Electric vehicles (EVs) have been around for decades, but the global introduction of the Toyota Prius in 2000 catalyzed mainstream interest in hybrids and set a precedent for electrified vehicles. As new technologies emerge and reshape the built environment, it is essential to ensure they are accessible to everyone. Accessibility must be integrated into the design and deployment of innovations from the outset. This has proven especially true with EVs where public and private sector collaboration is essential. EV manufacturers and charging network providers design and deploy the hardware and software that power the stations. Utilities and energy providers must be involved to manage grid capacity, electrical load, and infrastructure upgrades. Local governments and planning agencies oversee zoning, permitting, and integration with community development goals. Architects, engineers, and construction teams are responsible for site design and physical installation. Lastly, state and federal regulators, such as the U.S. Access Board, Department of Transportation, and state building code authorities, establish and enforce the technical and legal standards that guide implementation. Without coordination among these diverse groups, EV charging infrastructure risks becoming fragmented, noncompliant, or inaccessible, undermining both its utility and its equity goals.

Where Regulators Miss the Mark

While the ADA provides a foundational civil rights framework, its current lack of specific scoping requirements for EV charging stations has created uncertainty for developers and regulators alike. Instead, the ADA applies general accessibility principles to these facilities under Title II and Title III. This means that while EV charging stations must be accessible when provided to the public, the Standards do not currently scope or define detailed technical criteria. Current guidance recommends applying relevant sections of the 2010 ADA Standards, specifically those related to accessible routes, operable parts, clear floor space, and reach range requirements.

However, state legislators are also playing a role in the confusion. In the absence of federal scoping rules, some states have enacted their own requirements. Several other states have adopted their own EVCS accessibility laws, each with unique requirements and interpretations. For example, California’s Building Code (CBC) has proactively filled the regulatory gap left by the ADA since the 2016 edition, in an attempt to provide a structured approach to accessibility for EV charging stations and setting a high bar for accessibility nationwide. For manufacturers of chargers and payment/communication systems, as well as for companies that design, install, and maintain a national charging network, this fragmented regulatory landscape is an operational and financial barrier.

Last year, the U.S. Access Board published a Notice of Proposed Rulemaking (NPRM) in the Federal Register to create specific scoping and technical requirements for newly constructed or altered EV charging stations. The proposed regulations represent a significant step toward standardizing EV charging station accessibility nationwide. Their implementation will require careful reconciliation, especially in states with existing, more detailed codes. For example, the NPRM proposes accessible EV space be a standard size: 16 feet wide minimum (11-foot wide space with a 5-foot aisle) and 20 feet long minimum. In addition, the Board is also considering a minimum number of accessible EV charging
spaces based on a sliding scale (proposed Table 249.3.1) or an alternative “use last” model. Both the space size and calculation methods conflict with the current CBC requirements and are likely to create confusion and regulatory hurdles. However, given the current political climate, it is unclear whether the Access Board will move forward with regulation at this time.

Technology Shapes Real-World Accessibility

EV charging technology is evolving rapidly, but regulations are not keeping pace. When the Access Board released its first guidance document, there were several connector types in use across the industry, located in various positions on different vehicle models. This variability creates significant challenges for cable length, durability, and heat management.

High-output Level 3 chargers often deliver up to 250 kW. At these power levels, long cables generate excessive heat, reduce charging efficiency, increase energy costs, and risk damage if they fall to the ground and are driven over. Many Level 3 chargers use liquid- or air-cooled cables, which must be kept short to maximize efficiency.

Overhead cable-management systems introduce new issues: they require high clearances rarely available in parking decks or underground garages, and they also reduce efficiency. Fortunately, every major U.S. automaker has committed to adopting the Tesla North American Charging Standard (NACS), which will help reduce connector variability going forward. Tesla is also collaborating with manufacturers to develop adapters for older EVs, many of which are already in use, but this transition will take time.

Spatial Constraints and Practical Limitations

Some proposed regulations may inadvertently eliminate many viable installation sites, especially for Level 3 chargers. A 20-foot long charging space may not accommodate larger SUVs, vans, and pickup trucks in many existing parking decks and does not work well with current parking structure column grids. In dense urban areas, these dimensional requirements could significantly limit where EVCS can realistically be installed.

Looking Forward

Installing and operating EV charging stations involves substantial upfront and ongoing costs. This can complicate deployment, particularly when accessibility features are misunderstood, inconsistently applied, or technologically mismatched. A coordinated approach among federal agencies, state regulators, EVCS operators, utilities, and accessibility professionals is essential.

A uniform, flexible, and modern regulatory framework – one that accounts for evolving technologies, real-world usage patterns, and the practical distinctions between charger types – is necessary if we want an equitable, functional national charging network.

Only with such alignment can the U.S. deliver an EV infrastructure that is both accessible and future-ready.

Sources:

California Building Standards Commission. (2022). California Building Code, Title 24, Part 2.
https://www.dgs.ca.gov/BSC/Codes

Architectural and Transportation Barriers Compliance Board. (2024, September 3). Americans With
Disabilities Act and Architectural Barriers Act Accessibility Guidelines; EV Charging Stations. https://www.federalregister.gov/documents/2024/09/03/2024-18820/americans-with-disabilities-act-and-architectural-barriers-act-accessibility-guidelines-ev-charging

U.S. Access Board. (2022, July 21). Technical assistance document: Accessibility of electric vehicle charging stations. https://www.access-board.gov/ta/tad/ev/

Connected Kerb. (n.d.). A guide to EV charging connector types. Retrieved February 2025, from
https://www.connectedkerb.com/stories-and-reports/a-guide-to-ev-charging-connector-types

Joint Charging. (2024). Decoding EV charging connectors: A comparative guide. Retrieved February 2025, from https://jointcharging.com/liquid-cooled-charging-cables-the-future-of-fast-safe-efficient-ev-charging/

CPC. (2024). Liquid-cooled connectors and cables for EV fast charging. CPC Worldwide. Retrieved February 2025, from https://www.cpcworldwide.com/Liquid-Cooling/Electric-Vehicle-Charging/EV-Charging-Cables

Golson, J. (2024). GM releases NACS adapter, allowing GM EVs to use Tesla Superchargers. Car and Driver. https://www.caranddriver.com/news/a62248498/gm-nacs-adapter-tesla-superchargers-released/