I don't agree with that last inference, it is possible that the document with the weird version of 625.14 is just wrong.
That's fine - you don't have to.
It's always possible that a contractor hired by the Department of Energy (and someone that not only works on EVSE studies but is a L2 and L3 EVSE manufacturer) could get it wrong...but the odds are very, very, very low that they mis-quoted the NEC. Actually very low - they would have had to not only mis-quote the NEC, but then not look at the code for what - 12 years? And none of their contributors - including power companies and government planning bodies called them on their error? Not likely.
Excerpt from an interview with the CEO of eTEC
http://gm-volt.com/2009/09/28/interview ... structure/
Is your company a hardware producing company or are you coordinating the hardware of others? I’m wondering how your company fits into this.
We build both the level 2 and level 3 hardware. And we were very involved in the late 90s and early 2000s in deployment of EVs in response to the zero emission mandate in California. So we installed all of Chrysler’s infrastructure nationwide for the Epic minivan. We installed a lot of infrastructure for Ford, but not so much for GM. They typically worked through utilities to make that happen. We were buying others EVSEs in those days. We did make the 90 kw fast charger for the Chrysler minivan. Then when the auto EVs went away we had already been working with airport ground support equipment and material handling lift trucks on fast charging and we continued to do that over those 8 or 9 years. So we are in a number of airports through North America supporting both the airports and the airlines with material handling chargers across the country. We’ve got like 5000 chargers deployed throughout North America in industrial applications. We also have a line of chargers for neighborhood vehicles and things like that.
I'm personally very confident in the progression. Between:
- The briefing docs from the various programs (Project Get Ready, Nissan, eTEC, ChargePoint America, EV Project, etc.) that say specifically that the EVSE must be hard wired
- The docs from various EVSE manufacturers that show their products must be hard-wired (including those designed specifically to the Jan 2010 J1772)
- The fact that the NEC is adapted and/or adopted by states/counties/cities and all that mention L2 EVSE state that it MUST be hard-wired...
- Back and forth comments between participants of the June J1772 working group meeting
- Conversations with folks from EVSE manufacturers
- Experience from being part of rules groups and committees in government settings
There's absolutely no doubt in my mind that the units were planned in an environment that required them to be hard-wired.
I'm glad the environment has changed, but don't care much because the NEC wasn't going to stop me from putting a cord on my EVSE anyway.