Electric Vehichle Charging

Ron Kaltenbaugh, a member of the county’s Sustainability Commission and president of the Electric Vehicle Association of Greater Washington, D.C., plugs in his Chevrolet Bolt electric vehicle outside Common Market in Frederick..

While Frederick County still trails several of the larger counties in Maryland in the number of electric and hybrid vehicles, it ranks in the top third in the state, according to information from the state Motor Vehicle Administration.

The MVA recently announced that it will share the number of registered electric and plug-in hybrid vehicles in the state on the county’s Open Data Portal. The numbers will be available by county or by ZIP code.

Being able to break the information down by jurisdiction can help companies that may be considering putting in charging stations, said MVA Administrator Chrissy Nizer.

The information will be updated every month, so people can watch the trends and see how they change and develop, she said.

Drivers who register their electric or hybrid vehicles with the state are eligible for tax credits and other benefits. Maryland had 9,323 electric vehicles and 9,325 plug-in hybrids registered as of February, according to MVA numbers.

Montgomery County had the most vehicles, with 3,686 electrics and 3,016 hybrids, followed by Howard, Baltimore, Anne Arundel and Prince George’s counties.

Frederick County ranked seventh in the state in electric vehicles with 386, and sixth in hybrids, with 559.

The county’s ranking is interesting because of how the county is laid out, said Ron Kaltenbaugh, a member of the county’s Sustainability Commission and president of the Electric Vehicle Association of Greater Washington, D.C.

Most electric vehicle charging locations are placed around urban areas, while Frederick County is more rural than urban, he said.

Kaltenbaugh, an electric vehicle driver since 2012, said he sees many more of them when driving around than he used to.

“It used to be an event,” he said.

While electric vehicles used to be exotic, he believes more people now see them as just a normal car.

Meeting drivers’ charging needs will likely mean “connecting the dots” around the area, he said.

There are a decent number of charging stations coming up the Interstate 270 corridor, he said, but going north on U.S. 15 from Frederick, “it’s a bit of a desert.”

There may not be a lot of residents with electric vehicles living in that area, but drivers passing through may need the chargers, he said.

The county can look for ways to increase the number of electrics and hybrids, such as looking for partnerships or finding businesses willing to put in charging stations, making sure its permitting process makes building the infrastructure as easy as possible, Kaltenbaugh said.

Government can help put the pieces in place, but the private market is key to increasing the number of vehicles, said Shannon Moore, manager for the county’s office of Sustainability and Environmental Resources.

She agreed with Kaltenbaugh that electric and hybrid vehicles are quickly becoming more mainstream.

Manufacturers are starting to come out with electric versions of most models, and the vehicles are starting to get about as much mileage as traditional gas-powered vehicles, she said.

The county has added electric buses to its transit fleet, and has other electric or hybrid vehicles as part of its fleet, she said.

Most electric and hybrid vehicles registered in the county are in or near the city, according to the report.

The city of Frederick passed an implementation plan for vehicle charging infrastructure in 2018, which lays out the city’s plans for promoting and developing the equipment necessary for electric vehicles.

People charging at home will fill about 60 percent of the charging needs, the report said, although the city should encourage or require owners of multi-family homes to install charging stations or the necessary infrastructure for vehicles to be charged.

Workplace charging will make up about 35 percent of charging needs, and the city should provide businesses with resources and information on best practices about workplace charging, the report said.

Meanwhile, public charging facilities should be available at municipal parking lots or garages, transit parking, and retail areas that serve employees, residents, commuters, tourists and business clients.

The city would like to put in charging stations, but they’re studying ways to make it economically feasible, said Jenny Willoughby, sustainability manager for the city.

The city’s staff has discussed possible incentives to have businesses put charging stations into private parking lots, she said.

A lot of businesses are starting to see that charging stations can attract customers, who will patronize them while waiting for their vehicles to charge, Kaltenbaugh said.

Not having the necessary chargers to handle the number of electric vehicles that would use them could create a crunch for businesses and governments that haven’t kept up with the infrastructure needs, he said.

“It’s going to be a game of catch-up,” Kaltenbaugh said.

Follow Ryan Marshall on Twitter: @RMarshallFNP.

Ryan Marshall is the transportation and growth and development reporter for the News-Post. He can be reached at rmarshall@newspost.com.

(39) comments


i am curious as to what the average charging time is on a EV.


What does DDick look like. FPN would not post a picture of it even if I could.


Like Schwarzenegger, Pappy!


So sad. What has this world come to?


Yet another meaningless KA post


Side note, I have talked to the folks at EVI (ev-institute.com) who have lots of experience using the Maryland state AFIP funds for EV charging installation - I'm not sure why the City of Frederick says they don't have funding for this, as I'm pretty sure they can ask the state (through an org like EVI) for the funding and engineering assistance to get these installed.

Hagerstown recently put in a free fast charging plaza (4 units) at the Elizabeth Hager lot, Hancock has a 2-unit installation going near the Western MD Railroad trail head, Baltimore has several of them and Mt. Airy was engaged with EVI looking into future DC Fast charging there as well.

IIRC for public municipalities Level 2 charging installations might be free (paid for by MD state) if you go through the AFIP program (most likely through EVI).


Level 2 translated is a 220 line.


Hybrid and electric cars maybe cancer-causing as they emit extremely low frequency (ELF) electromagnetic fields (EMF) Thus, even if EMF measurements comply with ICNIRP (International Commission on NON-lonizing Radiation Protection) guidelines. Occupants of hybrid and electric cars may still be at increased risk for cancer and other health problems.


How do you spell stupid, Pappy?


My husband is an electrical engineer and his take on this is that it is total nonsense. If the car emitted an EMF that was dangerous, the electronics that make the car function would be interfered with to the point that it would become non-operational. The electronics you are using to post this are more harmful to you than an EV. Becoming a Luddite hermit is the only logically consistent option available, if this is your chief concern.


^ This. Besides that, I don't think the EMF produced by an EV is extremely low frequency, as I know the power inverters run in the tens of kilohertz for their switching frequencies... (ELF is


They also make you a commiee wimp and anti-God. At least that is what my uncle thinks. [unsure]


Is your uncle, Pappy? [beam]


I would expect the car to have the same effect as a Faraday Cage and protect the people from these effects. There are many risks in life, but this would not be on my top fifty list.


Actually using a meter to check for EMF fields, the Nissan Leaf had far lower EMF fields in the passenger cabin than gasoline powered cars I compared it to. And what you have on (air conditioning, radio, etc.) can have a huge (negative) affect regardless of whether it is gas or electric.


OMG, stupid is as stupid does pappy. I can't believe I actually wasted my time reading your post.


If I had a business on 15, like food service or such, I would pay attention to "A lot of businesses are starting to see that charging stations can attract customers, who will patronize them while waiting for their vehicles to charge, Kaltenbaugh said."


Yeah, but realize it usually takes 1 hour to get 6 miles of charge on a 110 line, 18 miles per hour on a 220 line and if you can find a 440 line about 1/2 hour for a full charge. Last I knew, there's only 1 440 line in Frederick County, at Mom's grocery store on rt 85.


We'd be talking about DC Fast Charging (480V 3-phase AC input to DC output, although some can take 208V 3ph input and boost it up) for those convenience stores, in which case, a ~15-45 minute charge will be plenty and perfect for those convenience stores with a cafe. Royal Farms jumped in on this a few years back (see Urbana).

Side note- as I discovered at the Royal Farms in Glenelg a few weeks back, it's not a bad idea for any DC Fast Charger installations to include at least 1 or 2 208/240V Level 2 charging stations as well as "backup" in case you get boned by a faulted DC Fast Charger while your battery is critically low. Alternatively, internet networking for those stations so you can view in an app (or plugshare) if the station is online or not before you go there....
(turns out that Royal Farms station used ChargePoint and they do have an app, but stupid me forgot to check it ahead of time)


Also FYI, the DC Fast chargers in Frederick County include a 25kW CHAdeMO-only at MOM's on rt 85, a dual standard 50kW CHAdeMO/SAE Combo at Royal Farms in Urbana, and a dual standard 50kW CHAdeMO/SAE Combo at Younger Nissan in Frederick. The city of Frederick has their own private CHAdeMO charging plaza for the electric buses somewhere too.


Dick; it is about 25 mile or more on a 22 line.


Could be, I charged mine at home most of the time and just estimated the 220 line at about three times faster. When I did the 220, it used to be mostly at Linganore Winery, there charger is free, as is some of the car dealers. If I ever get another EV, I will have a 220 line.


It has been more than 50 years since I was a physics student, but transformers and other circuits should fix this. The faster chargers use DC current.


Talked to my brother - the electrical engineer - and he said yes a transformer could jack up the volts, but the watts would be the same. Either have a 440 line or use a lower voltage to charge up a really big battery and use it to fast charge the cars with DC current. However, the more equipment in a station the more expensive it will be. He also said one local restaurant (Dallas area) had ten charging locations and none had been used in a year or so. This is a project for the future.


How much to they charge for the charge? How is it metered? Does someone who brings their car in with a dead battery pay more than the person who only gets a top up? How do all these plans address that?


It could be the same metered service as a gas pump.


Usually by the kilowatt hour, Gary.




It's typically metered by the kilowatt-hour, and the rate (for DC Fast Charging) is often several times what you pay for electricity at home. They do have to try and turn a profit off this stuff, and the fast charger pedestals are pricey, plus they might be incurring "demand" charges due to the large amount of power they draw (unpredictably).

In some states, they are not allowed to charge for electricity, and so they charge by the minute instead of by the kWh. Some charging networks have standardized on this nationwide just for profit taking sake. Doing it by-the-minute often results in even worse price gouging than I've seen with per-kwh rates.

Then there are some pedestals installed under MD state funding, such as the Elizabeth Hager lot in Hagerstown, where the power is presently free. They have 4 pedestals there, any EV drivers with CCS/SAE or CHAdeMO (or Teslas with a CHAdeMO adapter) can roll up and plug in for free. There are lots of those free DC Fast chargers in Baltimore too all run by EVI (EV Institute, ev-institute.com)


Answering another part of your question, typically folks with a dead battery pay the same rate as those with a partially full battery, however per-minute rates put a twist in this. Most EVs slow their charging rate above ~85-90%, therefore making those last ~10-20% of all the kwhs cost a lot more. In the case of Electrify America (nearest install is in Hagerstown), they charge a per-minute fee for charging with a 10 minute "grace period" when the EV goes above 80% battery or stops charging, followed by an extra expensive "idling fee" levied until the driver unplugs. So if you're really trying to get to 100% with an Electrify America station (EA is funded by the VW dieselgate scandal reparations btw), your last ~5-10% will be much pricier than usual (not only pricier per kwh because the charging rate slows down, but because 10 minutes after you hit 80% your per-minute rate goes up another 10 cents/minute, from the typical $0.30/min to $0.40/min at present prices).


this makes me wonder what the is the cost of putting in charging stations,i do see a huge difficulty or feasibility of putting charging stations at apartment complexes.maybe home owners could install them at heir homes like the farmers do with their diesel tractors so they will start in winter.too me at this time electric vehicles are a predominately short range transportation.


Most EVs will take 110, 220 and some 440 charges. Linganore winery put in 220 solar charging, which they said cost $3,500. But your can just plug in a 110 line or add a 220 line for about $750.

Comment deleted.

The Leaf came with a 110 charger and it didn't cost a dime. What does that make you?

Comment deleted.

Rude and crude.


Tesla has cars that will go over 300 miles on a charge. Are you calling that short distance?


I call it inconvenient if I have to wait by the charger for more than the 5 minutes it would take to pump 10 gallons of unleaded gas.


Hasty. And you need a "regular car." Each to their own choices.


Pretty short sited comment bunny, without considering the bigger picture but I guess I shouldn't be surprised. You can have your weekly stops at the gas station while my electric vehicle charges at home while I sleep for a fraction of the cost and a fraction of the impact your ICE (internal combustion engine) has on the environment. Your weekly 5 minute stops, adds up to over 4 hours a year at gas stations. Add the time you waste driving to the gas station and looking for the "best prices" and who is being "inconvenienced" now? It also helps to know that I save $1500 a year by not "fueling up" anymore AND I make the air you breath a little bit cleaner. Your welcome


Not all hybrids are plug in and if they are not, they don't need a charging station. The ones needing a charging station are the Electric Vehicles (EV). They cannot operate without electrical charging. The plug in hybrids can operate for distances without charging and change over to gas operations. It effectively increases your mileage as the operation on electicity usually has an effective equivalent mileage greater than gas operations. Cars that are hybrid without plug in usually get the hybrid battery charged by regenerative braking. This helps for short distances, especially at stop lights.

My 2012 Nissan Leaf was an EV. MY 2015 Avalon hybrid cannot be extenally charged. Still I average around 40 mpg and the newer ones get around 44 mpg. The Toyota hybrid Camry gets around 54 mpg and it makes me wonder why anyone would buy a Prius, which gets a slightly better mpg. And the Camry is a bigger car with a lot more room.

The newer EV cars are getting much better range, for instance the Chevy Bolt gets a range of 236 miles. Also charging times are coming down.

My EV Leaf had software that showed where charging stations were located. The problem is there was not always a charger available and in some locations were used by cars not charging and at other times a car charging would be left at the charger after charging was complete.

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