Electric Vehicles Roadmap Initiative - SPECIAL REPORT 2021 - Western Governors ...
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SPECIAL REPORT
Electric Vehicles
Roadmap Initiative
The Chair’s Initiative of Oregon Governor Kate Brown
2021
Dear Friends and Colleagues,
One thing was clear as we developed the central policy as: meeting the increased demand on the grid from the
initiative of my year as Chair of the Western Governors’ growth of EVs; how to use smart workforce investments
Association: It should put the people of the West above to train and build a robust EV workforce, and how to
all else. Because that’s how Governors approach their support EV adoption and infrastructure in rural areas.
work with WGA: We set aside political differences to help
the entire region succeed. The fruits of that labor are represented in this report. For
one, the work of the Initiative has resulted in an umbrella
The Electric Vehicles Roadmap Initiative doesn’t represent agreement among several western states on a shared
the policy of one side or another. Instead, it promotes set of principles regarding infrastructure planning. And
collaboration across the aisle and across the West to the report contains specific recommendations on federal
elevate and energize an issue that states are already policy issues that affect public and private investments in
working on, both individually and collaboratively. EV infrastructure across the West, including opportunities
for Congress and the Administration to leverage multi-
Collaborating on electric vehicle (EV) infrastructure state partnerships to effectively deploy federal EV
isn’t a new idea. The first charging stations were infrastructure funds and pursue legislative changes to
installed in 2011 for what has become the West Coast improve the business case for EV charging infrastructure
Electric Highway. It now stretches north from California deployment at federal rest areas.
through Oregon, Washington and into British Columbia.
Similarly, the Regional Electric Vehicle Plan for the West EV design, manufacturing, sales and maintenance, and
was established in 2017 by the Governors of Arizona, infrastructure deployment represents a valuable and
Colorado, Idaho, Montana, Nevada, New Mexico, Utah, growing economic opportunity across the West. Western
and Wyoming. states are leveraging creative public-private partnerships
to encourage EV drivers to visit and support rural
Like any other big idea, EV infrastructure planning and communities, and the growing medium and heavy-duty
deployment requires continued coordination and shared EV sectors will lead to economic opportunities in both
investment across multiple parties to keep growing urban and rural communities.
efficiently. It was our goal to determine how best to do
that. We started with a series of Initiative work sessions We all recognize that a robust and efficient
that assembled the brightest minds from the public and transportation sector is key to meeting future economic
private sectors, including EV manufacturers, charging goals and connecting businesses to regional and
station network operators, utilities, and technical and international markets. The Electric Vehicles Roadmap
nonprofit experts, and focused on the hard questions Initiative helps create a roadmap to that future.
of infrastructure, finances, and logistics that affect EV
With warmest regards,
planning.
And we tried to understand those issues across the
region, from major cities to tiny rural communities,
because we knew the best solutions would be the ones
that benefit everyone.
After the work sessions, WGA hosted a series of webinars Oregon Gov. Kate Brown
and podcasts that further explored central issues, such WGA Chair
2 • WESTERN GOVERNORS’ ASSOCIATION
Dear Friend of the West,
One of the distinguishing characteristics of a WGA Chair Initiative WGA owes an enormous debt of gratitude to the multiple
is that it drives to action. So it is with Chair Kate Brown’s Electric state officials, utility representatives, EV and equipment
Vehicles Roadmap for the West. manufacturers, and transportation infrastructure experts
who contributed to the success of this project. We offer a
Among other things, the yearlong effort has produced an special note of thanks to the National Association of State
agreement among multiple western states to coordinate on Energy Officials, which manages the Regional Electric Vehicle
electric vehicle (EV) infrastructure. This agreement will have Plan for the West, for its active participation in and support
a demonstrably positive effect on our region for years to of the initiative.
come. Moreover, the initiative is an excellent illustration of the
bipartisan and cooperative nature of the policy work of Western The Electric Vehicles Roadmap is a recent but hardly isolated
Governors. example of Western Governors – the most effective group
of bipartisan elected leaders in the country – leading
A penetrating examination of multiple EV issues – conducted the way. I am especially grateful to Chair Brown for her
through focused work sessions, webinars, and podcasts – clear vision and dedication to this project. Under her
revealed a suite of challenges common to all western states. This outstanding leadership, Western Governors have continued
report elucidates those challenges and offers specific suggestions to demonstrate that bipartisanship is not a talking point but
for overcoming them. WGA urges Congress and the Administration an essential component of effective governance.
to pay particular attention to the bipartisan proposals for federal
action contained at the end of the report and to integrate those Respectfully,
recommendations into legislative measures and agency planning.
Efficient EV infrastructure planning and development requires
coordination among multiple entities, including vehicle
manufacturers, EV charging station developers, utilities, and state
and local agencies. WGA is proud to have facilitated collaboration
among these and other parties, and we are confident that this
report will be a catalyst for expanded cooperation on EV issues Jim Ogsbury
across geographic and political boundaries. WGA Executive Director
2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 3
INTRODUCTION
Oregon Governor Kate Brown launched the Electric Vehicles Roadmap Initiative
in July 2020 to examine opportunities to improve the planning and siting of
electric vehicle (EV) charging infrastructure in western states.
The Chair Initiative of the Governor
assembled states engaged in the West
Coast Electric Highway (which includes
California, Oregon and Washington)
and the Regional Electric Vehicle
Plan for the West (REV West, which
includes Arizona, Colorado, Idaho,
Montana, Nevada, New Mexico, Utah
and Wyoming). Together, they assessed
opportunities for enhanced coordination
on voluntary technical standards related
to EV infrastructure hardware, payment Initiative Work Session Series
methods, signage, and best practices for WGA designed and facilitated a biweekly, virtual work session series during the fall of
siting and location. 2020. Work sessions examined key EV topics raised by state officials. Work session
participants included representatives from Governors’ staff and state agencies, utilities
The work of the Initiative has resulted in
and electric cooperatives, EV manufacturers, charging station network operators, and
an umbrella agreement among the states
nonprofit organizations with EV expertise. WGA hosted sessions on:
participating in these sub-regional efforts.
States have developed a shared set of 1. Opportunities to Support the Battery EV and Hydrogen Fuel Cell EV Sectors
principles regarding EV infrastructure 2. Supporting the Medium and Heavy-Duty EV Sectors
planning and identified a suite of
voluntary standards to optimize the 3. Examining Utility Investment and Rate Structures
effectiveness and accessibility of public 4. Streamlining Permitting and Siting
and private EV infrastructure investments. 5. Exploring Charging Station Inconsistencies Across States
In addition to facilitating western states’ 6. Coordinating State Investments Along Tourism Corridors
discussions, WGA brought together key 7. Expanding EV Fleets in Urban and Rural Areas
stakeholders at work sessions to explore
important issues affecting EV adoption and 8. Identifying Opportunities for Coordination between States and Clean Cities Coalitions
infrastructure deployment in the West.
WGA also hosted webinars and a podcast
the West. The recommendations Throughout the Initiative, WGA
series that provided a public forum to
encourage Congress and the examined EV topics of critical interest
explore grid infrastructure, financing
Administration to: to western states, such as differences
and workforce issues influencing EV
infrastructure planning and investment. in EV use cases in urban and rural
• Leverage multi-state partnerships
communities and the availability
to effectively deploy federal EV
This report presents findings from of tailored utility program offerings
infrastructure funds;
these work sessions, webinars and for EV drivers. WGA and Initiative
podcasts, and examines state programs • Promote flexibility within the Federal participants also looked at access
and coordination opportunities; grid Highway Administration’s Alternative to EV dealerships and maintenance
infrastructure planning and the role of Fuel Corridors Program; technicians and states’ capacity to
utilities; medium-duty (MD) and heavy- support EV investments. These issues
duty (HD) EVs; EV fleets; permitting • Enhance EV infrastructure deployment speak to disparities in EV adoption
and siting practices; and economic and opportunities at federal rest areas; and infrastructure deployment across
workforce development opportunities
the West. The report’s findings and
associated with EVs. • Support the U.S. Department of Energy
Clean Cities Coalition program; and recommendations provide useful
In addition, the report contains targeted insights for Governors, states,
recommendations on federal policy • Create efficient permitting and utilities and local entities evaluating
issues that affect public and private siting practices for EV infrastructure possible EV policies, programs and
investments in EV infrastructure across installations on federal lands. investments.
4 • WESTERN GOVERNORS’ ASSOCIATION
FINDINGS AND RECOMMENDATIONS
KEY FINDINGS
Section One: State Programs and Multi-State Collaboration Opportunities
Many western states already support EVs. Consumers have a wide range of EV Adoption and Infrastructure Planning
EV adoption and investments in EV EV options to choose from, with varying
Planning and buildout of EV charging
infrastructure in a variety of ways. levels of access to battery EVs (BEVs),
networks is often described as a “chicken
These include: deploying charging hybrid EVs (HEVs), plug-in hybrid EVs
or egg” paradox whereby a requisite
infrastructure investments with state and (PHEVs), and even hydrogen fuel cell
amount of EV charging infrastructure is
Volkswagen settlement funds; creating EVs (FCEVs). Annual purchases of EVs
needed to serve EV drivers. At the same
statewide transportation electrification range from the low hundreds in some
time, a sufficient number of vehicles
plans; entering strategic partnerships western states to approximately 150,000
are necessary to economically support
with charging station network companies; in California.
deployment of that infrastructure.
offering EV purchase rebates; and
The U.S. Department of Energy’s Argonne The level of consumer adoption and
coordinating with utilities on novel rate
National Laboratory tracks monthly availability of EV charging in a particular
designs for residential and commercial
sales of passenger EVs. In April 2021, area will invariably affect whether a state
EV charging.
nationwide sales included 73,110 HEVs elects to prioritize consumer EV adoption
The actions that individual states (22,170 cars and 50,940 light trucks); strategies, such as vehicle rebates, or
prioritize are influenced by their 45,105 plug-in vehicles (32,115 BEVs and charging infrastructure buildout. In many
citizens’ interest in and purchase of 12,990 PHEVs); and 397 FCEVs. cases, states are pursuing these adoption
Know Your Terminology
This report references a variety of technical terms commonly used in the EV sector. Here is information about some important
EV and electric system terms and topics.
Charging Levels Charging Speed
The speed at which charging equipment fills an EV’s battery depends on
EV drivers can charge their vehicle via three
multiple factors, including the charging equipment level, the vehicle range,
methods, or “levels,” with the charging rate
the battery’s acceptance rate, and the amount of stored electricity in the
increasing with higher levels.
battery. Level 1 charging can take upwards of 12 hours to fill the battery;
• Level 1 charging is almost exclusively Level 2 charging can take a few hours; and some DCFC equipment can fill a
completed at home and allows EV drivers battery in approximately an hour. When using DCFC equipment, the rate of
to conveniently charge overnight. Level 1 charge decreases when a vehicle’s battery is approximately 80% full. This
charging equipment is compatible with a practice helps optimize battery life.
standard, 120V outlet.
Three-phase Power
• Level 2 charging can be completed either at Three-phase electric power is the most common system of electricity
home or at public charging stations. Level generation, transmission and distribution and is used to power heavy
2 charging equipment utilizes a 240V outlet electric loads. By contrast, single-phase power systems can be found in rural
and is often sited at workplaces, hotels areas with less overall electricity usage. The presence of three-phase power
and shopping malls. Both Level 1 and 2 infrastructure can help support high-capacity EV charging installations and
charging use alternating current. reduce project costs associated with EV charging infrastructure deployment.
• Direct Current Fast Charging (DCFC), Volkswagen Settlement Funds
sometimes referred to as “Level 3,” utilizes Many initial investments in EV charging infrastructure have been supported
specialized equipment to deliver direct by funds distributed to states and territories as a result of the 2016
current power to the vehicle’s battery. This emissions settlement between Volkswagen and the U.S. government.
process supports faster and more efficient Approximately $3 billion in Environmental Mitigation Trust funds has been
charging. DCFC stations are often located made available for states and territories to subsidize vehicle adoption,
along highway travel corridors and in technology conversions, or charging and fueling infrastructure deployment
urban locations with high visitation, such that reduces emissions. States and territories may use up to 15% of their
as grocery and retail stores. allocated funds to support EV charging infrastructure deployment.
2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 5
EV 101 Document Approximate
Approximate Range
WGA developed an “EV 101” Level Equipment Use Cases
Power per Hour
document that summarizes of Charging
technical aspects of different 120V (standard)
kinds of EVs and their respective outlet, charger
charging or fueling technologies. 3-5 miles/ provided with vehicle
The document provides accessible 1 1-3 kW hour of purchase Home, overnight
technical descriptions of BEVs, HEVs, charge
Connector: J1772,
PHEVs, and FCEVs, and different Tesla adapter
levels of EV charging technologies.
240V outlet, home Home, workplace,
3-19 kW charger usually sold
14-35 miles/ parking garages,
2 hour of separately grocery stores,
Typically
and infrastructure deployment strategies charge Connector: J1772, hotels, shopping
6.2-7.6 kW
in tandem. Tesla adapter centers, etc.
While many western states are leaders 50 kW: 2-3 Dedicated 480 V Highway and
50 kW, outlet, required amps travel corridors,
on EV planning, there are a suite of miles/minute
150 kW, for a dedicated circuit shopping centers,
issues that complicate public and private
3 350 kW 150 kW: 6-9 range from 60 to 420 grocery stores
planning efforts. A key challenge is how
(DCFC) miles/minute
to optimize investments in infrastructure Typically Connector: CCS, *Most PHEVs can
to address consumers’ “range anxiety” 350 kW: 12-18 CHAdeMO, Tesla only use Level 1
50-150 kW
– the concern that they will be unable miles/minute Supercharger and 2 equipment.
to charge their EV before its battery is
depleted. Multiple consumer studies
have cited either vehicle cost or range power. The absence of three-phase power usage reports, which can be especially
anxiety as the main factor inhibiting can either preclude or add substantial useful for station operators or site hosts
purchase of an EV. Concerns about the costs to the installation of DCFC stations who must complete state or federal
length of time to charge an EV and the in rural areas. Given that DCFC stations reporting requirements.
need to plan charging stops on long trips provide comparably quick vehicle
Due to their enhanced functionalities,
are other common factors that reduce recharge times, this grid infrastructure
initiative participants from states,
consumer interest in purchasing an EV. challenge has significant effects on the
utilities and charging station network
development of charging networks that
Prospective EV owners may not be aware companies all expressed preferences
support convenient, regional EV travel.
of the ability to charge their vehicles for installing networked chargers.
These grid infrastructure limitations and
at home. In a 2019 study, the Electric Participants did share examples, such
costs also influence how states balance
Power Research Institute estimated as installations at national parks, where
investments in Level 2 and DCFC stations
that approximately 80 percent of non-networked chargers provided a
and support the creation of functional EV
charging is accomplished at home, useful solution.
charging networks within their borders.
15 percent is completed at work, and While many western states are focused
5 percent occurs at public charging The availability of either cell phone
on planning and siting EV charging
stations. While proportionally little service or onsite wi-fi is another factor
infrastructure along travel corridors,
charging is conducted at public stations, that can influence EV infrastructure
a number are beginning to place
increasing the availability of both urban planning and siting. A lack of
additional emphasis on identifying
and corridor charging stations could connectivity can inhibit the use of app-
charging solutions for residents who lack
help address consumer range anxiety based/smartphone payment systems
access to home or workplace charging.
concerns. Aside from providing additional and prevent a charging station from
Increasing access to charging solutions in
charging capacity and convenience, the being “networked.” Networked chargers
urban areas and at multi-unit dwellings
increased prevalence of public charging are digitally connected to a larger
requires close coordination between
infrastructure plays an important role in infrastructure network and contain
municipalities, utilities, property owners
consumer perceptions of EV technology technology that enables enhanced
and charging network operators, and can
and purchasing considerations. functionality of the individual charging
help increase consumer access to EVs,
station. Common functions of networked
especially for residents who do not have
Other crucial factors affecting states’ chargers include electricity consumption
access to a private garage or designated
EV planning efforts involve barriers to tracking, visibility on mapping platforms
parking space.
physical and digital infrastructure in less and remote maintenance accessibility.
populated areas. For example, many rural Many networked chargers can also Initiative participants also discussed how
areas in western states lack three-phase generate energy consumption and driver multiple western states have sought to
6 • WESTERN GOVERNORS’ ASSOCIATION
EV Charging
Technologies and Costs
The costs of installing EV charging Level 2 DC Fast
infrastructure depend on multiple local
Commercial Charging
factors, including the charging station CC Reader CC Reader
$325-$1,000 $325-$1,000
level, the presence or absence of electric
supply infrastructure (transformer, Network Contracts Network Contracts
$200-$250/year/station $200-$250/year/station
conduit, etc.), and the physical readiness
of the site itself. This graphic shows Data Contracts Data Contracts
$84-$200/year/station $84-$200/year/station
various, approximate costs associated Transformer
$20,000-$150,000
with EV infrastructure installation. Installation Installation
$600-$12,700 (avg. $3,000) $4,000-$51,000 (avg. ~$21,000)
Installation costs, especially for DCFCs,
tend to be higher in rural areas where Unit Unit
$20,000-$150,000
$400-$6,500
electric service upgrades are needed.
promote consumer EV access by enacting led some states to prioritize “future- regardless of location or vendor, that
legislation that allows EV manufacturers proof” charging infrastructure projects takes only a few minutes to complete.
to sell their vehicles directly to that have adequate electric capacity The process of charging an EV currently
consumers outside of the traditional to support the addition of advanced, lacks this level of uniformity due to
franchise dealership model. ultra-fast DCFC stations. The ability differences in charging levels and
of individual states to support these equipment across vehicle manufacturers
Technological Advancements projects, however, is highly dependent and charging network operators.
The rapid pace of change with EV battery, upon their own budget capacity, local
vehicle and charging technology is cost and infrastructure factors, and To promote consumer accessibility and
enabling increased driving ranges and the status of EV infrastructure buildout acceptance and a more predictable
charging speeds. While these innovations within the state. user experience, some western states
are helping to make EV ownership more have adopted regulations addressing
convenient and reduce consumer range Charging Equipment EV charging station hardware, payment
anxiety, they do have effects on state EV The process of charging an EV is methods, display screen requirements,
planning. For example, some new DCFC naturally compared to filling an internal and other technical and design factors.
stations provide up to 350 kW of charging combustion engine (ICE) vehicle with The most common cause of confusion
output, which enables newer EV models gasoline or diesel fuel. ICE drivers for prospective EV drivers centers on the
with a high power acceptance rate to be have become accustomed to an use of different charging connectors for
charged very quickly. This innovation has easy, standardized fueling process, various charging practices.
Heavy-Duty
Charging Connector
Vehicle manufacturers, charging
station developers and the scientific
research community are currently
engaged with testing and developing
a global Megawatt Charging System
(MCS) standard for HD EV charging.
There is a desire in the HD EV
trucking sector to avoid the costs
and confusion associated with the
lack of a single, standard connector
for LD EV charging. The Charging
Interface Initiative (CharIN), a
non-profit association focused on
e-mobility solutions, is leading the
development of this inlet hardware
and connector technology in concert
with the EV industry.
2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 7
California Permitting
Guidebooks
The California Governor’s Office of
Business and Economic Development
has developed state charging
station and hydrogen fueling station
permitting guidebooks, which
provide guidance to private industry,
utilities and local agencies on siting
considerations, safety concerns, and
permitting best practices. Charging
station and hydrogen fueling
representatives involved in the
Initiative provided positive feedback
on the utility of these guidebooks and
encouraged other western states to
consider developing similar, state-
specific resources.
Level 1 and 2 charging, for example, is per-minute basis, which provides less
accomplished with a North American transparent information on electricity West Coast Clean
standardized connector (SAE J1772) and received. Throughout the Initiative Transit Corridor
is compatible with all non-Tesla EVs. work session series, charging station
However, in a DCFC context, there are representatives highlighted that certain The West Coast Clean Transit
currently three common connectors: states classify charging station operators Corridor Initiative (WCCTCI), a
CCS Combo, CHAdeMO, and Tesla as “public utilities,” which impedes study commissioned by nine
Supercharger. The CCS Combo standard their ability to offer $/kWh pricing. One electric utilities and two agencies
is used by most American and European charging station participant emphasized representing more than two dozen
plug-in EVs, the CHAdeMO standard that whether their company is classified municipal utilities, assessed grid
is used by most Japanese and Korean as a “public utility” is the regulatory issue infrastructure readiness for MD
automakers, and the Tesla Supercharger with the largest effect on their business and HD charging infrastructure
is only compatible with Tesla models. practices. deployment along Interstate
Most public DCFC charging stations are 5 and connecting highways in
Multi-State Collaboration
equipped with both CCS and CHAdeMO California, Oregon and Washington.
connectors. Tesla operates its own DCFC Many western states are working across The engineering firm HDR helped
network of Tesla Superchargers. geographic and political boundaries conduct the corridor analysis and
to support the creation of functional, provided an overview of results
Ongoing coordination between states, regional EV charging networks. The West during an initiative work session.
vehicle manufacturers, and charging Coast Electric Highway and REV West The study showed many utilities
network operators can help support agreements provide forums for planning have sufficient capacity to support
the creation of appropriate guidelines and investment on a regional basis and grid interconnections in urban areas
that promote an accessible, consistent are helping support the expansion of EV for proposed MD charging sites, but
charging experience while leaving room charging corridors that deliver connectivity that most proposed HD charging
to support innovations in charging and economic benefits to multiple states. sites would require a new substation
hardware equipment, payment methods, and line interconnection. In rural
and communication protocols. Through the Initiative, several
areas, capacity constraints would
Western Governors have agreed to
affect the siting of some MD charging
Current and prospective EV drivers also an EV infrastructure Memorandum of
sites. Daimler Trucks North America
expect fair and transparent pricing Understanding (MOU) that seeks to
and Portland General Electric have
information. In many states, EV charging is promote coordination among states
opened a first-of-its-kind, publicly
billed on a dollar-per-kilowatt-hour engaged in the West Coast Electric
available HD charging site, known as
($/kWh) pricing schedule, which provides Highway and REV West. The MOU includes
“Electric Island,” that is aligned to the
a direct measurement of the electricity an appendix of voluntary minimum
blueprint of the WCCTCI.
dispensed into the vehicle’s battery. In standards to assist state agencies with EV
other states, EV charging is billed on a infrastructure planning. (See it on page 20).
8 • WESTERN GOVERNORS’ ASSOCIATION
EV Fleet Planning Tools
The Electrification Coalition recently launched its Dashboard for Rapid
Vehicle Electrification (DRVE) tool. The DRVE tool is open-source and can be
used by prospective fleet managers, including states, to better estimate costs
associated with LD, MD, and HD fleet electrification.
The National Association of State Energy Officials is with working with
state agency leads under the Volkswagen Environmental Mitigation Trust
Settlement to develop a shared database of alternative fuel vehicle fleet data
and associated charging and fueling infrastructure. The database, hosted by
NREL’s LiveWire Program, will allow states to upload and aggregate common
economic, energy, and emissions data from fleet purchases or infrastructure
investments funded through the VW Settlement Trust. This shared data can
then be leveraged by states as they work to support the adoption of electric
vehicles and other alternative fuel vehicles.
Section Two: Grid Infrastructure Planning and the Role of Utilities
Utilities and electric cooperatives across demand response (DR) programs or will in a particular period, such as 15 or 30
the West are playing a central role in require physical upgrades is a common minutes. How these pricing structures
EV infrastructure planning, education question for utilities and charging are designed has significant effects
and investment. Planning and siting network operators. Initiative participants on the overall costs of EV charging
public EV charging infrastructure often also discussed EV owners’ increasingly infrastructure, especially for projects
requires close collaboration and shared common usage of at-home, Level 2 that result in a significant amount of
investment between charging network chargers and the potential for localized electricity being consumed in a short
operators, charging site hosts and local grid effects in areas where the use of this period of time. DCFC installations, MD
utilities. WGA involved a diverse set charging hardware is prevalent. and HD charging sites and EV fleet
of investor-owned utilities, municipal charging depots are all especially
utilities, and rural electric cooperatives Rates and Demand Charges affected by these rate structures and any
throughout the initiative to gather Many Initiative discussions focused on demand charges that may be directed to
information on utility permitting and the role of utility pricing structures for the respective charging network operator,
siting processes, infrastructure financing residential and commercial EV charging charging site host or fleet manager.
models, and regulatory factors affecting
use cases. On the residential side,
utilities’ involvement with EV charging Demand charges can disproportionately
utilities and electric cooperatives across affect rural areas that may experience
infrastructure.
the West are experimenting with “time- low initial utilization of EV charging
Grid Infrastructure of-use” (TOU) programs that encourage infrastructure. While relatively little
EV drivers to charge their vehicle when electricity may be consumed at these
The majority of EV charging occurs at
demand on the grid is lowest, usually sites on a monthly basis, the total
home. While at-home charging currently
overnight. These programs can reduce costs to the charging network operator
does not have major effects on overall
electricity grid loads, upgrades to overall strain on the grid and provide or site host can be relatively high if
local distribution infrastructure may substantial cost savings to EV owners. multiple drivers are charging their EVs
be needed to support the installation Initial results from certain utility TOU simultaneously. Since rate and demand
of DCFC stations, MD and HD charging programs indicate that EV drivers can be charge structures vary greatly between
sites, or commercial EV fleet charging willing to significantly alter their charging utilities and electric cooperatives and
depots. The need for these upgrades can practices in exchange for reduced rates. across states, these costs could have
be exacerbated in rural areas with less substantial effects on the private
robust grid infrastructure. Utility rate structures and the effects of business case for deploying EV charging
demand charges on the business case infrastructure, especially DCFC stations,
The need to perform local distribution for commercial EV installations received in the rural West.
network upgrades, such as the significant attention during Initiative
installation of transformers at DCFC sites, work sessions. Utility bills often include Some utilities in western states are
can add substantial costs and time to pricing breakdowns based not only on beginning to offer customized rates and
EV charging projects. Whether localized the consumer’s overall electricity usage, demand charges for certain EV charging
grid effects can be mitigated with but also the peak amount consumed use cases, such as transit agency buses.
2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 9
During Initiative discussions, utility
participants communicated appreciation
for utilities that provide transparent
information about EV-oriented rate
structures and demand charges, as
it allows other utilities and electric
cooperatives to adopt best practices
employed by those with more experience
in addressing EV issues. Charging
station and utility representatives
also encouraged states and Governors
to work with their respective public
utility commissions (PUCs) and utilities
to identify and promote rate and
demand charge structures that support
effective investments in EV charging
infrastructure.
Utility Programs
Many utilities and electric cooperatives
manage programs that improve the
business case for private EV charging
infrastructure investment, support
charging solutions for residential and
commercial customers, and deliver
educational materials on EV adoption
and technologies. State regulations
determine the degree to which utilities Many utilities and electric cooperatives projects, especially DCFC sites. These
and electric cooperatives can invest in are also engaged with educational storage technologies can help deploy
and manage EV charging infrastructure. campaigns focused on providing electricity to EV drivers when demand
In some states, utilities may own and accessible information to their is high, thereby reducing grid strain
operate all EV equipment, including customers on EV and charging and associated demand charges for the
the charging stations. Utilities in technologies. Work session participants charging network operator or site host.
other states are limited to managing discussed how these utility-led Initiative work session participants also
electricity supply and service connecting education projects can address discussed examples of these storage
equipment, often referred to as “make- technologies being used to limit the
consumer concerns or confusion
ready” infrastructure. Due to these need for grid infrastructure upgrades for
with EV models and use cases, range
differences, business models and charging station sites located in rural
anxiety, and vehicle recharging times.
relationships between charging station areas with less robust electric capacity.
A non-profit organization initiative
network operators, utilities, and site
participant expressed frustration with Initiative participants also discussed
hosts can vary across states.
PUC regulations that limit the amount innovations with smart charging, vehicle-
Utilities across the West are increasingly of funding that utilities can spend on EV grid integration (VGI) and vehicle-to-grid
pursuing partnerships with charging educational campaigns. (V2G) technologies. These technologies
station network companies and local can enable advanced communications
businesses to deploy workplace charging Energy Management Innovations and the bi-directional exchange of
solutions within their service territories. Innovations in load management electricity between EVs and the grid,
These programs can help provide technologies, dynamic energy pricing leading to energy system resiliency
additional charging options for EV structures, and energy storage benefits and the potential mitigation
drivers, especially those without access technologies are helping to minimize of grid hardware upgrades. While many
to at-home charging, and long-term overall strain on the grid, reduce the of these technologies are not ready
revenue and marketing opportunities need for grid hardware upgrades, and for wide-scale deployment across
for partnering businesses and site hosts. defray demand charge costs for charging the West, they are gaining state and
One utility work session participant network operators and site hosts. For utility attention. Initiative participants
shared that their workplace charging example, certain utilities and charging acknowledged that additional research
sites are providing valuable data on station developers are assessing and modeling are needed to assess how
load profiles and demand charges for opportunities to integrate energy these technologies may be integrated
informing effective commercial charging storage technologies, such as on-site into various utility and regional use cases
installations and rate structures. batteries, into EV charging infrastructure across the West.
10 • WESTERN GOVERNORS’ ASSOCIATIONSection Three: Infrastructure Permitting & Siting
Authorities Having Jurisdiction flexibility to integrate these unique, local • States can clarify that EV
factors into their planning procedures, charging station reviews are
Municipal and county governments
but Initiative participants suggested limited to health and safety
serve as the “authority having
that states can serve a valuable role requirements found under local,
jurisdiction” (AHJ), meaning they have
by promoting permitting best practices state and federal laws, and that
primary responsibility for permitting
and encouraging coordinated permitting local aesthetic or landscaping
EV infrastructure. Given that the EV
procedures across local jurisdictions requirements do not meet this
sector is still developing, many of these
within their borders. Identifying the threshold.
localities have little experience with
proper balance between adopting
permitting and siting EV charging and • States and utilities can develop
regionally similar permitting procedures
hydrogen fueling infrastructure. Prior educational materials that provide
and preserving local flexibility could help
to submitting a permit application to information on EV charging
promote more cost and time-effective
an AHJ, charging station developers and fueling technologies and
investments in EV infrastructure.
and utilities may engage in substantial associated planning considerations
planning processes related to local EV for local jurisdictions’ use.
adoption and associated demand for Permitting and Siting Best Practices
public charging, electric grid capacity, Initiative work session participants • Infrastructure siting partnerships
access to rights-of-way (ROWs) and discussed multiple best practices that between gas stations and charging
easements, and other factors that can promote permitting and siting station developers can eliminate
determine the optimal location for predictability and efficiency for EV the need for local traffic studies.
public EV infrastructure sites. The project developers, utilities and AHJs.
exact processes and timeframes for • Projects can be expedited by
These include:
reviewing and approving these permit organizing pre-application
applications can vary widely between • AHJs can streamline zoning reviews by meetings and designating single
local jurisdictions, which can lead to designating EV chargers of all types as points of contact between charging
confusion and frustration for project an “accessory land use.” station developers, utilities, and
developers. local AHJs. These pre-application
• AHJs can make permit application meetings can also help utilities
There are significant differences in documents available to be conduct efficient screening reviews
geography, technical expertise, staff downloaded and submitted digitally for proposed locations, thereby
capacity, and ROW policies across with the ability to provide electronic saving time and money on full
local jurisdictions. AHJs need the signatures. reviews.
11 • WESTERN GOVERNORS’ ASSOCIATIONSection Four: Medium-Duty and Heavy-Duty EVs, EV Fleets
The sections above have primarily utility rate and demand charge issues access to robust grid infrastructure and
focused on EV planning and discussed previously can be especially interconnection opportunities, but many
infrastructure investment for passenger significant in MD, HD and fleet contexts. of these industrial zones are already
and light-duty (LD) vehicles. The densely occupied. Identifying adequate
developing battery and hydrogen fuel The charging schedules of MD and HD space needed for truck parking, charging,
cell medium-duty (MD), heavy-duty EVs and EV fleets have substantial effects ingress, and egress can be another
(HD), and EV fleet sectors present on charging costs, operational logistics, common challenge for MD and HD project
even more complex challenges for and grid infrastructure. For example, developers.
a transit agency that operates a fleet
grid infrastructure planning, multi-
of EV buses could plan its routes and Initiative participants also discussed
party coordination, and infrastructure
charging schedules to optimize the use differences between large and small EV
permitting and siting. While the MD, HD
of overnight charging and realize the fleet operators. While major delivery
and EV fleet sectors are still nascent,
benefits of associated low electricity companies and transportation network
lessons learned from the LD EV sector
rates. By contrast, an HD, long-haul truck companies may elect to construct and
provide valuable insights on how to
operators may desire faster charging to manage their own fleet charging depots,
effectively plan for and support the
meet shipping deadlines. There are many access to public charging infrastructure,
infrastructure needed to charge and fuel
charging use cases such as these that especially DCFCs, may help smaller
these vehicles. Planning and developing
can affect MD, HD, and EV fleet planning businesses integrate certain EVs into
MD, HD and EV fleet infrastructure
and operational costs. Advanced their existing fleet operations. It is
projects can be time- and capital-
technologies related to data analysis, worth noting that many MD EVs, such
intensive and requires close, ongoing
load management, and bi-directional as delivery vans and box trucks, can
coordination between utilities, project
charging will serve an important role in use standard LD charging equipment.
developers and local agencies.
the MD, HD, and EV fleet sectors in the Initiative participants recommended that
years to come. MD EVs not be expected to rely on LD
There are a wide range of EV fleet use
charging sites, as they may have specific
cases spanning the LD, MD and HD Project Challenges and Opportunities logistical needs, such as larger parking
sectors in the West. Many state agencies
spaces and the ability to pull through a
have invested in LD EVs. Delivery The long planning horizons associated
parking area.
companies are deploying electric vans with planning and building MD, HD
and box trucks. Municipalities are using and fleet charging infrastructure Total Cost of Ownership
electric garbage trucks, and school have the potential to create project
districts are purchasing more electric challenges. Transparent, predictable The “total cost of ownership” (TCO) is the
school buses. While there are significant processes coordinated across project primary factor that determines whether
differences in initial investment levels developers, utilities, local agencies and a public or private entity will invest in
and operating strategies for these fleet managers are needed to ensure a particular EV technology or convert to
various EV use cases, there are crossover that plans progress efficiently and an EV fleet. While many EVs have higher
challenges related to planning, financing that major infrastructure upgrades, upfront costs than comparable ICE
and optimizing fleet operations. such as the installation of sub- vehicles, savings associated with reduced
stations, are not instituted late in the maintenance, federal and state rebate
project development process. During opportunities, and more predictable fuel
Grid Infrastructure
the Initiative work session series, costs can lead to overall lifetime savings
and Charging Use Cases
state agency participants discussed for the vehicle or fleet.
MD and HD EVs require substantially opportunities to better integrate energy
more electricity to operate than and transportation system planning Determining the TCO for a particular EV
passenger EVs and can pull much activities, and that MD, HD and fleet fleet can be challenging. Highly local
more electricity off the grid in short charging projects could serve as useful factors related to planned routes, rider
intervals, thereby exacerbating the case studies on electric infrastructure usage, terrain, and utility rate structures
grid infrastructure planning concerns siting in highway ROWs. have significant effects on TCO. Given
previously discussed in an LD context. the difficulties with generalizing the TCO
The exact effects of MD and HD charging Aside from issues with grid infrastructure of EV fleets, work session participants
sites on local grid infrastructure depend planning and investment, MD and emphasized the importance of local
on technical factors related to existing HD charging station developers may demonstration projects for assessing
electric delivery capacity, the ability to encounter challenges with access the potential success of major public EV
integrate load management technologies, to suitable real estate for charging fleet investments. Common practices that
regular charging schedules, and other station siting in urban areas. Existing can increase EV fleet costs include: not
project-specific factors. Many of the industrial zones could offer optimal coordinating the fleet investment with
2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 12the local utility; not incorporating vehicle States can face challenges, however, expansion of EV fleets. Work session
operation and maintenance training in procuring and financing EVs for participants discussed strategies to
into the fleet purchase; and investing in fleet applications. Budget factors that ensure that EV fleet pilot projects
expensive load management technology can inhibit state EV fleet investments scale properly and deliver all intended
that is not recouped through regular include: narrow purchase windows that benefits to local communities or
energy savings. do not align with state budget periods; riders. A broadly supported suggestion
agency practices that require all focused on the need for fleet projects
Initiative work session participants also funds to be allocated prior to vehicle to “pilot the end solution” and
discussed the importance of identifying purchases; and a lack of reliable data integrate the charging or fueling
whether battery electric, hydrogen on the resale value of particular EV equipment that would be used with
fuel cell, or a combination of the two models (thereby complicating TCO a fully developed fleet. Conducting a
technologies could provide the best calculations). Further, certain state fleet pilot project with high-capacity DCFCs,
solution for a particular fleet. While needs may be insufficient to qualify for example, can provide valuable
hydrogen fuel cell buses and fueling for bulk purchasing deals. To address feedback on charging schedules and
infrastructure have higher upfront these barriers, state and local agencies utility costs, and generally create
costs than battery electric buses and are increasingly pursuing multi- a more favorable environment for
associated charging infrastructure, the jurisdictional bulk purchasing options, successfully scaling a project. Work
faster refueling times for hydrogen fuel including through the SourceWell session participants encouraged state
cell buses can enable more efficient platform and Climate Mayors EV
operations for certain fleets. EV program managers to examine how
Purchasing Collaborative.
EV fleet funding applicants intend to
State EV Fleet Purchases and Programs scale their installations and distribute
A few western states are beginning
Many western states have invested in EV to institute EV programs expressly funding to projects with a high
fleets to support state agency operations. focused on supporting the creation or likelihood of successful expansion.
Section Five: Economic and Workforce Development
Economic Development the alternative transportation sector consumer and fleet EV adoption in the
Many western states and communities was $22.13, 15.6 percent above the rural West. While the routine maintenance
are seeking to leverage EV infrastructure geographically weighted median. needs, such as regular oil changes, for EVs
to bolster local economic development are less than ICE vehicles, a lack of access
Workforce Development
initiatives. Some efforts have focused on to local EV experts and maintenance
rural tourism opportunities, as EV drivers A number of states and utilities are offerings could create inconveniences for
can explore downtown areas and support assessing how growing workforce needs rural EV owners.
restaurants, shops and local tourism within the EV sector will affect vehicle
adoption and infrastructure deployment. EV maintenance and infrastructure
attractions while their vehicles charge.
The continued expansion of the EV installation training programs are
Partnerships between charging station
sector will create additional demands for expanding. The Electric Vehicle
operators, state and local agencies, and
workers engaged in vehicle design and Infrastructure Training Program,
tourism-oriented businesses can further
software engineering, utility infrastructure for example, provides credentialed
amplify the economic development
improvements, charging station installation curriculum for electricians seeking
benefits associated with EV tourism.
and repair, vehicle maintenance, and many training opportunities with EV charging
Employment opportunities in the EV and other EV and energy system sub-sectors. infrastructure installation and
transportation electrification sectors are A lack of qualified workers to meet these maintenance. Expansion of credentialed
growing across the nation and in the West. new workforce demands could affect the training programs such as these can
The 2020 U.S. Energy & Employment Report overall development of the EV sector address EV workforce gaps and create
(USEER), developed by the National and the deployment and maintenance of high-paying jobs in urban and rural
Association of State Energy Officials, EV infrastructure. Effective partnerships communities. Initiative participants
the Energy Futures Initiative, and BW between the EV industry; transit agencies; emphasized the role that community
Research Group, shows that the motor universities, community colleges and trade colleges can serve in providing in-
vehicle industry added approximately schools; utilities; and state workforce demand EV skills training, especially
76,000 alternative fuels vehicles jobs programs can help provide training and when programs partner with or are
from 2015-2019. Nationwide, there were upskilling opportunities for workers who informed by EV manufacturers. Initiative
approximately 276,000 jobs within this are interested in entering or increasing participants further encouraged states
sector, with 77,000 of those concentrated their experience in the EV sector. to consider opportunities to support
in 19 western states. The USEER Wages, credential reciprocity structures that
Benefits, and Change Report shows that Workforce demands for EV maintenance promote EV training and employment
the 2019 median hourly wage within technicians in rural areas may influence opportunities on a regional basis.
13 • WESTERN GOVERNORS’ ASSOCIATIONFEDERAL POLICY RECOMMENDATIONS
The Electric Vehicles Roadmap Initiative has provided valuable information on planning, financing, and infrastructure issues affecting
public and private investments in EV infrastructure across the West. A number of these challenges may be addressed through federal
policy actions. Federal policy recommendations arising from the initiative include:
1. Congress and the Administration areas. The tethering of future federal of Energy’s Vehicle Technologies
should leverage existing multi-state funding opportunities to these Office. Local Clean Cities Coalitions
partnerships to effectively deploy “corridor-pending” and “corridor- often serve a crucial role in urban
federal EV infrastructure funds and ready” designations could adversely and rural communities by leading
support the expansion of regional impact western states and inhibit the EV infrastructure planning and
charging networks. The REV West and expansion of regional EV charging implementation projects.
West Coast Electric Highway provide networks, especially in rural areas.
useful mechanisms to efficiently 5. Federal land management agencies
promote targeted investments and 3. Congress should pursue legislative should begin to create and implement
partnerships with charging station solutions to address provisions within efficient practices for permitting and
network companies that expand 23 U.S.C. 111 that prohibit the issuance siting EV infrastructure on federal
cohesive, regional EV charging networks. of a fee for EV charging infrastructure lands. Many federal lands serve as
sited at federal highway rest areas. This regional tourism attractions and
2. The Federal Highway Administration
prohibition significantly complicates support economic development in rural
should promote expanded flexibility
the business case for siting EV charging western communities. Implementation
within the Alternative Fuel Corridors
infrastructure at these rest areas and of effective EV infrastructure permitting
Program to recognize the unique
creates challenges for expanding EV practices will help ensure that EV
geographic and infrastructure
drivers continue to visit federal
conditions in western states. Multiple charging networks in portions of the
western states have experienced lands and surrounding communities.
rural West that may have few suitable
challenges in meeting the defined Western Governors and states welcome
locations for EV charging.
“corridor-pending” and “corridor-ready” the opportunity to collaborate with
metrics due to the lack of electric 4. Congress should continue to support federal land management agencies
infrastructure and suitable charging the Clean Cities Coalition program on consistent and effective EV
locations in sparsely populated managed by the U.S. Department infrastructure planning procedures.
14 • WESTERN GOVERNORS’ ASSOCIATIONWEBINARS
Electric Vehicles Roadmap Meyer, Pacific Northwest National
Initiative Launch Laboratory; Kellen Schefter, Edison
Oregon Gov. Kate Brown, asserting that Electric Institute; Annie Schneider,
“we are on the precipice of a historic Utah Governor’s Office of Energy
Development.
transition,” launches the Electric
Vehicles Roadmap Initiative during this
Electric Vehicle Workforce
OUT WEST
webinar. “My Initiative (is) an issue
that states across the West are already
Needs and Opportunities PODCASTS
working on, both individually and There are significant gaps in the
Electric Vehicles in Rural Areas
collaboratively,” the Governor says. “It EV workforce and a need for more
training. This webinar analyzes how The inaugural podcast episode for
is an issue that bolsters our current
smart workforce investments can the Electric Vehicles Roadmap
economies and creates a roadmap,
address these gaps, and the economic Initiative highlights that consumer
both literally and figuratively, to the
ownership of EVs is expanding across
future.” The webinar concludes with benefits of investing in a robust EV
the West, but that rural citizens face
presentations about the West Coast workforce. Moderator: David Terry,
particular challenges owning and
Electric Highway and the Regional National Association of State Energy
operating the vehicles. WGA Policy
Electric Vehicle Plan for the West by Officials. Panelists: Dr. Linda Little,
Advisor Kevin Moss moderates the
Tonia Buell of the Washington State IBEW/NECA Electrical Industry Training
conversation with Alliy Sahagun of the
Department of Transportation and Center; Jannet Malig, California
Gunnison County Electric Association
Katie Pegan of the Idaho Governor’s Community Colleges; Michael Graham,
in Colorado and Roger Hoy of the
Office of Energy & Mineral Resources. Columbia-Willamette Clean Cities Nebraska Tractor Test Laboratory. They
Coalition. discuss barriers, and solutions, to the
Examining Transmission and
State, Local, and Private Funding adoption of EVs in rural areas.
Distribution Infrastructure
Across the West Investments in EV Infrastructure
Electric Vehicle Research
This roundtable examines how to A discussion of EV infrastructure
and Innovation
meet the increased demand for partnerships, funding, and how to
electricity resulting from the increased optimize investments in EV charging Advances in EV technology are
use of electric vehicles (EVs) by and fueling infrastructure for corridor transforming transportation in the
consumers, government and private and urban use cases. Moderator: western region. This podcast features a
Kevin Moss, WGA; Panelists: James discussion of how innovations in battery
industry. The panelists highlight
Campbell, Rocky Mountain Power; technology, as well as fleet charging
the upgrades required for existing
Alicia Cox, Yellowstone-Teton Clean and fueling systems, are enabling
charging infrastructure as well as
more diverse uses of EV cars, trucks,
strategies to reduce upgrade costs. Cities Coalition; Bill Elrick, California
and buses in the region. WGA Policy
Moderator: Jeff Morris, Schneider Fuel Cell Partnership; Dedrick Roper,
Advisor Kevin Moss moderates the
Electric. Panelists: Michael Kintner- ChargePoint.
conversation with Alex Keros of GM; Kim
Okafor of Trillium, and Eric Wood of the
National Renewable Energy Laboratory.
Electric Vehicles & Economic
Development Opportunities
EVs aren’t just for driving. States also
are leveraging EV charging infrastructure
to drive tourism and economic
development in rural communities. WGA
Policy Advisor Kevin Moss moderates
a conversation about that trend, as
well as how the economics of EV
On The Web: production, marketing, sales, and
Find Electric Vehicles Roadmap repairs compare to traditional, gasoline
vehicles. Panelists include Scott Bricker,
Initiative news, webinars,
interim Vice President of Destination
podcasts and resources at:
Development at Travel Oregon, and Jim
https://westgov.org/initiatives/ Chen, the Vice President of Public Policy
for Rivian.
15 • WESTERN GOVERNORS’ ASSOCIATIONYou can also read
