skip navigation
MRSC logo

Have a Research Question?

Ask MRSC

Have a Research Question?

Ask MRSC

Electric Vehicles

This page provides an overview of how local governments in Washington State can support transitions to electric vehicles (EVs), including installing EV charging stations, acquiring EV fleets, creating development codes and incentives, providing funding, and more.

Overview

The 2021 State Energy Strategy (2020), developed by the Department of Commerce, estimates that one million internal combustion engine vehicles need to be replaced with zero-emission (i.e., electric) vehicles (EV) by 2030 to meet the state’s Greenhouse Gas (GHG) reduction target. 

Washington State has established several goals for reducing GHG emissions. By 2050, the goal is to reduce overall emissions to 95% below 1990 levels with net zero emissions per RCW 70A.45.020. For additional information on GHG reduction targets and strategies, see the Department of Commerce’s State Energy Strategy page and MRSC’s Greenhouse Gas Reduction Strategies for Local Governments page.

To limit on-road transportation emissions, the most significant contributor to GHGs, the state has adopted California’s motor vehicle emissions standards, which are more stringent than federal regulations (RCW 70A.30.010).

Local governments can help speed up adoption of EVs by encouraging the installation of public EV charging infrastructure throughout their communities. This may require updates to transportation infrastructure strategies and changes to any relevant electrical codes.

Since vehicle fleets make up a significant share of emissions from local government operations, agencies can also purchase electric and low emissions vehicles for municipal operations (i.e., green fleet) and invest in EV infrastructure. Local programs can prioritize a transition to clean vehicles, reduce Vehicle Miles Traveled (VMT) through logistical trip management, and encourage driving patterns and practices that minimize emissions. For additional information, see the Local Government Fleets section on this page. 

How Do EVs Recharge?

Because the electricity required to power EVs is stored in the battery pack, these vehicles need to be recharged regularly. EVs come equipped with charge ports into which connectors are plugged. This connector is attached to the charging station and delivers electricity to the vehicle. The U.S. Department of Energy's Alternative Fuels Data Center provides a detailed overview of how EV charging works, including information on types of charging ports and connectors.

Two types of electrical currents can fuel these cars: alternating current (AC) and direct current (DC) power. There are three current standards for EV charging stations, each with different powers, volts (V), charging speeds, and electrical infrastructure needs.

  • Level 1 (120V): These are universal chargers and use standard outlets like those in homes. They are the simplest to use and don’t require new electrical wiring. However, they are slow to charge, giving cars two to five miles of range for every hour they’re plugged in.
  • Level 2 (240V): The most common public chargers, these require a 240VAC-dedicated circuit similar to the ones used for washer/dryers. Most homes and commercial properties have 240V lines but installing chargers could require extra electric work. These chargers add 10 to 20 miles of range for every hour of charging./li>
  • Level 3 (480+V): Also known as DC Fast Charge, these can recharge cars in 20 to 30 minutes and draw the most power.

Selecting the appropriate EV charger level for a location is crucial to meeting the needs of potential users. The level should match the time it would take to recharge a vehicle within the time the user already spends at the site. For example, a public park might want to offer a DC Fast Charge to accommodate visitors who only spend a limited time at the site.

Accross the state, there are far more public Level 2 chargers than public DC Fast Chargers for passenger vehicle charging (see to the Washington Department of Transportation's Electric Vehicles – Public Charging Stations page).

Publicly-Owned Charging Stations

Local governments have a role to play in providing and incentivizing EV charging stations equitably throughout their communities, especially in areas where private entities might not be providing them. Access to EV charging could also be more critical for certain communities such as those located near major roadways, airports, and marine ports where GHGs are more likely to cause adverse health impacts. Another consideration is that communities consisting of single-family homeowners and renters are more likely to have access to charging stations than those in other living situations since they can install them at home.

One way to encourage more widespread EV adoption is by installing public charging stations for drivers who may not have charging capabilities where they live. Local governments may own or operate electric vehicle charging stations by providing chargers at administrative buildings, park and recreation facilities, park-and-ride lots, or other public areas.

Signage Requirements

To comply with RCW 46.08.185, local agencies must post signage consistent with the Federal Highway Administration’s Manual on Uniform Traffic Control Devices at charging stations. These posted signs must describe charges, fees, and costs per RCW 19.94.560.

Parking and Charging Time Limits

Drivers who park in designated spaces without charging their vehicles are subject to fines per RCW 19.94.560(2).

When installing charging stations, municipalities may want to consider “dwell time,” or how long residents can park their vehicles while charging at charging stations. Some municipalities increase fees if drivers park their cars at charging stations for extended periods. Local governments that have installed charging stations in parking garages may charge only for entry but do not charge additional fees.

Other local governments require drivers parked at charging stations to meet parking regulations already in place; for instance, a driver may receive a ticket if they charge their vehicle for over two hours in a two-hour parking zone.

Below are some examples of standards for public charging stations:

Charging Fees/Rates and Gifts of Public Funds

Some municipalities wonder if they must set fees for public and employee use of charging stations. Employees can charge their personal EVs at their offices if this benefit is articulated as a benefit of employment. If certain benefits are offered to employees as part of their formal compensation packages, they are not typically considered gifts of public funds.

Employees do not have to receive free charging benefits, however. For instance, Tacoma Power Utilities (TPU) employees pay the same per kilowatt/hour (kWh) rate at the TPU campus or TPU-operated charging stations as the public. 

The second factor to consider is whether to charge the public or not. Some jurisdictions offer free public charging, assuming that most charging sessions are for “topping off” batteries and that the incurred bank fees would exceed energy costs. MRSC suggests that offering no-cost charging sites could be justified as part of local climate action policies or similar programs.

On the other hand, many other municipalities charge the public for use of charging stations. Like the policies and programs mentioned above, these fees ensure the public is not receiving gifts of public funds. Seattle, for instance, charges a fee based on kilowatt hours during peak weekday hours that is slightly less outside of those times. See Seattle City Lights's Public EV Charging Program FAQ.

Below are some examples of charging rates and codes authorizing usage and fees:

EV Requirements for New Developments

Per state law, developers are required to build charging station-equipped or -outfitted parking spots. RCW 19.27.540 requires new construction of multi-family residential or commercial buildings to designate the greater of one space, or 10% of total spaces, with wiring able to accommodate electric vehicle charging. An additional 20% of spaces must be charger station-ready.

All new multi-family residential or commercial developments must comply with state electrification rules, unless otherwise exempted. Exempted “assembly, education, or mercantile” developments instead must wire 10% of employee parking and prepare an additional 20% of employee parking for electric vehicles. Utility and miscellaneous developments are fully exempted from electrification requirements.

Cities and counties may decide to require developers to install more EV charging infrastructure than what is required in state law, but they may not reduce these minimums (RCW 19.27.040). Some local governments have also included “substantially improved” buildings and parking lot expansions in their regulations.

Examples of Codes and Ordinances 

Incentives and Plans for Developing EV Infrastructure

Some local governments have developed incentives, both financial and regulatory, to encourage EV retrofitting and installation.

Examples of EV Infrastructure Incentives

EV Infrastructure Plans

The Washington State Department of Transportation (WSDOT) and the Washington State Department of Commerce (Commerce) have developed an interactive EV Mapping and Planning (EV-MAP) Tool for local governments to use in planning new EV charging or supply locations.

Below is an example of an EV Infrastructure Plan:

  • Bellevue Environmental Stewardship Plan (2020) – Strategy M.3.2 outlines the city’s goal of reviewing incentives that support installing charging stations in multi-family and commercial buildings.

Partnering with Public or Private Electric Utilities

By partnering with public or private electric utilities, cities, towns, or counties can lower the costs associated with EV installation. Local governments benefit from these partnerships since utilities operate electrical grids, equipment, and appropriate locations for charging stations.

RCW 80.28.360 allows investor-owned utilities an incentive rate of return on charging stations developed for the benefit of ratepayers. In response, some utilities offered pilot programs to promote residential and commercial EV installation. Communities, including Naches and Walla Walla, also partner with utilities.

There are also several instances of private ownership and operation of charging stations leased on land owned by public agencies. RCW 79.13.100 allows local governments to offer up to 50-year leases to private owners for installing, maintaining, and operating charging stations; public agencies must charge at least $1 per year for these leases. Several cities have also partnered with public electric utilities to install charging stations on city property, including city halls and libraries.

Example of City and Utility Partnerships

Examples of Public-Private Partnerships

  • Port Angeles Ordinance No. 3708 (2022) – Designating parking zones for EV charging and allowing private entities to charge for electricity used for charging.
  • Seattle Ordinance No. 126887 (2023) – Seattle City Light can lease property to and from private entities for installing and operating EV charging stations and infrastructure; maximum term is 84 months.

Local Government Fleets

The Clean Vehicles Program rule (Ch. 173-423 WAC) requires that 100% of light-duty (passenger) vehicles and 40 to 75% of light- and medium-duty vehicles sold in the state be Zero Emission Vehicles (ZEVs) by 2035. By that same year, medium- and heavy-duty trucks must follow California's Heavy-Duty Engine and Vehicle Omnibus Regulation. See specifically WAC 173-423-075 requirement to meet California vehicle standards.

For the latest information on vehicle emission requirements, see the Department of Ecology’s page on Vehicle Emission Standards.

Fueling Requirements

Since 2018, local governments are required, “to the extent determined practicable by the rules adopted by the Department of Commerce,” to fuel 100% of publicly-owned vessels, vehicles, and construction equipment with biofuel or electricity (RCW 43.19.648(2)(a)). Specifically, WAC 194-29-020(7) lets local government make fueling choices based on cost and availability of fuels and vehicles, implementation costs, changes in fueling infrastructure, operations, and other factors.

Exemptions for certain types of vehicles and fleets apply. See WAC 194-29-030.

Local governments are required to comply with these fueling rules, but reporting is required only by agencies using more than 200,000 gallons of gas or diesel annually (WAC 194-29-040).

Example of local government Fleet Electrification Action Plan

  • Seattle Green Fleet Action Plan (2025) – Calls for rapid fleet electrification, reduced fuel use, and a move to reach a goal of fleet emissions falling below 10,000 metric tons by 2030.

Funding Opportunities

There are many state-wide funding sources that support adoption of charging infrastructure and EV fleets.

Examples of Charging Infrastructure and EV Fleet Funding Opportunities

Resource

Recommended Resources

Washington State and Federal Government

Other Organizations


Last Modified: May 22, 2026