Working Group 2: Charging Infrastructure - Wednesday, September 30: 1:30-3:00PM Presenter Slides - Adirondack North ...
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Moderator: Ben Foster – Fosterra LLC Panelist 1: Rebecca Hughes – NYPA Panelist 2: Adam Ruder - NYSERDA Panelist 3: Kevin George Miller - ChargePoint Panelist 4: Travis Allan – Flo-AddEnergie
Working Group Objectives • Summit Goal: Adirondack ON-RAMP will establish the foundation for an inclusive, region-wide transition to a low-carbon transportation future, leveraging the 2023 World University Games to demonstrate a regional commitment to sustainable development. • Workshop Objective: Using current infrastructure as a baseline, the speakers and audience will examine needs and strategies for the Games’ clean transportation charging network buildout with a focus on solutions that will benefit the region beyond 2023. • This is a unique opportunity for the region, thank you for 2 joining this session!
Audience Participation • Time for Q&A after speaker presentations • During the session, add comments/questions to the chat box Please consider the following topics to get the ideas flowing: • From your perspective, what are some ways to work regionally in the next 2-5 years to increase EV adoption and EVSE deployment? • What are the major technical or economic challenges or barriers to rapidly increasing EV adoption? • What areas should the speakers' organizations focus on to support the region? 4
Panelist 1: Rebecca Hughes – NYPA Marketing and Customer Experience 518-446-6217 Rebecca.Hughes@nypa.gov
NY has a goal of 850k EVs on the road by 2025, and 3M by 2030. For fast chargers, this equates to up to 4k by 2025, and up to 15k by 2030. In NY today, there are nearly 50,000 EVs on the road and roughly 500 DCFC. NY EVs: Today and Future Targets Projected NY DCFC Demand 3,500,000 16,000 14,866 3,000,000 14,000 3,000,000 12,000 2,500,000 ZEVs Needed 10,000 # DCFCs 2,000,000 Low DCFC 8,000 Need* 1,500,000 5,693 6,000 4,212 Medium DCFC 1,000,000 850,000 4,000 Need** 2,000 1,613 500,000 155 404 47,000 0 0 Now 2025 ZEV Goal 2030 CLCPA Now 2025 ZEV Goal 2030 CLCPA Goal Goal *Equates to 2 DCFC per 1k EV ratio, based on 100% access to home charging for EV drivers (Source: AFDC EVI-Pro Lite Tool) **Equates to 5 DCFC per 1k EV ratio, based on 80% access to home charging for EV drivers (Source: 2 AFDC EVI-Pro Lite Tool) 2
Currently, there are nearly 5,000 Level 2 (multi-hour recharge times) and DC Fast Chargers (sub-1 hour recharge times) in NY State. 3
Filtering out the slower chargers, we’re left with just 550 high-speed DC Fast Chargers (sub-1 hour recharge times) 4
Of those, nearly 450 are “very fast”, meaning capable of sub-30-minute recharging times 5
Of these, only 38 are available to non-Tesla vehicles, spread across 10 locations, mostly along the New York State Thruway and near New York City. 6
NYPA’s EVolve NY initiative seeks to expand coverage of DC Fast Charging infrastructure available to all vehicles: 200 chargers (~50 locations) in Phase 1, with up to 800 chargers (~200 locations) by 2025 EVolve NY Planned Site Existing DCFC 7
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While our EV adoption goals are high, technology change often happens in rapid, “s-curve”-like trajectories 9
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Panelist 2: Adam Ruder – NYSERDA Assistant Director Clean Transportation 518-862-1090 x3411 Adam.Ruder@nyserda.ny.gov
EVs and EV Charging in NY and at the World University Games Adam Ruder September 30, 2020
Gov. Cuomo’s EV Agenda > Signatory of Light-Duty ZEV MOU and recent Medium-/Heavy-Duty ZEV MOU > EV infrastructure enabling statewide EV travel • 10,000 EVSE by end of 2021 • 10 locations with DCFC in each REDC by end of 2022 > Major EV investments • NYSERDA-administered rebate programs for EVs, EVSE • $250M NYPA EVolveNY program • $700M PSC make-ready order > VW Settlement funds focused primarily on truck and bus electrification > Largest transit operators will only run electric buses by 2040
Charging Stations in the North Country > About 200 charging ports total > Most are Level 2 charging stations (~170 – blue dots on the map) that add about 20 miles of range in an hour > Some are DC fast chargers (~30 – red dots on the map) that add 200+ miles of range in an hour • Almost all are currently Tesla-only stations, but three more non-Tesla stations are expected to open soon
Current NYS Charging Station Programs > NYSERDA’s Charge Ready NY program - $4,000 per plug for Level 2 chargers > 50% NYS business tax credit through 2022 - Up to $5,000 per charging station > NYPA EVolve NY - $250M for EV charging across NYS, first $40M focused on DC fast charging stations > Utility programs to cover up to 90% of the “make-ready” costs (installation costs up to the charger)
Current NYS EV Programs > Drive Clean Rebate $55M Program • Up to $2,000 per vehicle, depending on electric range > New York Truck Voucher Incentive Program • Incentives for up to 100% of the difference in cost between an electric truck or bus and a diesel equivalent > Toll Discounts
Electrifying the World University Games
Vehicle Options > Vehicles are available, but they are more expensive • Electric transit buses are available from multiple OEMs but carry a large incremental price tag ($300K+) • Electric shuttle buses are available from a growing number of manufacturers and are significantly more expensive than gasoline/diesel ones ($100K+) and are available in limited quantities • Electric minivans and large SUVs are available from multiple automakers, and the number of options are expanding. They too are more expensive than gasoline versions ($10-15k+) > Ranges of vehicles are improving, but need to factor in cold weather penalty > Electric buses may have long lead times for delivery > For vehicles purchased, make sure there’s a long-term use identified • The vehicles are very expensive, and it’s obviously impractical to buy an entire fleet of vehicles for a few weeks’ use • If there isn’t a need in Lake Placid, maybe partners would be willing to share in the vehicle purchases
Charging Options > Charging needs vary widely by electric vehicle type • Typical EVs charge at 7kW for Level 2 charging, up to 150kW for fast charging • Commercial trucks and smaller buses charge between 20kW and 200kW • Transit buses can charge anywhere from 150 kW (if charging in a depot) to 600 kW (if they are charging on route) > Power requirements can be very high, especially for charging an entire fleet – sometimes higher than the power available at a site • Impractical and expensive to install permanent electrical upgrades for a short-term event • Solutions are available that use energy storage or renewable energy generated onsite to lessen the load on the electric grid, including movable solutions that do not tie into the electric grid at all > Charging can be done overnight or in shorter bursts throughout a vehicle’s route • At the Games, charging could happen for a few minutes at each venue, at taxi stands, etc. or at a central facility overnight
Potential Solutions > Work with other transit operators (Montreal, Plattsburgh, NYC), universities (Clarkson, Potsdam, Plattsburgh State, St. Lawrence, Paul Smith’s), or transit bus manufacturers (Novabus, BAE) to purchase vehicles with the understanding that they will be available for use for the World University Games and then go into service elsewhere > Install charging appropriate for vehicles staying in the area and visitors, then use mobile charging solutions to meet the charging needs for additional “surge capacity” charging needs during the Games – if you can ensure sufficient battery capacity to charge many vehicles > Charging for electric cars and taxis could be set up in parking lots off Main St., which would be good places to have charging for visitors after the Games > Charging for buses and vans could be set up in more out-of-the-way locations where there is electricity available, and at a small set of venues for fast on-route charging
For More Information > Visit: • Charge NY: https://www.nyserda.ny.gov/ChargeNY • Charge Ready NY: https://www.nyserda.ny.gov/Charge-Ready-NY • NYTVIP: https://www.nyserda.ny.gov/Truck-Voucher-Program • Drive Clean Rebate: https://www.nyserda.ny.gov/Drive-Clean-Rebate
Panelist 3: Kevin George Miller – ChargePoint 669.237.3358 kevin.miller@chargepoint.com
Charging Infrastructure: Working Group #2 EVSE & Transport Infrastructure Event: ON-RAMP Summit Date: September 30, 2020 Presenter: Kevin George Miller – Director, Public Policy © 2020 ChargePoint, Inc.
World’s Largest and Most Open EV Charging Network Largest EV fueling network in North America 62% of 2019 Fortune Top 50 companies use ChargePoint 60% of 2019 Fortune 100 Best Companies to Work For® use ChargePoint 115,000+ ChargePoint spots plus 110,000+ roaming spots © 2020 ChargePoint, Inc. 3
Riding shared transport Driving a personal vehicle We’re creating the new fueling network 3 Modes to move all people and goods on electricity. Delivering goods and driving work vehicles © 2020 ChargePoint, Inc. 4
There is no ubiquitous EV charging business model Giving drivers a place to plug in helps to achieve a variety of operating & business goals Home Fleet Workplaces Multi-Family Commercial Parking Retail & Hospitality Homes Property MANAGE CHARGING LOWER COST OF ATTRACT ATTRACT & RETAIN ATTRACT NEW INCREASE SALES & SAVE MONEY TRANSPORTATION & RETAIN TALENT RESIDENTS & TENANTS CUSTOMERS + Track usage and + Meet government + Increase employee + Increase average rent and + Drive revenue + Attract new and expenses mandates and regulations satisfaction property value repeat customers + Provide + Charge during low + Reduce operating + Improve productivity + Provide valued amenity differentiating + Increase shopping cost off-peak hours expenses with lower + Achieve sustainability amenity time + Meet emerging state and city fueling and maintenance goals regulations + Boost customer costs satisfaction + Achieve sustainability goals + Proactively manage + Achieve sustainability expenses goals + Achieve sustainability goals Offering charging services is more than just a direct revenue model for commercial site hosts © 2020 ChargePoint, Inc. 5
Capital (CapEx) & Operating (OpEx) Costs for EVSE © 2020 ChargePoint, Inc. 6
Variability in Level 2 CapEx Costs + Data from table is not specific to ChargePoint equipment and reflects trends in cost of development and deployment around the country. © 2020 ChargePoint, Inc. 7
Significant Variability in DCFC CapEx Costs + Data from table is not specific to ChargePoint equipment and reflects trends in cost of development and deployment around the country. © 2020 ChargePoint, Inc. 8
DCFC OpEx Costs Depend Largely on Electricity Rates + Traditional, demand-based rates were not designed for DCFC load profiles. + DCFC have a low load factor, with sporadic instances of high energy use. + Demand charges can account for up to 23-85% of DCFC electricity costs:1 Total cost share of demand charges by DCFC power capacity © 2020 ChargePoint, Inc. 9 1. Great Plains Institute, 2019. “Overcoming Barriers to Expanding Fast Charging Infrastructure in the Midcontinent Region.”
What’s the difference between DCFC power levels? + Higher-power stations increase costs without improving throughput + Higher kW may seem significant, but its impact on charging time often is not. Time for Jaguar iPace to Achieve 80% State of Charge (SoC) 125 kW (Paired) 46 40 32 29 25 25 © 2020 ChargePoint, Inc. 10
Takeaways for Supporting EVSE in New York + Capital Costs: NYSERDA’s Charge Ready NY, DEC’s municipal EVSE and fleet, & utility “make ready” infrastructure programs will be critically important to overcome capital cost barriers to deploying EV charging stations. − In the longer-term, cities and counties should consider “EV Ready” requirements for new and retrofit construction to prepare locations for future EVSE installation. + Operating Costs: More work is necessary to address operating cost barriers in a sustainable manner, particularly for public and commercial fleets. − Creating sustainable & non-discriminatory electricity rates will reflect cost-causation, send appropriate price signals to customers, and avoid artificially subsidizing otherwise misaligned electricity rates. − Legislation has been filed that would require utilities to file alternatives to traditional, demand-based rate structures for a variety of high-powered charging use cases. • Assembly Bill 9875 (Cusick); Senate Bill 8210 (Kennedy) © 2020 ChargePoint, Inc. 11
Thank You For further information, please contact Kevin George Miller: kevin.miller@chargepoint.com +1.669.237.3358 © 2020 ChargePoint, Inc. 12
© 2020 ChargePoint, Inc. 13
Panelist 4: Travis Allan – Flo-AddEnergie Vice President of Public Affairs and General Counsel 416-417-1195 tallan@flo.com
Rural EV charging best practices 6.September ANNEXES30, 2020 Presentation to Clean Transportation: the Adirondack ON-RAMP Travis J. Allan Vice-President of Public Affairs and General Counsel © 2020, FLO 1 Draft: not for external distribution. Subject to legal review.
FLO | AddEnergie overview Incredibly high quality North American- Leading North American charging network made charging stations (deploying AddEnergie charging stations) A complete ecosystem fulfilling EV drivers’ charging needs wherever they are A leading North American at home charging network at work on the go 30,000 + 7.5 GWh + 500,000 charging events made energy transferred charging stations sold monthly possible per month © 2020, FLO 2
Solutions for All Market Segments Residential Multi-residential Workplaces Fleets Public Curbside © 2020, FLO
Equitable adoption starts with inclusive deployment In the US Fast DC stations of the Electric Circuit • The 50 most populous metro in Québec areas represent 55% of the population and 80% of all EVs In Quebec • Highest concentration of EVs in Canada (42% EVs vs 23% of the population) • Quebec’s 3 largest metro areas represent 64% of the population and 66% of EVs Montreal to Gaspé: A 570 mile journey with over 30 DCFCs along the way © 2020, FLO 4
Support tourism by connecting to regional hubs Modified image from PlugShare © 2020, FLO 5
• Over 20 Fast DC charging stations on the road to Mont-Tremblant (excluding stations in Montreal and Laval) • Montréal -> Tremblant = 90 miles © 2020, FLO
• 0 public fast DC charging stations (and 2 Tesla Supercharger sites) on the road to Lake Placid (excluding stations in Montreal) • Montréal -> Lake Placid = 110 miles © 2020, FLO
Strategic deployment supports tourism: Profile of Gaspé region % 38 • Even during COVID-19, substantial session growth in this remote key tourist region % 273 • Compare 38% growth to Canadian avg of fall of 18% in public session 118% usage © 2020, FLO
Overall Gaspé sessions in 2017…the start • Stations deployed • Low utilization in Summer, followed by very limited sessions in Fall/Winter suggest use was primarily summer January-April = 0% visitors. of January- September © 2020, FLO
Overall Gaspé sessions in 2020…summer peak COVID lockdown starts • Increase in winter charging suggests local residents are taking advantage. January-April = 35% of January-September total sessions © 2020, FLO
Tips to design robust rural networks © 2020, FLO Modified image from PlugShare 11
Winter driving (and charging) = equipment is critical Geographic context matters. Items to look for: • Safety certifications • Rugged, durable equipment that is safe to operate in extreme climates • Station designed and installed with safety in mind for users and passersby © 2020, FLO 12
Reliability + redundancy matter in rural areas Customer Service All stations connected to our network are monitored remotely from our Network Operation Center to deliver reliability and service quality High Uptime On-going monitoring +99% Network Uptime +99% Advanced Control Remote configuration, access rules & rates Data tracking © 2020, FLO 13
Siting considerations N (1): interchange A B E Tip: Consider flow of traffic and safe highway egress/ingress © 2020, FLO 14
Siting considerations (2): grades (e.g. mountain pass) A B Rest D=20mi Town stop Tip: in areas with higher grade, consider reducing station distances or locating stations pre- and post- grade increase © 2020, FLO 15
Siting considerations (3): long detour N 20 mi A B E Tip: when considering spatial separation or driving distance between stations, factor in reasonable expectations around length of detour © 2020, FLO 16
Congestion matters in rural areas • High wait times lower user satisfaction • Utilization can be low when congestion is high because of temporal clustering • For single DCFC sites, unacceptable congestion often occurs when the average daily usage per DCFC reaches 12 to 13 charge events per day on a sustained basis (360 to 390 Charge events per month). • For dual DCFC sites, unacceptable congestion often occurs when the average daily usage per site reaches 30 to 33 Charge events per day on a sustained basis (900 to 975 charge events per month) • Always install a redundant L2 in case DCFC looses function © 2020, FLO 17
Travis Allan tallan@flo.com © 2020, FLO 18
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