By Tom McCalmont
From the June 2025 Issue of Facility Executive
As electric vehicles (EVs) become more common for personal and commercial transportation, tenants and customers at commercial facilities will expect more from the EV infrastructure designed to support them. Recent data from CBRE and ChargePoint has shown that the workplace was the second most popular charging location after home charging, with 27% of all 2023 charging sessions occurring at workplaces, compared with 39% taking place at home. The same study also showed an increase in workplace charging station utilization at the workplace at nearly three times the rate of increase in installations, showing a growing demand for such amenities.
Demand for EV fleet vehicles is also growing, with S&P Global reporting a remarkable spike of commercial EV registrations from 4,000 to 87,000 between 2019 and 2024. These fleets are often charged at a few designated locations and require specialized infrastructure.
Meeting the growing demand for EV charging isn’t as straightforward as simply installing new EV chargers. Facility managers and operators looking to expand EV charging capabilities face several constraints and challenges to overcome.
Modernizing The Grid
The modern American grid as we know it took shape after the Second World War, and though it has been modernized and improved over the years, grid operators have reported issues caused by the rising demand for EV charging. Distribution systems in particular have been affected, and even a modest rise in EV charging in one area can create so-called hot spots that can quickly overload local distribution grids.
Operators looking to retrofit their facilities with EV charging can apply to expand existing grid capacity, which can be an expensive and time-consuming process. Alternatively, they can work within existing constraints. Choosing charging systems that integrate microgrid technology, solar panels, and load management software can ensure that facility operators offer EV charging without incurring demand charges.
Construction Challenges
Another challenge with installing EV chargers is how inconvenient the construction process can be. Even a seemingly straightforward project can quickly become complex due to construction timelines and the work involved. Trenching and laying conduits for electrical wiring can block pathways, parking spaces, and pedestrian access temporarily. The work can generate noise and dust and disrupt traffic.
Construction issues can be minimized by working with a vendor that can create a well-integrated charging system. A typical EV charging project may call for chargers, solar, energy storage, and software. While it is theoretically possible to purchase all of those components from different vendors and put it together through an erector set approach, there is no single vendor to call when something doesn’t work. Instead, facility managers should look for a fully integrated system. Just like one wouldn’t purchase a car by buying the body from one vendor, the engine from a second, and the seats from a third, an EV charging system works best as a fully integrated product.
The Difference Between ICE Vehicles And EVs
Finally, another obstacle to successful electrification is the lack of understanding about the differences between internal combustion engine (ICE) vehicles and EV’s. Accommodating and optimizing for EVs demands a more proactive, infrastructure-heavy, and technologically nuanced approach. Facility managers need to think like energy managers and service providers in addition to their traditional roles.
This misunderstanding is most apparent in the “gas station” way of thinking about EV charging. Gas stations prioritize speed and efficiency, and exist solely for the purpose of refueling vehicles, and whereas ICE vehicles need to go to a gas station, EVs can be charged almost anywhere, and speed in many instances is not the primary concern. Charging EV’s can be more accurately compared to charging a cell phone than an ICE vehicle; most EV drivers do something else while their vehicle is charging.
Many facility managers and developers initially opt for Level 3 charging, prioritizing speed, not realizing that a 40A Level 2 charger would be sufficient in most instances. This applies even more so to fleet vehicles, which can charge overnight and typically require less than 10 kWh per hour.
Opting for Level 2 charging carries significant cost savings. A commercial Level 2 charger typically costs around $3,000 whereas a Level 3 charger can cost $50K or more, and will require a very expensive 480V, 3-phase electrical circuit that will cost thousands of dollars to construct.
The demand for EV charging availability at commercial facilities is not just growing; it’s accelerating. However, simply replicating the infrastructure of the internal combustion engine era will fall short and prove unnecessarily costly. Embracing the unique characteristics of electric vehicles – their charging habits, the potential for smart energy management, and the viability of Level 2 solutions for many use cases – is paramount.
Facility operators who proactively adopt a nuanced strategy, leveraging load management, exploring on-site energy generation, and strategically deploying the right mix of charging infrastructure, will not only meet the evolving needs of their customers and tenants but also position themselves as forward-thinking leaders in a rapidly electrifying world.
McCalmont is CEO and cofounder of Paired Power, specializing in resilient solar microgrid charging solutions for EVs and EV fleets. He has over 25 years of solar storage and EV charging experience. Prior to Paired Power, he cofounded the respected solar engineering firm, McCalmont Engineering, which has designed over 15 gigawatts (GW) of solar projects in 40 U.S. states (and today designs over 10% of the country’s total solar project capacity each year). Prior to that Tom was CEO and cofounder of Regrid Power, one of California’s earliest and most successful solar installation companies.
Do you have a comment? Share your thoughts by sending an e-mail to the Editor at jen@groupc.com.