different area on the site improve accessibility?

EV Charging Stations at Residential Facilities

Shared or common-use EV chargers at residential facilities operated by state or local governments must be accessible.

EV chargers designated for specific residential units should incorporate appropriate accessibility features. In residential facilities with assigned parking spaces, parking for mobility-accessible units must be accessible parking spaces (§208.2.3.1). Similarly, a charger provided for a mobility-accessible residential unit should offer an accessible vehicle charging space with mobility features. Chargers for communication-accessible units should have accessible communication features. Additional mobility and/or communication accessible chargers may be required upon request to meet reasonable accommodation needs.

EV chargers installed at privately-owned residential housing are not directly subject to the ADA. However, privately-owned multifamily housing may be subject to the Fair Housing Act (FHA), which may have accessibility requirements. Contact the Department of Housing and Urban Development (HUD) Fair Housing Accessibility First at 1-888-341-7781 or [email protected] for more information on FHA compliance.

EV Charging Stations in the Public Right-of-Way

EV chargers installed in the public right-of-way present unique design challenges due to existing sidewalks and infrastructure that may make level installation technically infeasible.

Design Considerations for On-Street EV Charging Stations

For on-street parallel parking, EV chargers with mobility features should ideally be located at the end of the block or nearest to an existing curb ramp. Section R309 of the proposed Public Right-of-Way Accessibility Guidelines (PROWAG) offers design requirements for accessible on-street parking spaces, which can be adapted for accessible charging spaces.

Chargers can be placed on narrow sidewalks, but should be oriented to face the sidewalk, not the street. This ensures adequate clear floor or ground space in front of the charger for approach and operation by individuals with disabilities. Chargers should not be placed within the middle 50% of the sidewalk adjacent to the on-street parking space, as this would obstruct vehicle entry and exit.

Diagram illustrating on-street EV charging with sidewalk-mounted chargers, accessible routes, and clear floor space.

Reaching vehicle charging inlets on the street side with sidewalk-mounted chargers can be challenging due to cable length limitations. Thus, on-street parallel parking installations may be best suited for EVs with charging inlets on the sidewalk side. Providing chargers on both sides of one-way streets is a more accessible and versatile option.

Diagram of a one-way street with EV chargers installed on both the left and right sidewalks.

On-street parking areas with wide sidewalks that comply with [§R309.2.1] of PROWAG offer more design flexibility. These wide sidewalks can accommodate 5-foot access aisles at street level. EV chargers can be located at the ends of the space or along the side, positioned on the sidewalk. Clear floor or ground space at EV chargers, access aisles, and accessible routes must remain free of obstructions like bollards, curbs, trees, garbage cans, and other street furniture. Accessible routes must also remain unobstructed when charging cables are connected to vehicles.

Diagram showing on-street EV charging with a wide sidewalk, flush access aisle, and curb-mounted charger facing the access aisle.

Fleet Electric Vehicle Charging Stations

Fleet vehicles, owned by organizations such as businesses, non-profits, or government agencies, have specific accessibility considerations for their charging infrastructure. Under the ABA, fleet EV charging stations at facilities designed, built, altered, or leased with federal funds must be accessible. This applies to charging facilities intended for charging the organization’s vehicles.

Fleet EV charging stations serving various businesses are considered places of public accommodation or commercial facilities and must comply with ADA Standards. Examples include charging stations installed by vehicle manufacturers for use by their corporate fleet customers.

Employee Use of EV Chargers

Under [§203.9] of the ADA Standards, entities subject to Title II or Title III may qualify for an employee work area exception for EV charging stations at commercial facilities used exclusively by employees to charge company/fleet vehicles. However, it is recommended that at least one EV charger have accessible mobility features to accommodate employees with disabilities. Employers may be legally obligated to provide an accessible EV charger as a reasonable accommodation if requested by an employee.

If charging stations are provided for employees to charge their personal vehicles, the employee work area exception does not apply, and the EV charging stations must be fully accessible to comply with ADA requirements.

EV chargers specifically designated for individual employees to charge their personal vehicles should incorporate accessibility features as needed to meet the employee’s requirements.

Pull-Through EV Charging Station Design

Diagram of a pull-through EV charging station with multiple chargers and a sheltered design.

As EV charging technology advances and charging times decrease, and as EVs become capable of towing trailers, pull-through or drive-up EV charging station designs, similar to gas stations, are becoming more relevant. Pull-through EV charging stations may not require marked vehicle charging spaces, but should provide a minimum width of sixteen (16) feet for each charging lane. Charging cables should be long enough to reach a vehicle positioned up to five (5) feet away from the charger.

Diagram illustrating pull-through EV charging space dimensions (16 feet wide) with charger placement and cable reach.

Chargers with accessible mobility features in pull-through designs must have a clear floor or ground space and operable parts within accessible reach ranges (under 48 inches). Bollards aligned with the sides of chargers can provide protection without impeding accessibility. Designing all pull-through EV chargers with accessible mobility features is encouraged and can be achieved by avoiding curb-mounted installations. If curb mounting is necessary, creating curb cutouts to bring the clear floor or ground space closer to the charger is recommended. (See also: Are EV charging stations considered fuel dispensers?)

Diagram showing a pull-through EV charging station with curb cutouts to enhance clear floor space access.

The use of automatic connection devices is particularly beneficial at fleet charging stations, especially when serving a consistent fleet of vehicle makes and models. As charging times continue to decrease, it may eventually become unnecessary for drivers to exit the vehicle at all during charging sessions, further streamlining the process.

Additional Design Considerations for User Experience

Beyond basic accessibility requirements, several other design considerations can significantly enhance the user experience at EV charging stations for everyone.

Lighting for Safety and Wayfinding

Effective lighting is a crucial element for EV charging stations. It serves multiple purposes:

Station Visibility: Lighting can clearly indicate the location of an EV charging station within a larger site, making it easily locatable, especially at night.
Accessibility Indication: Color-coded or distinct lighting can be used to highlight accessible chargers, chargers in use, or those that are out of service, providing immediate visual information to users.
Operational Assistance: Adequate lighting directly at the charger facilitates safe and easy operation, particularly when plugging in connectors at night or in low-light conditions.

Shelters for Weather Protection

Providing shelters to protect EV charging stations and users from weather elements is highly recommended. Shelters offer protection from:

Rain and Snow/Ice: Shelters keep charging equipment and users dry, improving safety and comfort, especially in inclement weather. Snow and ice accumulation can create significant accessibility barriers for mobility device users. Plowed snow should never obstruct access to or use of EV chargers.
Extreme Sun/Heat: Shelters provide shade, protecting users from intense sun and heat. Black charging cables exposed to direct sun can become extremely hot, posing a burn risk to individuals with limited sensation.

Shelter supports, such as columns and pylons, must be carefully positioned to avoid obstructing vehicle charging spaces, access aisles, clear floor or ground spaces, and accessible routes.

Embracing Innovation for Enhanced Accessibility

Continued innovation in EV charging technology holds immense potential for further improving accessibility. Key areas of innovation include:

Automatic Connection Devices: These devices simplify the charging process by automating the physical connection, eliminating the need for users to manually manipulate connectors.
Wireless or Inductive EV Charging: Wireless charging technologies could revolutionize accessibility by eliminating the need for cables and connectors altogether.

These innovations could simplify the charging process significantly, potentially eliminating the need for users to exit their vehicles or even interact directly with the charger in the future. As charging times decrease further, the entire EV charging experience can become more seamless and universally accessible.

Determining the Number of Accessible Chargers

Currently, neither the ADA nor the ABA Guidelines explicitly specify the precise number of accessible chargers required at an EV charging station. Under the ADA Standards, in the absence of specific scoping requirements, access to a “reasonable number” of features and facilities is mandated by the general prohibitions against discrimination in DOJ regulations for Title II and Title III entities. For further clarification, contact the DOJ Office of Civil Rights at 1-800-514-0301 or 1-800-514-0383 (TTY).

This “reasonable number” must be accessible to and usable by people with disabilities. Where the ADA Standards provide technical requirements for elements and spaces, a reasonable number must adhere to these technical requirements.

The Access Board is actively developing a Notice of Proposed Rulemaking to solicit public comment on determining the minimum number of accessible chargers at EV charging stations. Several approaches are under consideration, including:

Parking Space Ratio: Basing the minimum number on the table in [§208.2] for accessible parking spaces, establishing a proportional ratio.
International Building Code (IBC) Alignment: Adopting the 2021 IBC requirement of 5% of chargers being accessible.
“Use Last” Approach: Implementing a higher percentage of chargers with accessible mobility features, but not reserving them exclusively for disabled parking placards/license plates. This “use last” model aims to maximize charger utilization while ensuring accessibility options are readily available.
Hybrid Approach: Combining elements of the “use last” approach with a reserved component, potentially reserving a smaller percentage of accessible chargers while implementing “use last” for a larger group.

Signage for accessible EV charging spaces also requires careful consideration. Issues include the appropriate use of the International Symbol of Accessibility (ISA) and how to clearly indicate whether accessible charging spaces are exclusively reserved for people with disabilities or available to others when all other chargers are in use.

In the interim, several states have already established accessibility requirements for EV charging stations. If state or local codes mandate a minimum number of accessible chargers, at least that minimum must be provided to ensure compliance.

At this time, signs displaying the ISA are generally not recommended at accessible EV charging spaces unless specifically mandated by state or local codes.

The Access Board currently recommends designing at least two EV charging spaces with accessible mobility features at each charging station and ensuring that all EV chargers provide accessible communication features and operable parts.

This recommendation can be effectively implemented using EV charging station designs such as the example below:

Diagram illustrating an EV charging station design with two accessible EV charging spaces.

The “Use Last” Approach to Accessible EV Chargers

Traditionally, accessible parking spaces are identified with the International Symbol of Accessibility (ISA) and reserved solely for vehicles displaying disability placards or license plates. Applying the ISA to EV charging spaces creates ambiguity about whether drivers without disability placards can use these spaces. Given that EV charging stations often have a limited number of chargers, reserving accessible spaces exclusively for placard holders may lead to underutilization.

The “use last” model offers an alternative approach. It proposes designating a larger number of EV charging spaces with accessible mobility features but not reserving them exclusively for disability placard holders. Instead, drivers without placards could use these accessible spaces if all other non-accessible chargers are occupied. This “use last” approach aims to increase the overall utilization of available chargers while ensuring that mobility device users have ample options and flexibility. It also provides backup options if a preferred accessible charger is out of order or obstructed. Having alternative accessible chargers is particularly crucial given the potential distance to the next accessible charging station.

“Use last” signage would clearly indicate that a charging space is accessible but also request that drivers use these spaces “last,” only when other non-accessible charging spaces are occupied or when accessibility features are specifically needed.

Currently, neither the Manual on Uniform Traffic Control Devices (MUTCD) nor any other code-setting organization has established a standard for “use last” signage. However, the Access Board has developed several examples of potential “use last” sign designs.

Examples of “Use Last” signage options for accessible EV charging spaces, promoting shared use while prioritizing accessibility.

Diagram illustrating the recommended mounting height for “Use Last” signage (60 inches minimum above the ground).

Access Board Technical Assistance Resources

The Access Board offers technical assistance on ADA accessibility guidelines and accessible design through its helpline at 1-202-272-0080, extension 3, and via email at [email protected]. Helpline services are available weekdays from 10:00 a.m. to 5:00 p.m. (ET).

Common Questions and Answers about Accessible EV Charging

Q: At charging stations with various connectors and charging speeds, which chargers should be accessible?

A: EV charging stations offering a variety of vehicle compatibility and charging options (e.g., different charging levels, connector types) should prioritize accessibility for chargers with higher power output and CCS connectors. Networked charging stations should clearly indicate the accessibility of each charging port, in addition to connector type, power output, and availability, to allow individuals with disabilities to accurately identify accessible chargers that meet their vehicle’s connector needs.

Q: Is the International Symbol of Accessibility (ISA) required for signage at accessible EV charging stations with mobility features?

A: If state or local codes mandate the use of the ISA to designate a certain number of accessible EV charging stations, it is recommended to comply with these requirements. However, in the absence of specific mandates, the ISA is not currently recommended for general use at EV chargers with mobility features due to potential confusion about usage restrictions. Instead, alternative signage, such as the proposed “use last” signs, is encouraged to clearly indicate accessibility without implying exclusive reservation.

Q: Why are “van accessible” signs not recommended for EV charging spaces?

A: Mobility device users require approximately three (3) additional feet of maneuvering space around the EV charging space to reach the vehicle charging inlet. This space requirement is coincidentally similar to the size of a van accessible parking space. While this space is generally sufficient for mobility device users who can transfer into and out of the vehicle’s driver seat, it may not be sufficient for users of wheelchair-accessible vehicles (vans) equipped with ramps or lifts.

Currently, there are no known wheelchair-accessible battery electric vehicles on the market, and only a limited number of wheelchair-accessible plug-in hybrid vehicles with rear-entry ramps designed for non-driver wheelchair users.

Development of wheelchair-accessible electric vans is underway, but the charging inlet locations for these vehicles are not yet standardized. Most electric vans currently place the inlet at the front of the vehicle. It is anticipated that accessible electric vans will feature passenger-side ramps or lifts, although rear or driver-side ramps are also possible.

Charging inlets located on the same side of the vehicle as the ramp or lift are ideal for accessibility, as they would require an access aisle only on one side of the vehicle. Front-mounted charging inlets may also be compatible. However, charging inlets located on the side of the vehicle opposite the ramp or lift would necessitate even more space than the 16 feet recommended for vehicle charging space and access aisle in this guide.

Q: Are EV chargers considered fuel dispensers and eligible for the reach range exception #2 in 308.3?

A: No. The commonly accepted definition of a fuel dispenser refers to machines at filling stations used to dispense liquid or gaseous fuels like gasoline, diesel, CNG, etc., pumped from underground storage.

Fuel dispensers were granted a reach range exception due to the inherent mechanics of pumping fuel from below ground, which often required installation on existing curbs. In contrast, EV charging stations installed in parking lots and on ground surfaces where electrical conduit can be placed underground should not require an exception to the standard 48-inch maximum reach range requirements. However, in some situations, placing electrical conduit underground may be technically infeasible, such as in existing multi-level parking garages where chargers might need to be installed on platforms above the concrete slab. In such technically constrained cases, exceeding the 48-inch reach range may be considered complying to the maximum extent feasible.

Webinar on Designing Accessible EV Charging Stations

On May 18, 2023, the Joint Office of Energy and Transportation hosted a webinar titled “Designing for Accessible EV Charging Stations,” focusing on the Access Board’s design recommendations. Access Board Transportation Systems Engineer Juliet Shoultz presented information and discussed accessibility guidelines and best practices for designing and constructing EV charging stations that are accessible and usable by people with disabilities. As outlined in the Board’s Spring 2023 Unified Agenda, the Access Board plans to publish a Notice of Proposed Rulemaking regarding accessibility guidelines for EV charging stations in the future.