CT Nevi Fy 2024 Plan Final
CT Nevi Fy 2024 Plan Final
CT Nevi Fy 2024 Plan Final
Submitted to FHWA on
August 15, 2023
Table of Contents
Table of Contents .................................................................................................................................................. 2
Glossary of Terms and Acronyms................................................................................................................... 3
Introduction.............................................................................................................................................................. 4
State Agency Coordination ............................................................................................................................... 5
Public Engagement ............................................................................................................................................... 6
Stakeholders Involved in Plan Development........................................................................................ 6
Community Engagement Outcomes Report ........................................................................................ 7
Tribal Engagement......................................................................................................................................... 10
Utility Engagement ........................................................................................................................................ 10
Site-Specific Public Engagement ............................................................................................................ 10
Plan Vision and Goals ....................................................................................................................................... 10
Contracting ............................................................................................................................................................ 10
Civil Rights ............................................................................................................................................................. 11
Existing and Future Conditions Analysis .................................................................................................. 11
Alternative Fuel Corridor Networks (Pending and Ready) .......................................................... 12
Known Risks and Challenges .................................................................................................................... 13
EV Charging Infrastructure Deployment .................................................................................................. 13
I-91 NEW Location: ........................................................................................................................................ 15
Implementation ................................................................................................................................................... 16
Equity Considerations ....................................................................................................................................... 16
Identification and Outreach to Disadvantaged Communities (DACs) in the State ......... 16
Benefits to DACs through this Plan, and Process to Identify, Quantify, & Measure....... 16
Labor and Workforce Considerations ....................................................................................................... 16
Physical Security & Cybersecurity ............................................................................................................... 16
Program Evaluation ........................................................................................................................................... 17
Appendix A: 2023 Stakeholder Engagement Survey-Comment Summary ............................. 18
Appendix B: NEVI Phase 1: Proposed DCFC Zones 1-Mile Drivable Buffer ............................. 20
Appendix C: Existing Locations of Charging Infrastructure Along AFCs ................................... 26
2
Glossary of Terms and Acronyms
AASHTO – American Association of State Highway and Transportation Officials
ADA – Americans with Disabilities Act
AFC – Alternative Fuel Corridor
AFDC – Alternative Fuels Data Center
CCS – Combined Charging System or plug type for DC Fast Charging
CHAdeMO – a plug type for DC Fast Charging
CHEAPR – Connecticut Hydrogen and Electric Automobile Purchase Rebate
COG – Council of Government
Corridor Pending – Corridor does not satisfy FHWA requirements
Corridor Ready – Corridor meets FHWA requirements
CTDEEP – Connecticut Department of Energy & Environmental Protection
CTDMV – Connecticut Department of Motor Vehicles
CTDOT – Connecticut Department of Transportation
DAC – Disadvantaged Community
DC – Direct Current DC Fast Charging – High power charging 400-800 volt, 150-600
amps, 3 phase
DCFC – Direct Current Fast Charger
DOT –Department of Transportation
EDC – Electric Distribution Company
EJ – Environmental Justice
EV – Electric Vehicle
EVITP – Electric Vehicle Infrastructure Training Program
EVSE – Electric Vehicle Service Equipment
FAQ – Frequently Asked Question
FHWA – Federal Highway Administration
FY – Fiscal Year
Green Bank – Connecticut Green Bank
IBC – International Building Code
IIJA – Infrastructure Investment and Jobs Act
Joint Office US DOE – U.S. Department of Energy kW – Kilowatt (1,000 watts)
Level 2 – Medium power charging 240-volt, 15-50 amps, single phase
NASEO – National Association of State Energy
NB – Northbound
NEVI – National Electric Vehicle Infrastructure
NFPA – National Fire Protection Association
NHFN – National Highway Freight Network
NREL – National Renewable Energy Laboratory
OCCP – Open Charge Point Protocol
PURA – Public Utilities Regulatory Authority
SB – Southbound
US DOE – United States Department of Energy
US DOT – United States Department of Transportation
3
Introduction
Connecticut will receive approximately $52 million in formula funding over five years
from the passage of the Infrastructure Investment and Jobs Act (IIJA), Public Law 117-58
(November 15, 2021) to support the expansion of a statewide electric vehicle (EV)
charging network. The Connecticut Department of Transportation (CTDOT) will
administer these funds. Pursuant to the state receiving the National Electric Vehicle
Infrastructure (NEVI) funds, the NEVI program requires each state to submit a
deployment plan to the Federal Highway Administration (FHWA) by August 1 of each
year of the program. CTDOT was notified in September of 2022 that the state’s fiscal
year (FY) 2022 and 2023 Plan was approved by the United States Department of
Transportation (USDOT) and FY22-23 formula funds were obligated to CTDOT. Under
the NEVI Formula Program, each State is required to provide an updated NEVI plan to
FHWA annually. This FY24 NEVI plan update satisfies this annual requirement, provides
updates on program development, and upon approval, will allow Connecticut to be
apportioned FY2024 NEVI formula funds.
In early June of 2023, the U.S. Joint Office of Energy and Transportation (Joint Office)
issued revised NEVI Formula Program Guidance 1 that included information regarding
expectations for updated plans, funding eligibilities, and program administration. In
accordance with federal guidance, State NEVI plans need to be updated to reflect
program progress for each State as of August of 2022 and provide insight into FY24
NEVI planning actions. The FY24 NEVI Plan serves as an addendum to CT’s FY22-23 Plan
and incorporates actions that have occurred since 2022 as well as programmatic
changes the state anticipates incorporating into CTDOT’s 2023 grant solicitation. No
significant changes were made to the existing plan, except for the addition of new
sections as a result of new federal guidance requirements.
CTDOT has hired a consultant to assist in the development and implementation of the
NEVI program for PHASE 1 in Connecticut. The consultant will help ensure the NEVI
grant program meets Federal and State requirements.
1U.S.DOT Memo: Information: National Electric Vehicle Infrastructure Formula Program Guidance (Update),
Available at:
https://www.fhwa.dot.gov/environment/alternative_fuel_corridors/nominations/90d_nevi_formula_program_gui
dance.pdf
4
• A Community Outcomes Report that outlines outreach completed to date and
how the state envisions amplifying outreach efforts, especially to tribes and
disadvantaged communities (DACs).
• Updates to the State’s contracting approach, including timelines pertaining to
Connecticut’s grant solicitation.
• Updates to the Civil Rights Section to include Americans with Disabilities Act
(ADA) specific Building Codes recently adopted in Connecticut.
• Existing and Future Conditions Analysis to include a tool specific to Connecticut
and a discussion regarding risks and challenges in EV deployment.
• Discussion regarding EV charging infrastructure deployment and how gaps were
identified in the direct current fast charging (DCFC) planning efforts including
potential solutions.
In 2022 the Connecticut legislature passed Public Act 22-25, which included funding for
CTDEEP’s vehicle incentive program, the Connecticut Hydrogen and Electric Automobile
Purchase Rebate (CHEAPR). In 2023, CTDEEP contracted with a marketing firm to
develop a program to inform and educate low- and moderate-income individuals about
electric vehicles and the CHEAPR program. The ad campaign is in development and will
be launched in fall 2023 with multimedia engagement. CTDOT anticipates utilizing some
of these resources when working with stakeholders who are interested in learning about
the benefits of EVs.
5
CTDOT has followed the Public Utilities Regulatory Authority’s (PURA) Annual EV
Charging Program Review Docket and has tracked changes in the program. Over the
past year, CTDOT participated in the docket by submitting formal comments and having
staff available to speak at hearings related to potential synergies between the PURA
utility program and the NEVI program. There have not been any additional interagency
working groups initiated since the FY23 Plan update.
CTDOT acknowledges that charging and fueling infrastructure funded under this
program will be required to adhere to Build America, Buy American Act provisions.
CTDOT has included the updated Federal requirements for the NEVI program within the
state’s grant solicitation.
Public Engagement
Stakeholders Involved in Plan Development
In preparation for Connecticut’s FY24 NEVI
Plan update, CTDOT created a recorded Figure 1: Questions to Stakeholders
presentation2 outlining the
changes requested by the Joint
Office. This presentation was
shared during the July 12, 2023,
Council of Governments (COG)
meeting, posted on the CT NEVI
webpage, and distributed via
CTDOT’s NEVI listserv. In addition
to providing updates on the NEVI
program, CTDOT proposed
questions (Figure 1) for the public to respond to on July 18, 2023. Further information
on this effort is outlined in the 2023 Stakeholder Engagement Survey-Comment
Summary in Appendix A.
2CTDOT’s Charging Ahead Plan-A Strategy to Expand Public EV Charging: NEVI Plan Update FY24, Available at:
https://www.youtube.com/watch?v=NTRCcBfkn9Y
6
Community Engagement Outcomes Report
Over the past year, the media’s reporting on NEVI helped to increase interest in CTDOT’s
NEVI program. CTDOT responded to media requests and provided information on
several high-profile media pieces focused on NEVI. CTDOT
received stakeholder comments following publication of the
Stateline article (dated
October 11, 2022) on Figure 2: Examples of Media Stories
Expect More EV
Charging Stations as
States Tap into Federal
Dollars3 and The New
York Times article (dated
March 5, 2023) Why the
New York Area is Seeing
an Explosive Growth in
Electric Cars4 (Figure 2).
Comments from the public focused on the need for charging
locations to be safe, lighting to be reliable, and stations to be in
places that offer amenities for drivers such as restrooms, snack
options and dog walking areas.
Connecticut has been carrying out efforts to build a stronger electric vehicle charging
foundation. Spring 2022 NEVI Planning sessions emphasized to CTDOT the public’s
need for a broader understanding of electric vehicles. In the fall of 2022, CTDOT was
awarded a grant from the United States Climate Alliance, to work with the Connecticut
Department of Motor Vehicles (CTDMV), CTDEEP and Atlas Public Policy to develop an
EValuateCT5 comprehensive dashboard. This digital tool, published in January of 2023,
provides insights into the current state of vehicle electrification in Connecticut including:
• Where EV chargers are located,
• Which makes and models are most popular and
• Where EVs are registered.
The dashboard generated interest from EV advocacy groups, city and town officials and
various other stakeholders. Since the launch, CTDOT has received feedback on the tool
3 Stateline: Expect More EV Charging Stations as States Tap into Federal Dollars, Available at:
https://stateline.org/2022/10/11/expect-more-ev-charging-stations-as-states-tap-into-federal-dollars/
4 The New York Times: Why the New York Area is Seeing an Explosive Growth in Electric Cars, Available at:
https://www.nytimes.com/2023/03/05/nyregion/electric-vehicles-cars-nyc.html
5 Atlas Public Policy EValuateCT Dashboard, Available at: https://atlaspolicy.com/evaluatect/
7
and several municipalities have stated they are utilizing the tool to help plan for EV
charger deployment and as a resource when applying for grant opportunities.
CTDOT has been deliberate in not disseminating any NEVI specific outreach until the
FHWA National Electric Vehicle Infrastructure Standards and Requirements were
considered in relation to impacts to planning and solicitation. When available, NEVI
specific information has been posted to Connecticut NEVI webpages6 and to a CT NEVI
distribution list, which has approximately 600 subscribers. CTDOT has conducted several
NEVI social media campaigns to reach a broader audience. Using Facebook and Twitter
and sharing NEVI updates on LinkedIn has been a useful tool to reach communities and
solicit feedback on the state’s NEVI Plan. CTDOT staff presented information regarding
the NEVI program at one in-person CTDOT COG Quarterly Meeting and one virtual
monthly CTDOT COG meeting during the spring of 2023. CTDOT plans to continue to
encourage stakeholders to join the NEVI specific email distribution list and utilize social
media to help reach the public. Feedback from municipalities has shown that meetings
and listening sessions (in-person) also help foster closer relationships with community
partners.
Over the year, stakeholders have asked specific programmatic questions regarding the
upcoming grant solicitation. To ensure the process is fair, and no one stakeholder has
information prior to public release, CTDOT has and will not disseminate information
regarding the CT grant solicitation until it is made publicly available (planned in fall of
2023). In the interim, the website was updated with frequently asked questions (FAQs):
National Electric Vehicle Infrastructure (NEVI) Deployment in Connecticut7 to help
applicants prepare for the NEVI grant solicitation and to reduce confusion around the
electric vehicle supply equipment (EVSE) federal standards.
7FAQs: National Electric Vehicle Infrastructure (NEVI) Deployment in Connecticut, Available at:
https://portal.ct.gov/-/media/DOT/documents/dnevi/NEVI-FAQs-Final-20230519.pdf
8
CTDOT has also been collaborating with partners that have been working to electrify
transportation. CTDOT has monthly standing meetings with Connecticut's Clean Cities
Directors who provided resources and information for NEVI plan development. The
Clean Cities coordinators helped to inform their
members of available NEVI resources, shared CTDOT's Figure 3: NFPA Training Flyer
EV-related social media posts and
helped disseminate information
regarding the NEVI FY24 Plan
development. Greater New Haven Clean
Cities and Capitol Clean Cities of CT
worked with the Connecticut Fire
Academy to host a no cost, National Fire
Protection Association (NFPA) First
Responder training in June, with over 30
towns represented at the training (Figure
3). Clean Cities is planning to hold two
additional no cost trainings for first
responders during 2023 and CTDOT plans to help publicize the events and to continue
working with Clean Cities in the future to ensure outreach and stakeholder engagement
efforts are maximized.
To ensure the state rolls out a safe, reliable, and accessible EV fast charging network, a
wide range of outreach strategies will be necessary. Future engagement will consist of:
• Hosting meetings to achieve broad geographic and demographic representation,
• Actively soliciting feedback from stakeholders such as community-based
organizations, utilities, towns, municipalities and others through listening
sessions, public surveys.
CTDOT values meaningful public involvement for the NEVI planning processes. Ideas
and feedback have been gathered from municipalities, communities, DACs, and other
stakeholders throughout the planning and implementation process for the program.
9
Tribal Engagement
The federal guidance requires that CTDOT work with tribes as part of the State’s NEVI
planning process. CTDOT will be working with Connecticut’s FHWA Division office as it
relates to tribal coordination for NEVI program Implementation.
Utility Engagement
CTDOT has met monthly with United Illuminating Company and Eversource, the electric
distribution companies (EDCs), to discuss progress on planning efforts between the EDC
make-ready and CTDOT’s NEVI programs. The EDCs have shared DCFC projects that are
in their make-ready incentive program queues and intend to work collaboratively to
assess potential high interest NEVI sites when CTDOT starts accepting NEVI Phase-1
applications. In preparation for NEVI DCFC applications, Eversource has a System
Planning team available to perform electric load availability analysis within the 11
priority zones outlined within Connecticut’s FY24 Plan Update.
Contracting
CTDOT is staying consistent with the FY22-23 NEVI Plan, to allow public and private
entities, EV charging station providers, site hosts, and others to apply for competitive
funding to own and operate NEVI-funded stations that meet the requirements set forth
by the most current FHWA NEVI Program Guidance. CTDOT has been working closely
with the local FHWA Division Office, ensuring that any potential Rights of Way concerns
and other potential hurdles are addressed when contracting with private property
owners. CTDOT will continue to meet and coordinate with Connecticut’s FHWA Division
Office over the course of the NEVI program.
Over this past year, CTDOT has been following how other states are setting up their
NEVI procurement processes and has been working internally to create a grant
solicitation that will result in a reliable, safe EV charging network. CTDOT has
investigated other state processes and gathered lessons learned, as well as retained a
10
consultant to finalize and disseminate the grant solicitation to any interested parties.
CTDOT anticipates releasing Connecticut’s Phase 1 grant solicitation in the fall of 2023.
and will ensure that the contracting language includes all applicable federal
requirements and guidelines. CTDOT is also working with a consultant to create scoring
criterion to collect, evaluate, and award contracts equitably and transparently.
Civil Rights
As stated in the state’s FY22-23 NEVI Plan, all proposed guidelines, and
recommendations for the deployment of EV charging stations will be created pursuant
to federal, state, and local laws and regulations to ensure compliance with the ADA and
Title VI of the Civil Rights Act of 1964 (Title VI). In October of 2022, the State of
Connecticut adopted the 2021 International Building Code (IBC) and the ICC A117.1-
2017 ANSI Standard which codified the EV charging station accessibility requirements
including IBC Section 1107.2 and ANSI Section 502.11 into the Connecticut State
Building codes.
While future conditions of EV adoption are difficult to model, CTDOT tracks reports and
resources that attempt to conceptualize where long-term state planning around
transportation electrification needs to occur. According to the National Renewable
Energy Laboratory’s (NREL) report, The 2030 National Charging Network: Estimating U.S.
Light-Duty Demand for Electric Vehicle Charging Infrastructure,9 the number of plug-in
electric vehicles that will be on the road in Connecticut in 2030 is approximately
340,000. NREL’s models show that Connecticut will need roughly 1,500 public DC ports
(a mixture of 150 kilowatt (kW)-350 kW stations) to meet that demand.
9NREL report, The 2030 National Charging Network: Estimating U.S. Light-Duty Demand for Electric Vehicle
Charging Infrastructure, Available at: https://driveelectric.gov/files/2030-charging-network.pdf
11
Alternative Fuel Corridor Networks (Pending and Ready)
Connecticut did not submit a 2023 Round 7 Alternative Fuel Corridor (AFC) nomination
to FHWA.
FHWA proposed designated EV Freight Corridors for Connecticut as part of the 2023
Round 7 AFC nomination. FHWA proposed using the National Highway Freight
Network10 (NHFN) (Figure 4) as the preliminary designation and Connecticut did not
dispute using the NHFN EV routes because they mirror data included in the 2022
Connecticut Statewide Freight Plan Update11. CTDOT anticipates FHWA will approve the
NHFN EV Freight Corridors as proposed.
11Connecticut Statewide Freight Plan Update (December 2022), Available at: https://portal.ct.gov/-
/media/DOT/documents/Freight/2022-2026-Connecticut-Statewide-Freight-Plan.pdf
12
Known Risks and Challenges
CTDOT has received concerns from potential site hosts and community members that
NEVI program reimbursement requirements pose a potential financial barrier to
program participation. In Connecticut’s FY22-23 NEVI Plan, CTDOT coordinated with The
Connecticut Green Bank (Green Bank) to identify programs within their organization that
potential applicants to the NEVI program could consider. Since that time, the Green
Bank has added an additional bridge loan as an option to help fund EV charging
infrastructure. The Green Bank has the capacity to provide low- and no-interest bridge
loans to organizations and communities who may face challenges associated with large
upfront capital investments and extended reimbursement periods. Financing solutions
such as these may be useful in promoting EV charging infrastructure deployments in
underserved communities.
The state has also received feedback from EV drivers utilizing existing DCFC
infrastructure requesting that new charging locations offer overhangs or protection
from the weather. Many of those same EV drivers are also concerned about the
reliability of lighting at public DCFCs found along the AFCs in relation to safety and
accessibility. A common theme heard from current EV drivers is that that the federal
minimum standards don’t go far enough in ensuring that a user’s charging experience
mirrors that of an internal combustion vehicle.
13
I-91 Hartford – I-91 exit 33
I-91 *Meriden – I-91 exit 16 NB, exit 17 SB
I-84 Willington – I-84 exit 71
I-84 Waterbury – I-84 WB exit 22/EB exit 23
I-84 Danbury – I-84 exit 5 (also U.S. Route 7)
I-395 Putnam – I-395/U.S. Route 44 intersection at exit 47 off I-395
NB/SB
I-395 **Plainfield I-395 exit 32 location and the Plainfield I-395
NB/SB Plaza
I-395 **Plainfield – I-395 NB/SB Service Plaza
Route 7 North Canaan - U.S. Route 7/U.S. Route 44 Intersection
Route 7 New Milford - U.S. Route 7/U.S. Route 202 Intersection
*New proposed zone for Phase 1 build-out
**CTDOT is considering the Plainfield I-395 exit 32 location and the Plainfield I-395
NB/SB Plaza and will allow the application process to determine which location gets
awarded.
In preparation of Connecticut’s FY24 Plan, the team reviewed the United States
Department of Energy (US DOE’s) Alternative Fuel Data Center (AFDC) NEVI compliant
site locations for Connecticut. This evaluation revealed that a bank of 150 kW DCFCs
found in North Haven that had previously been listed on the AFDC website as NEVI
compliant, had been removed from the list. US DOE staff confirmed that the bank of
DCFC in North Haven were not 150 kW chargers but only capable of charging up to 50
kW. This left a gap along I-91 between Stratford and all points North on I-91. The state
evaluated whether a new bank of DCFCs installed at an East Harford site off I-84 could
fill the charging gap along I-91 but found that the East Hartford station was located 1.3
miles from the I-91 Southbound (SB) exit and 1.7 miles from the I-91 Northbound (NB)
exit. CTDOT decided not to ask for an exemption but instead added an additional
priority area for Phase 1 build-out of the NEVI program (Figure 5). This new priority
location will be located off I-91 in Meriden, exit 16 NB, exit 17 SB.
14
Figure 5: NEVI Phase 1: Alternative Fuel Corridors Proposed DCFC Zones
(July 2023)
The city of Meriden has been identified as an Environmental Justice (EJ) Distressed
Municipality according to 2020 Census data. The new zone reaches two Justice 40
Disadvantaged Communities. Additionally, this zone lies at a major intersection between
I-95 and CT State Route 15, which plays a vital role as a North/South connector between
NY’s Hutchinson River Parkway to the south and I-84 to the north. The highly utilized
route also intersects State Route 7 and U.S. Route 8, connecting numerous communities
to economic centers throughout the state. CT State Route 15 is not a designated FHWA
AFC but there has been interest from the public to add EV charging along this route.
The zone would be 24 miles from the proposed zone in Hartford, CT, (to the north), and
33.2 miles from a NEVI qualifying DCFC charging location to the south, in Stratford, CT.
Additionally, the proposed zone would be 49 miles from the proposed zone in Old
Saybrook, CT, to the south. An additional NEVI qualifying DCFC charging location is
located off AFC I-84, just 19.7 miles from the proposed zone.
15
Implementation
Connecticut is currently working with a consultant to finalize the details on program
implementation and has no further updates to this section, please reference FY22-23
Plan.
Equity Considerations
CTDOT is staying consistent with the FY22-23 Plan to use the Electric Vehicle Charging
Justice40 Map tool developed by US DOE and the USDOT in addition to Connecticut’s
2021 Environmental Justice Community map for CT’s NEVI program.
Benefits to DACs through this Plan, and Process to Identify, Quantify, & Measure
Connecticut provided examples within the State’s FY 22-23 Plan of the types of benefits
that are likely to be a part of the Phase 1 program. CTDOT will identify the means of
quantifying and measuring the benefits to DACs as a part of the Fall 2023 grant
solicitation.
At PURA’s request, the EDCs have been discussing changes and design considerations
for the Connecticut Electric Vehicle Program annual review. One of the considerations
that PURA asked the EDCs to explore is phasing in certified electric vehicle infrastructure
training program (EVITP) contractors as part of the utilities make ready program to
mirror NEVI program guidance. If PURA issues a decision for EDCs to use EVITP certified
contractors, there will likely be a larger number of certified EVITP electricians to work on
NEVI funded projects.
16
point protocol (OCCP) certification, metering accuracy, and ISO 1511-2, is lacking in
conformance. CTDOT anticipates requiring charging suppliers to provide supporting
evidence that they meet all required cybersecurity and OCCP standards.
Program Evaluation
CTDOT has been considering ways to measure program success. Some of the factors
being considered include setting goals around the number of stations that meet the
97% uptime requirements, understanding usage data thresholds and what usage could
mean to program success. Lessons learned from Phase 1 will be captured and used in
planning for Phase 2 of the program.
CTDOT is executing a thoughtful and deliberate program development process that will
provide time to evaluate successes from other state’s program implementation. This will
position Connecticut to deliver a successful NEVI charging network. CTDOT will continue
to work collaboratively with the American Association of State Highway and
Transportation Officials (AASHTO) and the National Association of State Energy Officials
(NASEO) state partners to create a robust and safe charging network that is reliable for
EV drivers.
17
Appendix A: 2023 Stakeholder Engagement Survey-Comment
Summary
A stakeholder survey was offered on CTDOT’s website, presented at the July CTDOT
COG meeting, and emailed to stakeholders on the NEVI distribution list in preparation
for the Connecticut FY24 NEVI Plan update. The survey was open between July 12 and
August 7, 2023.
How would you like to see CTDOT quantify expected EV charging benefits to
disadvantaged communities?
Eight (8) comments were received for this survey question.
• Three (3) comments focused on CTDOT working directly with disadvantaged
communities to identify benefits.
• Two (2) comments focused on flexibility in calculating benefits to disadvantaged
communities.
• One (1) comment focused on developing criteria that would help identify/rank
project benefits within a disadvantaged community.
• Two (2) comments focused on how benefits to disadvantaged communities need
to align with Federal NEVI rules.
18
o One (1) comment recommend 2 NAC ports for every 6 CCS ports
• Nine (9) comments did not recommend using NACs as an option in Phase 1 site
selection criteria.
• Four (4) comments did not recommend using CHAdeMo as an option in Phase 1
site selection criteria.
Please share other feedback that could help us in updating our NEVI FY24 Plan.
• Three (3) comments focused on areas in the state where EV charging coverage
was needed.
• Eight (8) comments were regarding utility coordination and providing better
understanding of profit limits on NEVI funded chargers, variable rates, and grid
considerations.
• Five (5) comments discussed wanting more NEVI program engagement
opportunities focused on communities and local government.
• Eighteen (18) comments focused on grant solicitation (program design, timelines,
site criteria, pull through requirements, etc.).
• Two (2) comments were complimentary on the approach to the NEVI Plan.
19
Appendix B: NEVI Phase 1: Proposed DCFC Zones 1-Mile Drivable
Buffer
Danbury – I-84 exit 5 (also U.S. Route 7)
20
Meriden – I-91 exit 16 NB, exit 17 SB
21
North Canaan - U.S. Route 7/U.S. Route 44 Intersection
22
Old Saybrook – I-95/State Route 9 Intersection off I-95 exit 69 NB/SB
23
Putnam – I-395/U.S. Route 44 intersection at exit 47 off I-395 NB/SB
24
Willington – I-84 exit 71
25
Appendix C: Existing Locations of Charging Infrastructure Along AFCs
NEVI Guidance Qualifying Station Data
*Defined by the State-this should match the unique ID in the State’s applicable GIS databases
*Data extracted July 27th, 2023
26
410 Universal Dr N, 3 dual headed 50 kW CCS
Electrify
189349 DCFC I-91 North Haven, CT 1 dual headed 50 kW
America
06473 CHAdeMO/CCS
100 Universal Dr,
6 dual headed 100kW eVgo
198997 DCFC I-91 North Haven, CT,
CHAdeMO/CCS Network
06473
25 Old Kings Hwy, 1 dual headed 50kW eVgo
198862 DCFC I-95
Darien, CT, 06820 CHAdeMO/CCS Network
930 Kings Hwy E, 1 dual headed 50kW Non-
60900 DCFC I-95
Fairfield, CT, 06825 CHAdeMO/CCS Networked
95 Connecticut Tpke, 1 single 50kW CHAdeMO/150 kW Non-
256123 DCFC I-95
Fairfield, CT, 06824 CCS Networked
165 Round Hill Rd, 2 dual headed 50 kW Non-
256124 DCFC I-95
Fairfield, CT 06824 CHAdeMO/150 kW CCS Networked
144 Railroad Ave, 1 single 50 kW CCS
254011 DCFC I-95 EV Connect
Greenwich, CT 06830 1 single CCS unknown kW
I-95 Southbound
2 dual headed 50 kW Non-
223850 DCFC I-95 Service Plaza I-95,
CHAdeMO/150 kW CCS Networked
Madison, CT 06443
I-95 Northbound
2 dual headed 50 kW Non-
256122 DCFC I-95 Service Plaza I-95,
CHAdeMO/150 kW CCS Networked
Madison, CT 06443
488 Colman Street,
ChargePoint
202905 DCFC I-95 New London, CT, 1 single 23.92 kW CCS
Network
06320
I-95/US- 100 N Water St,
151880 DCFC 1 single 60kW CCS Volta
7 Norwalk, CT, 06854
295 Middlesex
Turnpike, 1 dual headed 50kW Non-
44450 DCFC I-95
Old Saybrook, CT, CHAdeMO/CCS Networked
06475
1 dual headed 50kW
US-7/I- 7 Backus Ave, eVgo
198765 DCFC CHAdeMO/CCS
84 Danbury, CT, 06810 Network
1 single 44kW CHAdeMO
116 Danbury Rd,
1 dual headed 50kW eVgo
198298 DCFC US-7 New Milford, CT,
CHAdeMO/CCS Network
06776
746 Danbury Rd, 1 single 23.92 kW CCS ChargePoint
80416 DCFC US-7
Ridgefield, CT, 06877 2 dual headed 62 kW CCS Network
1 single 50kW CHAdeMO
978 Danbury Rd, Non-
44464 DCFC US-7 1 dual headed CHAdeMO/CCS
Wilton, CT, 06897 Networked
unknown kW
*Data extracted July 27th, 2023
27
1200 New Jersey Ave., SE
Washington, DC 20590
The Federal Highway Administration (FHWA) has completed the review of the Connecticut
Electric Vehicle Infrastructure Deployment Plan required under the National Electric Vehicle
Infrastructure (NEVI) Formula Program. 1 Based on the review and the recommendations
provided by the Joint Office of Energy and Transportation (Joint Office), FHWA has determined
that the Connecticut Electric Vehicle Infrastructure Deployment Plan is approved for
implementation. With this approval, Fiscal Year 2022 funds are now available to Connecticut
for obligation.
Also, States should be aware that FHWA has posted updated Frequently Asked Questions on our
website at:
https://www.fhwa.dot.gov/environment/alternative_fuel_corridors/resources/nevi_program_faqs.
pdf
The FHWA and the Joint Office will follow up with States on specific opportunities for
improvement in future year plans and will continue to provide technical assistance and guidance
as States continue to update plans and begin implementation.
1
The NEVI program is authorized under the Bipartisan Infrastructure Law, enacted as the Infrastructure Investment
and Jobs Act (IIJA), (Pub. L. 117-58)
2
Thank you for putting the United States on a path to a nationwide network of EV chargers that
can ensure a convenient, affordable, reliable, and equitable charging experience for all users.
Sincerely,
Gloria M. Shepherd
Associate Administrator
Office of Planning, Environment and Realty
cc:
FHWA: HOA, HCC, HPL, HCF, Connecticut Division Office
Joint Office Interim Director: Alex Schroeder, Deputy Director: Rachael Nealer
September 14, 2022
FHWA Approved
1
STATE OF CONNECTICUT
DEPARTMENT OF TRANSPORTATION
2800 BERLIN TURNPIKE, P.O. BOX 317546
NEWINGTON, CONNECTICUT 06131-7546
Office of the
Commissioner
Sincerely,
Joseph J. Giulietti
Commissioner
Enclosure
Table of Contents
Glossary of Terms and Acronyms .................................................................................................................. 4
Introduction ................................................................................................................................................... 5
Dates of State Plan for Electric Vehicle Infrastructure Deployment Development .................................. 6
State Agency Coordination ............................................................................................................................ 7
Public Engagement ........................................................................................................................................ 8
Stakeholders Involved in Plan Development ............................................................................................. 9
Public Outreach .......................................................................................................................................13
Plan Vision and Goals ...................................................................................................................................16
Vision .......................................................................................................................................................16
Overarching Goals of Connecticut’s Charging Ahead Plan .....................................................................16
Contracting ..................................................................................................................................................18
Existing and Future Conditions Analysis ......................................................................................................20
State Geography, Terrain, Climate, and Land Use Patterns ....................................................................21
State Travel Patterns ...............................................................................................................................22
AFC-Corridor Networks (Pending and Ready) .........................................................................................23
Known Risks and Challenges ....................................................................................................................25
EV Charging Infrastructure Deployment......................................................................................................27
Funding Sources .......................................................................................................................................29
2022 Infrastructure Deployments/Upgrades ..........................................................................................30
Upgrades of Corridor Pending Designations to Corridor Ready Designations ........................................31
Increases of Capacity/Redundancy along Existing AFC ...........................................................................32
Electric Vehicle Freight Considerations ...................................................................................................36
Public Transportation Considerations .....................................................................................................38
FY23-26 Infrastructure Deployments ......................................................................................................39
State, Regional, and Local Policy .............................................................................................................40
Implementation ...........................................................................................................................................40
Strategies for EVSE Operations & Maintenance ......................................................................................40
Strategies for Identifying Electric Vehicle Charger Service Providers and Station Owners ....................41
Strategies for EVSE Data Collection & Sharing ........................................................................................42
Strategies to Address Resilience, Emergency Evacuation, Snow Removal/Seasonal Needs ..................43
Strategies to Promote Strong Labor, Safety, Training, and Installation Standards .................................44
Civil Rights ....................................................................................................................................................45
2
Equity Considerations ..................................................................................................................................46
Identification and Outreach to Disadvantaged Communities (DACs) in the State .................................47
Benefits to DACs through this Plan, and Process to Identify, Quantify, & Measure ...............................48
Labor and Workforce Considerations ..........................................................................................................50
Cybersecurity ...............................................................................................................................................52
Program Evaluation .....................................................................................................................................54
Discretionary Exceptions .............................................................................................................................54
Appendix ......................................................................................................................................................55
FHWA Round 6: Electric Alternative Fuel Corridor Parameters .............................................................55
RE: Public DC Fast Charging .....................................................................................................................55
Existing Locations of Charging Infrastructure Along AFCs .......................................................................55
Existing Locations of Charging Infrastructure Along AFCs .......................................................................56
3
Glossary of Terms and Acronyms
AC – Alternating Current
ADA – Americans with Disabilities Act
AFC – Alternative Fuel Corridor
BEB – Battery Electric Bus
CEEJAC – Connecticut Equity and Environmental Justice Advisory Council
CCS – Combined Charging System or plug type for DC Fast Charging
COG – Council of Government
Corridor Pending – Corridor does not satisfy FHWA requirements
Corridor Ready – Corridor meets FHWA requirements
CCEC – Connecticut Clean Economy Council
CTDECD – Connecticut Department of Economic and Community Development
CTDEEP – Connecticut Department of Energy & Environmental Protection
CTDOL – Connecticut Department of Labor
CTDOT – Connecticut Department of Transportation
CTOWS – Connecticut Office of Workforce Strategy
DAC – Disadvantaged Community
DBE – Disadvantaged Business Enterprises
DC – Direct Current DC Fast Charging – High power charging 400-800 volt, 150-600
amps, 3 phase
DCFC – Direct Current Fast Charger
DOE – U.S. Department of Energy
DOT – U.S. Department of Transportation
EDC – Electric Distribution Company
EJ – Environmental Justice
EV – Electric Vehicle
EVITP - Electric Vehicle Infrastructure Training Program
EVSE – Electric Vehicle Service Equipment
FHWA – Federal Highway Administration
GWC – Governor’s Workforce Council
ICE – Internal Combustion Engine
IIJA – Infrastructure Investment and Jobs Act
kW – Kilowatt (1,000 watts)
kWH – Kilowatt Hour (1,000 watts for 1 hour)
Level I – Low power charging 120-volt, 10-20 amps, single phase
Level 2 – Medium power charging 240-volt, 15-50 amps, single phase
MHD – Medium and Heavy Duty (vehicles)
MPO – Municipal Planning Organizations
NESCAUM – Northeast States for Coordinated Air Use Management
NEVI – National Electric Vehicle Infrastructure
PEL – Planning and Environmental Linkages
PROWAG – Public Right-of Way Accessibility Guidelines
PURA – Public Utilities Regulatory Authority
RFP -Request for Proposals
SHPO - State Historic Preservation Office
STIP – Statewide Transportation Improvement Program
TCI – Transportation Climate Initiative TIP – Transportation Improvement Program
UCONN – University of Connecticut
4
Introduction
Connecticut will receive approximately $52 million in formula funding over the next five
years from the passage of the Infrastructure Investment and Jobs Act (IIJA), Public Law
117-58 (November 15, 2021) to support the expansion of a statewide electric vehicle
(EV) charging network. The Connecticut Department of Transportation (CTDOT) will
administer these funds. Pursuant to the state receiving the National Electric Vehicle
Infrastructure (NEVI) funds, the NEVI program requires each state to submit a
deployment plan to the Federal Highway Administration (FHWA) by August 1, 2022, for
fiscal year 2022 and 2023 funding and provide an updated NEVI plan to FHWA annually.
Connecticut is at the forefront of the EV revolution being one of the first states to adopt
the California Zero Emission Vehicle Program in 2005. Connecticut was one of eleven
states to sign the Zero-Emission Vehicle Memorandum of Understanding in 2013 and
has committed to an ambitious EV adoption goal of putting between 125,000 – 150,000
EVs on the road by 2025. As of July 2022, there were 25,444 EVs registered in
Connecticut, a fraction of the total 2.9 million light-duty passenger cars and trucks
registered in Connecticut. The Connecticut Department of Motor Vehicles (CTDMV)
records indicate that the annual sales of new light-duty vehicles in Connecticut fluctuate
each year from roughly 150,000 – 180,0001, but over the last 12 months, there has been
over 600 new registered EVs per month in the state. This indicates that the EV market in
Connecticut is growing, and Connecticut has a unique opportunity to leverage NEVI
funds to help expand a publicly accessible charging network to further promote EV
adoption.
While the passage of the IIJA and the creation of the NEVI program has accelerated
Connecticut’s planning efforts for expanding a fast charging network, a great deal of
work has already been done to identify gaps in the existing fast charging network
throughout the state. In the fall of 2021, CTDOT began an analysis examining where
existing fast charging was located within the state. The analysis was presented in January
of 2022 to inform stakeholders of the status of EV Fast Charging technology and where
EV fast charging gaps (50 miles between stations) existed along Connecticut’s
transportation corridors. CTDOT fine-tuned the state’s Fast Charging Gap Analysis work
to adhere to the February 2022 NEVI guidance criteria and highlighted the fast charging
stations and locations that met the guidance.
1Connecticut Department of Motor Vehicle website accessed on July 13, 2022 from https://portal.ct.gov/DMV/News-and-
Publications/News-and-Publications/Electric-vehicle-stats
5
Building on the Fast Charging Gap Analysis, CTDOT determined early in the NEVI
planning process that developing a comprehensive NEVI plan and grant solicitation for
the state required engaging with and soliciting input from the many stakeholders that
could be impacted by this program. In the spring of 2022, CTDOT began rigorously
engaging with stakeholders and facilitated numerous listening sessions with utility
providers, consultants, fueling station providers, non-profits, businesses, and the general
public, to better understand the needs, constraints, and opportunities of expanding fast
charging infrastructure in the state.
As indicated in the NEVI guidance, states are required to fully build out their FHWA
designated Alternative Fuel Corridors (AFCs) before funding EV charging in other
locations across the state. As a result, program planning and this plan focus largely on
this Phase 1 of the NEVI program, which is prioritizing the build-out of fast charging
along Connecticut’s existing AFCs to ensure residents and travelers were always within
range of a charging station while traveling along the state’s interstate highways.
Connecticut’s Charging Ahead Plan: A Strategy to Expand Public Electric Vehicle Charging
will be updated annually to document progress to date, identify new challenges and
opportunities, and highlight the deployment plan for the coming years. Connecticut is
committed to reviewing the outcomes of the plan to determine best practices, ensure
that the plan meets program guidelines, and to confirm that the plan is achieving the
state’s goals for a connected network of electric vehicle chargers.
6
expects to receive proposals during 2023 and send award letters to selected projects
later in 2023.
Connecticut’s NEVI plan is submitted by CTDOT’s Commissioner, who has the authority
to adopt this plan. CTDOT has provided updates and presentations to the Connecticut
Councils of Government (COGs)/Metropolitan Planning Organizations (MPOs) bimonthly
(starting in March 2022) to inform them of the NEVI program, answer their questions,
receive feedback, and make them aware that the NEVI program is to be administered as
a Federal-aid Highway Program under Title 23 United States Code Chapter 1 and that
federal funds will be capped at 80% of project costs. In addition, CTDOT will be working
with the COGs to ensure that the NEVI program will be incorporated into Transportation
Improvement Programs (TIPs). CTDOT will include the NEVI program in the Statewide
Transportation Improvement Program (STIP) and ensure that all projects complete all
state and federal environmental reviews.
CTDOT has coordinated with other Connecticut state agencies to use their experiences
and expertise in the development of a comprehensive state fast charging plan to meet
all NEVI program requirements.
7
When the NEVI Formula Program Guidance was released, CTDOT reached out to
Connecticut Department of Energy and Environmental Protection (CTDEEP) to establish
a working group specifically focused on addressing NEVI plan development and
implementation. There are two Bureaus within CTDEEP that participated in preparing the
NEVI plan; the Bureau of Air Management (BAM), and the Bureau of Energy and
Technology Policy. CTDOT also coordinated and met with staff from the Connecticut
Public Utilities Regulatory Authority (PURA). Each of these entities contributed staff time
to help CTDOT draft the NEVI state plan and provide input on the implementation
strategy. CTDEEP shared lessons learned from their experience managing the
state’s EVConnecticut Electric Vehicle Supply Equipment (EVSE) infrastructure program.
They also provided valuable feedback and direction on how CTDOT could incorporate
strategies outlined in Connecticut's EV Roadmap: A Policy Framework to Accelerate
Electric Vehicle Adoption 2 (developed and published by CTDEEP in 2020) into NEVI
planning.
The CTDOT/CTDEEP working group met biweekly from April to July and collaborated on
developing plan sections based on each unit's strengths and experiences. As plan
gaps/needs were identified, other Connecticut state agencies such as the Department of
Labor (CTDOL) and the Department of Economic and Community Development
(CTDECD), were consulted to provide input on various sections of the plan.
CTDOT acknowledges that charging and fueling infrastructure funded under this
program will be subject to Build America, Buy American Act provisions. CTDOT plans to
adhere to Federal requirements for the NEVI program and include these provisions
within the grant solicitation.
Public Engagement
CTDOT is committed to learning from the input and interests of Connecticut residents in
developing and implementing the NEVI program. Throughout the five-year NEVI
program, CTDOT will have an open and transparent stakeholder process that engages
and encourages participation from citizens and businesses as the state works to help
build out a strong network of EV fast chargers across Connecticut.
2Connecticut Department of Energy and Environmental Protection; Connecticut’s EV Roadmap: A Policy Framework to
Accelerate Electric Vehicle Adoption, accessed on July 28, 2022 from
https://www.dpuc.state.ct.us/DEEPEnergy.nsf/c6c6d525f7cdd1168525797d0047c5bf/f7ed4932eec438d08525855
20001c81b/$FILE/EV%20Roadmap%20for%20Connecticut.pdf
8
In early February 2022, before FHWA released NEVI guidance, CTDOT held two public
stakeholder meetings that showed the status of EV Fast Charging technology and
identified locations of EV fast charging gaps along Connecticut’s transportation
corridors. Over 300 stakeholders participated in the live webinars, and an additional 50
people have viewed the presentation since it was posted in February of 2022. In
addition, CTDOT received over 60 written comments and responses to the gap analysis
that were included as an addendum to the YouTube recording3 of the presentation. This
initial public outreach effort spurred many EVSE private developers, charging
manufacturers, and original equipment manufacturers, to reach out to CTDOT about
their plans to expand fast charging infrastructure within the state. Over the next five
years, CTDOT hopes to expand these conversations to enhance and facilitate the
growing network of EV fast charging across the state.
CTDOT worked closely with the Connecticut FHWA division office throughout
development of the FY 22/23 NEVI plan. The FHWA division office participated in several
public NEVI listening sessions, and division staff also participated in calls CTDOT
organized with the Joint Office. In addition, CTDOT met with staff at the division office
and the State Historic Preservation Office (SHPO) to identify opportunities to simplify
the evaluation of EV charging projects. Through these meetings, suggestions were
offered to CTDOT for items to include within the NEVI grant application that might help
streamline the SHPO and National Environmental Policy Act (NEPA) review process.
CTDOT will continue working closely with the Connecticut division office and SHPO to
ensure that CT’s NEVI program meets all requirements of Section 106 of the National
Historic Preservation Act of 1966 and work together to find efficiencies in the process.
In July 2021, PURA issued a final decision in Docket No. 17-12-03RE04 that established a
nine-year program to support the installation of electric vehicle charging infrastructure
(Level 2 and DCFCs) across Connecticut (EV Charging Program). The EV Charging
3 Connecticut Department of Transportation Outreach Session on the Bipartisan Infrastructure Law: National Electric Vehicle
Infrastructure (NEVI) Formula Program (April/May 2022) YouTube Link:
https://dotvideo.ct.gov/PM/NEVIStakeholderEngagementSessionCTDOT.mp4
9
Program4 established deployment targets based on three-year program implementation
cycles for the following market segments: DCFCs; Level 2 chargers installed at multi-unit
dwellings, workplaces, and public “destinations”; and Level 2 chargers installed at
residential, single-family dwellings. As part of this decision, Connecticut’s electric
distribution companies (EDCs) United Illuminating and Eversource are required to
coordinate and facilitate planning efforts between their light-duty EV managed charging
and make-ready incentive program and CTDOT’s work on the buildout of fast charging.
CTDOT and the EDCs began meeting biweekly in February of 2022. The goal of these
meetings is to work collaboratively and coordinate the implementation of programs that
support Connecticut's transition to electric transportation. These meetings are expected
to continue over the next year and help address challenges and opportunities that may
arise as the CT NEVI program is implemented.
In addition to meeting with the EDCs, which are Connecticut’s two largest utility
providers, CTDOT also hosted meetings with the other small municipal electric utilities
operating within the state that are not regulated by PURA. In preparation for the
meeting, CTDOT sent out a 20-question survey to all participants that allowed them to
discuss their answers one-on-one or submit their responses in writing. Many
participants asked for one-on-one meetings, and CTDOT used these sessions to discuss
any outstanding questions about NEVI and explore how each of the utilities could play a
role in the timely buildout of a fast charging network within their territories and across
the state.
CTDOT has biweekly standing meetings, initiated in March of 2022, with Connecticut's
Clean Cities coordinators who provided valuable resources and information for NEVI
plan development. The Clean Cities coordinators helped to inform their members of
CTDOT's NEVI stakeholder meetings, available NEVI resources, the state NEVI survey,
and CTDOT's EV-related social media posts. CTDOT plans to continue working with
Clean Cities in the future to ensure outreach and stakeholder engagement efforts are
maximized.
CTDOT and CTDEEP staff also engaged with the Georgetown Climate Center, the
Connecticut Green Bank, and the Northeast States for Coordinated Air Use Management
(NESCAUM). NESCAUM in particular, provided detailed information on the challenges
and opportunities for permitting and installing EV charging equipment that was
instrumental in addressing some of the related required plan sections.
4 Connecticut Public Utilities Regulatory Authority: Electric Vehicle Charging Program website accessed on July 28, 2022 from
https://portal.ct.gov/pura/electric/office-of-utility-programs-and-initiatives/clean-energy-programs/electric-
vehicle-charging-program
10
Many of Connecticut's colleges, universities, and institutions of higher learning also
expressed interest in the NEVI program. Many of these facilities are interested in being
EV charging site hosts, while others are interested in helping with research aspects of
the state's Plan to build charging infrastructure. CTDOT is partnering with the University
of Connecticut (UCONN) as part of CT's Cooperative Transportation Research Program
to study Optimal Light Duty EV Charging Station Locations with Supplemental Clean
Energy Microgrids. The study is planned for 24 months, beginning in August 2022.
CTDOT anticipates working with UCONN to identify optimal locations for EV charging
stations across Connecticut with specific constraints in which utility feeder capacity is
limited or costly to expand. UCONN will provide a microgrid design tool to evaluate
optimal charging locations, and CTDOT may utilize this analysis to direct future NEVI
funding investments.
During April and May of 2022, CTDOT held four virtual stakeholder meetings and
presented at four additional venues to inform and keep stakeholders up to date with
NEVI plan guidance and development. These stakeholder meetings also served as
listening sessions where the public, potential site owners/operators, and other
interested parties could engage with CTDOT and ask questions. During these meetings,
the public shared feedback on plan development, stakeholder outreach ideas, and
specific criteria that the state should include in a fast charging grant solicitation over the
next five years. CTDOT provided public notice at least two weeks prior to scheduled
meetings and posted the meeting dates on CTDOT's public calendar. Included in the
public notice was the offer of support services such as language translation and
Americans with Disabilities Act (ADA) accommodations upon request. Stakeholders with
similar priorities were offered the opportunity to group together on specific dates to
facilitate focused discussion topics and questions. CTDOT also varied the meeting times
to encourage broad participation of different stakeholder groups. The CTDOT team was
available to answer questions and receive comments during each session. CTDOT
received over 60+ questions/comments during the four sessions.
11
NEVI Stakeholder Engagement Meetings Spring 2022
Session 1: Focus on Environment | April 26, 12-1pm
Each stakeholder session was live-streamed on YouTube and Microsoft Office Teams
Live. CTDOT ensured that live closed-captioning was also available on Zoom, and the
team posted a presentation recording on YouTube, offering closed-captioning
(including non-English translation options) as an available option. For all Zoom sessions,
CTDOT included additional accessibility and language assistance which stakeholders
could access by contacting a member of our CTDOT Communication staff. We anticipate
that for future NEVI outreach in which we utilize Zoom or YouTube, we will follow the
same procedures to ensure we are giving stakeholders adequate notice of
information/listening sessions and ensure translation and interpretation services are
provided when requested.
12
Figure 1: Sample from CT’s NEVI Survey
In addition to hosting
stakeholder engagement
sessions, the public was
encouraged to take our
NEVI state-specific
survey in which nine
easy-to-read questions
built off our stakeholder
engagement session and
centered around
Connecticut’s specific
NEVI program
development. Answers
were analyzed to gauge interest around questions such as: if chargers should be located
less than 50 miles apart, should CTDOT plan for 350kW chargers in some locations, and
what are the perceived barriers that would prevent Connecticut from achieving stated
vision and goals? On average, the survey took 10 minutes to complete, and we received
a clearer understanding of participants’ feedback. Stakeholders were encouraged to
submit letters and comments to CTDOT via email. Emails and social media channels
were distributed weekly starting in April to inform the public that CTDOT was collecting
input on NEVI planning. CTDOT refined comments into focused topics that helped direct
plan development and will help the grant solicitation development.
Public Outreach
CTDOT engaged a wide range of electric vehicle infrastructure stakeholders and
communities during the Spring of 2022 to receive feedback and input on how
Connecticut should structure the state’s NEVI plan and grant solicitation over the next
five years. In addition to hosting information/listening sessions referenced above,
CTDOT also created other outreach tools that the public could reference to learn more
about the NEVI program.
13
o Public Survey7 to help with plan development
o Email Distribution Sign-Up8 for stakeholders to stay up to date with NEVI
news
o PDF of CT NEVI Stakeholder Presentation 9
o CT FAQ document10 a resource for NEVI stakeholders
• A dedicated NEVI email address: [email protected]
• Generated Social Media Pinpoint Sites
7CTDOT National Electric Vehicle Infrastructure (NEVI) Stakeholder Survey, Available at:
https://forms.office.com/pages/responsepage.aspx?id=-
nyLEd2juUiwJjH_abtzi45T5v9R8yJOhuFZS_ncxCVUQklMUVNCWkhKSjhYWU1SUjhKRU5GRzQ1OS4u
8Subscribe for updates from the Connecticut Department of Transportation at
https://confirmsubscription.com/h/j/B442E21CC5D87BEB
9Connecticut Department of Transportation Outreach Session on the Bipartisan Infrastructure Law: National
Electric Vehicle Infrastructure (NEVI) Formula Program (April/May 2022) PDF of Presentation Link
https://portal.ct.gov/-/media/DOT/documents/dsustainabilityandresiliencyunit/CTDOT-Stakeholder-NEVI-
Presentation-FINAL.pdf
14
Table 2: Public Involvement Results (as of June 10, 2022)
Public Involvement Method Count
Webpage Visits 543
LinkedIn Post 1,004 impressions
Facebook Impressions 630 impressions
Instagram Impressions 307 impressions
Twitter Impressions 1,026 impressions
Completed NEVI General Surveys 93 Survey Responses
Completed Utility Surveys 4 out of 7
Emails to [email protected] 60 emails
CTDOT recognizes that public outreach is critical in ensuring the NEVI program's
success. Despite a short planning timeframe, CTDOT worked to receive feedback from
stakeholders indicating the type of outreach events they would like to see in the future,
and specific groups indicated interest in participating in targeted outreach
opportunities. CTDOT values meaningful public involvement and will be exploring ways
to further engage with these groups during future NEVI outreach opportunities.
Potential Future Outreach Opportunities Identified through 2022 Listening
Sessions/Survey Responses Focused on:
• Multi-Unit Dwelling (MUDs) in low-income neighborhoods
• Gas station owners/operators
• Small Business Organizations
• Fleet Operators (both light-duty and medium & heavy duty)
• Ride-sharing services
• Historically disadvantaged and underserved communities
• Tribal Communities
• EV Charging providers
• Municipalities
• Rural populations
• Communities with limited English proficiency
• Parking lot/garage operators
CTDOT anticipates engaging stakeholders throughout the NEVI process with updates
and opportunities to provide input through email, social media, and outreach events
throughout future plan updates and implementation process. CTDOT intends to utilize
the NEVI Outlook contacts that have subscribed to the distribution list (384 contacts)
and CTDOT's Campaign Monitor listserv, which contains approximately 2,000
subscribers. Additionally, engagement efforts will be directed to include groups
representing disadvantaged, low-income, Tribal and rural communities. The project
team may hire a consultant to lead outreach efforts.
15
CTDOT will consider additional outreach strategies to reach stakeholders, including ad
placement in print and digital news, and social media; authoring op-eds or thought
leadership pieces for print and digital news, as well as social media; and engaging local
transportation media contacts for feature and interview opportunities.
There is a great deal of synergy and excitement around EVs and EV charging
opportunities within the state, and CTDOT anticipates ongoing engagement with the
community and prospective partners in NEVI plan updates and implementation for the
coming years.
The build out of both public direct current fast chargers (DCFC) and public Level 2
chargers is anticipated to play an important role in accelerating the adoption of EVs and
in mitigating greenhouse gas emissions and other transportation related emissions.
Connecticut suffers from some of the worst air quality in the country, especially along
heavily traveled transportation corridors where criteria air pollutants are most densely
concentrated. In Connecticut, the transportation sector is estimated to be responsible
for about 38 percent of economy-wide greenhouse gas emissions, and more than 66
percent of nitrogen oxides, a harmful component of smog and other hazardous air
pollutants.
Based upon the state’s experience installing Level 2 EV infrastructure through the
EVConnecticut program and in partnering with the utilities to install DCFCs in several of
our Service Plazas in 2016, CTDOT has identified significant barriers to the development
of viable business models to operate public DCFC networks. CTDOT does not intend to
own and operate the state’s NEVI charging network. Instead, CTDOT anticipates
providing competitive NEVI grants to other entities, both public and private, for their
acquisition/installation of the public DCFC stations. To realize this, CTDOT has laid out a
vision and supporting goals that will serve as a foundation to help guide the state’s
future NEVI grant solicitation.
Vision
Connecticut’s Charging Ahead Plan will create a multi-year robust roadmap for how the
state intends to catalyze the expansion of a safe, reliable, accessible EV fast charging
network by spurring investment in and ensuring equitable distribution of fast charging
infrastructure throughout the state.
17
• Ensure EV charging network is accessible and easy to locate
o Require clear Manual on Uniform Traffic Control Device (MUTCD)
compliant wayfinding signage
o ADA and universal design considerations
• Maximize investments to complement other available funding
streams/programs
o Encourage NEVI applicants to also participate in utility EVSE programs
(make-ready, managed charging, rate riders etc.) when applicable
o Encourage creative public investment strategies
o Leverage other state financial incentives aimed at building out EV
infrastructure
Contracting
Connecticut’s Charging Ahead Plan: A Strategy to Expand Public Electric Vehicle Charging
will be updated annually (beginning in FY24), allowing public and private entities to
apply for funding to build stations that fit the requirements set forth by the most
current FHWA NEVI program guidance. In Phase 1 (FY22-23) of the program, $18.9
million in federal funds will be allocated to complete the buildout of the DC Fast
Charging network along Connecticut’s FHWA designated Alternative Fuel Corridors.
CTDOT’s analysis indicates that approximately ten areas identified as zones within this
plan will be needed to fully build out Connecticut’s EV corridors for Phase 1.
CTDOT expects to contract with other entities, including private sector entities, EV
charging station providers, site hosts, and others, on a competitive basis to own and
operate the NEVI-funded EV charging stations. CTDOT anticipates releasing grant
solicitations periodically, with criteria that will be developed to collect, evaluate, and
award contracts transparently. Grant contracting language will include all applicable
federal requirements and guidelines. CTDOT will emphasize achieving benefits for
Justice40 Disadvantaged Communities (DACs) and outreach to small businesses as well
as other interested parties. CTDOT will ensure this criterion is included in both the
program development and the award selection process. Grant applications will be
awarded through a transparent scoring and ranking process that CTDOT will develop
following FHWA approval of this Plan.
For Phase 1, the solicitation process will inform prospective grant applicants to identify
specific installation sites within CTDOT's ten identified EV zones and to work with
property owners, utilities, and municipalities to complete the development of their
application that meets the program's rigorous standards. In addition, the awardee will
18
be responsible for all federal requirements and guidelines and will work with CTDOT to
ensure the project adheres to all environmental regulations.
To ensure ongoing operation and maintenance activities, CTDOT's grant solicitation will
define operation and maintenance standards and requirements. CTDOT will require that
awardees provide five years of continuous operation and maintenance for each charging
port and that strict data reporting requirements must be met to guarantee
reimbursement. It will also be documented within contract language that failure to meet
any requirements set forth within the program will jeopardize project reimbursement.
Efficient and effective deployment will be emphasized in the evaluation of applications.
For Phase 1, once all applications are scored, the highest ranked eligible application for
each zone will be proposed for an award. CTDOT will develop grant agreement
packages for proposed awardees. The grant agreement will include a defined Scope of
Work, budget, schedule of deliverables, and terms and conditions. Agreements will
require monthly calls and quarterly project reports to communicate progress and
quickly address any issues that may arise. Reimbursement of the agreed amount (up to
80% of station project costs, pursuant to federal requirements) will occur no sooner than
CTDOT determination of compliance with all requirements and confirmation that the
station is in full operation. CTDOT is considering reserving a percentage of each award
until after proof of minimum period of reliable operations and maintenance.
After the first round of projects is awarded, CTDOT will assess the Phase 1 grant
solicitation and evaluate the installation and commissioning timelines to determine how
to adjust the program strategy.
19
Anticipated October
Drafting of program procedures and protocols 2022-Q1 of 2023
Evaluate Proposals and Include Projects into STIP/TIP 2023
Award Grants/Contract(s) for DCFC station for Phase 1 (Alt 2023
Fuel Corridors)
Although EV sales currently account for a relatively small percentage of overall vehicle
sales in Connecticut compared to internal combustion engine (ICE) vehicles, the market
is growing at a rapid pace. This growth is largely due to advances in battery technology,
expanded vehicle range, increased model availability, and state policies and regulations
to reduce emissions and incentivize EV adoption. The transition from ICE vehicles to EVs
raises a variety of opportunities and challenges, including developing adequate
charging infrastructure to meet consumers’ charging needs, addressing increased
electricity demand, maximizing the potential for more efficient use of the electric grid to
lower electric rates for all ratepayers, and ensuring that low-income residents and
underserved communities’ benefit from transportation electrification.
20
Table 4: Zero Emission Vehicle (ZEV) Production Requirements13
Model Year ZEV Requirement
2021 12%
2022 14.5%
2023 17%
2024 19.5%
2025 and later 22%
Being a state located in the northeast region of the United States, Connecticut
experiences four well defined seasons, with temperatures having the ability to range
anywhere from below zero to over 100 Degrees Fahrenheit. However, on average,
temperatures are historically mild, with only about 12 days per year when the
temperature reaches over 90 degrees, and only about six days experiencing zero
degrees or below. Connecticut experiences generally even precipitation patterns of rain
and snowfall, with about one third of days seeing some amount of precipitation per
year.
21
Warming oceans and melting ice sheets are also causing sea level rise on Long Island
Sound directly affecting the Connecticut shoreline and low-lying terrain. In the last 100
years the waters of Long Island Sound have risen by nearly a foot, and that pace is
accelerating. Under the state-adopted sea level change scenario of 20 by 50 (20 inches
by 2050), a 100-year flood today will be more like a 23-year flood. The Sea Level
Affecting Marshes Model (SLAMM) was applied to Connecticut’s shoreline to better
predict flooding along the coastal areas of Connecticut. The results of the model
indicate that some coastal area roads that currently flood only a few times a year will
flood more regularly, in some cases as much as at least once a month, by mid-century.
The New York to Hartford corridor shares a long expanse of border with New York. It
includes a dynamic mix of densely populated urban and suburban communities along I-
84 and rural townships to the north. A network of state highways (principally State
Routes 7 and 8) connect the corridors largest cities, Danbury, and Waterbury, to the
coastal cities of Stamford, Norwalk, Bridgeport, and New Haven. The strong
transportation assets of this corridor link Connecticut to the national economy. They
also link the Danbury, Waterbury, and Hartford economic regions.
The north-south Hartford to New Haven corridor includes two of the most populous
cities in the state, Hartford, the state capital, and New Haven, the busiest port between
Boston and New York. The corridor also includes New England’s second largest airport,
Bradley International Airport. The corridor developed along the Connecticut River Valley,
which links New Haven and Hartford, to Springfield, Massachusetts and other markets in
Vermont, New Hampshire, and Canada, to the north. I-91 and the Hartford Line are the
transportation backbone of the corridor and connect the region to significant
transportation assets in Massachusetts—I-90. I-84 bisects the corridor from west to east;
it links Hartford to the New York City metro area to the west and Boston to the east.
22
Eastern Connecticut borders Massachusetts in the north and Rhode Island to the east.
The corridor includes a significant manufacturing sector dominated by General
Dynamics Electric Boat in Groton and a large tourism industry comprising Mystic
Seaport, Mystic Aquarium, major casinos, and coastal recreation. I-95 and the Northeast
Corridor rail line link this corridor to New Haven and New York City to the west and
Providence and Boston to the east. I-395, which traverses the corridor north-south, links
eastern Connecticut’s largest cities (New London and Norwich) to Worcester,
Massachusetts and to I-90. The strategy for this region reflects its less urbanized nature
and the importance of tourism and manufacturing.
CTDOT is one of the few state DOTs in the nation that directly owns and operates or
subsidizes nearly all the state’s public transportation services. Public transportation in
Connecticut consists of commuter rail service, intercity passenger rail service, urban
public transportation, and rural transportation providers. There are numerous providers
of bus, paratransit, and commuter and intercity passenger rail service in Connecticut;
however, there are still areas where service is lacking or inadequate to meet demand.
CTfastrak, a bus rapid transit (BRT) system operating in central Connecticut, opened in
2015. In addition to bus, van, and rail services, the state provides grants, assistance, and
incentives for other commuter programs, including telecommuting and ridesharing.
Connecticut has experienced slow population growth and this trend is projected to
continue over the next 30 years. Much of the state’s population is concentrated in the
central and southwestern parts of the state, paralleling I-95 and I-91 and centered in the
cities of Hartford, Waterbury, New Haven, Stamford and Bridgeport.
CTDOT nominated eight corridors (I-84, I-91, I-95, I-395, US-44/CT-2, CT-8, CT-9, & US-
7) for inclusion in the Alternative Fuel Corridor network during FHWA’s initial solicitation
in 2016, but not all corridors met the AFC criteria at that time. Connecticut did not
nominate any additional corridors during FHWA’s round 2 (2017) or round 3 (2018)
nomination cycles. During FHWA’s round 4 (2019) nomination cycle, Connecticut
nominated I-91 as the state’s first signage ready corridor designated for hydrogen.
Interstate 91 serves as Connecticut’s, as well as Western New England’s, primary
North/South route. Connecticut anticipates the corridor to be designated as signage
23
ready upon the re-opening of a hydrogen fueling station in Hartford, currently awaiting
upgrades.
During FHWA’s round 5 (2020) nomination cycle, US-7 was designated as EV signage
ready for the section between the I-95 interchange in Norwalk to New Milford. The
remaining section of US-7 north of New Milford to the Massachusetts border was
designated as EV signage pending until further alternative fueling station infrastructure
were to become operational. Connecticut did not put forward a 2022 Round 6 AFC
nomination to FHWA.
When the February 2022 NEVI guidance was released, the FHWA opened a Round 6
nomination process that set new parameters that defined an FHWA Electric Alternative
Fuel Corridor (see Appendix: FHWA Round 6: Electric AFC Parameters RE: Public DC Fast
Charging) and allowed states, if they so choose, to nominate additional FHWA AFCs.
CTDOT created an inventory of the state’s Direct Current (DC) fast charging
infrastructure and found that the majority of Connecticut’s current signage-ready AFCs
did not meet the new parameters set by Round 6 of the AFC program. Connecticut did
not proceed with additional AFC nominations in 2022 to allow more flexibility in
program development in future years.
The Plan for Phase 1 of Connecticut’s NEVI Plan is to prioritize fast charging build-out of
the state’s existing Electric Alternative Fuel Corridors (Figure 3), and we have been in
24
close contact with our neighboring states to bridge connectivity gaps at the border.
CTDOT received input from many stakeholders during our NEVI outreach sessions that
there is an interest in nominating additional AFCs in the future (Route 6, Route 8, Route
9, and the Merritt Parkway) and CTDOT plans to evaluate the nomination of additional
corridors once all the existing Electric AFCs are built out.
See Appendix for Existing Locations of Charging Infrastructure Along AFCs (qualifying
and non-qualifying).
Stakeholder input received during CTDOT's Spring listening sessions highlighted the
potential difficulty for many entities to front the capital costs for procuring and installing
the charging equipment in order to participate in the NEVI program, which is
administered as a reimbursement program. Recognizing this challenge, CTDOT has
coordinated with the Connecticut Green Bank, a quasi-state organization with a mission
to attract private investment into Connecticut's clean energy economy, to identify
programs within their organization that potential applicants to the NEVI program could
consider when exploring possible EVSE designs.
• The Green Bank’s Commercial Property Assessed Clean Energy (C-PACE) Program
is available to support financing for EV charging on a variety of commercial
property types, either by itself or combined with energy-saving improvements.
This innovative program uses a municipal benefit assessment mechanism to
secure financing with a payment obligation that ties to a benefitted property
rather than to a borrower, providing the ability to improve a building’s cash flow
and amenities without going out-of-pocket. As of the recent passage of Public
Act 22-6, EVSE may be financed as a standalone improvement through C-PACE14.
• The Green Bank also has an open, rolling Request for Proposals (RFP) for Green
Bank Capital Solutions15, through which project developers and capital providers
14Connecticut Green Bank’s Commercial Property Assessed Clean Energy website accessed on July 28, 2022 from
https://www.cpace.com/
15Connecticut Green Bank’s Open Request for Proposals for Green Bank Capital Solutions website accessed on July 28, 2022
from https://www.ctgreenbank.com/wp-content/uploads/2020/07/Open-RFP-for-Green-Bank-Capital-Solutions.pdf
26
may solicit the Green Bank’s participation to increase the impact of a given
investment. This is targeted towards proposals with financing requirements that
are not met by existing Green Bank financing programs. Examples of investments
are senior and subordinate loans or participation in others’ loans; credit
enhancements like loan guarantees and loss reserves; equity; and access to tax-
exempt bonding powers for qualified activities. The Open RFP is geared toward
projects with a financing requirement of $250,000 or greater from the Green
Bank, but smaller sized projects could be considered.
The federal guidance directs states that EVSE funded by NEVI federal funds must be
installed and maintained by a contractor with the appropriate license and who is Electric
Vehicle Infrastructure Training Program (EVITP) 16 trained and certified. According to the
EVITP website, the training is available online and on-demand, with EVITP examinations
occurring in person or online. However, the availability of licensed electricians/electrical
contractors, EVITP-trained and certified workforce, and other critical occupations in this
workforce sector in meeting the increased demand is uncertain. To ensure Connecticut
has a workforce ready for installing and maintaining the EVSE, CTDOT is working with
Connecticut Clean Cities and the DOL/OTP to identify and address the workforce
challenges associated with EVSE installation and operation.
CTDOT recognizes the challenges ahead and plans to provide criteria within the state’s
competitive grant program that helps address these concerns. CTDOT anticipates that
by working with Phase 1 and Phase 2 grant awardees and our planning partners,
solutions will be identified to these concerns and help build out a reliable and
convenient charging network for all.
CTDOT expects to partner with site host owner/operators primarily within the private
sector to develop Connecticut’s EV charging network. Per the Joint DOT/DOE guidance,
Phase 1 of the state’s Plan will focus on enhancement of FHWA corridor-ready and
pending electric AFCs. Once Phase 1 fast charging installation is completed on the AFCs,
CTDOT will shift focus to other parts of the state such as rural/urban communities to
continue deployment of fast charging infrastructure and Level 2 chargers to the extent
permitted under the NEVI program.
16Electric Vehicle infrastructure Training Program (EVITP) website accessed on July 28, 2022 from https://evitp.org/training/
27
Contracted entities will be required to develop stations that incorporate specific NEVI
guidance and the requirements of the minimum standards rulemaking, and to further
Connecticut’s EV charging goals (articulated above).
• Pull-through capacity for at least one space, should be available for vehicles
pulling trailers or RV campers.
• A minimum length charge cable length (15 foot)
• Distributed energy resources that provide electrical capacity or energy
• Close proximity to numerous amenities
• For Phase 2, Level 2 charging CTDOT expects to require specifications such as:
J1772 Connector (industry standard)
o 6-10 kW Max Power
❖ 240 volts, 15-50 amps, single phase
o All AC Level 2 EVSE must be ENERGY STAR certified
28
As required by federal guidance, CTDOT will develop a framework to collect and
evaluate station usage information from equipment owners and adjust the network as
needed based on this information.
CTDOT places resilience as a top priority within our NEVI project development. When
evaluating locations for potential NEVI funding, CTDOT will utilize the Federal
Emergency Management Agency’s National Flood Hazard Layer as a determining factor
of the proposed infrastructure’s resiliency. Areas outside of a Special Flood Hazard Area,
defined as the area that will be inundated by a flood event having a 1-percent chance of
being equaled or exceeded in any given year, will be placed at a higher consideration
than those within.
Funding Sources
Funding for the NEVI Plan is based on federal fiscal year (FY) budget cycles that start on
October 1 and end on September 30th of the following year. As the NEVI program is a
new federal program under the IIJA, the rollout of the program was contingent on
corresponding federal guidance to provide parameters for how the funds could be
spent. Fortunately, NEVI funds can be rolled over into the corresponding fiscal years so
there is not a requirement that FY22 funds need to be obligated by September 30 of
2022.
CTDOT expects to develop a program where the applicants (e.g., private sector parties)
will provide at least the 20 percent cost share required to fund the non-federal share of
the NEVI formula program, such as:
• Private funding, including lender/investor financing
• Utility administered EV Charging Program
• Other non-federal, and non-CTDOT, public or quasi-public funding
sources/programs
Based on previous state-run EVSE incentive programs, private investment from an EVSE
developer or site host in a project helps to ensure the success of both their business
investments and has led to a more reliable product.
CTDOT expects that awardees will charge customers to use the charging stations and be
responsible for maintenance of the infrastructure going forward. CTDOT understands
that per the FHWA guidance, site hosts will be able to determine reasonable kW/hr
29
pricing for the electricity and use of the equipment and, per the guidance, the vendor
may keep charging station revenues subject to federal requirements on program
income or revenue.
Input received during CTDOT's Spring Stakeholder listening sessions indicated that
stakeholders would support, when feasible, placing fast chargers less than 50 miles
between hubs, especially if there was an ancillary benefit to state routes in addition to
interstate travel. CTDOT took that feedback under advisement when selecting zones
(Figure 4) for Phase 1 of the NEVI program.
30
Figure 4: NEVI Phase 1: Alternative Fuel Corridors Proposed DCFC Zones
(July 2022)
32
the state’s EV network. In support of the federal government’s goal to build a reliable,
fast charging network nationwide, CTDOT sees an opportunity to enhance CT’s fast
charging network by increasing redundancy along many of CT’s corridor-ready
corridors.
CTDOT has identified ten zones throughout the state for consideration as priority areas
for Phase 1 build-out of the NEVI program. Each zone would satisfy many of the federal
guidance outlined criteria making them eligible for NEVI funding. These zones may also
be optimal locations for EV owners, future AFC nominations, and equitable locations
based on Census EJ Communities and Justice40 Disadvantaged Communities.
I-395 Locations:
Putnam – I-395/U.S. Route 44 intersection at exit 47 off I-395 NB/SB
Utility: Eversource Energy
This zone lies at a major intersection between I-395 and U.S. Route 44. U.S. Route 44
extends the entire East/West length of the state from the CT/RI border in Putnam to the
CT/NY border in Salisbury, passing through the state’s capital, Hartford. U.S. Route 44
has gained interest towards an AFC nomination for future FHWA rounds, and as such,
this location may be optimal for future-proofing possible additions to CT’s AFC list. The
town of Putnam is also an EJ Distressed Municipality, according to 2020 Census data.
This zone also encompasses a Justice40 Disadvantaged Community. The proposed zone
is 8.5 miles from the Massachusetts border to the North and 21.2 miles to a currently
operational DCFC charging location in Auburn, MA. The zone is also 15.5 miles from the
proposed zone in Plainfield to the South.
*CTDOT is considering the Plainfield I-395 exit 32 location and the Plainfield I-395 NB/SB
Plaza and will allow the application process to determine which location gets awarded.
I-91 Locations:
Hartford – I-91 exit 33
Utility: Eversource Energy
This zone lies off I-91 NB/SB exit 33 in Hartford. The city of Hartford has been
designated as an EJ Distressed Municipality according to 2020 Census data. This central
zone is 18 miles from the Massachusetts border to the North and 35 miles to a currently
operational DCFC charging location in Chicopee, MA. The zone would also be 35.8 miles
to a NEVI qualifying DCFC charging location to the South, operational in North Haven,
CT. There are currently three existing DCFC locations within this zone, which have the
potential to be upgraded to meet NEVI program requirements. This proposed zone
would complete the NEVI requirements for the I-91 AFC.
I-95 Locations:
Old Saybrook – I-95/State Route 9 Intersection off I-95 exit 69 NB/SB
Utility: Eversource Energy
This zone lies at a major intersection between I-95 and CT State Route 9. CT State Route
9 plays a vital role as a North/South connector between I-95 to the South and I-84 to
the North. The highly utilized route also intersects I-91, connecting numerous
communities to economic centers throughout the state. CT State Route 9 has gained
interest towards an AFC nomination for future FHWA rounds, and as such, this location
may be optimal for future-proofing possible additions to CT’s AFC list. The zone would
be 15.2 miles from a NEVI qualifying DCFC charging location to the North, operational
in Waterford, CT. Additionally, the proposed zone would be 45.8 miles from a NEVI
qualifying DCFC charging location to the South, operational in Stratford, CT. An
additional NEVI qualifying DCFC charging location is located off AFC I-91, just 36.8 miles
from the proposed zone as well. Zone may change depending on the outcome of a PEL
study currently underway in this area. If the outcome of the PEL study effects the Plan,
we will update our grant solicitation to select another zone along the corridor.
I-84 Locations:
Willington – I-84 exit 71
Utility: Eversource Energy
This zone lies off I-84 EB/WB exit 71 in Willington. This zone is located 10.5 miles from
the Massachusetts border to the East and 32 miles to a currently operational DCFC
charging location in Auburn, MA. The zone would also be 17.4 miles to a NEVI qualifying
DCFC charging location to the West, active in Manchester, CT. This zone also
encompasses a highly utilized truck stop location known as “TA Travel Center.”
U.S. Route 7
North Canaan - U.S. Route 7/U.S. Route 44 Intersection
Utility: Eversource Energy
This zone lies at a major intersection between U.S. Route 7 and U.S. Route 44 in North
Canaan. U.S. Route 44 extends the entire East/West length of the state from the CT/RI
35
border in Putnam to the CT/NY border in Salisbury, passing through the state’s capital,
Hartford. U.S. Route 44 has gained interest towards an AFC nomination for future FHWA
rounds, and as such, this location may be optimal for future-proofing possible additions
to CT’s AFC list. The zone also encompasses an EJ block group community, according to
2020 Census data. The zone is located just 1.7 miles from the Massachusetts border to
the North. The proposed zone would also be 53.2 miles from the proposed zone in
Danbury, CT, to the South.
*Additional proposed locations fulfilling U.S. Route 7 build-out have been included in the
aforementioned sections (I-84 Danbury & I-95 Norwalk)
In response to emerging trends and technologies in the medium and heavy duty (MHD)
sector, Connecticut has begun planning to support MHD fleets moving into the electric
36
space. The increased market penetration of MHD EVs is expected to create greater
demand for and consequent investment in Connecticut's EV charging network.
Additional infrastructure will be necessary to support the introduction of long-haul HD
EVs designed for and destined to travel the interstates through Connecticut.
In preparation for the electrification of the MHD sector, CTDOT has included a specific
goal in the state's Freight Plan, currently being drafted, that focuses on equity,
environmental protection, and livability. The objective associated with that goal is to
mitigate freight movement impacts on communities located near freight facilities or
freight corridors and reduce freight transportation-related greenhouse gas emissions by
increasing electric vehicle charging and alternative fueling infrastructure. Also, as part of
the analysis for the Freight Plan, the state has identified freight corridors that are critical
urban freight routes and critical to rural freight delivery. These maps will be helpful to
the state as we begin to explore where we should prioritize fast charging buildout for
the MHD sector.
Figure 6: Connecticut’s Freight Network
As part of the state's Freight Plan development, CTDOT has reached out to stakeholders
about their planning around the adoption of alternative fuels such as electricity. CTDOT
has also actively participated in freight-related workgroups that follow freight
electrification news and technology. CTDOT is closely monitoring for the ramp up of
commercial MHD fleet electrification, and in preparation for the MHD EV wave,
Connecticut has aligned itself with regional partners working to support the
37
advancement of MHD fleet electrification efforts. Connecticut is one of the 14 states,
along with the District of Columbia, that has signed a Memorandum of Understanding
(MOU) to advance the market and use of electric MHD vehicles. This MOU provides that
100 percent of all new MHD vehicle sales (including large pickup trucks and vans,
delivery trucks, box trucks, and long-haul delivery trucks) be zero-emission vehicles by
2050, with an interim target of 30 percent ZEV sales by 2030.
The Connecticut state legislature has also shown support of advancing MHD fleet
electrification. During the Spring 2022 session, the legislature passed An Act Concerning
the Connecticut Clean Air Act17 which creates a voucher program, to be managed by
CTDEEP, to help electrify Class 5 to Class 13 FHWA classified vehicles and Class 3 to
Class 8 school buses. CTDEEP plans to prioritize funding for projects that maximize air
pollution reductions in environmental justice communities, and funds will help fleets
purchase vehicles and install electric vehicle charging infrastructure for qualifying
vehicles. Additionally, PURA has opened proceeding (Docket No. 21-09-1718) to explore
solutions to advance ZEV bus and MHD fleet electrification within the state, and CTDOT
and CTDEEP are actively participating in these docket proceedings.
17 Public Act No. 22-25. An Act Concerning the Connecticut Clean Air Act accessed on July 28, 2022
https://www.cga.ct.gov/2022/act/pa/pdf/2022PA-00025-R00SB-00004-
PA.pdf#:~:text=Public%20Act%20No.%2022-
25%20AN%20ACT%20CONCERNING%20THE,and%20House%20of%20Representatives%20in%20General%20Assem
bly%20convened%3A?msclkid=a9cb6e0acfa511ec87e86000f19b2a7f
38
facilities. The transition to fully BEB will be instrumental in helping to advance the
electrification of many of the on-demand and paratransit vehicles in the future because,
in most cases, these vehicles are dispatched from the same depots or hubs as the transit
buses. The user case for public transportation EV charging is to charge at the bus
garages/depot facilities, typically overnight when the vehicles are generally not in use.
These facilities are not open to the public for other vehicle owners to charge.
CTDOT is currently working in conjunction with the state’s six CTtransit divisions, 11
transit districts in addition to the 22 bus service providers that provide dial-a ride,
express bus, and other services to extend the reach of services and facilitate the
expansion of the state’s micro-transit or on-demand services throughout the state. In
the Spring of 2022, the Greater Hartford Transit District was awarded a $250 thousand-
dollar Federal Transit Administration “Areas of Persistent Poverty” grant to install
charging infrastructure and to purchase paratransit electric Ford Transit vehicles.
Limitations in procurement options have limited electrification of most on-demand and
paratransit services but CTDOT has begun performing cost estimates for installing
charging for these vehicles at depots across the state. In addition, both the Norwalk and
the Estuary Transit District ran electric on-demand pilot projects within Connecticut.
Later this year (2022), as part of an upcoming Request for Proposal, CTDOT plans to
prioritize additional electric vehicle micro-transit pilot projects. The state anticipates
exploring opportunities to build on the lessons learned within these pilots to help
encourage more paratransit and micro-transit fleets in the future to consider moving
towards electrification.
CTDOT is actively engaged and plans to work with ridesharing companies operating in
Connecticut to understand their operational needs and challenges as they explore
incorporating electric vehicles into their fleets. CTDOT anticipates that these
conversations will be ongoing and informative to CTDOT’s NEVI planning over the next
several years.
39
private sector to increase the number of public chargers and increase data collection
and analyses to adopt models that can help inform EVSE charger siting.
In Connecticut’s NEVI program, we will rely on the applicant to coordinate with local
property owners and municipalities on zoning and permitting. Proposed applicants will
also be required to demonstrate that they have begun coordinating with the utility
territory in which the charger resides. Discussions with utilities and municipal officials
during CTDOT’s spring listening sessions revealed concerns over locations being
awarded funding without consideration of the applicant’s ability to secure utility and
local government approvals and to get the equipment operational promptly. As a result,
CTDOT anticipates the scoring criteria for our NEVI program will give greater weight to
applications with charging station proposals already coordinated at the municipal and
utility level.
Implementation
Strategies for EVSE Operations & Maintenance (O & M)
The need for support for the continued operation and maintenance of the NEVI-funded
DC fast charging infrastructure was identified throughout outreach efforts as an
important factor in NEVI planning. Many EV drivers shared that, too often, they plan to
use a specific fast charger as part of their travel, and upon arrival, find that the station is
inoperable or in disrepair. Ensuring reliability and uptime is a high priority for the
Connecticut NEVI program. We have been exploring different strategies to ensure these
stations stay viable for years to come and are still evaluating which approaches we will
be utilizing.
40
Potential Strategies for EVSE O&M
• To be eligible for funding under the NEVI program, the applicant must have
considered if an applicable utility-led DC fast charging managed charging
program or enrolling in an EV-specific Time of Use (TOU) rate, if available, is
feasible
• Grant criteria may require the awardee acquire a minimum-year service
contract/maintenance contract, regardless of whether the expense may be
reimbursed
• O&M funding may be based on tiers, and higher amounts may be given to
priority locations (rural, underserved) but ramped down over time
• CTDOT will monitor station up time through vendor reported usage data and
general user satisfaction found on publicly accessible third-party charging web
sites
• CTDOT expects the enforcement of idle fees, usage guidelines, and time limits
will be the responsibility of the vendor/station operator
• Withholding of a portion of the NEVI reimbursement amount conditional on
proof of satisfactory up-time of at least (97%) over a certain time period
Strategies for Identifying Electric Vehicle Charger Service Providers and Station
Owners
Phase 1 of our Plan prioritizes filling the DC fast charging gaps within key corridors to
mitigate range anxiety and ensure charging infrastructure is located within a reasonable
distance (at least 50 miles) between fast charging locations and within a mile off the
interstate ramp. The CTDOT has identified zones within the state where the buildout of
fast chargers along our alternative fuel corridors would be strategic for both consumers
41
and application of the NEVI Phase 1 requirements. We have developed an initial draft
map depicting these potential zones.
CTDOT presented a first draft of this map during our initial public outreach session in
January and received indication from the private sector that some of the initial zones we
identified might be fulfilled by August of 2022 by private-sector projects already in the
pipeline and may meet the new NEVI guidelines. In addition, we also heard from many
charging providers and potential site hosts that they don’t want the state to be too
prescriptive in telling them where to install charging infrastructure. We will keep abreast
of all fast charging infrastructure buildout within the state. We understand that it is
paramount to continue an open dialog with EV service providers and potential site hosts
and owners.
• Establish an email distribution list for NEVI, which interested parties can sign up
and be notified of NEVI announcements
• Work with our Utility Partners to ensure utilities’ existing hosting capacity and
other information is available on our NEVI website
• Publish our Phase 1-proposed DC Fast Charging Zone Map any other applicable
EVSE planning resources on our website
• Continue to have an open dialog with stakeholders (listening sessions, webinars,
etc.)
• Explore incentivizing providers/site hosts to put chargers in rural or low utilization
locations
• Broad and multi-platform announcement of program solicitation when the
application period opens
42
CTDOT Strategies for EVSE Data Collection & Sharing
The CTDOT has coordinated with the Department of Emergency Services and Public
Protection’s Division of Emergency Management and Homeland Security (DEMHS) to
establish a State Evacuation Response Framework to support municipalities and state
departments. The state’s evacuation study predicts that as many as 17,000 residents will
have some degree of a transportation need during a Category 1 or 2 tropical storm, but
that most residents and tourists will evacuate an area using their own means of
transportation in most evacuation scenarios.
43
Strategies to Address Resiliency, Emergency Evacuation, Snow Removal/Seasonal Needs:
• Program will require all EV charging installers and maintainers to hold an Electric
Vehicle Infrastructure Training Program (EVITP) certification and Electrical
Contractors and Journeypersons must hold a license issued by the Connecticut
Office of Consumer Protection
• CTDOT will coordinate with CTDOL Office of Apprenticeship to inform all
registered apprenticeship related instruction providers that an EVITP certification
program is available
• CTDOT to coordinate with CTDOL Office of Apprenticeship to encourage EVITP
training be offered to registered apprentices nearing the end of their term.
• Connect with contractors working in the field to identify what resources are
needed to expand certification and overcome workforce hurdles in the EVSE field
19Battery storage incentive programs administered by the EDCs and the Connecticut Green Bank: CT Energy Storage Solutions
Program, https://energystoragect.com/ CT Non-Residential Renewable Energy Solutions Program,
https://portal.ct.gov/pura/electric/office-of-utility-programs-and-initiatives/clean-energy-programs/non-residential-renewable-
energy-solutions-program
44
• All other non-electrical laborers directly working on EVSE must have appropriate
licenses, training, and certification in support of providing a safe and quality
charging station.
Connecticut Clean Cities approached leaders within the national EVITP to discuss ways
to promote online certification for prospective Connecticut workers interested in
obtaining certification within the EV charging field. CTDOT plans to stay abreast of
program developments and work with our Clean Cities partners to encourage the
development of this online program and promote public outreach throughout the state.
Civil Rights
CTDOT ensures that no person in the United States shall, on the grounds of race, color,
or national origin, be excluded from participation in, be denied the benefits of, or
otherwise be subjected to discrimination under any program or activity.
45
To comply with Title VI Requirements:
Equity Considerations
Connecticut will be using the Electric Vehicle Charging Justice40 Map tool developed by
the U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT)
to identify disadvantaged communities that may directly or indirectly benefit from this
program. This tool incorporates publicly available data on vulnerable populations,
health, transportation access and burden, energy burden, fossil dependence, resilience,
and environmental and climate hazards.
CTDOT also plans to use Connecticut’s 2021 Environmental Justice Community map 20,
see figure 7 below, which represents the environmental justice communities in
Connecticut as defined by section 22a-20a of the Connecticut General Statutes. The EJ
communities include distressed municipalities as defined by DECD, as well as census
block groups that are not in distressed municipalities in which 30% or more of the
population lives below 200% of the federal poverty level. Additional data is also listed in
this map that indicates the percent of the population in the general area that identifies
their race as a race other than white alone and/or identifies their ethnicity as Hispanic
and the percent of households in the given area that identify as having limited English
proficiency. This map is widely utilized in many existing state incentive programs related
to EVs, including DEEP’s Volkswagen Settlement, DEEP’s Diesel Emission Reduction Act
(DERA), and PURA’s EV Charging Program. CTDOT has heard from many in the EJ
community that they would like consistency in how the state defines EJ communities
and that they have concerns with CTDOT only relying on the Justice40 tool to define
disadvantaged communities since it much narrower than the state tools.
To stay consistent with the equity and environmental justice work being done within
Connecticut, CTDOT plans to use both the Justice40 mapping tool and the CT 2021
20 Connecticut’s 2021 Environmental Justice Community Map accessed on July 28, 2022 from
https://ctdeep.maps.arcgis.com/apps/webappviewer/index.html?id=d04ec429d0a4477b9526689dc7809ffe
46
Environmental Justice Community map and will balance siting charging stations in
locations that provide reasonable access for vehicle owners in these communities as well
as potential air quality benefits.
There have been several state-organized Equity & Environmental Justice Working
Groups over the past several years that CTDOT has participated in. These include the
Equity & Environmental Justice Working Group of the Governor’s Council on Climate
Change, and the EJ Working group organized to provide input on the regional
Transportation Climate Initiative (TCI). CTDOT presented to the TCI-related EJ working
group several times about the NEVI program during 2022 and plans to continue to
47
ensure over the course of the NEVI program that outreach materials and notifications
are broadly disseminated within EJ communities.
As a result, recommendations were brought forward that for future outreach, the state
should partner with leaders of EJ communities to ensure that residents’ perspectives are
incorporated into planning decisions and program design from the beginning. In
response to this, CTDOT will develop its program structure to have targeted community
outreach and input prior to final selection of NEVI-funded charging station locations.
This public outreach will include identification of DACs in the area of a proposed station
and targeted notification and outreach to those communities. CTDOT also anticipates as
part of the grant solicitation, we will require applicants to include an outreach plan or
details regarding how the public (including DACs) were engaged or will be engaged as
part of the site selection process.
CTDOT recognizes that we must engage directly with underserved and overburdened
communities to develop responsive approaches to communities’ needs.
In December of 2021, Governor Lamont signed Executive Order No. 21-321 establishing,
within DEEP, a Connecticut Equity and Environmental Justice Advisory Council (CEEJAC)
in which CTDOT participates. One of the goals of the CEEJAC is to integrate
environmental justice considerations into the programs, policies, and activities to
improve the health and environment of Environmental Justice Communities, in key areas
including, but not limited to: (1) rulemaking, (2) permitting standards and processes, (3)
compliance and enforcement, (4) science and data, and (5) equitable program delivery;
providing mechanisms for Environmental Justice Communities to have a meaningful
opportunity to participate. CTDOT intends to present its NEVI program, as it develops,
to CEEJAC and obtain its input.
Benefits to DACs through this Plan, and Process to Identify, Quantify, & Measure
Below are examples of benefits that were brought forward to CTDOT during our
comment/listening sessions in the Spring of 2022 and which CTDOT is intending to fold
into our NEVI program in Phase 1 (other benefits/metrics will be discussed for Phase 2 in
future annual updates to this plan):
Connecticut Executive Order No. 21-3 signed on December 16, 2021 https://portal.ct.gov/-/media/Office-of-the-
21
Governor/Executive-Orders/Lamont-Executive-Orders/Executive-Order-No-21-3.pdf
48
disproportionate transportation-related air pollution. To attempt to
mitigate the air emissions, CTDOT plans to use both the Justice40
mapping tool and the CT 2021 Environmental Justice Community map
both in program planning under Phase 2 and as a criterion for reviewing
applications under the state’s NEVI grant program. The reason CTDOT
focuses this more on Phase 2, is because under Phase 1 the locations for
stations are heavily influenced by the NEVI Program Phase 1 requirements
(e.g., only AFCs, 50 miles maximum between stations, and 1 mile maximum
from exits). Nonetheless, CTDOT will use these same mapping tools as part
of location selection evaluation in Phase 1 to the extent possible.
o Criteria pollution and carbon emissions reduction are measurable by the
vehicle (EV displacement of ICE vehicle), not necessarily by the charging
station. CTDOT anticipates capturing these emission benefits by using
available tools from the federal government and other available resources.
• Improving clean transportation access through the location of charging stations,
o The benefits of access to charging stations can be measured at least in
terms of distance to the stations. To comply with federal NEVI program
requirements, NEVI Phase 1 will be directed to fast charging buildout
within one mile of AFC exits. Therefore, CTDOT anticipates that specific
targets to support this benefit will be more fully applicable to Phase 2 of
the program.
CTDOT plans to further engage with DACs over the next year to determine which
benefits the state will measure and track for this program.
In measuring benefits to DACs CTDOT anticipates the Joint DOE/DOT office or FHWA
will establish national standards for measuring the benefits to the public, such as air
quality or job creation. In the meantime, CTDOT will evaluate examples from industry,
other states, and current practices to begin to internally track, measure, and assess our
performance through the lifecycle of managing the NEVI program.
In addition to benefits, the NEVI program will also consider the avoidance of potential
burdens associated with establishing new charging stations. An example of burdens may
include a community’s desire to avoid siting a charging station in or adjacent to
residential or mixed-use areas, where the station would attract an increase in vehicle
traffic and associated corridor safety and congestion-related concerns, as well as time of
day/evening use, lighting, and other quality of life elements.
49
Labor and Workforce Considerations
Over 100 years ago, Connecticut was home to the Columbia Electric Vehicle Company,
the first mass-producer of electric vehicles in American history. 22 Unfortunately, electric
vehicles were quickly supplanted by more powerful and less expensive gasoline-
powered vehicles. With advances in technology and a focus on improved air quality and
climate change mitigation, EVs are once again part of America’s mainstream automobile
culture. Vehicle electrification draws large investments from both the public and private
sectors, and Connecticut is well prepared to maximize both the economic and
environmental benefits of EV deployment.
Connecticut anticipates that installing, operating, and maintaining the NEVI Formula
Program’s EV charging infrastructure will create new opportunities for the state’s
workforce. We expect to see new jobs become available, particularly in the electrical and
other construction trades, while also creating opportunities within labor sectors
tangentially connected to alternative transportation. In 2020, all value chain segments in
Connecticut’s alternative transportation sector experienced growth, with the majority of
job growth concentrated in manufacturing, wholesale trade, and other services,
including automotive repair and maintenance. 23 Moreover, Connecticut’s hybrid electric
and electric vehicle industries added 188 new jobs to the Connecticut clean energy labor
market in 2020 collectively.24 Connecticut expects that the injection of NEVI funding into
the state’s alternative transportation sector will further bolster job growth in this sector
of the state’s clean economy.
22KathyFoley21, P. by. (2022, May 13). May 13: The Electric Car Debuts. in Hartford. in 1897. Today in Connecticut History.
Retrieved May 16, 2022, from https://todayincthistory.com/2022/05/13/may-13-the-automobiles-electric-future-debuts-in-
1897-2/#:~:text=Today%20in%201897%2C%20outside%20his,electric%20car%20in%20American%20history.
23Connecticut Green Bank: Connecticut Clean Energy Industry Report, September 2021, accessed on July 28, 2022 from
https://www.ctgreenbank.com/wp-content/uploads/2022/01/2021-CT-Clean-Energy-Industry-Report.pdf
24Id.
25 Executive Order 21-3, December 2021, Available at: https://portal.ct.gov/-/media/Office-of-the- Governor/Executive-
Orders/Lamont-Executive-Orders/Executive-Order-No-21-3.pdf
50
from Connecticut’s black, indigenous, and people of color populations. This newly
formed CCEC will be an asset in identifying ways that EV infrastructure investments
facilitate the growth and diversification of the workforce including broadening
workforce participation and opportunities for residents in Connecticut’s underserved
and underrepresented communities.
Connecticut will also incorporate guidance from the Connecticut Office of Workforce
Strategy (CTOWS), in coordination with CTDECD that serves as the administrative staff to
the Governor’s Workforce Council (GWC)26, in its EVSE deployment planning and
contracting efforts. The GWC has identified four priority areas to address skills and
opportunity gaps to ensure that Connecticut’s workforce is poised to meet the demands
of the 21st century economy:
The CTDOT and CTDEEP will coordinate with the CTOWS and the CTDOL and our CT
Clean Cities partners to identify opportunities for leveraging NEVI investments to
advance the priority areas identified by the GWC.
26The Governor’s Workforce Council has been tasked with setting strategy and policy for the state’s Pre-K through retirement
workforce pipeline, and to serve as the prime coordinator for businesses, educators, trainers, state agencies, state workforce
boards, non-profits, and others. More information available at: https://portal.ct.gov/gwc/
CTDOT is committed to integrating diversity, equity, and inclusion throughout all levels
of the agency. CTDOT has a standing committee to set the disadvantaged business
enterprises (DBEs) goals for projects, and we utilize our standard process to determine
DBE goals for the NEVI program.
Cybersecurity
As the number of electric vehicles increases in Connecticut, so will the need for more EV
charging infrastructure to connect to the electric grid. Each EV fast charger that CTDOT
funds under NEVI will be required to be networked, thus requiring an internet
connection. A networked charger is critical for collecting and reporting data and for the
charger to receive control signals if participating in a specific utility management
program. In addition, research and workgroups developed at the national level indicate
that EV chargers are a potentially vulnerable point where cyber security attacks could
occur.
52
In 2018, a multi-disciplinary team of state government, local government, education,
and private business developed the State of Connecticut's Cybersecurity Action Plan 28.
This Action Plan outlines how to plan, respond to, and recover from threats to the state's
cybersecurity infrastructure at the state, local, and private-sector levels. While EV
infrastructure is not explicitly called out within the plan, there is an emphasis on the fact
that the state, businesses, and organizations need to stay engaged with the latest
threats that might impact our residents and rely on organizations and industry
standards when initiating new programs and services.
In PURA’s Final Decision in Docket No. 17-12-03RE04 that established the EDC’s EV
Charging Program, PURA directed Eversource and United Illuminating utilities to
develop a comprehensive Data Privacy and Security Plan for the EV charging Make
Ready program. The planning framework ensures that adequate attention is given to
53
cybersecurity and customer privacy challenges to address new and emerging threats. All
EV charging vendors participating in the utility make-ready program must follow strict
security standards, and CTDOT anticipates utilizing those set security standards in our
NEVI program requirements.
Program Evaluation
CTDOT will be re-evaluating the state’s charging network bi-annually using U.S. DOE’s
Alternative Fuel Data Center and monitoring private sector charger development.
CTDOT also anticipates working closely with our utilities and other planning
partners/stakeholders to identify new locations and make necessary improvements to
existing locations. CTDOT also hopes to examine usage data returned from installed
equipment to help correlate the need for additional charging locations at developed
sites.
CTDOT and CTDEEP, in conjunction with Atlas Public Policy, are currently developing an
EV-specific dashboard to track charging stations and EV registrations. The state hopes to
utilize that data to help guide future NEVI investments.
CTDOT will update its NEVI Plan annually. Future updates will address Phase 2 of the
NEVI program. Phase 2 starts after FHWA certification that the AFCs have been built-out
in accord with NEVI requirements, though CTDOT’s planning for Phase 2 will begin in
more detail with the 2023 annual update to this plan.
54
Appendix
55
420 Buckland 2 dual-headed 150kW CCS
Hills Dr, 3 dual-headed 350kW CCS Electrify
164399 DCFC I-84
Manchester, CT, 1 dual-headed 50kW America
06042 CHAdeMO/ 150kW CCS
2 dual-headed 350kW CCS
I- 915 Hartford Tpk,
3 dual-headed 150kW CCS Electrify
121737 DCFC 395/I- Waterford, CT,
1 dual-headed 50kW America
95 06385
CHAdeMO/ 150kW CCS
*Defined by the state-this should match the unique ID in the state’s applicable GIS databases
*Data extracted April 1, 2022
State EV
Charger
Charging Number of EV EV Network
Level Route Location
Location Connectors (if known)
(DCFC, L2)
*Unique ID*
1 dual-headed
7 Backus Ave, 50kW
US-7/I-
198765 DCFC Danbury, CT, CHAdeMO/CCS eVgo Network
84
06810 1 single 50kW
CHAdeMO
1335 Boston Post
ChargePoint
182677 DCFC I-95 Rd, 1 single 24kW CCS
Network
Darien, CT, 06820
1 dual-headed
25 Old Kings Hwy,
198862 DCFC I-95 50kW eVgo Network
Darien, CT, 06820
CHAdeMO/CCS
930 Kings Hwy E, 1 single 50kW J- Non-
60900 DCFC I-95
Fairfield, CT, 06825 1772 Networked
165 W Service Rd,
1 dual-headed Non-
44435 DCFC I-91 Hartford, CT,
50kW J-1772 Networked
06120
777 Main St,
Non-
50448 DCFC I-91/I-84 Hartford, CT, Unknown
Networked
06103
71 Asylum Street,
ChargePoint
89777 DCFC I-91/I-84 Hartford, CT, 1 single 24kW CCS
Network
06103
56
State EV
Charger
Charging Number of EV EV Network
Level Route Location
Location Connectors (if known)
(DCFC, L2)
*Unique ID*
1 Weston Park Rd,
ChargePoint
164606 DCFC I-91 Hartford, CT, 1 single 24kW CCS
Network
06120
1 South Street, 1 dual-headed
Applegreen
223850 DCFC I-95 Madison, CT, 130kW
Electric
06443 CHAdeMO/CCS
1205 Tolland Tpke, 1 dual-headed
198244 DCFC I-84 Manchester, CT, 50kW eVgo Network
06042 CHAdeMO/CCS
57
State EV
Charger
Charging Number of EV EV Network
Level Route Location
Location Connectors (if known)
(DCFC, L2)
*Unique ID*
746 Danbury Rd,
ChargePoint
80416 DCFC US-7 Ridgefield, CT, 1 single 23kW CCS
Network
06877
200 E Main St, 1 dual-headed
198865 DCFC I-95 Stratford, CT, 50kW eVgo Network
06614 CHAdeMO/CCS
175 Hartford
Non-
105196 DCFC I-84 Turnpike, Vernon, 1 single 25kW CCS
Networked
CT, 06040
471 New Park Ave, 1 dual-headed
198247 DCFC I-84 West Hartford, CT, 50kW eVgo Network
06110 CHAdeMO/CCS
355 Campbell Ave, 1 dual-headed
198223 DCFC I-95 West Haven, CT, 50kW eVgo Network
06516 CHAdeMO/CCS
978 Danbury Rd, 1 single 50kW Non-
44464 DCFC US-7
Wilton, CT, 06897 CHAdeMO Networked
58