Qinyuan County Leads the Way: A Model for Electric Vehicle Charging Infrastructure in Small Cities

Qinyuan County Leads the Way: A Model for Electric Vehicle Charging Infrastructure in Small Cities

As the world accelerates towards a green energy transition, electric vehicles (EVs) have emerged as a cornerstone of sustainable transportation. However, the widespread adoption of EVs hinges on the availability of a robust and accessible charging infrastructure, a challenge that extends beyond major urban centers to smaller cities and counties. Qinyuan County, located in Shanxi Province, has taken significant strides in addressing this challenge, offering a replicable model for other small cities grappling with the complexities of EV charging network development.

The Urgency of Charging Infrastructure in Small Cities

The global shift to electric mobility is no longer a distant vision but a present reality. By the end of 2023, China’s new energy vehicle ownership had reached 20.41 million, accounting for 6.07% of the total vehicle population. This rapid growth underscores the critical need for a comprehensive charging infrastructure that can keep pace with the rising number of EVs. While major first- and second-tier cities have made progress in building charging networks, third- and fourth-tier cities and counties often lag behind, creating a bottleneck in the nationwide adoption of EVs.

Qinyuan County, situated in the central-southern part of Shanxi Province and northwest of Changzhi City, has recognized this urgency. Nestled at the eastern foot of the Taiyue Mountains, the county has embraced a green development strategy, aligning with the concept that “lucid waters and lush mountains are invaluable assets.” Its commitment to building an ecologically livable city and a clean energy base has positioned it as a pioneer in developing EV charging infrastructure among small counties.

Current Status and Challenges in Qinyuan County

As of 2023, Qinyuan County had 720 electric vehicles, predominantly private cars. The county’s power infrastructure includes two 110kV substation transformers with a total capacity of 50,000 kVA and two 35kV substation transformers with capacities ranging from 6,300 to 10,000 kVA, ensuring a stable power supply overall. In terms of charging facilities, there were 280 charging piles, including 122 for passenger cars, 30 for public buses, and 128 for heavy-duty trucks. These were distributed across 5 passenger car charging stations (each with 10 or more piles), 2 bus charging stations, 8 heavy-duty truck charging/swapping stations, and 1 integrated energy island.

Despite this progress, Qinyuan County faces several challenges in expanding its charging infrastructure. Firstly, the development of electric vehicles itself encounters bottlenecks, including consumer hesitation due to range anxiety and concerns about charging accessibility. Secondly, constructing charging facilities presents difficulties, from securing suitable locations to navigating technical and logistical hurdles. Thirdly, parking shortages exacerbate the problem, as limited parking spaces make it challenging to install charging piles without disrupting existing parking arrangements. Finally, supporting policies need further strengthening to incentivize investment and streamline the development process.

These challenges are not unique to Qinyuan but are common in small cities, where resources are often more limited, and coordination between different departments and stakeholders can be more complex. Addressing them requires a strategic, tailored approach that considers the county’s specific needs and circumstances.

A Strategic Plan for Qinyuan’s Charging Infrastructure

Recognizing the need for a comprehensive solution, Qinyuan County has developed a forward-thinking plan for its EV charging infrastructure, aiming to create a network that is scientifically distributed, appropriately advanced, and fully integrated with the county’s overall development. The plan’s primary goal is to establish a charging infrastructure system centered on private and dedicated facilities, supplemented by public charging facilities, and incorporating battery swapping stations. This system aims to position Qinyuan as a model county for charging infrastructure in Shanxi Province.

Demand Forecasting: Anticipating Future Needs

A key aspect of Qinyuan’s plan is its data-driven approach to demand forecasting. By considering different types of electric vehicles, with a priority on promoting new energy vehicles in public services and encouraging private EVs and electric heavy-duty trucks, the county has projected the growth of its EV fleet and corresponding charging needs.

The forecast predicts that the ratio of vehicles to charging piles will reach 2.3:1 by 2025 and 1.6:1 by 2035, ensuring that the charging infrastructure keeps pace with the increasing number of EVs. This balanced ratio is crucial to preventing shortages and ensuring that drivers can easily access charging facilities when needed.

For private electric cars, the plan anticipates a significant increase in both public and private charging piles. By 2025, there will be 129 public DC fast-charging piles and 26 public AC slow-charging piles for private cars, along with 77 private DC fast-charging piles and 154 private AC slow-charging piles. Looking further ahead to 2035, these numbers are expected to grow substantially, with 785 public DC fast-charging piles, 158 public AC slow-charging piles, 786 private DC fast-charging piles, and 1572 private AC slow-charging piles, reflecting the anticipated surge in private EV ownership.

Public service vehicles are also a focus of the forecast. For electric buses, 22 dedicated DC fast-charging piles are planned by 2025, increasing to 35 by 2035. Electric taxis will have 12 public DC fast-charging piles and 3 public AC slow-charging piles by 2025, growing to 30 DC fast-charging and 5 AC slow-charging piles by 2035. Government vehicles will be supported by 3 DC fast-charging and 3 AC slow-charging piles by 2025, with a significant increase to 31 DC fast-charging and 32 AC slow-charging piles by 2035.

Electric heavy-duty trucks, vital for logistics and industry, will have 126 dedicated DC fast-charging piles by 2025, expanding to 221 by 2035. Other electric vehicles will be served by 25 public DC fast-charging and 5 public AC slow-charging piles by 2025, increasing to 84 DC fast-charging and 16 AC slow-charging piles by 2035.

This detailed forecasting ensures that Qinyuan’s charging infrastructure development is not based on guesswork but on careful analysis of future needs, allowing for proactive planning and resource allocation.

Tailored Layout Strategies for Different Charging Facilities

Qinyuan’s plan adopts a nuanced approach to charging infrastructure deployment, recognizing that different types of facilities serve distinct purposes and require tailored siting strategies.

Private Charging Facilities: Focused on Integration with Residential Areas

Private charging facilities are designed primarily for use by residents in their own homes or communities. The plan emphasizes integrating these facilities with residential parking lots, using a combination of reserved spaces and direct installation. For new residential projects, 100% of parking spaces must be equipped to support future charging pile installation, with at least 15% of these spaces having charging facilities installed concurrently with the residential project, ensuring they are ready for use when residents move in.

For existing residential communities undergoing renovation, charging facilities are to be installed based on the same standards as new buildings, adjusted as appropriate for the existing structure. The plan encourages shared charging models within communities, such as “multiple cars, one pile” arrangements and cooperation between neighboring parking spaces to maximize the use of available facilities. The number of charging piles is determined based on the remaining capacity of the community’s power distribution system, with upgrades to the distribution capacity if necessary to accommodate more piles. Existing communities are encouraged to install at least 10% of parking spaces with charging piles, with a minimum of 2 piles per community.

This focus on residential charging addresses a key concern for private EV owners: the convenience of charging at home, which eliminates much of the range anxiety associated with EV use.

Dedicated Charging Facilities: Serving Specific Vehicle Fleets

Dedicated charging facilities are designed for specific types of vehicles with predictable routes and parking patterns, ensuring they can be charged efficiently without disrupting their operational schedules.

Electric Bus Charging Facilities: Given the fixed routes and schedules of electric buses, charging facilities are strategically placed at bus terminals, maintenance yards, and key stops. The plan includes 2 bus charging stations and 13 distributed charging piles, totaling 35 dedicated DC fast-charging piles, sufficient to meet the needs of 70 electric buses. These locations are chosen based on existing facilities, operational feasibility, and alignment with higher-level urban plans.
Government Vehicle Charging Facilities: Catering to the needs of sanitation, emergency, and administrative vehicles, these facilities are located at the regular parking areas of the respective government departments. To maximize resource use, charging is encouraged during off-peak hours, such as overnight or during daytime idle periods, ensuring vehicles are charged without interfering with their daily operations. The plan includes at least 63 dedicated charging piles for government vehicles, consisting of 31 DC fast-charging and 32 AC slow-charging piles, all installed on land designated for government facilities.
Electric Heavy-Duty Truck Charging Facilities: Heavy-duty trucks, which operate primarily in logistics parks, freight yards, mines, and coal production areas, require specialized charging facilities due to their size and power needs. The plan includes 18 charging stations for electric heavy-duty trucks, totaling 221 dedicated DC fast-charging piles, with 1 station in the central urban area and 17 throughout the county, ensuring coverage in areas with high truck activity.

Public Charging Facilities: Ensuring Accessibility Across the County

Public charging facilities are designed to serve a wide range of users, from local residents to tourists, and are distributed across various locations to ensure accessibility wherever people may need to charge their vehicles.

Social Parking Lot Charging Facilities: These facilities are installed in public parking lots, with at least 20% of parking spaces equipped with charging piles. In the central urban area, the service radius is within 2km, ensuring convenient access for urban residents. In rural areas, charging facilities are placed in social parking lots in towns and villages, following local land use and village plans to meet the growing demand for EV charging in rural areas. DC fast-charging piles are prioritized, supplemented by AC slow-charging piles, with the promotion of ultra-fast charging piles and smart, networked charging stations to enhance user experience.
Public Venue Charging Facilities: Cultural centers, sports facilities, training halls, and power supply offices are equipped with charging facilities in their parking lots. Existing public venues are encouraged to retrofit their parking lots to have at least 10% of spaces with charging piles, while new venues are required to have at least 20% of parking spaces equipped with charging facilities.
Commercial Area Charging Facilities: Shopping malls, supermarkets, and high-end hotels in the central urban area are key locations for public charging, with at least 20% of parking spaces in their above-ground and underground lots equipped with charging stations. These locations leverage the natural synergy between shopping or dining activities and charging, allowing users to charge their vehicles while engaging in other activities.
Tourist Attraction and Highway Service Area Charging Facilities: Recognizing the importance of tourism to the local economy, the plan ensures that key scenic spots, including Lingkong Mountain, Baoling Mountain, Danque Town, Huapo National Grassland Park, Qinyuan River Source National Wetland Park, Putuo Temple, and Pugongying Town, are equipped with charging facilities. The installation ratio follows Shanxi Province’s standards: at least 15% of parking spaces in A-level scenic spots and 10% in non-A-level spots. Along highways, service areas on the Lihuo and Ping’an expressways within the county are planned to have at least 4 public charging facilities and 16 distributed charging piles in both directions, ensuring that travelers can charge their vehicles during long journeys.
Gas Station Charging Facilities: Taking advantage of the existing network of gas stations, the plan encourages the transformation of gas stations into integrated energy islands that combine hydrogen refueling, charging, and gas services, aligning with Qinyuan’s hydrogen energy industry development. These facilities primarily use DC fast-charging piles to serve both local and passing vehicles.
Rural Area Charging Facilities: To ensure equitable access to charging infrastructure, towns and villages are equipped with charging facilities in public spaces such as squares, social parking lots, party and mass service centers, and farmers’ markets. Following provincial standards, each town is to have at least 5 public charging piles, and each village at least 2, bridging the urban-rural gap in charging accessibility.

This comprehensive deployment strategy ensures that charging facilities are available where they are most needed, covering residential areas, workplaces, commercial centers, tourist destinations, and rural communities, creating a seamless network that supports EV use across all aspects of daily life and travel.

Operational Models and Implementation Safeguards

A well-designed infrastructure plan is only effective if it can be successfully implemented and sustained. Qinyuan’s plan includes clear operational models and implementation safeguards to ensure the long-term viability of its charging infrastructure.

Diversified Operational Models

Recognizing that different types of charging facilities have different stakeholders and operational requirements, the plan outlines multiple operational models to suit various contexts.

Government/State Grid-Led Model: This model is suitable for charging facilities in public parking lots and on-street parking spaces, where the government or state grid takes the lead to ensure public access and service quality. It can also involve mixed operation with private entities to stimulate market vitality and promote service upgrading.
Automobile Manufacturer-Led Model: Car manufacturers may operate charging facilities, particularly those associated with their own vehicle models, ensuring compatibility and providing added value to their customers.
Charging Station Operator-Led Model: Specialized charging station operators manage facilities in commercial areas, tourist attractions, and other locations, leveraging their expertise in efficient operation and maintenance.
User-Led Model: For residential charging facilities, users can take the initiative, either through individual investment or crowdfunding, to install and manage charging piles for their own use and potential sharing with neighbors.

For dedicated facilities in institutional parking lots, bus terminals, and freight yards, the plan recommends government-led operation or public-private partnership (PPP) models, where concession rights are granted to ensure efficient operation and high-quality service. This approach balances public interest with the need for operational efficiency and investment returns.

Comprehensive Implementation Safeguards

To ensure the successful execution of the plan, Qinyuan County has put in place a range of safeguards addressing policy support, management, and coordination.

Policy Support: Recognizing the importance of government incentives in driving infrastructure development, the plan emphasizes strengthening policy support, particularly in land supply and financial subsidies. Priority is given to allocating land for charging facilities, and financial grants are increased to reduce the financial burden on developers and operators, encouraging more investment in the sector.
Streamlined Management and Approval Processes: To reduce bureaucratic hurdles, the plan calls for standardized management and simplified approval procedures. A qualification review system for construction units is established to avoid a proliferation of low-quality or incompatible charging facilities. During the project approval process, relevant departments are required to streamline procedures, avoid unnecessary prerequisites, and enable parallel processing of applications to accelerate project implementation.
Coordination Among Stakeholders: The development of charging infrastructure involves multiple parties, including the government, market entities, and users. The plan emphasizes the need for effective coordination among these stakeholders, fostering collaboration and communication to address challenges and ensure that the infrastructure meets the needs of all parties.

These safeguards create a supportive environment for the development of charging infrastructure, reducing barriers to entry and ensuring that the plan can be implemented efficiently and effectively.

The Significance of Qinyuan’s Model for Small Cities

Qinyuan County’s approach to EV charging infrastructure development holds valuable lessons for other small cities. By focusing on demand forecasting, tailored deployment strategies, diversified operational models, and comprehensive implementation safeguards, Qinyuan has created a blueprint that balances immediate needs with long-term goals, ensuring that its charging infrastructure can grow and evolve with the increasing adoption of EVs.

One of the key strengths of Qinyuan’s model is its emphasis on user-centricity. Instead of viewing charging facilities as mere technical installations, the plan considers the diverse needs of different users—residents, public service providers, commercial operators, tourists, and rural communities—ensuring that the infrastructure is accessible and convenient for all. This focus on service quality helps overcome one of the major barriers to EV adoption: the fear of being unable to charge when needed.

Another notable aspect is the integration of charging infrastructure with the county’s overall development strategy, including its commitment to green energy, tourism, and rural revitalization. By aligning charging facility development with these broader goals, Qinyuan ensures that the infrastructure contributes to multiple aspects of local development, creating synergies that enhance its overall impact.

Furthermore, Qinyuan’s plan demonstrates the importance of proactive planning and data-driven decision-making in small cities, where resources are limited and mistakes can be costly. By carefully forecasting demand and tailoring layout strategies to specific needs, the county avoids wasteful overbuilding or inadequate provision, ensuring that every investment in charging infrastructure delivers maximum value.

As the global transition to electric mobility continues, small cities and counties will play an increasingly important role in achieving widespread EV adoption. Qinyuan County’s experience shows that with strategic planning, tailored solutions, and strong implementation safeguards, these smaller jurisdictions can overcome the challenges of charging infrastructure development and become leaders in the green transportation revolution.

In conclusion, Qinyuan County’s comprehensive plan for EV charging infrastructure serves as a model for small cities worldwide. By prioritizing accessibility, user needs, and integration with broader development goals, it paves the way for a future where electric vehicles are a viable and convenient option for all residents, supporting sustainable development and improving quality of life. As other small cities look to embrace electric mobility, Qinyuan’s approach offers valuable insights and practical strategies for building a robust, efficient, and user-friendly charging infrastructure network.

Author: Zhang Xiaojuan
Affiliation: Shanxi Provincial Urban and Rural Planning and Design Institute Co., Ltd., Taiyuan 030000, Shanxi, China
Journal Name: Planning and Design