Working Group 2: Charging Infrastructure - Wednesday, September 30: 1:30-3:00PM Presenter Slides - Adirondack North ...
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Working Group 2: Charging Infrastructure
Wednesday, September 30: 1:30-3:00PM
Presenter Slides
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
Benjamin Foster– Moderator
President - Fosterra LLC
646-250-4241
ben.foster@fosterra.com
ON-RAMP Summit
Moderator Slides for Working Group #2
Charging Infrastructure
9/30/2020
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!
Outstanding Line-Up of Speakers
3
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
New York’s EV Charging Landscape Rebecca Hughes, Marketing & Customer Experience
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)
2Currently, there are nearly 5,000 Level 2 (multi-hour recharge times) and DC Fast
Chargers (sub-1 hour recharge times) in NY State.
3Filtering out the slower chargers, we’re left with just 550 high-speed DC Fast
Chargers (sub-1 hour recharge times)
4Of those, nearly 450 are “very fast”, meaning capable of sub-30-minute
recharging times
5Of 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.
6NYPA’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
78
While our EV adoption goals are high, technology change often happens in
rapid, “s-curve”-like trajectories
910
Panelist 2:
Adam Ruder – NYSERDA
Assistant Director Clean Transportation
518-862-1090 x3411
Adam.Ruder@nyserda.ny.govEVs 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 soonCurrent 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 DiscountsElectrifying 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 purchasesCharging 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 overnightPotential 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.comCharging 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. 3Riding
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. 4There 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. 5Capital (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. 10Takeaways 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. 11Thank 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.comRural 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 2Solutions for All Market Segments
Residential Multi-residential Workplaces Fleets Public Curbside
© 2020, FLOEquitable 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 4Support
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, FLOOverall 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, FLOOverall 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, FLOTips to design
robust rural
networks
© 2020, FLO
Modified image from PlugShare 11Winter 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
12Reliability + 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
13Siting considerations
N
(1): interchange
A
B E
Tip: Consider flow of traffic and safe highway egress/ingress
© 2020, FLO
14Siting 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
15Siting 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
16Congestion 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
17Travis Allan
tallan@flo.com
© 2020, FLO
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