charging infrastructure: what, where, and how many?in infrastructure, education and awareness, and...
TRANSCRIPT
• Moderator:
• Miles Muller, Clean Energy Legal Fellow, NRDC
• Speakers:
• Zachary Owens, Program Manager, Transportation Fuels and Technology, Colorado Energy Office
• Annie Schneider, Program Specialist, Utah Governor’s Office of Energy Development
• Matt Nelson, Director of Government Affairs, Electrify America
• Matteo Muratori, Ph.D., Engineer, Integrated Transportation and Energy Systems, NREL
Charging Infrastructure: What, Where, and How Many?
Zachary Owens, Program Manager, Transportation Fuels and Technology, Colorado Energy Office
Charging Infrastructure: What, Where, and How Many?
#WeTheStates
Zach Owens, Program Manager
Transportation Fuels and Technology
NGA Western EV Workshop
April 4, 2019
Electric Vehicle (EV) Charging
In Colorado
Charge Ahead Colorado
Charge Ahead Colorado
Charge Ahead Colorado
RAQC CEO
Funding Source Federal Highway Administration - CMAQ
and Volkswagen settlement
EV Fund and Volkswagen settlement
Geographic Area 7 County Denver Metro Area Outside the 7 County Denver Metro Area
Eligible Equipment Level 2, DC fast-chargers, Electric Vehicles Level 2 and DC fast-chargers
Funding Level
80% up to:
Level 2 DC Fast-
Chargers
EV Level 2 DC Fast-Chargers
$9,000 $30,000 $8,260 $9,000 $30,000
• Eligible applicants include local governments, school districts,
State agencies, and non-profits.
• Apartment/condo complexes and private businesses are also
eligible. Workplace and multi-family locations are a priority!
Electrifying Our Highway Corridors
• $10.3 million award made to ChargePoint to build 33
DCFC across six corridors
• 2-4 chargers at each site; capable of providing at least
50 kW and up to 150 kW charging
Colorado DC Fast-Charging Corridors
• Statewide network ensures a consistent
driver experience at every station
• Committed site hosts: retail, grocery,
c-stores, and local governments
• State-of-the-art modular technology allows
for expansion
Regional Electric Vehicle West
Colorado Electric Vehicle Plan
Station Needs
• Medium Scenario: 204 stations
(817 fast-charging ports)
• High Scenario: 632 stations
(2,530 ports)
From the ICCT 2019 White Paper “QUANTIFYING THE ELECTRIC VEHICLE CHARGING INFRASTRUCTURE GAP ACROSS U.S. MARKETS
Future Needs in Denver in 2025: 1,133 workplace; 1,287 Public L2; 176 DCFC
Zach Owens
Program Manager
Transportation Fuels and Technology
Annie Schneider, Program Specialist, Utah Governor’s Office of Energy Development
Charging Infrastructure: What, Where, and How Many?
#WeTheStates
Transportation Electrification
WorkshopWest Regional NGA
April 4, 2019
Annie SchneiderProgram Specialist
Utah Governor’s Office of Energy Development (OED)
Mission
Advance Utah’s energy and minerals economies for the provision of affordable, reliable, and sustainable outcomes that provide
significant and lasting value to the state.
State EV Data
• BEV total: 4,258
• ~3.45% of U.S. light duty advanced technology vehicle market share (FCEV, BEV, PHEV, HEV)
• L2 chargers: 144
• DC fast chargers: 24
Source: http://www.casteyanqui.com/ev/utah_sales/index.html; www.afdc.energy.gov; https://autoalliance.org/energy-environment/advanced-technology-vehicle-sales-dashboard/
Utah EV Programs
• Rocky Mountain Power West Smart grant
– Corridor chargers, many partners
• Volkswagen (VW) Settlement
– $35,177,506
• State EV Working Group
• 8 State Memorandum of Understanding (MOU)
73.5%11.0%
8.5%7.0%
Matt Nelson, Director of Government Affairs, Electrify America
Charging Infrastructure: What, Where, and How Many?
#WeTheStates
Seattle Transportation Electrification WorkshopPanel: “Charging Infrastructure: What, Where, and How Many?”
National Governors AssociationApril 4, 2019
Page 20
Our transformational opportunity: the largest single investment ever made in infrastructure, education and awareness, and access to drive ZEV adoption
Electrify America will be a catalyst for promoting ZEV adoption by offering transformative, customer-centric infrastructure and energy management solutions.
Our Mission
Electrify America is a subsidiary of Volkswagen Group of America created to implement the $2 billion ZEV Investment Commitment. We have recruited talent from across diverse industries.
Our Company
Electrify America is a data-driven company committed to increasing the use of ZEV technology.
Our Approach
Page 21
San FranciscoFresnoSan Jose
Sacramento
Los AngelesSan Diego
Seattle
Portland
Denver
Chicago
Houston
Miami
Raleigh
Washington, DCPhiladelphia
New York City
Boston
Cycle 1 investment will create a robust DC charging network linking U.S. highways and major metropolitan areas
17 large metros
42 states
Station spacing:▪ Average: 70 miles*▪ Maximum: 120 miles
Chargers per site:▪ Average: 5▪ Minimum: 4 Maximum:
10
Charging speed▪ 3 to 20 miles per
minute
484 stations
2000+ DCFC
86 metros*
* Highway sites in MSAs with more than 500,000 population
2800+ Level 2s
*48 miles in California
Page 22
Network expansion will concentrate in 29 markets through 2021
Seattle MSABremerton MSA
Olympia MSA
Portland MSA
Cycle 1 and 2 Metro
New Cycle 2 Metro
Cycle 1 Station
Las Vegas MSA
Phoenix MSA
Denver MSABoulder MSA
Chicago MSA
Atlanta MSA
Miami MSA
New York MSABridgeport MSA
Philadelphia MSA
Baltimore MSA
Washington DC MSA
Honolulu MSA
Boston MSA
CaliforniaLos Angeles San FranciscoSan JoseSacramentoSan DiegoFresnoSanta CruzRiverside/SBSanta Rosa
Page 23
Challenges to investment persist
Current construction bottlenecks in many areas of the country, especially California, are due to lengthy permitting durations.
2014
2017
Haven’t; maybe some day
Haven’t; won’t Info gathered; not serious
Idea occurred; no steps taken
Actively shopped
Already own; lease
100%
3 Need for Education & Awareness Efforts
4 ZEV Consideration Remains Low
Lack of ZEV Vehicles and Users
2
Permitting Delays1
The higher purchase cost of EVs and lack of charging stations associated remain barriers to wider ZEV adoption.
Focused investment to raise consumer education and awareness is needed by all sectors to educate and encourage ZEV adoption.
Page 24
States and cities can create policy environments to encourage ZEV adoption and investment
Policy Environment
Sending Long-Term Signal to Market
Reducing PEV
Operational Costs
Improving Economic Viability of
EVSEImproving PEV and
EVSE Planning
Increasing Awareness
and Education
Reducing Upfront
Costs
Analysis by NASEO and Cadmus found sending a long-term signal to the market and reducing upfront costs were the most powerful policy tools to drive ZEV adoption.
PEV Policy Evaluation Rubric:https://naseo.org/Data/Sites/1/pevpolicyrubricmethodology_naseo.pdf
Page 25
We look forward to continued collaboration to drive ZEV adoption
Thank you
Matteo Muratori, Ph.D., Engineer, Integrated Transportation and Energy Systems, NREL
Charging Infrastructure: What, Where, and How Many?
#WeTheStates
Charging Infrastructure: What, Where, and How Many?
NREL Perspective
Matteo Muratori & Eric Wood
April 4th 2019
National Governors Association Meeting
NREL | 28
National Renewable Energy Laboratory (NREL)
Spearheads transportation research, development, and deployment to accelerate the widespread adoption of high-performance, low-emission, energy-efficient passenger and freight vehicles.
✓Infrastructure to support vehicle electrification
2
NREL is Part of the US DOE’s National Lab System
NREL | 29
EV Charging Requirements
Source: National Research Council. Overcoming barriers to deployment of
plug-in electric vehicles. National Academies Press, 2015.
While the majority of plug-in electric vehicle (PEV) charging is expected to come from residential plugs, a network of non-residential chargers is required to:
• Support adopters that cannot charge at home
• Enable long-distance travel
• Cope with range anxiety (safety net)
Infrastructure plays a big role in
enabling and supporting EV adoption
NREL | 30
NREL’s EVI-Pro
Source: Wood E. et al. "National Plug-In Electric Vehicle Infrastructure
Analysis." U.S. DOE Report (2017)
NREL, in collaboration with California Energy Commission, developed the Electric Vehicle Infrastructure Projection (EVI-Pro) tool to simulate charging behavior and estimates charging requirements and charging load profiles to support PEV adoption, including interstate corridors.
NREL | 31
EVI-Pro Lite
A free simplified online version of EVI-Pro to assist state and local governments and make insights from recent studies accessible to public and private organizations investing in PEV charging infrastructure.
NREL | 32
Mitigate DC Fast Charging Cost
Cost of fast charging can be high, due to low utilization & demand charges
Technology solutions can be used to
reduce cost, including batteries and PV
$0.041$0.459
$0.180
$0.039
$0.00
$0.20
$0.40
$0.60
$0.80
$1.00
$1.20
Med
ian
Co
st S
avin
gs
by
Ch
arge
Cat
ego
ry [
$/k
Wh
] Energy Charges
Demand Charges
Fixed Charges
One 50 kW Plug
(1,109 sites)
Four 150 kW Plugs
(3,363 sites)
Source: Muratori M. et al. "Technology solutions to mitigate electricity cost
for electric vehicle DC fast charging." Applied Energy 242 (2019).
NREL | 33
Impact on Power Systems
PEV charging can have significant impact on power systems and provide opportunities for optimizing integrated systems (e.g., “smart” charging)
Charging infrastructure determines charging options and impacts PEV loads
Home-Dominant Charging No Home Charging
NREL | 35
NREL’s EVI-Pro
The Electric Vehicle Infrastructure Projection (EVI-Pro) tool developed in
collaboration with California energy commission estimates PEV charging requirements
and charging load profiles
PEV
Driving/Charging
Simulator
PHEVs & BEVs
Attributes
Home/Work/Public
L1/L2/DCFC
Real-world
GPS data
PEV charging
infrastructure
Future PEV
Stock
(exogenous)
Foundational Assumptions• Future PEVs will be driven in a manner
consistent with today’s gasoline vehicles• Consumers prefer to perform the majority
of charging at their home location• Charging at non-residential stations will be
used to maximize eVMT
NREL | 36
EVI-Pro: Conceptual
Consumers demand for PEV charging is coverage-based:
“Need access to charging anywhere their travels lead them”
Infrastructure providers make capacity-driven investments:
“Increase supply of stations proportional to utilization”
A “utilization gap” persists in a low vehicle density environment making it difficult to justify
investment in new stations when existing stations are poorly utilized (aka: chicken & egg)
We quantify non-residential PEV charging requirements necessary to meet consumer
coverage expectations (independent of PEV adoption level) and capacity necessary to meet
consumer demand in high PEV adoption scenarios
PEV Market Share
Ch
arg
ing
In
fra
str
uctu
re
Req
uir
em
en
ts
Coverage
Infrastructure
Utilization
Gap
Charging
Demand
Market
Pull
NREL | 37
L1 Vs. L2 Charging
With 12% of the population of the United States, California has 24% of the public PEV charging stations and 30% of the outlets for charging PEVs .
159 BEV owners and 156 PHEV owners responded to questions in the 2016 California Vehicle Survey about where and when they charged their vehicles on a typical weekday:
0%
10%
20%
30%
40%
50%
60%
Level 1 Level 2 None Unknown
Shar
e o
f R
esp
on
den
ts
Home Charging
BEVPHEV
0% 20% 40% 60% 80% 100%
Public
Work
Home
Share of Owners Mentioning Charging at Least Once
Typical Weekday Charging
BEVPHEV
• Moderator:
• Miles Muller, Clean Energy Legal Fellow, NRDC
• Speakers:
• Zachary Owens, Program Manager, Transportation Fuels and Technology, Colorado Energy Office
• Annie Schneider, Program Specialist, Utah Governor’s Office of Energy Development
• Matt Nelson, Director of Government Affairs, Electrify America
• Matteo Muratori, Ph.D., Engineer, Integrated Transportation and Energy Systems, NREL
Charging Infrastructure: What, Where, and How Many?