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GIS-Based Model for Optimum Location of Electric Vehicle Charging Stations

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DOI: 10.1007/978-981-19-2273-2_8

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GIS-Based Model for Optimum Location
of Electric Vehicle Charging Stations

Binal Vansola , Minal , and Rena N. Shukla

Abstract Many countries are adopting Electric vehicle (EV), as the best available
alternative source of traditional Internal Combustion Engine (ICE) vehicles. EVs are
environment friendly as they emit zero exhaust Carbon Dioxide (CO2 ) in the atmo-
sphere. To increase the adoption rate of EV, it is pertinent to boost and develop the
charging infrastructure. Installing public EV charging stations will highly promote
the EV usage. The public EV charging station location depends upon various factors
like investment cost, expected profit, land use, drag distance, waiting time, charging
demand, and available power supply. The objective of this study is to develop a model
based on geographical information system (GIS) for level 2 chargers, i.e., to locate a
slow charging station in a commercial and industrial land use zone in Indian capital
city of New Delhi. The study considers mixed traffic flow, typical of Indian traffic
condition. The scope of study is limited to private vehicles like two-wheelers (2w)
and four-wheelers (4w) only. Three-wheeler and commercial vehicle are excluded
in this study. Slow charging station takes approximately 5–6 h per vehicle for a
full charge. Slow charging stations are suitable for private vehicles which remain
in parking for working hours of approximately 7–8 h in commercial and industrial
zones. The QGIS-based model, presented in this study, is implemented for mixed
traffic conditions for the study area. Origin–Destination data of NCT-Delhi has been
used for modeling the charging demand.

Keywords GIS · Charging station · Electric vehicle · Land use · Optimum location

B. Vansola (B) · R. N. Shukla

Civil Engineering Department, L. D. College of Engineering, Ahmedabad, India
e-mail: binal.vansola@gmail.com
R. N. Shukla
e-mail: renashukla@ldce.ac.in
Minal
Council of Science and Industrial Research—Central Road Research Institute, Transportation
Planning and Environmental Division, New Delhi, India
e-mail: minal.crri@nic.in

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2023 113
M. V. L. R. Anjaneyulu et al. (eds.), Recent Advances in Transportation Systems
Engineering and Management, Lecture Notes in Civil Engineering 261,
https://doi.org/10.1007/978-981-19-2273-2_8
114 B. Vansola et al.

1 Introduction

The electric light vehicle sales are increasing from 0.6% to 2.5% globally from
2015 to 2019, respectively [1]. As India has mixed traffic flow condition, the rate of
growth of vehicle ownership is different for different classes of vehicles. According
to India Brand Equity Foundation, India was the 5th largest auto market with 3.9
million units combined sold in the passenger and commercial vehicle categories
[2]. Domestic automobile sales increased at 1.29% Compound Annual Growth Rate
(CAGR) between financial year 2016–2020 with 21.55 million vehicles being sold in
2020. Automobile export reached 4.77 million vehicles in 2020, growing at a CAGR
of 6.94% during financial year 2016–2020 [2]. Two-wheelers made up 73.9% of
the vehicles exported, followed by passenger vehicles at 14.2%, three-wheelers at
10.5%, and commercial vehicles at 1.3% [2]. With the increase in vehicle ownership,
the consumption of oil has also increased. The transportation sector is accountable
for 49% of total oil consumption making it the largest consumer of oil in the world
[3]. Indian transport sector consumes 99.6% of petrol (2 million tons) and 70%
of diesel (6 million tons) annually [4] making India the world’s third-largest energy
consumer and Green House Gases (GHG) emitter after the US [4] and China, costing
a staggering Rs. 8 lakh crores in import bill [3].
According to International Energy Agency (IEA), globally 45.1% of CO2 emis-
sion is done by passenger vehicles that run on the road (cars, motorcycles, and buses)
[3]. While 29.4% of CO2 emission is done by freight transporting vehicles like trucks
and lorries [3]. Since oil being a nonrenewable source of energy, it is nearing deple-
tion as well as its usage by ICE vehicles leads to emittance of large amount of CO2
in the atmosphere. Hence, the world is transforming toward the usage of electric
energy as an alternative in the form of EV. Electric vehicles consume less energy
than traditional ICE vehicles with zero emission in the environment. Many countries
have started adopting EV as seen in Fig. 1. Figure 1 shows global EV stocks and the
types of chargers installed in different countries. According to Fig. 1, China has a
maximum stock of EV and the highest number of charger types is installed in China
which are slow chargers.
The Indian government is also fostering EV adoption by launching National Elec-
tric Mobility Mission Plan (2020). Several states like Karnataka, Delhi, Andhra
Pradesh, Uttar Pradesh, and Maharashtra have launched the policies that promote
the use of EVs.
This paper is organized as follows: Sect. 2 presents an overview of literature survey
of related work. In Sect. 3, various technical specification provided to understanding
charging station and electric vehicles is discussed; in Sect. 4, methodology flow chart
is discussed for QGIS-based model. In Sect. 5, application of the model to the study
area is done and results are obtained. In Sect. 6, the conclusions and future scope of
the work are discussed.
GIS-Based Model for Optimum Location of Electric Vehicle … 115

Fig. 1 Global EV and charging stock. Source Chandra and Minal [3]

2 Literature Review

The literature on the determination of the optimum location of EV charging stations

can be classified into mainly two categories: first, finding charging station loca-
tion for private vehicles and, second, determining the charging station location for
autonomous electric vehicle (AEV). The method is further classified into three cate-
gories according to the types of chargers installed. The different types of chargers
are level 1, level 2, and level 3 chargers.
The study by Braunl et al. [5] determines the optimum location and allocation of
EV public charging stations in Western Australia [5]. The public Direct Current (DC)
charging station is installed outside the urban area on the highway [5]. The study
by Ngo et al. [6] proposed sequential two-level planning where the total system
travel time and total system net energy consumption are considered [6]. The study
by Quddus et al. [7] proposes long-term planning decisions and short-term operation
decisions and developed a hedging algorithm to solve the location problem [7]. The
study by Brandstatter et al. [8] is focused on the electric car-sharing system under
stochastic demand and optimizing the problem by time-dependent integer linear
program based on heuristic algorithm [8]. The study by Xu et al. [9] minimizes the
accumulated range anxiety of concerned travelers to locate EV charging stations
under minimum budget through a compact mixed-integer nonlinear programming
model [9].
The study by Kaya et al. [10] used GIS to identify the most suitable location
for a charging station by considering different parameters that affect the charging
station location [10]. In this paper, they use multi-criteria decision-making (MCDM)
methods to locate charging stations. The study by Iacobucci et al. [11] determines
charging station location for shared autonomous electric vehicles [11]. Charging
station location is optimized over longer time scales to minimize both approximate
waiting times and electricity costs in Tokyo [11]. The study by Zhang et al. [12] is
116 B. Vansola et al.

also focused on locating a charging station for shared autonomous electric vehicles in
urban areas by an agent-based simulation model, called BEAM [12]. Further, they use
the output produced by the BEAM model in K means algorithm to locate the charging
station. The study by Shen et al. [13] gives the detailed review on optimization of
charging station location where literature is classified according to recurring themes,
such as EV charging infrastructure planning, EV charging operations, and public
policy and business models [13]. A study by Xiao-zhi [14] focuses on Nature-inspired
Algorithm (NIO) and compared the method of different NIO [14]. A study by Morro-
Mello et al. [15] determines the location for level 3 chargers in an urban area for
taxis [15].
A study by Mohammad et al. [16] locates fast public charging stations for urban
areas by the set cover method by using greedy algorithm and genetic algorithm [16].
They used pervasive mobility data which is collected by cell phone [17]. In a study by
Bian et al. [17], the optimum charging station is determined by mixed-integer linear
programming (MILP) model to maximize the profit of new charging station based
on geographic information system (GIS) [17]. In a study by Efthymiou et al. [18],
objective is to locate charging stations by genetic algorithm for the urban area [18].
They develop tools to locate charging stations which require input of the OD data,
distance between zones and their latitude and longitude [18]. A study by Zhang et al.
[12] focuses on multi-day data instead of single-day data to locate charging stations,
and they compare the results generated by both multi-day data and single-day data
[19]. A study by Chandra and Minal [3] focuses on the challenges of EV adoption
in India, and they also provide the solution to different challenges [3].
There are several studies regarding EV charging station location for single traffic
using fast charger. This leads to the motivation behind this study to develop a model
for mixed traffic flow and charging stations with slow chargers. Many models are
developed based on GA-genetic algorithm, set cover method, linear integer program-
ming, and k means clustering but few studies are done on GIS-based model devel-
opment. Thus, this study aims to develop a GIS-based model for optimum location
of charging stations with slow chargers for mixed traffic condition of New Delhi.

3 Technical Specification

3.1 Charging Station Specification

According to Table 1, charging station is classified into three categories. Level 1

charger is a slow charger, and power requirement is low; therefore, it is installed in
a residential area. Level 2 charger is installed at commercial and residential zone.
The charging time of EV charge by level 2 charger is shorter than level 1 charger.
Level 3 charger is a fast charger that requires a higher electric supply. Therefore, it
is installed in a commercial zone. Level 2 charger can be installed at parking lots:
office parking, shopping mall parking, etc.
GIS-Based Model for Optimum Location of Electric Vehicle … 117

Table 1 Charging station specifications

Type of charging station Power supply required Mounting Where to install
Level 1 120 VAC, 15A/16 A Wall pole, bollard Residential area
Level 2 208/240 VAC, 30 A Wall pole, bollard Commercial
zone/residential zone
Level 3 240–500 VDC, 125 A Gas station Commercial zone

3.2 EV Specification Electric 2W and 4W

Tables 2 and 3 describe the specification of electric 2W and 4W. Electric 2W and
4W take an average of 4–5 h and 7–8 h, respectively, to charge by level 2 chargers.
Level 2 chargers can only be installed at the locations where people spend a higher
amount of time, i.e., at industrial and commercial zone. The vehicles like 3W cannot
charge during pick up and drop time. The commercial vehicles wait for uploading
and downloading the goods which are limited to 15 min only and not sufficient for
charging at level 2 charging station in study area; therefore, 3W and 4W are not
considered in this study. As charging time is higher, hence max 3–4 vehicles can be
charged through a single charging plug within 24 h in a day. Here, in calculation one
charger per private vehicle is considered at study area during working hours.

Table 2 Electric 2w specification [20–22]

S. No. Model name Range (km) Power requires Charging time (h)
1 OPTIMA HS 500 ER 113 51.2 V/30 A h 4–5
2 NYX HX 127 51.2 V/30 A h 4–5
3 OPTIMA E5 80 48 V, 28 A h 4–5
4 RV 300 99 1500 W 4.2
5 ZEAL VX1 102 60 V 1200 W 5–6
6 iPraise+ 139 72 V, 40 A h, 2500 W 4–5
7 SPOCK 107.4 72 V, 40A h, 2000 W 3

Table 3 Electric 4w specification [23, 24]

S. No. Model name Range Charger Charging time (h)
1 Tata Nexon 312 15 A 8.5
Fast charging 1
2 Mahindra eVerito D2 181 288 A h—fast charging 1.5
21.2 kwh 11.5
3 Tata Tigor 213 Fast charging 2
118 B. Vansola et al.

3.3 Segment Wise Analysis

EV take-up/penetration rate for 2W will increase by 7–10% by 2025, and it will rise
to 25–35% by 2030 [25, 26]. The EV penetration rate for 4W will reach 1–3% by
2025, and it will increase to 10–15% by 2030 [25, 26].

4 GIS-Based Model

GIS-based model can be used to locate charging stations. Analysis was done by
analyzing various maps related to the study area. For EV charging station location,
useful maps are land use map, zone map, route map, and point of interest map. In
this study, the analysis is carried out on a zone map, grid map, and land use map in
QGIS open-source software.
For the analysis following tools are used:
• Vector tools
• Analysis tools
• Research tools
• Geometry tools
• Geoprocessing tools.

4.1 Methodology

Maps Creation in QGIS Create maps in QGIS, which are zone map, grid map,
and land use map. The study area is divided into known overlapping traffic zones or
wards to get the OD data. To locate the charging station at a certain distance, divide
the study area into grids. Therefore, the dimension of the grid is according to the
allowable distance between the charging stations. A land use map is a map that gives
information about the type of land use available in the study area. Different land uses
are industrial zone, commercial zone, recreation zone, institutional zone, and green
areas.

Validity Checks Validity checks are done on maps by using a strict Open Geospatial
Consortium (OGC) definition of polygon validity, where a polygon is marked as
invalid if a self-intersecting ring causes an interior hole. If maps pass the validity
check, then the next step will be performed in QGIS. If the map did not pass the
validity checks, then we create a new map (Fig. 2).

Join Attributes of Maps The different maps can be joined by common attributes
location in QGIS. The grid map and land use map are joined to know which grid
contains industrial zone and commercial zone. Grids that cover industrial zones and
residential zones are our charging station’s location. When zone map, grid map,
GIS-Based Model for Optimum Location of Electric Vehicle … 119

Fig. 2 Flow chart of methodology

and land use map are joined together by attributes’ location, then we arrive at the
approximate charging demand to analyze the charging plugs required to be installed.

Validation of Map : Perform validity checks on the joint attribute location maps. If
the map passes the validity checks, then the next step will be performed.

Modeling Charging Demand To calculate charging demand, the EV penetration

rate is set, considering the segment-wise average EV penetration rate by 2025 for
private vehicles (2w and 4w) as presented in Table 4 [25, 26]. OD data of zones gives
the value of the vehicle trips in respective zones throughout the day. According to
the study done by Braunla et al., 60–80% of EV owners charge their electric vehicles
at home; and 40–20% of EV users will use public charging stations [5]. Therefore, it
is assumed that 60% EV owner will charge their vehicles at home and 40% will use
the charging stations. We have OD data for all 360 traffic zones. To locate charging
station at 3 km distance, 3 km × 3 km grid map is created. The location of CS will
provide as centroid of each grid. Therefore, converted OD data from zone to grid by
using below formulae where charging demand in zones is calculated by considering
EV penetration rate, rate of EV user will use public charging station and rate of
people will come into industrial and commercial zone. Charging demand in grids is
calculated as:

Z = {z 1 , z 2 , . . . , z n } (1)

G = {g1 , g2 , . . . , gn } (2)
120 B. Vansola et al.

Table 4 Segment-wise
Segment Sub-segment EV penetration (%)
analysis of Electric 2w and
4w [25, 26] 2025 2030
2w Scooters 10–25 50–70
−B2B 40–60 60–80
−B2C 13–18 40–60
Motorcycles 1–2 10–20
Overall 7–10 25–35
4w—PV Personal 1–3 10–15

Distribute zone demand in grids:

di
f i j , j ∈ pi = (3)
mi

Total charging demand in grid:


cj = fi j , i ∈ q j (4)

where

pi Overlap grids in w. r. t zone i

m number of overlap grids in zone
fi j Distribution factor of demand from zone to grid
qj Zone corresponding to grids
cj Total charging demand in grid j
z Set of zones
zi Zone i
gj grid j
i Zone number
j Grid number
di Charging demand or destine vehicles in zone i
m Number of grids overlap over zone i.

5 Case Study

The GIS-based model is implemented on NCT-Delhi, which has an area of 1484

km2 . Delhi is divided into 360 traffic zones, as shown in Fig. 3. OD data of 360
traffic zone of Delhi is collected. Grid map of Delhi is shown in Fig. 4. The grid map
contains 204 grids, while the dimension of the grid is 3 km × 3 km which is taken
as according to Delhi government EV policy 2020 [27]. Based on Delhi government
EV policy 2020, distance between two charging stations should not be more than
GIS-Based Model for Optimum Location of Electric Vehicle … 121

Fig. 3 Traffic zone map of Delhi created in QGIS

3 km. The land use map gives information about land use types which are residential,
commercial, industrial, farmland, forest, grass, retail, cemetery, meadow, military,
natural reserve, orchard, park, and recreation ground, as seen in Fig. 5. All three
maps have been validated. Maps are created by joining attribute by location. First,
taking the grid map and the land use map, a total 2550 combination is generated by
joining two maps. 91 charging station location is identified for level 2 chargers. To
calculate charging demand, we create a map by joining attributes of all three maps.
A total of 30,516 combinations are generated after joining the three maps.
The EV penetration rate is set to calculate charging demand of EV for different
classes of vehicles. By being not too pessimistic and optimistic, the average EV
penetration rate is taken as per the segment-wise analysis. Assuming, 40% of EV
users will use the public charging station to charge their vehicles. The two standard
assumptions have been taken as shown in Table 5. Given the number of electric
vehicles in grids, it did not indicate that every vehicle will come at commercial and
industrial zones. There are other zones also available within the grid. Hence, we
assume that 60% of total electric vehicle will come at commercial or industrial zone
and 40% of total EV are in other than commercial and industrial zone.
122 B. Vansola et al.

Fig. 4 Grid map of Delhi created in QGIS

Fig. 5 Land use map of Delhi. Source Geofabric.de [28]

GIS-Based Model for Optimum Location of Electric Vehicle … 123

Table 5 Assumptions for demand modeling

Category of vehicles Average EV Public charger users Percentage of EV user
penetration rate by (%) comes in industrial and
2025 (%) [25, 26] commercial zone (%)
2w 8.5 40 60
4w 2 40 60

5.1 Result

The charging station locations are found by plotting 204 grids of size 3 km × 3 km.
Out of 204 grids, 91 grids are found to have location for charging station as determined
by QGIS-based model as shown in Fig. 6. All 91 grids consist of the industrial
and/or commercial zone in addition to other zones. Remaining 113 grids have neither
industrial nor commercial or both as land use. According to demand modeling, the
approximate number of required charging plugs is calculated. As expected, with
a decrease in grid dimension from 3 km × 3 km to 2 km × 2 km, the number
of charging stations will increase from 91 to 136. The average distance between
the charging stations for 3 km × 3 km is approximately 2.8 km. While the result
generated for 2 km × 2 km grid, the average distance between charging station is
2 km.
When we change the grid dimension, the number of charging stations changes
accordingly. However, the location will remain the same because the land use area
will not change.
Table 6 shows the result generated from 3 km × 3 km grids for randomly selected
10 grid numbers as sample [27]. Table 6 consists of the selected 10 grids by its

Fig. 6 Charging station location for 3 km × 3 km grid for study area

124 B. Vansola et al.

Table 6 Charging station at grid number and respective charging plugs required to install for 2w
and 4w
Grid No. Charging plugs for 4w Charging plugs for 2w
62 40 31
63 40 31
80 26 20
81 40 31
98 50 39
99 278 275
100 264 204
101 121 194

Fig. 7 Charging station location for 2 km × 2 km grid for study area

number, which is the charging station location and charging plugs required to be
installed in respective grids. The maximum charging plugs are 387, which needs to
be installed at grid 262. Grid 262 has maximum charging demand. While, minimum 3
charging plugs are required to be installed at grid 103, which has minimum charging
demand (Fig. 7).

6 Conclusions

The electric vehicle penetration rate for two-wheelers will be 7–10% by 2025, and it
will increase to 25–35% by 2030. The EV penetration rate for 4w will reach 1–3% by
GIS-Based Model for Optimum Location of Electric Vehicle … 125

2025, and it will rise to 10–15% by 2030.The prevailing scenario says that only 40%
of electric vehicle users will use public charging stations and rest 60% of electric
vehicle users will charge their EV at home.
Level 2 charging station is located at a place by considering the land use data. If
located level 2 charging station has commercial and/or industrial zone, then it has a
wider usage. Charging a vehicle through a level 2 charger requires a longer time for a
full charge. Generally, people spend a longer duration in commercial and residential
zones compared to other zones. Therefore, a level 2 charging station is located in
the commercial and industrial zones. The fast-charging station-level 3 is suitable for
places like parking lot, gas station, and petrol station.
According to the Delhi government EV policy 2020, the distance between
charging stations should be less than 3 km [27]. Thus, a 3 km × 3 km grid size
has been taken in the study to locate the charging station in QGIS. The result shows,
if a 3 km × 3 km grid map is used in the model, then the average distance between
the charging stations is 2.8 km. To conclude the study, 91 location of level 2 charging
station is found in Delhi for the commercial and industrial zone. All 91 locations are
centroid of 3 km × 3 km grid.
The future scope of the study lies in expanding it to develop the model based on
different criteria. To expand this study, various optimization methods can be inte-
grated with QGIS. This study may prove useful for planning for future EV charging
infrastructure development. The developed model can be used as a guide for other
Indian cities to locate level 2 charging stations for mixed traffic flow conditions.

Acknowledgements Support from Project OLP-0624 sponsored by CSIR-Central Road Research

Institute, New Delhi, India, was received to assist with the preparation of this manuscript.

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