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Chapter2:ElectricVehiclesandInfrastructure2.1. KeyMarketBarriers 312.2. SingleFamilyResidentialChargerInstallationStreamliningOverview 322.3. RecommendationsforStreamliningResidentialEVChargerInstallations 322.4. Multi-ResidentialChargerInstallationChallengesandSolutions 342.5. RecommendationsforMulti-DwellingResidentialChargerInstallations 362.6. ComprehensiveRegionalChargingNetworkDevelopment–ChallengesandSolutions 402.7. RecommendationsforChargerNetworkDevelopment 402.8. High-LevelSitingRecommendations 422.9. RatioofChargingStationstoPEVs 432.10. PromotionofEV-ReadyandEnergyEfficientBuildingsandParkingLots 442.11. EVsandSolarPVConnections 452.12. ChargerAccessibilityandADACompliance 462.13. EVRelatedSignage 462.14. ChecklistofEVFriendlyPoliciesandPracticesforMontereyBayJurisdictions 462.15. EffectivePEVMarketingandOutreach 472.16. RecommendationsforPEVFleetProcurementandManagement 492.17. CurrentPEVFleetAdoptionintheMontereyBay 542.18. BarrierstoAdoptionandStrategiestoAddressBarriers 552.19. EVsinRentalFleets 572.20. Multi-UnitDevelopmentCharging--CostFactorsandPolicyOptions 582.21. GuidelinesforWorkplaceCharging 632.22. PlanningandExecutingaWorkplaceChargingProgram 652.23.EVSESiting,Installation,Signage,andUtilityNotification 732.24. SampleChecklistforWorkplaceCharging 752.25. InformationResourcesonEVIssues 75

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CHAPTER2.ElectricVehicles:BarriersandSolutionstoAcceleratedMarketDevelopment2.1.KeyMarketBarriers:AsnotedintheOverviewabove,PEVadoptionhasbeenslowerthansomeoriginalmarketforecastsdueprimarilytohighinitialpurchasepriceofsomemodels,andrangeanxiety.Eachoftheseissuesisdiscussedbelow.Perceivedhighcost:Atmarketlaunchin2011,“entry-level”PEVsinitiallycarriedMSRPsrangingfrom$29,000-$40,000.Pricereductionsin2013loweredpricestoMSRPsof$23,000-$35,000,withFederalandStateincentivesreducingthiscostbyapproximately$9,000-$10,000.Thischallengehasbeensignificantlymitigatedbypricecutsfrommanymanufacturers,plusthebeginningsofarobustusedEVmarket.NewPEVsinCaliforniaarenowavailableatpricesof$13,000afterincentives,andmodestlyusedNissanLeafscanbehadintheusedmarketforaslittleas$10Korless.ManynewPEVsarenowlessexpensivethantheaveragenewvehicle,at$31,000in2013.However,somepotentialbuyersmaynothavethetaxliabilitytotakeallofthefederaltaxcredit.Onesolutiontothischallengeisleasing,asmanufacturerscantaketheincentivesandofferamoreattractiveleaseoffer.ThemajorityofCaliforniaEVownersareinfactleasing,usingthe$2,500Californiarebatetocontributetothedownpayment.Overthenextseveralyears,batterypricesareexpectedtodecline,drivingoverallvehiclepricereductions.ThefederalDepartmentofEnergy(DOE)projectsprice-paritywithinternalcombustionenginevehiclesby2022,basedonbatterypricingdroppingfromthecurrentrangeof$500perkWhofcapacitytoapproximately$200/kWhorevenless.Ongoingadvancesinlightweightdesignandmaterialswillalsoenablecarstogofartherandperformbetterperunitofpoweravailable.PublicChargingInfrastructure:Accordingtoa2011surveybyDeloitteandTouche,formorethan80percentofrespondents,conveniencetocharge,range,andcosttochargewereall“extremelyimportant”or“veryimportant”considerationsforbuyinganEV.Chargingtimeoftwohoursorlesswerecriticalfor55percentofrespondents,andwidespreadavailabilityofpublicchargingstationswasveryimportantfor85percentofrespondents.Toaddressthisissue,theMontereyBayPEVCoordinatingCouncil,partnerorganizations,andprivatesitehostshaveincreasedthenumberofEVchargingstationsintheregion.Inaddition,theMontereyBayPEVCoordinatingCouncilhasoutlinedarangeofpoliciesandinitiativesthatlocalgovernmentsareencouragedtoadopt,whichinclude:

§ Streamliningsingle-familyresidentialchargerinstallation§ Developingchargingoptionsformulti-unitdevelopments § CreatingmorecomprehensivepublicEVchargingnetworks§ PromotingEV-readybuildingsandparkinglots

Eachofthesechallengesisdiscussedbrieflybelow,alongwithpolicyrecommendationsforconsiderationbytheAFVSteeringCommittee.2.2.Single-FamilyResidentialChargerInstallationStreamliningOverview:ResidentialchargingisthebackboneoftheEVcharginginfrastructure.Itisthemostconvenientoptionformostdrivers,andtheleastcostlybasedonavailabilityofspecialEVor“time-of-use”(TOU)utilityrates.Overnightchargingalsoposesareducedburdenontheutilitygrid,includingitsgenerationanddistributionsystems.Unfortunately,installationcostsforchargingathomecanbehighlyvariable,andgenerallythesecostsarepassedondirectlytothecustomer.Dependingontheageandconditionofelectricalinfrastructure

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inaparticularresidence,theinstallationcostscanvarywidely.Forexample,asimpleLevel2installation,includinghardware,maycostaslittleas$1200.However,iftotalelectricalloadofthehomeexceedssafetystandards,apanelupgrademayberequired.Thiscancostasmuchas$500to$2500additional.Ifconduitortrenchingisrequired,thesecanaddadditionalcosts.Becauseofthisexpense,manyPHEVdriversandBEVdriversthattravellessthan50milesperdayareoptingforLevel1chargingathome.Thiscanoftenbedoneforfreebyusingtheportablechargingequipmentthatcomeswiththeircaranda110voltoutletinagarageordriveway,thoughsomehomesmayneedadedicatedornew110outletinaconvenientlocationinstalled,whichmaycostafewhundreddollars.ToaccessalessexpensiveEV-specificelectricityrate,SCEandPG&Ecustomerscanspecifya“time-of-use”orTOUratefortheirhomeorbusiness,orpurchaseaseparatemetertoaccessaspecialEV-onlyrate.Forallcharginginstallations,contractorsmustpullapermitatthebeginningofthejoband–dependingonthecomplexityoftheworkinvolved–theymayberequiredtoscheduleaninspectionwiththelocalpermittingauthoritytosignoffonthework.Insomecases,thecombinationofpermitting,inspection,andutility“hand-offs”canresultinsignificantdelaysbeforeachargerinstallationiscomplete.Thefollowingchartindicatesthecomplexsetof“handoffs”requiredinmanychargingstationinstallationscenarios.

2.3.RecommendationsforStreamliningResidentialEVChargerInstallations:GiventhechallengesthatcustomersmayfaceininstallingresidentialEVchargingstations,itisrecommendedthatjurisdictions

Electrician site visit--determines if customer has enough electrical capacity for new EV circuit and evaluates

meter options and costs

Customer Approves Estimate and Signs

ContractElectrician performs

work

Electrician completes work

City Inspects and Approves installation (or if issues

notice of corrections). If no new meter, electrician

trains customer on use and job is complete.

Electrician or automaker infrastructure partner provides quote and contract to customer

including panel upgrade if needed and second meter

options if requested

Residential Installation Process

Possible interim inspections for

trenching or panel work

Utility Returns to Install Separate Meter

(if necessary)

City sends notice of final inspection to

utility

Electrician pulls permit

Customer contacts utility to evaluate rate and

meter options

Utility Planner visits site to evaluate meter

location (if requested by customer)

If new meter Electrician turns on meter and trains customer on use. Job is

complete.

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establishlowandflatfeesforinstallationofchargingstationsandundertakeadditionalstreamliningrecommendationsidentifiedbelow,withexplanatorydiscussionfollowingthechart.RecommendationsforStreamliningResidentialEVChargerInstallations

Recommendation NextSteps

R.1.DevelopachargerpermitformidentifyingallrequiredelementsR.2.Provideinstallationprocessguidanceandchecklists

1A.DistributemodelPEVapplicationandcheckliststocity/countyleads.(SeeAppendix1forsampleapplication).2A.City/Countyleadstomodifyandadopt.

R.3.Establishreasonable–andflat–chargerpermitfees.

3A.Presentinformationonexistingfeestructuresandrecommendationforstandardizationwherefeasibleandappropriate.3B.Reportonanyfeeadjustmentsbylocalities.

R.4.Waiveplanrequirementsforsimpleinstallations.

4A.Presentevidenceonplanwaiverfeasibility.4B.Reportonwaiverpolicyadjustmentsbylocalities.

R.5.ParticipateintrainingonEVSEtechnologiesandinstallation

5A.HostEVSEproductinformationandinstallationworkshopforprospectivesitehostsandcontractors.

DiscussionofRecommendationsR1.Developachargerpermitformidentifyingallrequiredelements:BecauseoftherelativenoveltyofEVchargingequipment,somejurisdictionsinthetri-Countyareamaybeuncertainregardingtheappropriateformatoftheelectricalpermittobeissued.ForjurisdictionsthatwanttohighlightEVcharger-specificissuestoguidecontractors,sitehosts,andinspectors,asamplecharger-specificpermitisprovidedinAppendix1.ThisgenericpermitformhighlightsrelevantsectionsoftheNationalElectricalCode,andhasbeenco-developedwiththeNationalElectricalManufacturers’Association(NEMA).R2.Provideinstallationprocessguidanceandchecklists:TheInternationalCodeCouncilanditsvariousregionalchaptershaveprovidedguidanceforlocalpermittingauthoritiesonplancheckandinspectionproceduresforbothresidentialandcommercialchargers.ExemplaryguidancedocumentsforCaliforniajurisdictionshavebeendevelopedbytheTri-ChapterUniformCodeCouncilofthegreaterBayArea,whichishighlightedasastatewidemodelintheReady,Set,ChargeCalifornia!GuidelinesforEV-ReadyCommunities.TheseguidancedocumentsareincludedinAppendix2(forresidentialinstallations)andAppendix3(forcommercialandmultifamilyinstallations).R.3.Establishreasonable–andflat–chargerpermitfees.Currently,permittingfeesforMontereyBaycommunitiesvarysignificantly.Toencouragechargerstationadoption,communitieswithhigherfeesshouldconsidertargetedfeereductionsthatwillhelpreducetheoverallcostofEVownership,andtoreflectthereducedsocietalcostburdenthatEVsimposebyvirtueoftheirreducedgreenhouseemissionsandcontributionstoenergysecurity.

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R4.Waiveplanrequirementsforsimpleinstallations.ManyjurisdictionshaverecognizedthatmostEVcharginginstallationsareassimpleandstraightforwardasatypicalwaterheaterinstallation,andthattheyneednotbesubjecttoautomaticplansubmissionandplancheckrequirements.Further,whereplansarerequiredwithoutduecause,asubstantialcostandtimeburdenisimposedonwould-beEVdriversandelectricalcontractors.ItisrecommendedthatMontereyBayjurisdictionsfollowtheleadofmanymajorcitiesinCaliforniainwaivingplansubmissionandplancheckrequirementsforsimpleinstallations.R.5.ProvidetrainingonEVSEtechnologiesandinstallation:EVchargersandtechnologiesareunfamiliartomanyelectricalcontractorsandbuildingofficials.Toaddressthisinformationgap,Plug-InMontereyBayproposestohostaworkshopforcontractorsandpermittingofficialsineachCounty.2.4.Multi-UnitResidentialChargerInstallationChallengesandSolutions:EVstakeholdersfaceamorecomplexsetofchallengesinfacilitatingchargerinstallationsinmulti-dwellingunits(MDUs)–includingcondominiums,apartments,townhomes,and“garage-less”dwellings.Agoodintroductiontotheprocessofmulti-familychargerinstallationhasbeenprovidedbySanDiegoGasandElectricattheirwebsite:http://sdge.com/sites/default/files/documents/PreppingMultiUnitsforPlugInVehicles.pdfDependingonlocalcircumstances,multi-unitdwellingresidentsandbuildingownersmaybechallengedbytheseproblems.Foreachproblem,thereisamitigation,ifnotaperfectsolution,butgoodwillisrequiredonbothownerandtenanttoworktowardafairandefficientallocationofcostsandbenefits.

§ Limitedparking:Whenlotsarecrowdedorspacesareassignedordeeded,findingfeasiblespacesforchargersmayrequirere-shufflingofdesignatedparkingorotheruse-policychanges.Inthecasesofdeededparkingspaces,HOA’smaybejustifiedinrequiringthatlocalresidentspaythefullcostofinitialinstallations.However,inapartments,somecost-sharingmaybefeasibleifbuildingownersexercisetheirrighttoexactasurchargeonenergyusedatthesite,ortochargeamonthlyleasefeeforequipmentthatisretainedbytheapartmentownerandre-assignedtofutureEVdrivingtenants.

§ Distancebetweenutilitymeters,parking,andelectricalpanels:Anew240VchargingcircuittypicallyrequiresaconnectionbetweenthechargerlocationandtheEVowner’selectricalpanel.Inmulti-familydwellingunits,theelectricalpanelmaybeinsidetheresidentialunitandlocatedatalongdistancefromtheparkingarea.Thiscanimposesignificantcostbarriers.Innewconstruction,provisionsforEVreadinesscanbebuiltinatnominalcostbyrunningappropriateconduitandpre-wiringforEVSE.Thiswillbediscussedinthesectiontofollowonupdatedbuildingcodes.Forexistingmulti-unitbuildings,anewprogramtodevelop10,000“make-ready”EVchargingsitesisbeingundertakenbyNRG,anenergycompanynowinvestinginCaliforniaaspartofitssettlementofalawsuitwiththeCaliforniaPublicUtilitiesCommission.Thesemake-readyimprovementswillbringadequatepowerandstub-outstothedesignatedsites.Inthefirst18monthsfollowingthecompletionofthemake-readysite,thesitehostisobligatedtocontractexclusivelywithNRGtoinstallaLevel2charger,afterthistimetheycouldinstallachargerfromanycompany.NRGwillalsoinitiateinstallationofthechargeronceaspecificEVdriverisidentifiedwhowillcommittoutilizethatsiteonaregularbasis,e.g.,asanemployeeofabusinessonthesite,orasaresidentofamulti-unitdevelopmentonthesite.Duringthis18monthNRGexclusiveperiod,

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theprospectivechargestationusermustsignupfortheNRGmonthlysubscriptionprogramtotriggertheinstallationoftheEVSE.Inalegalsettlement(relatedtopastmonopolisticpricingbehavioroftheirDynegysubsidiary),NRGismandatedtoinvest$100milliondollarstodevelopboth“make-ready”sitesandtoinstall200FastChargersaroundthestate.Atthispoint,onlyVenturaCountyiseligiblefortheDCFastChargers(andthefirstonewasinstalledinCamarillo),asinstallationswillbefocusedonthegreaterBayArea,theSouthCoastarea,andtheCentralValley.However,MontereyBaycommunitiesareencouragedtopro-activelycontactNRGtoidentifypossibilitiesforpotentialdevelopmentofthefree“make-ready”sites.

§ Challengestoaccessingoff-peakchargingrates:Off-peakEVchargingratesmayrequireanew

meterandutilityservice.MostMDUshavemetersclusteredinacentrallocation.Theremaynotbespacetoaddanothermeter.Insuchcases,landlordsorbuildingmanagersmaybepermittedtosimplyestablishaflatmonthlyfeeforenergyuse.Alternativeloadmanagementtechnologiesformulti-unitscenariosarealsoavailablefromEverCharge,acompanythatspecializesinmulti-dwellingEVchargemanagement.EverChargeprovidesa“powershare”hardwaredevicethatcanshifttheelectricalloadamonganumberofchargingdevicesandensurethatexistingelectricalpanelsarenotoverloaded.Seewww.EverCharge.netformoredetails.Otherchargercompanies,includingCoulombTechnologies,havebillingsolutionsthatworkonmultiplechargerplatformstoapportionenergycoststoEVSEsamongdifferentmulti-unittenantsandmanagement.(Seehttp://www.coulombtech.com/products-apartments.phpfordetails.)

§ Limitedelectricalcapacity:Level2chargerstypicallyrequireaminimumofa40ampcircuit.

Upgradingcapacitycanbecostlyandmaytriggerrequirementstobringthepropertyuptocurrentbuildingcode.Inthesecircumstances,power-sharingtechnologytoenablemultiplechargerstochargesequentially(ratherthansimultaneously)mayreducetheburden,asreferencedabove.Anotherlow-costoptionistodeploydedicatedLevel1chargers,whicharealreadypresentinsomegaragesandcarports.Level1chargingmaybeadequateforovernightchargingofEVownersthatdrivelessthan50milesperday.Ifcommonpowerisusedincarports,somecondolivingEVownersuselowcostdevicessuchasthe“Kill-a-watt”meter,whichislessthan$20totrackenergyuseandreimbursetheHOA.

Costmitigationstrategiescanincludeplacementofchargingequipmentinguestparkingorothercommonareas.Wherefeasible,propertymanagementorganizationsorHomeOwners’Associations(HOAs)canadoptpoliciestoinstallchargingstationsincommonareasservicedbythesamemastermeterthatcoversothercommonservicessuchaslandscapelighting.RatescanbeestablishedforRFIDorcreditcardpaymenttothepropertymanagementgroupand/orHOAtocoverelectricitycostsbasedonvehicletime-of-useandmaintenancecosts. Multi-familyinstallationssometimesrequireengineereddrawingsthatinclude:a)asiteplan;b)alayoutshowingtheelectricalworkneededand;c)specificationsfortheequipment.Aplancheckisusuallyrequired,includingsign-offfromacityengineer,planningand/orbuildingdepartments,andthecityorcountyfiremarshal.Withsafetyissuesparamount,significantconsolidationinthenumberofinspectionsmaynotbefeasible.However,localjurisdictionscanstreamlineapprovalprocessesbyconsideringandimplementingthestreamliningrecommendationsbelow,adaptedfromthestatewideReady,Set,ChargeCalifornia!Guidelines(seewww.ReadySetCharge.orgforadditionalinformation).

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2.5.RecommendationsforMulti-DwellingResidentialChargerInstallationTosummarize,EVstakeholders,includinglocalgovernments,advocates,andpropertymanagementassociationswillneedtoworkcloselytogethertodeveloparangeofMDUsolutionsthatwillnecessarilybesitespecificinmostinstances,andbasedonvoluntarycooperationtowardsharedgoalsforahealthyenvironmentandanenergy-securecommunity.Whereappropriate,municipalitiesandcountieswithlargernumbersofresidentsinmulti-unitdwellingsmayalsowishtoconsiderstrongerpolicyoptionsthatcouldmandatemulti-unitdevelopmentstub-outsoractualchargerinstallations,eitherinthecontextofnewconstruction,majorremodels,oratthetimeofsale.Whiletheseoptionsareconsidered,additionaleducationandoutreachactivitieswillbedevelopedthroughthePCCpartners,asidentifiedintheinitialrecommendationsbelow.RecommendationsforMulti-DwellingResidentialChargerInstallation

Recommendation NextSteps

R.6.OutreachtoHOAsandpropertymanagerstoofferMDUsolutions

6.A.DevelopHOAsolutionswithutilities,industryexperts,andinstallationcontractors

R.7.Adoptbuildingcodeamendmentstomandatepre-wiringforEVSEinnewandremodeledmulti-unitbuildings.

7.A.PresentmodelEV-friendlybuildingcodeamendmentstocitystaff7.B.Reportonresultsofoutreachandengagementprocess

DiscussionofRecommendations R.7.DevelopHOAsolutions:Owners,buildingmanagers,andrenterswhomaywishtoinstallEVchargingstationsneedaccesstoinformationabouttheirchargingneeds,options,andpotentialsolutions.Toaddresstheseneeds,Plug-inMontereyBaywillworkwithlocalstakeholderstopresentsolutionsformulti-unitdevelopments.Solutionsformulti-unitdevelopmentsareinherentlycomplex,insofarasMDUinstallationsmusttypicallyconformtotheassociation'sordevelopment’sarchitecturalstandardsandexistingparkinglayout;economicallyaccessadequatepower,withpotential“re-shuffling”ofparkingassignmentstopermitcost-effectiveinstallationsofEVchargingstationsforEV-drivingtenants;developprotocolsforcost-sharingofbothcapitalandoperatingcostsforthestation,includingenergyandothermaintenanceandoperationalexpenses.ToprepareforthepossibilityofinstallingEVchargingequipment,stakeholdersinamulti-unitcomplexmayfindithelpfultoundertaketheseactivities(adaptedfromguidanceprovidedbySanDiegoGasandElectric):

1. ConductapollandprovideinformationtoresidentsonEVs:FindouthowmanypeopleinthebuildingmaybeinterestedinEVsandwhentheymightwishtobuyone.ItmayhelptoprovidesomegeneralinformationonEVcosts,benefits,andavailability,whichcanbefoundatwww.pluginamerica.org.

2. AccessutilityandEVadvocacyorganizationresources:EcologyActionincooperationwiththe

MontereyBayEVAllianceofferinformationandperiodicworkshopstohelpconsumerslearn

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aboutEVchargingoptions,costs,andbusinessmodels.ItwillbehelpfultoaccessonlineorworkshopresourcestoinformstakeholdersofthelatestprogramsandtechnologiesforEVcharging.Chargingtechnologiesformulti-unituserangefromsimple“plugandcharge”standaloneunitsthatareopentoallusers,tonetworkedunitswithautomateduserIDandpaymentsystems.Chargerswithmoreadvancedcommunicationandschedulingcanprovidemeteringcapabilitiestotrackusers’use;accesscontrol;user-specificbillingandservicefeeoptions;andremotecontrolandmonitoringcapabilities.Singleormultiplecordsetsmaybehousedinaboxmountedtoawall,pole,ceilingorfloor,dependingonsite-specificneeds.TogetanideaofthewidearrayofEVSEoptionsthatareavailableforresidentialandcommercialcharging,visitPlugInAmericaatwww.pluginamerica.org/accessories,AdvancedEnergyatwww.advancedenergy.org/transportation/evse,orGoElectricDriveatwww.GoElectricDrive.com.

3. Identifythechallenges:Toaddresstheneedsatasite,practicalobstaclesneedtobeidentified

andaddressedonebyone.ThislistofpromptscanhelpaMDUteamidentifytheissuestobeaddressed:§ Howwellwillthepropertylayout–includingthelocationandtypeofelectricmetering,

wiringandparkingspaces–accommodatethedesiredchargingequipment?§ Whatexistingrulesinthecovenants,conditionsandrestrictions(“CC&Rs”)wouldaffectthe

installationofchargingstationsincommonareasandprivateareas?§ WhichassignedandunassignedparkingspacescouldaccommodateEVcharging

equipment?§ Whatlocalregulationsrelatetocommonareauseofcharginginfrastructure?§ Willsomechargingunits,sidewalks,parkingspacesneedtomeetAmericanswithDisabilities

Act(ADA)standardsforaccessibility?§ Howshouldpropertyownersdealwithinitialequipmentandservicecostsversusfuture

tenantdemandsandneeds?§ ConsiderpartneringwithanEVSEvendor,suchasNRG,whichmaybeabletooffer

installation,maintenance,andpoweraspartofamonthlysubscriptionprogramfortheEVdriver.(Seewww.evgonetwork.comforinformationonthefree“make-ready”programformulti-unitresidentialdevelopmentsinCalifornia.)

4. Developconsensusonthescopeofwork:TheinstallationofEVchargersinamulti-unit

developmentwillrequireshareddecisionsbypropertyowners,propertymanagersand(incomecases)residents.Toprovidepotentialcontractorsastartingpointforcostestimation,theMDUsitehostneedstodetermine:§ Estimatednumberofspacestobeservedbychargingequipmentandinwhat

configuration:Level1charging(at110volts,requiringa10-12hourrechargetime),orLevel2charging(requiring240voltsanda4-6hourrechargetime).Level2chargersaretypicallypreferredandmaybeessentialforBattery-ElectricVehicle(BEV)owners,whereasLevel1chargingmaybeadequateforPHEVs.

§ Chargermanagementpreferences(networkedwithmulti-partybillingoptions,ornon-networkedwithoutsmartbillingallocation).

§ Suggestedlocation(s).

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5. Chooseaqualifiedcontractor:Whenselectinganinstallerforchargingequipment,considerthecontractor’sexperience,licensing,insuranceandtraining,suchastheEVSEinstallationtrainingofferedthroughorganizationsliketheNationalElectricalContractorsAssociation,InternationalBrotherhoodofElectricalWorkersandUnderwritersLaboratories.

6. Coordinateon-siteevaluation:Prospectivecontractorswillneedtovisitthesitetoanswerany

remainingquestionsaboutprojectrequirementsbeforeprovidingestimates.Aspartoftheevaluation,thecontractorshouldcalculatepowerloadswiththeaddedchargingstations,decidewhetherexistingelectricpanelsneedtobeupgradedorreplaced,andseewhethertheutilityneedstoupgradeelectricserviceorinstallnewelectricmeters.Thecontractorshouldcoordinatewiththeutilityforreviewoftheprojectdesignand,ifnecessary,anon-sitevisit.

7. Begininstallation:Oncethecontractor’spricequoteisapproved,thecontractorwillorderthe

selectedchargingstations,obtainanynecessarypermits,placetheutilityserviceorder,scheduleinstallation,coordinatetheprojectandarrangeforanyrequiredinspectionsbySCEorPG&Eandthecity.(Thechartbelowsummarizesthecriticalpathwayforprojectcompletion.)

8. Informresidents:Currentandfutureresidentsshouldreceiveinformationonwhere,when,and

howtousethenewchargingstations.Astheflowchartbelowindicates,therearealargenumberofstepsinvolvedintheinstallationofcharginginamulti-unitdevelopment.Tomovethroughtheprocess,itishelpfultoreachouttochargingstationvendorsandutilitystaffwithhands-onexperienceinsolvingthemanychallengesinmulti-unitbuildinginstallations.LeadingEVchargercompaniescanbeexpectedtoprovidesomeconsultingassistanceincaseswhereenduserswillbespecifyingtheirequipment.

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R.7.Adoptbuildingcodeamendmentstomandatepre-wiringforEVSEinnewandremodeledmulti-unitbuildings.Astrongpolicyapproachtoadvancingdeploymentofchargersinmulti-unitdevelopmentismandatedpre-wiring.TheCityofBeverlyHillswasthefirsttomandatepre-wiringin2011,andtheirpolicycanviewedathttp://www.beverlyhills.org/business/constructionlanduse/commercialbuildings/electricvehiclechargingOtherjurisdictions,suchastheCityofPaloAlto,theCountyofSantaClara,Sunnyvale,andEmeryville,areadoptingsimilarstandards,thoughnosuchbuildingcodeshavebeenadoptedyetontheMontereyBay.Thethresholdformandatedpre-wiringcanbesetatnewconstructionoratthetimeofamajorre-model.InitsroleasanEVplanningconsultanttotheSouthernCaliforniaAssociationofGovernments(SCAG),theLuskinCenterforInnovationatUCLAhasalsomadeapolicyrecommendationfortheSCAGregion(whichincludesVenturaCounty)thatEVchargingstations–notmerelypre-wiring(alsoknownas“stub-outs”)berequiredofallmulti-unitdevelopmentsatthetimeofanownershipchange.ThismaynotbeviewedaspoliticallyfeasibleeveninthecontextoftheEVplanningprocess.However,inlightoftheNRGsettlementrequirementtodevelop10,000“make-ready”sites,itislikelythatmandatingactualEVSEinstallationsmaynotbemorecostlyoverthenextseveralyearsthanmandatingpre-wiringwouldbe,sinceanEVSEcanbeprocuredandinstalledatapre-wiredlocationforpotentiallyintherangeof

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$1,000to$3,000percharger.Ofcourse,alldecisionsregardinglocalbuildingcodeenhancementsthatexceedtheCaliforniabuildingcode(CalGreen)areunderthejurisdictionofcitiesor(inthecaseofunincorporatedareas)therelevantcounty.Therefore,recommendationsofthePCCwouldbeadvisorytocitiesandcounties,anditwouldlikelyrequiremobilizationofadditionalpoliticalsupporttoachievetheadoptionofeitherapre-wiringmandateoranactualchargerinstallationmandate.2.6.ComprehensiveRegionalChargingNetworkDevelopment–ChallengesandSolutions:Asnotedabove,theMontereyBayPEVCoordinatingCouncil(MBPEVCC)anditspartnernetworkhasbeenquitesuccessfulinbuildinganinitialnetworkofEVchargers.TheCoordinatingCouncilactivelysoughtoutandencouragedsitestoinstallequipmentthroughvariousfederalandstategrantprograms,andtherearenowover200publicEVSE’sinourregion,includingXXDCFastChargers,andmostcitieshaveLevel2publicchargingfacilities.Thisinitialbackboneofpublicchargingisonlystartingtomeettheneedsoftheregion’sPEVdriversin2015andbeyond.Toaddressthesituation,theMontereyBayPEVCCisactivelypursuinggrantopportunitiestoincreasepublicchargingopportunitiesandisencouragingworkplaces,cities,businesses,multi-unitresidential,andotherpropertyownerstoinvestincharginginfrastructure.Tohelpfurtherguideandcatalyzethegrowthofarobustchargingnetworkintheregion,theMBPEVCCinfrastructureplanhasmappedexistingchargingstationsandidentifiedpotentialnewsitesforinfrastructure,includingaminimumlevelofDCFastChargers.WithcompletionoftheCECandDOEfundedinfrastructureplanningprocess,MontereyBayPEVCCwillexpanditsoutreachtoensurecontinuedco-investmentbybothpublicandprivateentitiesinthedevelopmentoftheregion’sEVcharginginfrastructure.Inaddition,localincentivestosupportPEVcharginginfrastructure--includingdeploymentofLevel2andDCFastChargestations--isavailable.Importantly,theMontereyBayUnifiedAPCDhasprovidedanEVinfrastructuregrantprograms,whichhasprovidedanaggregatetotalofmorethan$X,XXX,000forEVcharginginfrastructureinthe2011-2015period.EncouragementofLocalChargerInvestment:InadditiontoleveragingpubliclyfundedinfrastructuredeployedthroughlargerEVchargercompanies,individualsiteownersinthePCCregionareencouragedtoinvesttheirownresourcesinpubliclyaccessiblecharging.AdditionaloutreachactivitieswillbeconductedattheannualGreenCarshowsdevelopedbyEcologyActionandREACHStrategies.EcologyActionandtheCenterforSustainableEnergywillalsojointlyproduceEVReadinessworkshopsineachMontereyBaycounty.PrivatePartnershipFundedProjects:EVcharginginfrastructurecanalsobedeployedbylocalpropertyownersviapartnershiparrangementswithachargestationvendor(suchasChargepoint)orchargenetworkoperator(suchasNRG)thatmaybewillingtoinstall,maintain,andoperatethechargingequipmentatnocosttotheowner.Thevendorscancollectmonthlysubscriptionplanfees(withunlimitedchargingprivileges)orpersessionfeesfromEVdrivers.2.7.RecommendationsforComprehensiveChargerNetworkDevelopment:SitingrecommendationsfortheregionalEVPlanarebasedontheprinciplethatBatteryElectricVehicles(BEVs)needchargingtoextendtherangeoftheirvehiclesandplug-inhybridownersstronglyprefertodriveinEVmodeovergasmode.Inshort,arobustpublicchargingnetworkenablesmoreelectricmilestosupplantgasmiles.TosupportenhancedelectricrangeforalltypesofPEVs,includingthosewithFastChargecapability,boththeCentralCoastandMontereyBayPEVReadinessPlansfocusonhighwaycorridorsthatconnectSouthernandNorthernCaliforniaalongthe101Freeway,workplacecharging,regionalcommercialcenters,anddestinationchargingsites.CorridorcharginglocationswithDCFastChargerslocatedevery

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30or40milesfromVenturaCountyallthewaythroughSantaCruzCountywillenableBatteryEVstotakelongertripsandrechargefromnearemptyto80%chargeinapproximatelythirtyminutes.WorkplacechargingcanmosteffectivelyincreaseelectricrangeforthosePEVdriverswhoseeffectiveall-electricrangeislessthantheirroundtripcommutedistancetowork.ThePCCregionalplanhasidentifiedprimelocationsinthetri-countyregiontohostworkplacecharging.Inaddition,“destinationcharging”sitesincludepopularshoppingcenters,parks,harbors,airports,trainstations,colleges,governmentbuildings,downtowns,beaches,andculturalfacilities.AnotherkeycategoryforEVcharginginfrastructureismulti-unitdevelopments(MUDs),discussedinSection2C.ChargerNetworkDevelopmentRecommendations

Recommendation NextSteps

R.8.Pro-activelymeetwithEVSEproviderstoensurePCCsitesareprioritized

8A.CoordinateplansforMontereyBaychargernetworkdeploymentwithkeyvendors,e.g.,NRG,ChargePointaspartofongoingsitedevelopmentprocesses.(MontereyBayPEVCoordinatingCouncil)

R.9.DevelopbuildingcodeamendmentsthatpromoteEV-readyandsolar-readybuildings,parkingfacilities,andpublicworksfornewconstructionormajorrenovations.

9A.Promotemodelordinancesandguidelinesspecifying:--minimumlevelsofpre-wiring(goingbeyondtheracewayandconduitinthevoluntary2012CalGreenstandards)--minimumlevelsofEV-readyparking,suchasa3%minimumforoffice,lodging,medical,andgovernmental;1%minimumforretail,recreational,andculturalfacilities;and10%minimumformultiple-dwellingunits,basedonrecommendationsofthePCCandlocalstakeholders.

R10.IntegratePEVsintolocalfleets

10A.SupportparticipationbyfleetmanagersinGreenvehicleshowcaseshostedbyEcologyActionandREACHStrategies10B.Trackandpromoteopportunitiesforspecialfleetlease/purchasedealsofferedbymajorOEMs

DiscussionofRecommendationsR-12–R-14toAdvanceIntegratedEVEcosystemPlanningbyIndustryandGovernment:ThePCCSteeringCommitteeandmanycitiesandcountieshavebenefittedfromgrantfundedchargingstationprojects,andnewgrantprogramscontinuetobeintroducedthroughCaliforniaEnergyCommissionsolicitations.PrioritiesthatarecurrentlybeingaddressedbyvendorsandPCCSteeringCommitteemembersincludethefollowing:

§ Corridorplanning:PCChasassessedhigh-prioritysitingoptionsforDCFastChargingonkeytravelroutes.OfmostimportanceisacorridorofchargingstationsalongHighway101,connectingourlargestcitiesapproximatelyevery30miles.AsecondtierofsitesincludeadditionallocationsalongHighway101,aswellassitesonotherregionalhighways,someinkeycorridorsconnectingtoI-5.MapsofsuggestedDCFastChargingsitesareincludedinAppendixR.NewDCFCinstallationsfundedbytheCaliforniaEnergyCommissionaremandatedtoincludeanupgradepathtoensuredualcompatibilitybetweenthecurrentdominantDCFCstandard–knownasCHAdeMO(supportedbyJapanesemanufacturers)--andtheSAECombofastchargingcapabilitiesnowbeingintroducedbyAmericanandEuropeanmanufacturers.

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§ SurveyingworkplaceandfleetEVusers:AspartoftheEVReadinessPlanningeffort,EcologyActionissurveyingworkplaceandfleetchargingusers.Follow-oneffortswillincludeinformingworkplacesandfleetsoffederalandstateincentivesandgrantopportunities,educationandquestionsanswered,bestpracticesharing,fosteringpeertopeerrelationshipsbyconnectingthosehavingaddedEVsand/orcharginginfrastructuretothosewhomareconsideringit,andEV101eventsatselectedlargeemployers.

§ CoordinatedresponsetoupcomingCECorothersolicitations:MontereyBayPEVCCcommunitystakeholdersbenefitfromcoordinationoffundingproposalsamonglocalagenciesandprospectivechargingnetworkoperators.TheMBPEVCCismonitoringsolicitationsandcommunicatingoptionstolocalstakeholdersasopportunitiesarise.

§ Possibledeploymentofsubscriptionplans:Subscriptionplansmayraiseissuesofinteroperabilitywithotherchargingnetworks.Currently,someEVnetworkvendorshavemadecommitmentstodevelopmentofinter-operablenetworks–wherebyconsumerscanhaveaccesstoanychargestationinamannersimilartotheSTARsystemforAutomatedTellerMachine(ATM)inter-operability.TheseincludetheCollaboratevpartnershiplaunchedbyChargepoint,andopennetworkssuchasGreenlot’sSKYnetwork.However,theseagreementshavenotyetbeenformalizedacrossallvendors,andcommunication,clearance,andsettlementprotocolsnotyetfullydeveloped.EVadvocacygroupshavepointedoutthatdriverswillnotbewell-servediftheymustjoinmultiplenetworksandpaymultiplemonthlynetworkfeestohavefullaccesstoCalifornia’spublicEVchargers.TheCaliforniaEnergyCommissionhasrequiredopenstandardsforgrantopportunities.PCCiscontinuingtomonitorthissituationandwillprovidecommenttovendorsasplansarefurtherdeveloped.

§ Commonprotocolsforidentificationofnetworkoperatingandusagestatus.Driversneedtoknowifchargingstationsareinoperationoriftheyarebeingutilized.ANationalElectricalManufacturersAssociation(NEMA)EVtechnicalcommitteeisworkingtodevelopanddeploytheseprotocols,likelyinthe2013-14timeframe.

§ Possibledeploymentofreservationsystems,particularlyforFastChargers.ThisissueisbeingdiscussedaspartoftheCollaboratevpartnership,andstandardsarelikelytoemergein2015.

AsnotedinRecommendation#13above,theEVinfrastructureplanningprocesswillbenefitfromtheinclusionofbothpublicsectorandindustryinputtoensurethatselectedsitesmeetcommunityneeds,andthatinstallation,operation,andmaintenancecostfactorsareallconsideredinevaluatingpublicchargingsiteopportunities.Tothatend,EcologyAction,onbehalfofallMBPEVCCstakeholders,hasreachedouttokeynetworkoperators,includingNRG,Chargepoint,AeroVironment,andothers,toensureregionalcoordinationofchargersitingandprogramopportunities.2.8.High-LevelSitingRecommendations:Thefollowinghigh-levelsitingrecommendationsareprovidedasaframeworktoguideongoingsitingwork.

1.Financialfeasibility:Selectsitesmustbefinanciallyfeasiblegivenavailableinstallationincentives,orprovideotherrealbenefitstothesiteowners.(NotethataverageLevel2installationcostsaretypicallyinthe$3,500to$4,500range,althoughabroadercostrangecansometimesbeaccommodatedforlarger-scaledeployments.)

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2.Visibilityandaccessibility:Selecthighest-utilization,highest-visibility,publiclyaccessiblelocationsforthefirstfewchargers.Examplesincludegovernmentofficebuildings,shoppingmalls,restaurants,hotels,parks,marinas,municipalparkinggarages,colleges,schools,andairports.3.Powersupply:SelectalocationwhereLevel1(120/15A)orLevel2(240V/40A),orFastCharge(480volt)electricalsupplyisorcanbemadeavailablewithrelativeeaseandminimalcost.4.ADAAccess:ConsiderandcomplywithADAguidelinesfordisabledaccess,andtakeprecautionstoensurethatchargercordmanagementisoptimizedtoreduceriskofaccidentorinjury.5.Security:Selectsecurelocationswithadequatelighting.6.Signage:ProvideenforcementandothersignsthatcomplywiththeManualonUniformTrafficControlDevices(MUTCD)andCaliforniaVehicleCodes(CVC).7.EquipmentProtection:EVchargersshouldbeplacedwheretheycanbebestprotectedfromphysicaldamagebysuchmeasuresascurbs,wheelstops,setbacks,bumperguards,andbollards,whilesimultaneouslytakingintoconsiderationeaseofaccesstothecharger,mobilityofusers,andfoottrafficinthearea.

IntheAppendicesbelow,samplelanguageisprovidedaddressingthefollowingkeyelementsofPEVinfrastructure:

§ Standardplans,detailsandspecificationsforpublicinfrastructureprojectstoaccommodateEVchargingstations.

§ Ordinancelanguagerequiringtheinstallationofelectricvehiclechargingstationswhensignificantdevelopmentorredevelopmentoccurs.

§ Zoningcodeamendmentlanguagerequiringapercentageofparkingspacesinnewmulti-unitdwellingprojectstoincludeEVSE.

§ Buildingandelectricalcodeguidelinesrequiringthat:§ ElectricalsupplyinfrastructureandequipmentbescaledtoaccommodatePEVs§ Allnewresidentialunitsshouldincludebasicinfrastructure,suchasconduits,junction

boxes,wallspace,andelectricalpanelandcircuitrycapacitytoaccommodatefutureupgradesforbothEVSEandPVsystems.

2.9.RatioofChargingStationstoPEVs:TheElectricPowerResearchInstitute(EPRI)hasconductedresearchonhowmuchEVcharginginfrastructureisneededtoserveagivenlevelofPEVs,withafocusonworkplaceandpublicusage.EPRIdevelopeda“benefitstestedscenario”toarriveatarecommendationtoguideplannersseekingtoestablisharatioofchargingstationspervehicle.EPRI’sanalysisyieldsascenarioinwhichthechargingstation-to-vehicleratiorangedfrom0.01to0.15forBEVsandPHEVs.Applyingthisforecasttoalong-rangePEVregionalestimateof23,000(whichcouldbeachievedbytheearly2020s)yieldsthefollowingEVSEdeploymentgoal.

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EstimatedNon-residentialLevel1and2EVSEtoSupportSamplePEVPopulationintheEarly2020s

VehicleForecast

L1andL2EVSE

Estimates EPRIMethod(mid-level)

PHEV BEV low high

18,854 4,753 2,647 9,412 4,323

BasedonanalysisconductedbyICFInternationalforthegreaterBayAreaPEVReadinessPlan,installationcostsofLevel2EVSEwereestimatedtorangefrom$900-$2,350fordeploymentatMDUsorworkplaces.However,costrangecanincreasesignificantlyforpublicly-accessiblecharging,dependingonsitecharacteristics.Forinstance,trenchingandcuttingcostscanincreasetheinstallationcostsbyupwardsof$3,000-$5,000forLevel2EVSEinstallations.CostscanbemuchlowerifEVSEareinstalledaspartofnewconstruction.

ThelevelofinvestmentrequiredtosupporttheforecastedPEVpopulationsfortheRegionisdifficulttoestimateformanyreasons.Themostsignificantreasonsinclude:a)itisunclearwhatthesplitbetweenLevel1andLevel2chargingneedswillbeasthemarketdevelopsandexpands;b)thecostsofinstallationwillvaryconsiderablybasedonsitecharacteristics;andc)thelevelofchargingthatwillberequiredbasedonPEVtechnologyanddeploymenttrendsisuncertain.Ifreal-worldrangesof200milesormorebecomethenormafter2020,thedemandforpublicLevel2chargingmaydeclineonapervehiclebasis,asanevenhigherpercentageofchargingwilloccurathomeoratFastChargeand(potentially)atswitchstations.ItisalsoimportanttonotethatLevel1andLevel2ACchargingcostsdonotexistinavacuum.DCFastChargingandotheremergingchargingtechnologiesmayputdownwardpressureonthepriceandneedforLevel1andLevel2charging.

MontereyBayPEVCCstakeholdersarepro-activelyrespondingtoopportunitiesforstateandfederalinvestmentincharginginfrastructure,inordertofurtherextendtheregion’schargingnetwork.PCCwillcontinuetocultivateprospectivesitesandmatchthemwithEVServiceProvidersthatusesustainablebusinessmodelsforthedevelopmentandoperationofaviableregionalchargingnetworkthatwillleverageprivateandpublicresourcesforthebenefitofthecommunityasawhole.2.10.PromotionofEV-ready(andEnergy-Efficient)BuildingsandParkingLots:ThehighlyvariablecostofinstallingLevel2EVinfrastructure(rangingaswidelyas$2,000orlessto$10,000ormore)isdueinlargeparttothefactthatgaragesandparkingareas–inresidentialandcommercialstructures–havenotbeenconsistentlypreparedwiththerequisiteconduitandpanelcapacitytosupporta240voltpluginaconvenientlocation.Byrequiringnewconduitandstub-outsorplugswithappropriatecapacityinthenextgenerationofbuildingsandpublicworks,thecostofnewEVchargerinstallationscanbedramaticallyreduced.Inresponsetothisopportunity,manyjurisdictionsinCaliforniaandbeyondhaveadoptedordinancesrequiringtheinstallationofEVcharger(andsolarphotovoltaic)pre-wiringinneworsubstantiallyremodeledcommercialandresidentialstructures.Additionally,effectiveinJuly2012,Title24ofthestatebuildingcode,alsoknownastheCalGreenstandards,recommendedavoluntarystandardthatcallsfornewresidentialunitstoincludearacewayandconduitfromthesubpanelormainservicetotheproposedlocationforthechargingsystem,terminatedintoalistedboxorcabinet.For

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multi-unitdevelopments(greaterthan2units),theCalGreenstandardrecommendsatleast3percentofthetotalparkingspaces,butnotlessthanone,tobecapableofsupportingfutureEVSEforLevel2charging(Part11A4.106.2).Thecurrentvoluntarystandardsmayberecommendedformandatoryimplementationin2016.GoingbeyondtheCalGreenstandards,localagenciesmaywishtoaddadditionalrequirementsforpre-wiring(asopposedtojusttheracewayandconduit).Inaddition,somejurisdictionsarealsospecificallyrequiringactualinstallationofEVinfrastructureforlargerdevelopments(e.g.,over10,000squarefeet),asintheordinancelanguagedevelopedbythecityofMountlakeTerraceinWashington.ProposedRequirementsforEVChargerDeploymentLandUseType PercentageofParkingSpacesMulti-householdresidential 10%(1minimum)Lodging 3%(1minimum)Retail,eatinganddrinkingestablishment 1%Office,medical 3%(1minimum)Industrial 1%Institutional,Municipal 3%(1minimum)Recreational/Entertainment/Cultural 1%AsastartingpointforPCCconsideration,RecommendationR.14aboverecommendsa3%“EVmakeready”minimumforoffice,lodging,medical,andgovernmental;1%minimumforretail,recreational,andculturalfacilities;and10%minimumformultiple-dwellingunits.2.11.EVsandSolarPhotovoltaicConnections:EVsanddistributedphotovoltaicchargingarehighlycomplementarytechnologies,particularlywhenEVdriversswitchtoTime-of-Useratesthatenableinexpensivenighttime“superoff-peak”chargingofEVs,withratesaslowas9cents/kWhandusetheirsolararraytofeedvaluable“on-peak”powertothegrid,beingcreditedatratesof20-46cents/kWh.Bychargingatnightandallowingsolarpowertoflowtothegridatthemostlucrativedaytimerates,EVsandsolaroperateinasynergisticmannertodecreasethecostandquickenpaybacktimesforbothtechnologies.GiventheenvironmentalandeconomicsynergybetweenEVsandrenewableelectricity,communities,NGOs,andindustrypartnersshouldbuildonexistingpubliceducationstrategiesthatlinkoutreachandawarenesseffortsonEVsandsolarPVwherefeasibleandappropriate.TheCommunityEnvironmentalCouncilisreinforcingthismessagethroughtheir“DrivingonSunshine”campaign.ThisslogancapturesthebenefitsofEV+PVinaneasytounderstandandremembertaglineandfeaturesblogpostsonlocalresidentsthathavesolarandEVs,highlightingtheeconomic,environmentalandenergysecurityadvantagesofusingalocalsolarpowerarrayonarooftoptopoweranEV(moreinformationinsection4below,andstoriesareavailableathttp://www.cecsb.org/tag/blog/driving-on-sunshine).AtrecentGreenCarShows,solarcarportshavebeendisplayed,furtherlinkingtheconnectionbetweensolarandEVsinanexcitingvisualdisplayseenbytensofthousandsandinformationprovidedbysolarcompanies.Solarshouldalsobeencouragedatpublicchargingsites,alongwiththeadditionoffixedbatterystoragethatcanenablestoredsolarpowertosupplantmoreexpensive,peakrate,higher-carbonpowerfromthegrid.Solarandstoragecanalsolessenthecostofhigherdaytimeelectricityratesoftenfacedby

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publiccharging,alongwithexorbitantdemandchargesthatlocalutilitiescharge,particularlyforDCFastCharging.Additionalbarrierscouldbereducedbypolicyinitiativesthatlinkpre-wiringforEVchargersandsolarPV,andmandatedpre-wiringforEVchargersinnewconstructionormajorremodels.FuturesolarinstallationswillbemadeeasierbyanewTitle24energycodeprovisionstartingJanuary1,2014,fornewconstructionandmajorremodels.Thesecodenowrequiressolarreadiness,withprovisionssuchasrequiringaSEtoWfacingpartofroofsbe“solarready”withpathwayforconduitfromthesolarzonetothemainservicepanelandsufficientspacereservedforsolarattheservicepanel.2.12.ChargerAccessibilityIssuesandAmericanswithDisabilitiesAct(ADA)Compliance:EVChargingStationsmustcomplywithprovisionsoftheAmericanswithDisabilitiesAct.Unfortunately,thereisnotyetdefinitivestate-levellegalguidanceonhowprovisionsoftheADAwillbeappliedtoallofthespecificissuesthatariseinEVcharging.However,thestatewideReady,Set,Charge!GuideforEVReadyCommunitiesrepresentthemostauthoritativeguidancedocumenttodate,andwasreviewedbyatechnicalcommitteeofleadingEVexperts.TheguidanceforADAcomplianceiscontainedinAppendixHofthisdocument.Localcommunitiesarestronglyurgedtofollowtherecommendationscontainedinthisguidance.

2.13.EV-RelatedSignage:EVrelatedsignagecanprovideasubstantialboosttoEVcommunityawareness.ByprovidingsignsforeachEVchargingstationthatcomprehensivelycoverthesurroundingstreets,communitymemberswillberemindedthatEVsareamainstreammobilityoption,andthatthecommunityis“EV-ready.”Signagemustconformtostateandfederalguidelines,whicharediscussedextensivelyintheAppendix.MontereyBaycommunitiesarestronglyrecommendedtobudgetadequatelyforsignageaspartofeachnewlyapprovedEVchargingstation.Atypicalruleofthumbistoplanforsigncostsof$250each,multipliedbythenumberofsignsneeded.SignageguidelinescanbefoundattheGovernor’sOfficeofPlanningandResearchEVCommunityReadinessresourcepageatwww.2.14.SummaryChecklistofEV-FriendlyPoliciesandPracticesforMontereyBayJurisdictions:Thefollowingchecklistsummarizestherecommendationsabove,whileaddingafinalrecommendationonthekeyissueofEVfleetdeployment:IntegratePEVsintoLocalFleets.AdditionalinformationonthisrecommendationandontheissueofEVfleetsiscontainedinSection2.15:GuidelinesforEVFleets.ChecklistofEV-FriendlyPoliciesandPracticesforMontereyBayJurisdictions

RecommendedPractice CurrentStatus NextSteps(withtargetdates)

R.1.Developachargerpermitformidentifyingallrequiredelements

R.2.ProvideEVchargerinstallationprocessguidanceandchecklists

R.3.Establishreasonable–andflat–chargerpermitfees

R.4.Waiveplanrequirementsforsimpleinstallations

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R.5.ParticipateintrainingonEVSEtechnologiesandinstallationissues

R.6.OutreachtoHOAsandpropertymanagerstooffermulti-unitdevelopmentsolutions

R.7.Adoptbuildingcodeamendmentstomandatepre-wiringforEVSEinnewandremodeledmulti-unitbuildings

R.8.Pro-activelymeetwithEVchargingnetworkoperatorstoensurelocalsitesareprioritized

R.9.DevelopbuildingcodeamendmentsthatpromoteEVandsolar-readybuildings,parking,andpublicworksfornewconstructionormajorrenovations.

R.10.IntegratePEVsintolocalfleets 2.15.EffectivePEVMarketingandOutreach:ConsumersurveysindicatethataprincipalbarriertoPEVdeploymentisinitialpurchasepriceofPEVsrelativetoequivalentICEs.However,whenconsumersareintroducedtothefullrangeofPEVmodels,andunderstandtheverylow-costleasingdealsnowavailable,interestcanbeeffectivelysparked.Individualregionswithinthestate,aswellasthestateasawhole,arenowdeveloping“GoEV”campaignsthatprovide“rideanddrive”opportunitiestobringPEVsdirectlytoconsumersviaspecialPEV-onlyeventsatworkplaces,malls,fairs,andothercommunityevents.Theseeventsbuildonexistingnetworksofgrass-rootsorganizations,includingenvironmentallyconsciousbusinesses,environmentalandconsumeradvocacygroups,EVorganizations,CleanCitiescoalitions,andothers.MontereyBaystakeholdersarenowworkingtoexpandPEVrideanddriveeventswithadditionalstateandlocalmatchfunding.EncouragingAdoptionofPEVsvia“EV101”Activities,GreenCarShows,andotherEducationalPrograms:PCCisactivelyeducatingthepublic,majoremployers,andfleetsthroughGreenCarShowandotherevents.ThelargesteventsincludeGreenCarShowsproducedbyEcologyActionandtheMontereyBayEVAlliance(MBEVA),especiallyEarthDay.TheEarthDayeventalsoincludesalarge-scale“rideanddrive”thatprovidestheopportunitytodriveorridealonginanelectricorhybridcar.Greencarshowsalsoinclude“owner’scorners”wherepeoplecantalktolocalownersofvariousEVmodels,solarcarportsandsolarcompaniesthatexplainthebenefitsofdrivingonsunshine,chargingstationdisplays,andothereducationalopportunities. TheotherlocalmajorEVeducationaleventsoccurduringNationalPluginDayinSeptember,whichwascelebratedissupportedbyEcologyAction,MBEVA,theSierraClub,MBUAPCD,andothers.MontereyBayPEVCCmembersalsoperiodicallyhostworkshopsonEV101andEVpolicies,whichincludeinformationon:EVproductoptions(currentandforthcoming);EVlife-cyclecosts;vehiclepurchaseincentives;EVinfrastructurechoices,costs,andincentives;theEVeconomicandenvironmentalvaluepropositionfortheregion;thecurrentstateofEV-readinessplanningandEV-friendlypolicydeployment;andwaystoconnectwithEVvendors.OutreachtoInformandEncourageWorkplaceCharging:EV101eventsdescribedabovearenowalsoincludingsignificantoutreachtoemployersthataremostlikelytorespondtotheEVvalueproposition

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andtheimperativetoproviderobustEVcharginginfrastructurethroughouttheregion.Theseincludelargeremployers,propertymanagers,retailestablishments,businessesconcernedwiththeirsustainabilityprofileandgreenimage,publicemployerssuchascolleges,universities,andmedicalcenters,transitagencies,andcommunity-basedorganizations.ThePEVCCisholdingEV101eventsatselectworkplacesthatalreadyhavecharginginfrastructureinstalled,highlightingthatmanylongdistancecommuterscanseesignificantcostsavingsbyswitchingtoa100mpge+EV.TheworkshopsalsointroducelocalemployeeEVdriverstoprospectiveEVdriversinaparkinglotdisplayofEVs,whichhelpsestablishpeertopeerexpertrelationshipswith“EVchampiondrivers”ineachworkplace.Workplacechargingandfleetresources,suchastheU.S.DepartmentofEnergy(DOE)CleanCitiesguidetoEVfleets(http://www.afdc.energy.gov/pdfs/pev_handbook.pdf)andthecompanionguidetoworkplacecharging(http://www.afdc.energy.gov/pdfs/51227.pdf)aremadeavailable,alongwithcomplementarylocalinformationonthewebsitesoftheAirPollutionControlDistrictsandEcologyAction.DevelopmentofInformationResourcesonEVs,Incentives,Charging,UtilityPrograms,andSupportServices:Asnotedabove,informationresourcesonEVs,incentives,charging,utilityprograms,andsupportservicesarebeingcommunicatedattheMontereyBayPEVCCoutreachworkshops(in2015-16andongoing),andatannualGreenCarevents.Additionally,informationresourcesarehostedontheAirPollutionControlDistrictwebsiteandtheEcologyActionwebsite,withlinkstoadditionalresources,includingPG&E,EVautomakers,Plug-inAmerica,andGoElectricDrive,amongmanyothers.PlanforOutreachandEducationforBuildingInspectors,Utilities,Facilities,PublicWorksPersonnel,andFirstRespondersandPublicSafetyOfficers:Asnotedabove,theMontereyBayPEVCCwillbehostingEVinfrastructureandreadinessworkshopsaspartoftheEVReadinessproject,developedincollaborationwiththeCenterforSustainableEnergy.Theseworkshopsbringtogetherbuildinginspectorsandotherlocalgovernmentstaff(e.g.,planners,sustainabilityofficers,andcitymanagers),alongwithutilities,facilitiesandpublicworkspersonneltoaddress:

§ EVSElocationissues§ EVSEoperationsandproducttypes§ EVSESafety§ Inspectionandcomplianceissues§ Installationprocessstreamlining§ PEV-friendlypublicworksguidelines§ PEV-friendlybuildingcodes

2.16.RecommendationsforPEVFleetProcurementandManagement

Context:MontereyBayfleetoperatorswillbeakeystakeholdergroupthatcanhelptodrivetheEVtransitionacrosstheregion.EVadoptionwithinfleetswillprovidedirectbenefittofleetoperatorsandthecommunity--throughreducedemissions,enhancedenergysecurity,andimprovedoperatingeconomies.Importantly,bylendingtheirorganizational“stampofapproval”toEVs,fleetoperatorswillhelpcommunicatethemessagetoconsumersgenerallythattheEVvaluepropositionisstrongandEVcharginginfrastructurewillcontinuetogrow.Therefore,thefinalrecommendationofEV-relatedactionsforconsiderationbylocalgovernmentstakeholdersistoIntegratePEVsintoLocalFleets.

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PurchaseandEvaluationCriteria:TotalCostofOwnership,EnvironmentalCriteria,andClimateActionPlanConsiderations:ThecurrentpipelineofEVmodelsisdominatedbylight-dutyvehicles(LDVs).However,anincreasinglylargevarietyofmediumdutyvehicles(MDVs)andheavy-dutyvehicles(HDVs)arealsoontheirway.BothpublicandprivatefleetoperatorsarepotentialtargetsforEVprocurement.Thus,forlocalgovernments,greeningthefleetwithPEVsisakeypartofbecomingEV-ready,andwillgivelocalgovernmentstaffinvaluablehands-onexperiencewiththebenefitsandchallengesoftheEVtransition.

Historically,“cleanfleet”or“greenfleet”effortshavefocusedonfuelandemissionsreduction,conventionalhybridvehicles,andnaturalgasvehicles(NGVs).WhatdistinguishesgreenfleetinitiativesintheeraofelectrifiedtransportationisthatnewPEVmodelsarebeginningtoappearwithsignificantlyimprovedenvironmentalandoperatingcostadvantagesoverconventionalhybridsandotheralternativefuelvehicles,includingbiofuelsandNGVs.GiventheincreaseddiversityofavailablePEVs–andtheirsteadilyimprovingprice/performanceprofilerelativetoconventionalvehicles,greenfleetprogramswillincreasinglyfocusspecificallyonacceleratedintegrationofPEVsintothefleetmix.

WhilePEVsarealogicalfocusforgreenfleetprograms,thestructureofgreenfleetinitiativescanbestbestatedintermsofover-archinggoals,ratherthanspecifictechnologychoicestoachievethosegoals.Thus,greenfleetprogramsaretypicallyfocusedon:

§ Reducingcosts§ Preparingforfutureconditions(includingpotentialfuelpricespikesorsupplydisruptions)and

regulatoryrequirements§ Reducingthefleet’sharmfulimpactontheenvironmentandhumanhealth§ SupporttheadvancementofAB32goals,SB375SustainableCommunitiesStrategies,and

municipalandcounty-levelClimateActionPlans

EmissionsReductionPotential:Theadvantagesofelectricityoverotherfuelsourceshasbeenwell-documentedbytheCaliforniaAirResourcesBoard,giventherelativelylowcarboncontentofCalifornia’selectricitygrid.However,biofuelandhybridemissionscomparisonscanbecomplexgiventhemultiplicityofcriteriaairpollutantsandgreenhousegases.Toarriveatspecificimpacts,fleetmanagerscaninserttheirownfleetvariablesintoanemissionscalculatorbasedontheindustry-standardmodelacceptedbytheDOEandtheEPA,availablethroughtheArgonneNationalLabsat:http://greet.es.anl.gov/fleet_footprint_calculator.AdditionalinformationonGHGimpactsresultingfromPEVdeploymentintheMontereyBayareaisavailableinAppendixPofthisdocument(GHGImpactAnalysis).CostComparisons:Atcurrentprices,PEVfuelingcostsaresignificantlylessthancompetingfossilfuelorbiofueloptions.WhiletheinitialpurchasepriceofPEVfleetvehiclesistypicallyhigherthancomparablyequippedconventionalvehicles,PEVbuyersoftenenjoylowertotalcostofownership,basedonreducedfuelcosts,insulationfromfossilfuelpriceshocks,andsignificantlylowermaintenancecosts(inthecaseofBEVs).TheseadvantagesareleadingmanyfleetmanagerstoembracePEVsasacoreelementintheirgreenfleetplans.ForpureBattery-ElectricVehicles(BEVs),themaintenanceburdenissignificantlyreducedcomparedtoeitherinternalcombustionengine(ICE)orplug-inhybrid(PHEV)alternatives.BEVmotorshavefewerpartsthaninternalcombustionengines.Exhaustsystemsarenon-existent,coolingsystemsradicallysimplified,andcomplexclutchesandtransmissionsreplacedwithsimplifiedunits.

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page21

OperatingcostsforICEvBEV

Evenwitha$10,000to$15,000ormorepricedifferentialbetweenalight-dutyBEVandtheequivalentICEvehicle,totallife-cyclecostsavingsbasedontheheavierusagetypicalofmanyfleetvehiclescanbecompelling.TheaboveexamplefromtheBusinessCouncilonClimateChange1usesaconservative$3.50/gallongasolinecostandstillproducesasubstantialsavingsoverthevehiclelife-cyclethatmorethanmakesupthedifferenceininitialpurchaseprice.

1http://www.bc3sfbay.org/uploads/5/3/3/9/5339154/electrify_your_business.pdf

OperatingCostComparisonICEvs.BEV

InternalCombustion(ICE)

TYPE:5passengerRANGE:400mi.with16

GallontankGASOLINE:$3.50

GallonFUELCOST/TANK:$56.00/400m

BatteryElectricVehicle(BEV)TYPE:NissanLEAF

~1kWh=4mi.drivingdistanceRANGE:96mi.w/24kWh

batteryELECTRICITY:$0.056/kWh(off-peakPG&Esummerratewith

“E9B”Plan)eFUELCOST:$5.60/400mi.

UsagePattern

TERM:6Yrs.USAGE:18,000mi./YearTOTALMileage:108,000

Fuel Gasoline(ICE) Electric(BEV) FuelCostSavings

Cost(permile)

$0.140Avg.25MPG–reg.gasCostpermi.:$56/400miles=14cents/mile

$0.014Electricitycostof5.6centsperkWh.1kWh=4Mi.ofdrivingdistance=1.4centspermile

10xless

LifetimeCosts(6yrs./108kmiles) $15,120 $1,512 $13,608savingsin6Yrs.

Maintenance Gasoline(ICE) Electric(BEV) MaintenanceSavings

Est.routineserviceandenginewearLifetimeCosts(6Yrs./108Kmi)

~$6,000 ~$2,000 $4,000savingsin6Yrs.

Ownership Gasoline(ICE) Electric(BEV) OwnershipSavings

Est.Insurance(6Yrs./108Kmi.) ~$6,000 ~$5,000 $1,000savingsin6Yrs.

Est.DMVSmog(6Yrs./108Kmi.) ~$400 ~$0 $400savingsin6Yrs.

TOTALS~$27,520 ~$8,512 ~$19,008/6Yrs.

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page22

RecommendedStepstoAdvanceEVFleetDeployment:ToengageaPEV-focusedfleetinitiative,itisrecommendedthatfleetmanagers:

§ Developfuelefficiencytargets(whichareconvertibletoGHGandothercriteriapollutantemissionsfactors)

§ AnalyzefleetdutycyclesincomparisonwithavailablePEVswithregardtorange,chargingrequirements,andoperatingcosts

§ Developacomprehensivegreenfleetplanthatincludesgoals,milestones,staffresponsibilities,commitmentsfromtopmanagement,andmonitoringandimplementationstrategies.

§ Assessopportunitiesforjointprocurementwithotherpublicandprivatefleetoperators,incooperationwiththeCaliforniaPEVCollaborativeandstatewideCleanCitiesCoalitions.

CommercialPEVTechnologiesandFleetChargingChallenges:Asnotedabove,commercialclassesofPEVvehiclesareevolvingrapidlyandencompassnearlyeveryclassofvehicle.Asoflate2013,PEVmodelsincludeexamplesfromeveryclassofvehicle–fromhigh-performancemotorcycles(Vectrix,Zero,et.al.)tomedium-dutycargovans(SmithElectric)toheavydutyClass8(Navistar),toSUVs,cross-overs,pickups,vans,compacts,sportscars,andluxurycars.Giventherapidlyevolvingalternativefuelvehiclefleetmarket,fleetoperatorsareadvisedtoobtainthelatestinformationfromorganizationssuchasPlug-inAmerica2,whichtracksallclassesofPEVs,andCalStart3,whichfocusesonmediumandheavy-dutyoptions.Co-LocationofFleetChargingwithPubliclyAccessibleCharging:FleetvehiclechargingoptionsspanthefullrangefromACLevel1,ACLevel2,andDCFastChargeoptions,dependingonvehicletypeandspecificapplications.Aswithanycommercialchargingarrangements,fleetmanagersneedtobecognizantofutilitysurchargesknownasdemandcharges,aswellasutilitytime-of-useratestoselectanoptimumconfigurationfortheirneeds.Wherelight-dutyvehiclesarelikelytobestationaryfor12hoursormore,ACLevel1chargingoptionsmaybemostappropriate,asthesemaynotrequirethesamelevelofpowersupplyupgradecostsasLevel2charging.Forvehiclesneedingthefastestturnaroundfordemandingapplicationssuchasshuttleortaxiservices,DCFastChargingmaybeahigh-priorityneedandworththeextracost.Itisimportanttonotethatitcanbemutuallyadvantageousforthegeneralpublicandpublicfleetoperatorstoco-locatefleetchargingwherepractical.Specifically,manyfleetvehiclesmaybegonemostofthedayandvisitorscouldoccupychargingstallsinthemeantime.Whenvisitorsdepartatclosingtime,thenthefleetvehiclecanbeparkedinthatstallovernight.PubliclyAccessibleChargerCostFactors:Thetablebelowprovidessomeindicationoftherangeofcostslikelyindifferentchargingcircumstances:

2http://www.pluginamerica.org/3http://www.calstart.org

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page23

EstimatedVehicleChargingTimesandChargerHardwareandInstallationCosts

FleetChargingandManagement:Severalmanufacturers,includingAerovironment,Chargepoint,GE,andothers,currentlyhaveorplantoofferPEVfleetchargingsoftwareofvaryinglevelsofsophistication.Forexample,theCoulombNetworkFleetManagerprovidesstatusandlocationofPEVsinthefleetviaitsfleetmanagementapplication,indicatingwhetherthevehicleisfullycharged,charging,ornotpluggedin.E-mailorSMSsummariesareavailablealongwithdriverandvehicleworkflowmanagement.AnalyticsenabletrackingandreportingofGHGreduction,fuelefficiency,andotherdatatomanageandmeasurefleetperformancebydriver,vehicle,department,orfleet.Dataonchargeduration,startandstoptimes,ande-fueluseareavailabletobeexportedorintegratedwithotherapplications. TargetsforPEVFleets,FleetAdoptionRates,andStrategiesandResourcestoOvercomeAdoptionBarriers:ToadvancePEVplans,MontereyBayfleetoperatorsmaywishtoconsultthesekeyresources:

§ U.S.DOECleanCitiesEVfleethandbookhttp://www.afdc.energy.gov/pdfs/pev_handbook.pdf

§ U.S.DOECleanCitiesEVandAlternativeFuelVehicle(AFV)casestudies

http://www.afdc.energy.gov/case/

4Hardwarecostsaretrendingdownwardquickly5Forhard-toserveinstallations,costscanvaryupwards6Higher-costunitshavemulti-carchargingcapability

ChargerType Charge

TimetoChargeVehiclesatVariousStatesofCharge Charger

HardwareCosts4

InstallationCosts5

TypicalRangeofTotalCosts

AverageTotalCosts

Volt

16kWhLeaf

24kWhTesla

53kWh

ACLevel11.4kW120V

Half 6hrs 8.5hrs 19hrs$300-$500 $300-$500

$600–$1000

$900Full 11hrs 17hrs 38hrs

ACLevel27.5kW240V

Half 1hrs 1.5hrs 3.5hrs $500-$1500home

$2000-$6000

commercial

$500-$2500/home$3,000–5,000

commercial

$1500–

$4,000/home

$4,000-$11,000

commercial

$2200/home

$8000/commercial

Full 2hrs 3hrs 7hrs

DCFast50kW480V

Half 10min 15min 35min

$25,000

$55,000$15,000-$30,000*6

$40,000

$85,000 $65,000Full 20min 30min 70min

DCFast150kW480volts

Half 5min 8min 17min

Full 10min 16min 35min

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page24

§ AmericanPublicWorksAssociation(APWA)fleetresourceshttp://classic.apwa.net/ResourceCenter/index.asp?Section=equipment&SectionName=Equipment+%26+Fleet+Management

§ CaliforniaEnergyCommission(CEC)linkstofundedfleetinitiativesandinfrastructureinitiatives:

http://www.energy.ca.gov/drive/projects/electric.html

2.17.CurrentPEVFleetAdoptionintheMontereyBay:FleetadoptionofPlug-inElectricVehiclesontheMontereyBayismodestasof2014.SurveysconductedEcologyActionfoundthatatotalofapproximatelyXXXPEVsarecurrentlydeployedamongmajorfleetoperatorsrespondingtothesurvey,andthemajorityofthesearelowspeedneighborhoodelectricvehiclesateducationalinstitutions.Infact,toourknowledgetherearelikelyfewerthanXXfreewaycapableEVsinMontereyBaymunicipalfleets,withahandfulinprivatefleets.(Seethetablebelow.)Thereareveryfewmajorprivatefleetoperatorsintheregion,andthelargestnationalentities–UPS,andtheUSPostalService,FedEx–havenotyetdeployedPEVsintheregionorannouncedplanstodoso.However,theseentitiesaretestingPEVsinotherregionsanditisanticipatedthatnationalfleetdeploymentplansmaybeannouncedinthe2015-16periodbasedontheresultsofcurrenttestingwithMediumDutyVehicles.Aspartofitsdialoguewithstakeholdersandtheoverallregionalplanningeffort,theMontereyBayPEVCChasassessedbarrierstoincreasedPEVfleetadoption,andidentifiedstrategiestoencourageadoption.Thesearearticulatedfollowingthefleettable.OnlylargerpublicandprivatefleetswithsomeAltFueland/orPEVpenetrationwereincludedinthetable.NOTE–THISTABLENEEDSUPDATINGBYCEC-SB

FleetOperators VehicleTypes(ICE) Alt.FuelVehicles

TotalFleet

2-Wheel

Light-Duty Truck/SUV Bus/V

an Other Hy-brids PEV Biofuel

/CNGHigherEducation

Government/Corporate

TOTAL

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page25

2.18.BarrierstoAdoptionandStrategiestoAddresstheBarriers

n VehicleCostBarriers:InitialpurchasepriceremainstheprimaryobstacletobroaderadoptionofPEVsinfleets.However,fleetownersaremorelikelythanindividual consumerstoconsiderthetotalcostofvehicleownership.Therefore,effortstoaddressinfrastructure,fueling,andvehiclecostsinaholisticmannermayprovemoreeffectivethantargetingjustonecomponentofthePEVecosystem.

n CostStrategies:Existingstateandfederalincentivesthatlowertheinitialpurchase priceareenhancingPEVattractivenessforfleetPEVdeployment.Insomeregions,includingtheBayArea,SouthCoast,andMontereyregions,thelocalAirDistrictsareprovidingadditionalrebatesforPEVsinfleets,basedonAB2766andotherprograms.RegionalairdistrictsintheMontereyBayareamaywishtoconsiderapilotprogramtoincentivePEVfleetdeploymentsthroughbuy-downofeithervehiclesorassociatedinfrastructure.Inaddition,pro-activeoutreachtofleetswillhelptokeepfleetoperatorscurrentonPEVtotalcostofownership.Basedonmanycommonfleetdutycyclesandrecentlyannouncedspecialfleetleasingprograms,theTCOofalower-costBEV,suchasaNissanLeafandMitsubishii-miev,issignificantlyadvantageouscomparedtotheICEequivalent.Asthisdatabecomemorewidelyshared,itisanticipatedthatPEVfleetadoptioninfleetswillpickup.Itisalsoimportanttonotethatfleetturnoverratesarelengthening,suchthatPEVpurchaseopportunitieswillbeemergingincrementallyoverthecomingyears.

AsPEVcostsarereduced,andTCOadvantagesincreaseyearoveryear,itisanticipatedthatfleetadoptioninthelight-dutysegmentwillincreasesignificantly.Inaddition,accordingtorecenttestimonybytheUPSNationalFleetManager,theTCOonaPEVvariantoftheUPSmediumdutycargovanisveryclosetolevelwithICEversionsbasedonthecurrentincentivestructure.Asadditionalscaleeconomiesareachievedinthecomingtwotothreeyears,across-overpointislikelytobereached,andPEVdeploymentintheMDVsegmentwilllikelyincreasesignificantly.

n InfrastructureandFuelingCostBarriers:Infrastructureandelectricfuelingcostscanalsoposebarriersto adoption.Forsomecompanies,chargingvehiclesatnightdoesnotsignificantlyincrease peakelectricitycostsbecausethechargingisoccurringwhenotheroperationsareclosedoroperatingatreducedlevels.However,formajordeliveryfirmslikeUPS,peakchargingtimeforPEVs–fromabout7PMto4AM–coincideswithpeakoperationsat warehouseandprocessingsites.Asaresult,newelectricityinfrastructuremayberequired andcapacitychargeswouldlikelyincrease.Also,outreachtolocalgovernmentfleetsindicatesthatmanyofthebuildingswherevehiclesarecurrentlylocatedareatornear electricalcapacity–asaresult,additionalpanelupgradesand/ornewtransformersmayberequired.AlthoughthereareincentivesavailableforEVSEinstallation,theseincentivesdo notalwayscoverthecostsofelectricalupgrades.

n InfrastructureandFuelingCostReductionStrategies:Infrastructurecostsinsomecasescanbereducediffleetchargerscanbeco-locatedwithpubliclyaccessibleEVSE,wherepublicchargingrevenuemaybeavailableduringthedaytooffsetcapitalandoperatingcosts,whilemuchfleetrechargingwouldbedoneatnight.Inaddition,battery-backedandsolar-linkedchargingsystemsmayprovideadditionalrevenueforgridservices(suchasfrequencyregulation)orsolarnetmetering.Fortheseinstallations,theSelf-GenerationIncentiveProgram(SGIP)isavailableforbatteries,whileavarietyofCaliforniasolarincentivesareavailablefor

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page26

solarPV.TimeofuseratesavailablefromPG&EandSouthernCaliforniaEdisoncansubstantiallylowere-fuelingcosts.Finally,flexibleleasingtermsrecentlyannouncedbyChargepointarelikelytobeavailableforotherEVSEvendorsaswell,whichwillmakeitpossibleforfleetoperatorstospreadoutEVSEpaymentsover5-8years,therebyreducingoreliminatingup-frontexpenditures.Forprivatesiteowners,the30%federalinvestmenttaxcreditonEVSEmaybeavailableinfutureyears,dependingonCongressionalaction.Inaddition,somepublicentitieswithlargeprocurementsofqualifyingequipmentandvehiclesmaybeabletoparticipateintransactionswherethevalueofthetaxcreditisreflectedinthepurchaseprice.

n LimitedPEVModelsandResaleValueUncertainty.LimitedPEVoptions,particularlyinthemediumandheavy-dutycategories,aswellaspick-uptrucks,buckettrucks,andotherutilityvehicles,restrictpurchasingopportunitiesforfleetoperatorswithdiverseneeds.Further,newerversionsof vehiclemodelscurrentlyinusetendtobepurchasedtoreplaceoldermodels,andPEV equivalentsarestilllimited.UncertaintyaboutPEVresalevalueisalsoachallengeforfleetoperatorswhoneedtoforecasttotalcostofownershipwithhighaccuracy.

n StrategiestoAddressLimitedPEVModelsandResaleValue:Asaresponsetotheissueofambiguityregardingtotalcostofownership,CALSTARTisworkingonatotalcostof ownershipcalculatortoassistindeterminingcostwhenconsideringthepurchaseofPEVs.Tomorefullydefineoperatingcost,andtoenhanceoperatingrevenueandresalevalue,PG&EhasrecentlyissuedaRequestforProposals(RFP)tomajorautomakersthatcallsforademonstrationfleetdeploymentthatwilldevelopnewmodelsfortheintegrationofPEVsintoDemandResponse(DR)programs,wherebyfleetoperatorscouldbeprovideddiscountsonenergycostsordirectpaymentsforfleetsthatagreetomodulatecharginginresponsetosignalsfromthegridoperator.Additionally,thePG&Epilotwillworkwithautomakersandfleetoperatorstoassessthevalueofthebatterywhenredeployedinagridservicesconfigurationattheendofitsusefulvehiclelife.Thiscouldenhanceresalevalueofthevehicleorenableeconomicreplacementofthebattery.

n EVSEAvailabilityandChargeTime.TheoperationalrangeofPEVsworkwellfor manyfleetapplications.However,somehavelesspredictableday-to-dayroutesandsomeoperatorsmayhaveconcernsabout vehiclerangeinaregionwithoutwidespreadEVSEavailability.Infact,somelocalfleetslimitthegeographicareaemployeescandriveEVs,whichreduceselectricmileageperyearandhinderspayback.Theremayalsobeconcerns aboutthelengthychargingtimeofsomePEVsiffleetvehiclesareoperatedonahighermileagebasis.

n StrategiestoAddressEVSEAvailabilityandChargingTime.ToaddressEVSEavailabilityandchargetimemanagementissues,fleetoperatorshavearangeofEVSEoptionsthatcanbecarefullytailoredtotheirneedsbasedonspecificdutycycles.Forexample,somefleetsmaybeabletospecifyvehicleswithsmallerbatterypacksif,onfixedroutes,theyareabletodeployorco-locateeitherLevel2orFastChargefacilitiesthatworkformid-dayrecharging.Thesavingsonreducedbatteryneedscouldhelppayforthenecessaryinfrastructure.Also,forvehiclesthatrarelyneedrechargingduringtheday,fleetoperatorscandeployLevel1charging,whichworkswellforovernightchargingscenarios.WhileLevel1equipmenttypicallycostsalmostasmuchtoprocureandinstall,inmanycasesitwillnotrequirethepanelortransformerupgradesthatabankofLevel2chargersoftenrequires.Insuchsituations,thecostsavingscanbedramatic.

n AccountingPractices.Theaccountingpracticesofsomefleetslimittheirabilitytoinclude fuelsavingsaspartoftheirdecision-makingprocessforpurchasingnewvehicles.Therefore,their

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page27

purchasedecisionsdonotreflecteffective amortizationofthehighercostsofPEVsthroughfuelsavings.Toaddressthischallenge,fleetoperatorscanbeintroducedtoupdatedaccountingpractices wherefuelcost,vehicleprice,andmaintenancecostareconsideredaspartofatotalcostof ownershipplatform,makingiteasiertodevelopabusinesscaseforthepurchaseofPEVsin afleet.

n ADACompliance.FleetsinterestedindeployingPEVsmaychoosetomaketheassociated EVSEpubliclyaccessible.Inthiscase,fleetswillhavetoensurethatpubliclyavailable parkingiscompliantwithADArequirements.Insomecases,thismayincreasethe investmentrequiredsignificantly.Toaddressthisbarrier,the Governor’sOfficeofPlanningandResearchisworkingonanelectricvehiclecharging stationaccessibilityguidelinesdocument(thedraftisavailableat:http://opr.ca.gov/docs/PEV_Access_Guidelines.pdf).

2.19.EVsinRentalFleets:IntegrationofPEVsinrentalfleetsisahighpriorityforPEVecosystemdevelopment,asmarketexposuretoPEVscanbegreatlyacceleratedifabroadvarietyofPEVsisavailableviamajorrentalcompanies.IntheMontereyBay,theprimaryPEVrentalexperiencetodateiswithEnterprise.Onanationalbasis,Enterprisehas200+PEVsinservice,about35ofwhichareinSouthernCalifornia,withseveralinthecityofThousandOaks(VenturaCounty).EVswereavailableattheSantaBarbaralocationuntilrecently,whentheywerediscontinuedduetolowutilization.AvailablePEVsincludeLeafs,Teslas,andafewVoltorPriusPHEVs.EnterpriseisindiscussionwithTeslaaboutsecuringadditionalvehicles.ApproximatelytenlocationsareservedwithType2chargersasoftheendof2013.ThebiggestchallengeEnterprisehasfacedisutilization;occupancyforBEVsinparticularisfarbelowstandardofferings,andthefirmisunabletomakeupforthisgapviaadditionalratesurcharges.MostcustomersarereluctanttotakeachancewithrangeissueswhiledrivingaBEV,andarenotwillingtopayapremiumfortheservice.Whilemarketacceptanceisimproving,Enterprisewouldliketoseeitrampupfaster.AccordingtoalocalEnterprisemanager:“Rangeisthebigshow-stopperrightnow-theybelievetherangeofaBEVisinsufficient.However,manypeoplearefinerentingaPHEVaslongastheydon’thavetoplugitin.Thatsaid,peopleintheknowliketheHOVlaneaccessofthePEVs.Nodoubtthesandsareshifting,andIhaveeveryexpectationthatbroadermarketacceptancewillbehere,whetherintheformofBEV,PHEV,orevenfuelcellform.”2.20.Multi-UnitDevelopmentCharging--CostFactorsandPolicyOptionsOverview:ThechallengeofinstallingPEVcharginginmultifamilyresidences--includingapartmentsandcondominiums--isakeyobstacletofullmarketpenetrationofEVs.Theproblemsofmulti-dwellingunit(MDU)charginginclude:insufficientnumberofparkingspaces,constrainedelectricalroomcapacity,expensiveinstallationcosts,andmultipleEVchargingstationusers.SincemuchoftheMontereyBay’surbanpopulationlivesinsomeformofmulti-unitresidentialbuilding,EVownersinthesebuildingswillneedtofindinexpensiveandreliablewaystochargetheirEVs.Thefollowingdiscussionprovidesfurtherdetailoncostfactors,MDUchallengesfrombuildingownerandresidentperspectives,andpolicyapproachesadoptedinLosAngeles,whichcanbeconsideredbyMontereyBaystakeholders.

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ItshouldbenotedthatworkontheMDUchallengeinCaliforniahasonlyjustbegun.TheCEChasrecentlyissueditsfirstsolicitationspecificallytargetingMDUissues.Inaddition,advisorydocumentshaverecentlybeendevelopedbytheCaliforniaPEVCollaborative,availableathttp://www.evcollaborative.org/MuD.GiventheresourcesnowavailableviathePEVCollaborative,thediscussioninthisappendixisintendedtosummarizekeyopportunitiesfordrivingdowncoststhroughlocalpolicyapproaches,especiallymandatedstub-outsandchargerinstallationsinnewbuildingsandmajorremodels.TheCityofLosAngeleswasamongthefirstmunicipalityinCaliforniatobegintacklingtheMDUchallenge,byadoptingaGreenBuildingCodemandatingthatallnewsinglefamilyandmultifamilyconstructionbeequippedwiththerequiredelectricalinfrastructureanddesignatedparkingspacestoaccommodatePEVsinthecontextoflargerresidentialmulti-familybuildings.Ofcourse,thisinitiativedoesnotaddressexistinghousingstock.Therefore,inLosAngelesasontheMontereyBay,propertymanagersandhomeownerassociation(HOA)boardsmustproceedonavoluntarybasisuntilmorerobustlegalrequirementsareinplace,andcostfactorsmustbeaddressedrealistically.CostRangeforLevel2inMDUContexts:Currently,EVchargerinstallationsinamultifamilybuildingcanrangeanywherefrom$2,000foralow-costmultifamilyinstallation,to$10,000ormoreforanapartmentbuildingrequiringtrenchingtoinstallanewconduit,anewcircuit,andelectricmeter.OneapproachtoreducingthesecostsistocarefullyassesswhetherLevel1(110volt)chargingmaybeadequate,astheseequipmentandinstallationcostsaretypicallyafractionoftheLevel2requirement.ThiswillbeexploredfurtherinfuturephasesoftheMontereyBayplanimplementationprocess,aslevel1charginginstallationsarejustnowbeingdeployedinCalifornia,andindustryunderstandingofcost,energymanagement,andliabilityfactorsarestillevolving.ChoosingChargingLevelsinMDUContexts:EVchargingrequirementsareinfluencedbythetypeofEV(BEVvs.PHEV),dailydistancedriven,electricityprices,drivingstyle,load,andconditionssuchastemperatureandgrade.BatterychargingtimesfortheNissanLeafandChevroletVoltareindicatedbelowforillustrativepurposes.

VehicleModel Battery

Capacity

HourstoFullyChargeFromEmpty

Level1(110/120V) Level2(220/240V)

NissanLeaf(1) 24kWh 20 7ChevroletVolt(2) 16kWh 10 4

Sources:http://www.nissanusa.com/leaf-electric-car/faq/view/97#/leaf-electric-car/faq/view/97http://www.chevrolet.com/volt/#technology

Driverswhoaredepletingthebatteryonadailybasisneedtochargenightly.Butifdriversdepleteonethirdofthebatteryperday,theymayonlyneedtochargeataslowerLevel1(110volt)rate.Further,driverschargingatworkandatbusinessesthatofferEVchargingmaynotneedtochargeasfrequently.ThecombinationofallofthesefactorswillimpactthefeasibilityofaLevel1vs.Level2chargingstation.ALevel1chargingstationwilltypicallybemoresuitableforPHEVsandothervehicleswithsmallerbatterysizessimilartotheChevroletVolt,whileaLevel2chargingstationistypicallymoresuitablefor

MontereyBayAFVReadinessPlan|5.31.15|v.1.0|page29

largerbatteries,asintheNissanLeaf.Level1chargingtypicallymaynotrequireanynewinstallationcosts,asthechargingdeviceisportableanda110outletisoftenavailableinanexistingparkinglotorgarage.Further,theliabilityforthechargerequipmentmoreclearlyrestswiththetenantinsofarastheportablechargerishisorherpropertyaspartofthevehicle.

ConstructionConstraints:Parkingaccessconsiderationsareacrucialdeterminantofchargingstationinstallationcosts.Installationsaretypicallylessexpensiveforparkingspaceslocatedashortdistancefromtheelectricalpanel,andmoreexpensiveforparkingspaceslocatedfartheraway.RunningalinefromtheelectricalpaneltothechargingstationcanbethemostdifficultstepinassuringpowerdeliverytoanEV.Thecruxoftheproblemliesinwhetherornotthereisanexistingconduitfromthepaneltotheparkingspace.Ifaconduitdoesnotexist,thefartherawaythechargerisfromthepanel,themorecreative,andthemoreexpensive,thesolutionsbecome.

Inmanycases,buildingelectricalpanelsarefullyutilizedanddonothaveanyroomtoaddnewcircuits.Thisproblemcanbeovercomebyaddingpanelcapacity.Addingmorethan400Ampswilltypicallytriggeraplanreview,meaningtheapplicantwillincurhighercosts.Inaddition,electricalroomspacecanbealimitingfactor.Inapartmentbuildings,panelsareusuallylocatedinelectricalrooms,whicharealsowhereelectricitymeterscanbelocated.Addinganotherpanelcanbeanissueforsomebuildingsthathavesmallelectricalrooms.Additionally,ifthebuildingownerdecidestometeracircuitseparately(i.e.sub-metering),thenanewmeterwouldhavetobeprovided.CapitalCostRecovery:HOAs,buildingmanagers,andbuildingownersoftenopposeinstallationsbecauseofupfrontcapitalcostsandconcernaboutongoingutilizationrates,particularlyiftheoriginaltenantorunitownermovesaway.Thus,thepotentialtoatleastbreakevenontheinstallationisakeyissue.EstimatesbytheLuskinCenteratUCLAprojectbreak-evenmonthlyfixedcostsunderlowcost($3,600)andhighcost($11,600)installations,assuminga7-yearloanterm,withandwithoutfinancialincentivesof$2,000eachtowardthetotalchargerproject.Thefixedcostincludesarelativelylow-pricedLevel2chargingstation($1,500),acitypermit($100),andlow($2,000)orhigh($10,000)installationcosts.FinancingEVChargingStations:Mostchargingstationinstallationsinmultifamilybuildingswillbefinancedbysomeentityrepresentingthebuilding’sownership.Forexample,anHOAwouldfinancethepurchaseandinstallationofachargingstationinacondo,andabuildingownerwouldfinanceitinanapartmentbuilding.Inbothcases,theinvestingentitywillpasscostsontousers,andsomeentitiesmightwanttoearnaprofit.EVchargingstationuserscanpayafixedcosttoservicetheloanandpayfortaxes.Paymentcanbemadeonamonthlybasis,similartothepaymentcycleforrentalapartmentsandHOAfees,oritcanbemadeincrementallyduringeachEVchargingsession,withafeeassessedonatime-basis(e.g.bythesecond,minuteorhourtheEVischarging).MostHOAsaretax-exemptentitiesandwouldnottypicallyseekaprofit,butanapartmentbuildingmanagedbyarealestateinvestmenttrust(REIT)mayrequireaprofitorbreak-evenscenario.Inmanyothercircumstances,HOAdwellerswiththeirowngaragesordeededandimmediatelyadjacentcarports,theresidentmaybeabletoaddanEVchargingstationwithoutconcernforHOAs.NegotiationFactors:Asrepresentativesofabuilding’scommonspaces,andasforumsforresidentstovoiceprivateinterests,manyHOAsmaybewillingtofacilitateEVparkingaccesssolutionstothegreatestextentpossible.Parkingspacesarenegotiableandhaveaprice–itissimplyamatterofwhatconcessionseachpartyiswillingtomake,andwhatpricesaredeemedacceptable.Thetransactioncouldbebetweenindividuals,orbetweentheHOAandindividuals.Forexample,EVownersdesiringaspecificparkingspacemightbewillingtopayforit,orswapspaceswiththeowneroftheparkingspacein

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question,ifacquiringthespacelowersthetotalcostofinstallingchargingstations.IfseveralEVownersareinterestedinsharingasinglespace,theHOA,orevenanewthirdpartyentity,couldpurchasethespace,andrecovercostsbychargingEVchargingstationusers.Opportunitiestomake“fair”transactionsshouldbeexploredfirstinordertominimizeEVchargingstationinstallationcosts.ElectricityCostFactors:Toensurefairnesstoothertenants,chargingstationusersmustpayfortheelectricityconsumedtochargetheirEVs.Usinglowtime-of-use(TOU)rates,averagemonthlyelectricitycostsareroughly$30forseven-hourbi-nightlychargingand$75permonthforseven-hournightlycharging,assuminga24kWhbatteryandaLevel2chargingstation.Totalmonthlycosts,includingelectricityandfixedcostscouldrangefromslightlymorethan$75tomorethan$400permonth.Apartmentownersandmanagerscanpassonthecostsintheformofchargestousers,butbecauseofthetransientnatureofrenters,andthesmallnumberofEVownerscurrentlyliving,orwantingtolive,inapartments,costrecoverywithinthetenancyofaparticularapartmentdwellerwillbechallenginginmanycases.

RequiringEVSEInstallationsatPointofSale:GiventhecostfactorstypicallyinvolvedinaLevel2installationscenario,theLuskinCenterhasproposedamandateonmulti-familybuildingownerstoupgradetheirinfrastructureatthetimeofsale,whenavarietyofotherupgradescanbefinancedinapackagedapproach.TheapplicablecodelanguagecouldemulatetheexistingGreenBuildingCode,whichappliesonlytocertaintypesofnewconstruction.Thisrecommendationisconsideredarelativelyboldandpoliticallychallengingapproach.MandatedEVChargingCodeOptions:TheCityofLosAngelesGreenBuildingCode(ChapterIX,Article9,oftheLosAngelesMunicipalCode),adoptedonDecember14,2010,mandatesnewlyconstructed“low-rise”(singlefamilyresidences,duplexes,andtownhouses)and“high-rise”residentialbuildingstobechargingstation-ready.Forlow-risebuildingswithprivateparking,eithera208/240Volt40Ampoutletmustbeinstalledforeachunit,orpanelcapacityandconduitsforfutureinstallationofa208/240Volt40Ampoutlet.Alloutletsmustbelocated“adjacenttotheparkingarea.”Forlow-risebuildingswithcommonparking,thefollowingoptionsareavailable:

§ Aminimumnumberof208/240Volt40Ampoutlets,equalto5percentofthetotalnumberofparkingspaces,tobelocatedwithintheparkingarea;or

§ Panelcapacityforthefutureinstallationof208/240Volt40Ampoutlets,equaltoaminimumof5percentofthetotalnumberofparkingspaces,withaconduitterminatingintheparkingarea;or

§ Additionalservicecapacity,spaceforfuturemeters,andconduitforfutureinstallationofelectricaloutlets,equalto5percentofthetotalnumberofparkingspaces,withtheconduitsterminatingintheparkingarea.

High-risebuildingsarerequiredtoprovide208/240Volt40Ampoutletsequalto5percentofthetotalnumberofparkingspaces,withtheoutletslocatedintheparkingarea.DevelopingNearbyPublicInfrastructure:Apartmentrentersandresidenceowners(includinglive-aboardboatowners)whoownEVs,butoftendonothaveaccesstoadedicatedparkingspaceinthebuilding,parkcurbside,orparkinoff-streetlots,willhavetothinkcreativelyaboutwheretochargetheirvehicle.AllowingEVownerstousechargingstationsinstalledinpubliclots,orinstalledcurbside,isonepossiblesolution.Privatelots,suchasthosebelongingtoschools,religiousinstitutions,andbusinesses

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maypresentopportunitiesinparticularlocations.BuildingorpropertyownersmaybeincentivizedtoinstallEVChargingStationsbycollectingadditionalfees(abovethecostofelectricity)thatwouldhelppayfortheEVSEovertime.CityofLosAngelesGreenBuildingCode-EVSectionsPertainingtoMulti-UnitDwellings

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2.21.GuidelinesforWorkplaceCharging:Thefollowingoverviewofworkplacechargingisdesignedtoinformemployers,buildingowners,facilitymanagers,andotherkeystakeholdersaboutabroadrangeofissuespertainingtoEVsattheworkplace.BecauseworkplacechargingissoessentialtothegrowthoftheEVecosystem,manyorganizationsarebeginningtoprovideresourcesonthisimportanttopic.TheMontereyBayPEVCChasdrawnonmaterialsmadeavailablebyCaliforniasourcesaswellastheMinnesotaPollutionControlAgency,AdvancedEnergyofNorthCarolina,theElectricPowerResearchInstitute,andEVChargingPros,amongothers.AfulllistofresourcesonthisandotherEVissuesisincludedattheendofthisdocument.AsElectricVehiclescometothemarketinever-greaternumbers,EVdriverswillincreasinglyneedandexpecttorechargeatwork.Whileitisexpectedthatthemajorityofchargingwillcontinuetooccurathomeatnight--whenitismostconvenientandaffordable,theimportanceofworkplacechargingshouldnotbeunderestimated.IndividualsespeciallydependentonworkplacechargingwillincludedriversofBEVsandPHEVswithsmaller-capacitybatteries,employeeswhomaynothavereadyaccesstohomecharging,corporateEVfleetusers,andvisitorswhoneedtorechargetoreturntotheirdestinationorcontinueontheirjourney.Companiesthatprovidechargingareconsidered“leadingedge”today,butsoontheemphasismayshift,sothatworkplaceswithoutchargingresourceswillbeconsidered“behindthetimes.”

Workplacechargingalsoplaysanimportantroleintheoverallpublicchargingecosystem,andinthepublicperceptionofEVsasareliableandconvenientmodeoftransport.TheEVProject–afederallyfundedlarge-scaleEVcharginginfrastructureproject(ledbyNissanandEcoTality)hasdemonstratedthatthepercentageofEVownerschargingtheirvehiclesoutsidethehomegrowsasmorepubliclyaccessiblechargingbecomesavailable.Inotherwords,asmorechargingbecomesavailable,more“electricmiles”replacegasolinemiles.Workplacechargingcanbeanimportantcomponentoftheoverallpublicchargingnetworkbyprovidingadditional“opportunitycharging”fordriverswhoarerunningerrandsandneedtogivetheirEVaquickrange-extendingcharge.

Researchstronglysupportstheneedforworkplacechargingopportunities.TheElectricPowerResearchInstitute(EPRI)estimatedthat54%ofnon-residentialparkingoccursattheworkplace--wherevehicledwelltimeistypicallybetweenfourtoeighthours.ThisextendedperiodcanbeanidealtimetoprovideEVownerswithanextensioninrange.WorkplacechargingcantypicallyprovideEVownersanextra15–70milesofrangedependingonthecharginginfrastructureavailable.Thismatcheswellwiththecharacteristicsoftypicalcommuterstoday,ofwhom90percentdrivelessthan40milesone-waytowork.

GettingStarted:SuccessfuleffortstoincreaseworkplacechargingdependonEVdrivers,theiremployers,andbuildingownersbeingfullyinformedofthekeyprogramandinfrastructuredesignissuesinvolved.Withthisknowledge,workplacechargingprogramscanpayforthemselvesovertime,andbeaneffectivemarketingtoolforabusinessorabuildingownertoattractandretaintheirhighestvalueemployees,tenants,andcustomers.Thefollowingguidelineprovidesasummaryoftheinitialissuesthatmustbeconsideredindevelopinganeffectiveworkplacechargingprogram.Eachoftheseissueswillbeconsideredinfurtherdetailbelow.

1. Surveyemployees’interestinaworkplace-chargingprogram.

2. DiscusssurveyfindingsandEVchargingneedsamongstemployeesandkeydecision-makers:supervisors,buildingowner/manager,facilitiestechnicians,andlegalcounsel.

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3. ExamineEVchargingequipmentoptionsandcomparethebenefitsandcosts(e.g.Level1,LevelII,FastCharging).

4. DecidewhowillowntheEVchargingequipment.Itcouldbethecompany,thebuilding/parkinglotowner,ora3rdpartyEVserviceprovider.

5. IdentifyincentivesandinvestmentsourcesforworkplaceEVcharginginfrastructure.

6. CreateanEVchargingpolicyaddressingworkplacecharging.Issuestobeaddressedinclude:whoshouldgetpriorityaccesstothechargers,whentheywillbeaccessible,howmuchchargingwillcost,andwhowilloverseeongoingoperationsandmaintenance.

7. ContractwithacertifiedelectricianorEVconsultanttodetermineideallocation(s),dealwithlocalpermitting,andinstalltheequipmentinanaccessiblelocation.

8. Installsignage,alertemployeesandstartcharging!

WorkplaceChargingBenefitsforEmployersandBuildingOwners

Theprovisionofworkplacechargingofferssignificantbenefitsforbothemployersandtheircurrentandfutureemployees,visitors,andcustomers.Today,theprovisionofEVcharginghelpstodifferentiateaworkplaceasenvironmentallyfriendly,sociallyresponsible,andtechnologicallycutting-edge.AsmanyworkplacesbegintodeployEVcharginginfrastructure,EVchargingmaycometobeseenasexpected,justasawell-litvisitorparkinglotisnowconsideredessentialtoawelcomingandsecureworkplace.Fortheimmediatefuture,however,workplacecharginghostscangaincomparativeadvantageandenjoythesebenefitsaspartoftheEVvanguard:

§ Employeeattraction&retention-ManyemployeesnoworinthefuturewillbedrivingEVstomakeapersonalcontributiontoenvironmentalsustainabilityandenergysecurity,andtoenjoythebenefitsandcostsavingsofelectricdrive.ByinstallingEVchargers,employerscanhelpretaincurrentemployeesandattractnewonesbystayingontheleadingedgeoftechnologicaldevelopmentandsocialresponsibility.

§ Publicity&greencredentials-Showingleadershipinsupportingcutting-edge,cleantransportationcanraisetheenvironmentalprofileandpositivepublicperceptionofabusiness.Insomeconstructionandretrofitscenarios,LEEDpointsareavailablefortheinstallationofEVchargingequipment.Bydeployingchargersinvisiblelocations,aworkplacealsocreatesimmediateawarenessand“greencurbappeal”fortheorganizationandproperty.Thisawarenesscanbeextendedthroughpromotionalandmarketingmaterials.Incombinationwithsolarinstallations,businessescangoevenfurtherinshowcasingthecomingeraof“fossil-free”transportationandcleanenergy.

§ Fleetcostsavings-GoingbeyondEVchargingforemployees,abusinesscanrealizecostsavings

bytransitionitsownfleetofcompanycarstoEV,andchargingthemattheworkplace.StudiesshowsignificantoperatingsavingspotentialforEVsfrombothfuelsavingsandreducedservicecosts,leadingtoasubstantialreductioninfleettotalcostofownership(TCO).

§ TripleBottomLineFinancialReporting–Triplebottomline(TBL)performancemetrics--

reflectingpeople,planet,andprofit--arebeingusedtocommunicatetheeconomic,ecological,

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andsocialsuccessfactorsofabusiness,government,ornonprofitorganization.WiththeratificationoftheUnitedNationsTBLstandardaccountingpracticesin2007,andongoingdeploymentofcarbonaccountingmeasuresinCaliforniaandnationwide,manyorganizationswithacorporatesocialresponsibility(CSR)initiativeorspecificobligationsunderAB32willneedtoreporttheirgreenhousegasreductionresults.EVchargingfacilitieswillencouragemore“carbon-freecommuting”andEVSEsoftwarecanquicklyandsimplyreporttheresultsintonsofGHGreduction.

WorkplaceEVChargingBenefitsforEVOwners

§ Rangesecurity-TheopportunitytochargeatworkhelpsEVdriverstoachieve“rangesecurity.”KnowingthattheywillbeabletohavethefullrangeoftheEVwhentheyleaveworkisimportant--andinsomeinstancescritical–forthosefacedwithlongcommutesoralackofresidentialcharging.

§ Rangeextensions–FordriversofPHEVs,workplacechargingcandoubledaily“allelectric”

drivingrange–enablingextendeddrivingbeforehavingtoturnonthegasgenerator.

§ Preheating/cooling-UsingworkplacechargingcanenableEVownerstopreheatorpre-coolthecarwithoutdrainingthebattery.

§ IncreasedincentivetopurchaseanEV–Theavailabilityofworkplacecharginghelpsmakethe

EVpurchasedecisioneasier–especiallyforBEVownerswithlongercommutes.

2.22.PlanningandExecutingaWorkplaceEVChargingProgram

ImplementingEVworkplacechargingiseasiestwhentheemployerisinfullcontroloftheirentirecampus.Singularcontroloftheparkingarea,building,andelectricalservicestreamlinesdecision-makingandcostallocation.However,manyemployersconfrontmorecomplexownershipandmanagementscenariosthatmayinvolveabuildingthatisownedbyoneentity,maintainedbyanotherentity,andwithyetanotherentityoperatingtheparkingfacility.Forthesemorecomplexscenarios,theguidelinesbelowwillhavetobemodifiedtofitthespecificownershipsituation.Onekeytoaneffectiveprogramlaunchistoensurethecomprehensiveeducationandengagementofalltherelevantpartiesattheoutsetoftheplanningprocess.

Successfuleffortswilldependonbothemployerandemployeeengagement.MostoftheworkplacesthatnowofferEVchargingfortheiremployeesbeganasaninitiativeofanexistingorprospectiveEVdriver,“evangelizing”thebenefitsofEV,ultimatelyleadingtoatop-leveldecisiontoprovideworkplacecharging.Insmallorganizations,informalconversationbetweencolleaguesisoftenenoughtogettheballrolling.Mediumandlarge-sizedbusinessesmayrequireamoreformalprocess,andmorecomplexownershipscenarioswilltypicallyrequiretheconveningofamanagementleveldesignee,thebuildingowner(ifdifferentfromtheemployer),parkinglotoperator(ifnecessary),facilitiesoperationstaff,humanresources,andlegalcounsel.Together,thisteamwillneedtoassessemployeeinterestinEVchargingasafirststep.

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EvaluatingInterestinWorkplaceEVCharging

To“rightsize”anEVworkplacechargingeffort,asurveywillhelpdeterminebothshort-andlonger-terminterestinowningEVs--andtheneedforchargingoptionsattheworkplace.Potentialquestionsinclude:

• Doyouownanelectricvehicle?• IsyourvehicleaBEVorPHEV,andwhatisits“allelectric”range?• Whatisyourcommutelength(oneway)?• HowoftendoyoudriveyourEVtowork?• Wouldtheoptiontochargeyourcaratworkbedesirable?• HowmuchtimewouldyouexpecttochargeyourEVatwork,assumingaLevel2charger?• Areyouconsideringpurchaseorleaseofanelectricvehicleinthefuture?• Howsoondoyouplanonbuyingorleasingyournextvehicle(anytype)?• Ifworkplacechargingwereanoption,wouldyoubewillingtopayfortheservice?

Companydecision-makersshouldevaluateresultsanddeterminethepotentialnumberofchargingstationsthatmightbeneeded.EVownershipisexpectedtogrowrapidlyoverthecomingdecadeasproductionofEVsrampsupsignificantly,soimplementingaworkplacechargingprogramshouldbedonedeliberatelyandwithaneyeforpotentialexpansioninthefuture.Forexample,Googlehasanear-termgoalthat5%oftheiremployeeparkingspotswillbeequippedwithEVcharging.

Foremployerswhodonotowntheirbuildingsorcontroltheirparkingfacility,theparkingoperatorandbuildingmanagementmustbeengaged.Leaserenewalsareoftenagoodtimetoaddresstheseissues.

IdentifyingChargingEquipmentNeedsandChargingLevels:Determiningwhattypeofchargingoptiontoprovideiscriticaltomeetingdriverneeds.FactorssuchasEVSEsystemcost,electricityneeds,potentialelectricsupplyupgrades,EVSEsecurity,andmaintenancewillinfluencedecisions.Surveyresultswillinformdecisionsonchargingneeds.Wherespecificsurveydataisnotavailable,nationaldatamaybeuseful.AccordingtotheUSDepartmentofTransportationOmnibusHouseholdSurveytheaveragecommutertravelsapproximately15milesonewaytowork.Twooutofthreecommuters(68percent)reportedaone-waycommuteof15milesorless,22percenttraveledbetween16and30milesand11percenttraveledmorethan30miles.ExpansionofLevel2charging(providing8-20milesperhourofEVrange)isapreferencethatmanyEVownersshare.Level2EVSEattheworkplaceprovidesrobustrangesecurityandcanenableoneEVSEunittoservemultiplevehiclesthroughthedayifproceduresareinplaceforownerstomovecordsbetweenadjacentparkingslots,and/ortoswapvehiclelocationsatlunchorbreaktimes.WithahostofpopularEVsmartphoneapps,userscanbenotifiedwhentheirEVischargedup.

WhileLevel2chargingisoftenthepreferredsolution,Level1oftenhassignificantcostadvantages.GiventhelongtimeperiodsthatmanyEVownersareparkedatwork,andthesignificantchargeremainingonthebatteriesofshort-haulcommuters,Level1charging--providing2-5milesperhourofEVrange--canbeanexcellentworkplacechargingsolution.ImplementingLevelIchargingattheworkplaceisaviableentrypointforcompaniesthatwanttogetafeelforthetechnologyandhowitworksbeforeinvestingresourcesinfasterchargingsolutions.

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ALevel1EVSEcanbeassimpleasathree-prongedextensioncordpluggedintoastandardgrounded110outlet,utilizingthestandardLevel1portablechargingdevicethatcomeswithallEVs.Level1chargingcanbetheeasiestandmostcost-effectivewaytorapidlyexpandEVSEinfrastructure.Becauseofitssimplicityandlowcosts,analystspredictin2017that2.9millionofthetotal4.1millionchargingstationsintheU.S.willbetheLevel1type.However,therearangeofissuesthatmustbetakenintoaccountbysitehostsbeforemovingtowardtheLevel1solution.

Level1chargingequipmentsolutionsrangeswidelyincostfromthecostofanextensioncordwhereadequategroundedoutletsalreadyexist,to$1,000+perspacefornewconduitandelectricalupgrades,dependingonthepowersituationattheworkplace.Atthelowendofthescale,aworkplacecanprovideaccesstoathree-prongedplugandthedrivercanusethechargingcordsetthatcomesstandardwitheveryvehicle.Alternatively,aworkplacecanprocureadedicatedLevel1EVSEwithaJ1772connectorforapproximately$800,asisavailablefromClipperCreek.Thesedevicescanbeeithermountedonthewallorattachedtoalightpoleforeasyinstallationintheparkingenvironment.However,useofplugsratherthanJ1772connectorsintroducesgreaterhazardsforthedriverandpotentialliabilitiesforthesitehost.Furthermore,muchofthecostadvantageoftheLevel1installationcanbeeliminatedifaJ1772chargingstationwithapaymentsystemisinstalled.

LevelOnePaymentSystems:OneoftheimpedimentstowideruseofLevelOnechargingisthatlower-cost“dumb”EVchargersdonothavepoint-of-purchasetransactionsystems(suchascreditcardbilling).However,IRSrulesmayrequireemployerstotrackEVchargingasabenefit.Further,manycompaniesdonotwanttoprovidefreecharging,evenatlow-costEVrates.Tofindaworkaroundtothisproblem,acompanycalledLibertyAccessTechnologieshasintroducedarelativelyinexpensiveadd-onkeypadandcustomercodegeneratorthatenablessitehoststocontrolaccessto“dumb”chargersorchargingoutlets,withoutpayingthemorecostlynetworkaccessfeesimposedbysomeEVSEvendors.Thechargeauthorizationcodecanbeissuedbythesitehostorpurchasedfromapaymentkioskoramobilepaymentsystemviaamobilephoneandcreditcardpayment.Eachcodeisuniqueandcannotbereusedonceithasexpired,protectingthelotownerandtheconsumerfrompotentialfraud.Codescanbeissuedforperiodsrangingfromseveralminutestoseveralmonths.Acredit-cardtransactionfeeischargedonapertransactionbasis.Chargingfeescanalsobedirectlydebitedfromanemployee’sexpenseaccount.OneLibertydatasystemprovidesaccesscontrolforuptotenLevelOneorLevelTwochargers,enablinguseofthefarcheaper“dumb”chargersnowonthemarketfromcompanieslikeEaton,ClipperCreek,AeroVironment,Leviton,andmanyothers.(Seewww.liberetyplugins.com)PowerAvailability:AnothersignificantconsiderationforbothLevel1andLevel2chargingispoweravailability.MostLevel1chargingequipmentrequiresthata15ampdedicatedcircuitbreakerbeinstalledintheelectricalpaneltosupporttheequipment.However,iftheworkplacehasdeterminedviaanemployeesurveythatthereisaneedformultipleLevel1stations,additionalpowersupplymayberequiredtosupportmultiple,simultaneouschargingsessions.Insomeenvironments,aworkplacemightneedtoinstalladedicated120/240voltelectricalpanel,withaserviceratingof120to200ampstosupporttheprojectedlong-termdemandforLevel1charging.Inaddition,thelocationofthepowerroomanddistancerelativetotheproposedcharginglocationsiscriticaltobudgetingforaworkplacecharginginstallation.Additionalcostconsiderationsinvolvethedistanceofconduitrequirements,thetypeofcabletobeusedtobringpowertothelocations,andpossiblecutting,trenching,andreplacementofsidewalksandpavement.

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UsingLevel1asasteppingstone,anemployercangainexperienceabouthowtheiremployeesareusingworkplacecharging,gaugetheirsatisfactionwithLevel1charging,andthenmakeaninformedchoicetomove(ornot)tofasterchargingoptions.

HardwareCostFactorsandAvailableTaxCredits:Level2chargingequipmenthasawiderrangeofcosts,from$500to$6,000fortheequipment(plus$1,500to$5,000ormoreforinstallation)dependingonthephysicallayoutoftheparkingarea,theexistingelectricinfrastructure,andthetypeofequipmentpurchased.ThehighercostofsomeLevel2chargersistypicallyduetotheinclusionofsupportforcreditcardbilling,aswellasnetworkchargingsoftware.Networksoftwareenablesavarietyofaccessprotocolsandflexiblepricingfortheunits(e.g.differentiatedcostsfornetworksubscribers,tenants,ordrive-up“opportunitycharging”),andcanprovidereservationfeaturesandmorerobustreportingfunctions.

TherearealsomanydifferentformfactorsavailableforLevel2equipment--fromwallandbollardmountstounitswithretractablecords.SomeEVchargingunitsarealsoavailableindualportstations,whichprovidetheabilitytochargetwovehiclessimultaneouslyfromasingledevice.Ofcourse,Level2EVSErequireahigherlevelofdedicatedpowerthanLevel1.Generallyadedicated40ampcircuitbreakerisrequiredforeachchargerintheelectricalpanel.Ifadualchargerisbeingconsidered,then80ampsofavailablepowerandtwodedicatedbreakersmustbeinstalled.

Attheendof2014,theInvestmentTaxCreditforEVchargingequipmentexpires,with30%ofthepurchasepriceavailableasataxcredit.Thespecificsoftherebateandapplicabilitytoyourtaxsituationshouldbeassessedwithaqualifiedtaxprofessionaloraccountant.Incertaincircumstances,nonprofitorpublicorganizationsmaybeabletoworkwithafinancialintermediarytomonetizesomeofthecredit,thoughthisisnotalwaysfeasible.

EVChargingEquipmentOptions–InformationandResource:DecisionmakerslookingatchargingoptionscanuseonlineresourcestoassessthegrowingofferingsofEVSEmanufacturersandserviceproviders.OneofthemostextensivelistingsofEVchargingequipmentisavailableviaPlug-InAmericaathttp://www.pluginamerica.org/accessories.AnotherstronglistingisatPlug-InRecharge:http://www.pluginrecharge.com/p/evse-vendors.html

ThereareagrowingnumberofvendorsthatsellEVSEequipmentandofferturn-keyinstallationandongoingservice.Someofthesevendorsandnetworkoperatorsrequireuserswhopurchasetheirequipmenttosubscribetoachargingserviceandtomakepaymentviacreditcardorradio-frequencyidentification(RFID)deviceswhichcontrolaccesstotheEVSEandenabletheownertocollectusagedata.Chargingcanalsobesetuptobefreeforallorsomeusers.TheEVSEvendortypicallysharesintherevenuegeneratedbytheEVSEandchargesservicefeesformanagingpaymenttransactions,maintenanceandtroubleshootingservicesfortheEVSE.

FastCharging(sometimescalledLevel3)islesslikelytobeagoodmatchformostworkplacesituationsatthistimeduetothehighequipmentandinstallationcost.However,likemostEVequipment,hardwarecostisdecliningrapidly,andmoreEVswilllikelybeshippingwithFastChargingoptions(eithertheJapaneseChademoconnectorstandardortheAmericanandEuropeanSAECombo2standardIfaworkplaceislocatedonapropertywithmultiplebuildingsoraverylargenumberofEVtenants,itmightbefeasibletoprovideaL3solution,whichcouldpermitalargenumberofdriverstochargetheirvehiclesthroughouttheday.(GoogleisplanningaLevel3installation,forexample.)Currently,Level3costsareintherangeof$20,000-$40,000forhardware,and$15,000-$30,000forinstallation.

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EVSEInstallationBudgeting–FactorstoConsider

ItemizedcostsforworkplaceEVSEwillvaryforeachsite.Factorssuchastrenching,newelectricalcircuits,surfacerefurbishment,panelupgrades,andpermittingwillplayarole.Insomelocales,theremaybestateorfederalgrantorincentiveprogramstohelpcoverthecostofworkplacecharging.Atypicalbudgetmightincludethefollowinglineitems:

• Material/Incidentals• EquipmentRental(trencherforconduit)• SidewalkDemolition/Repair• Labor(in-house)• Labor(outside)• EVSE(chargingstation)• Incentives(ifavailabletooffsetcosts)• OptionalEVSEequipment(e.g.RFIDcardreader)• Signageand/orPaint

CompanyWorkplaceChargingPolicies:ItisimportanttodevelopclearinternalcompanypolicyaboutworkplaceEVcharging.Issuesthatshouldbeconsideredincludethefollowing:

AccesstoCharger-EquippedParking:SignageshouldclearlyindicatethattheEVSEparkingspace(s)areonlytobeoccupiedbyEVschargingtheirvehicles.Accessprivilegescanbeextendedtobothemployeesandvisitors,atthediscretionoftheemployer.Apolicyregardingtimelimitspercarmayneedtobedefinedifthereismoredemandthansupplyofcharging.Formoreinformationaboutsitesignagerequirements,pleaseseeSectionIonEV-RelatedSignageGuidelinesintheAppendixofthisdocument.AdditionalinformationcanbefoundinReady,Set,ChargeCaliforniadocumentavailableathttp://www.baclimate.org/images/stories/actionareas/ev/guidelines/readysetcharge_evguidelines.pdf

§ RegistrationandLiabilityForms:Someworkplacechargingprogramsrequireuserstoregistertousetheequipmentandsignastandardwaiverofliability.Aregistrationformcouldincludeslanguagerequiringvehicleownerstoagreethatthebusinessisnotresponsibleforanycostsrelatedtovehiclepurchaseorrepairs,norforanydamagetothevehiclewhileparkedatthechargingstation.Itcouldalsoprovideaspecifictimeframewithinwhichthebusinesswouldbeobligatedtocorrectmaintenanceissueswiththechargingstationsuponnoticeoftheproblem.

§ TimeRestrictionsonEVSEAccess:EmployersmustdecidewhethertheEVSEcanbeused

outsideofnormalbusinessoperatinghours.Acompanymayalsodecidetoputthelocationsofthechargersonchargingnetworkmaps,suchasthoseoperatedbytheDepartmentofEnergyorEVChargingNews.TheseresourceswillmakeEVchargerinformationavailabletothegeneralpublicandenableapotentialrevenueflowforchargingoutsideofbusinesshours.

§ EquipmentSecurity:Level1chargingofteninvolvesconnectorsandcablesownedbytheEVdriver.Someofthesecablescancostasmuchas$600,soitwillbeimportanttocreateassecureanenvironmentaspossibletopreventvandalismandtheft.AcommercialbuildinginSiliconValleywithbothworkplaceandpublicretailtenantshastakenthesteptoenclosethe

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workplace-onlychargingunitsinsideafencedoffarea,providingakeytoauthorizeddriverstounlocktheequipment.Thismeasurehaseffectivelysegregatedtheequipmentfromthepublic,whilegivingauthorizeddriversaccess.Otherworkplacesreportlittleifanyinterferencewithdriver-suppliedchargingequipment.

§ ManagingAccessFollowingCompleteCharging:EmployersmustalsodecidewhatpoliciesshouldgovernEVdriversonceEVsarefullycharged.MustemployeesmovetheirvehiclestoenableanotherEVtousethecharger?Manycompaniesareaskingdriverstosignan“EVDrivers’CodeofConduct”thatincludesinstructionsonhowtosharespacesandnotifyotherEVusersthatthespotisavailable.Forexample,mostEV’shaveeasilyreadabledashboardlightsthatcanbeseenbyanyonelookingatthevehicletoindicateifthevehicleiscurrentlycharging.Withappropriateprotocols,someworkplaceshavepoliciesthatpermitotherdriverstomovethechargingdevicefromonevehicletoanotherwhenacompletechargeisindicated.Otherpoliciescallfornotificationviasmartphoneapp,whileleavingtheresponsibilityfordecouplingthechargertotheoriginaldriver.AutomanufacturersarealsoeducatingnewEVdriversonstandard“chargingetiquette”Forexample,theFordMotorCompanyhasrecentlyproducedEVEtiquettedocumentswhichcanbefoundhere:http://blog.ford.ca/2013/01/04/ev-etiquette-a-whole-new-ballgame/Manydriversalsousetimecardsthatcanbedisplayedinvehiclewindowsindicatingwhenthechargermightbedisconnectedandusedbyavehicleintheadjoiningspot,asillustratedhere:http://blog.ford.ca/wp-content/blogs.dir/1/files/2012/12/Ford-EV-Etiquette-Plug-In-Card.pdf.Generally,EVdriversunderstandthattheyarenotparkingandchargingtheirvehiclesinaspotforthefullday,thattheyareactuallyoccupyingan“alternativefuelingstation”andarereadyandabletocalculatethetimerequiredtochargetheirvehiclesandmakearrangementsintheirscheduletomovetheirvehicleswhentheirchargingsessionsareover.AgrowingsetofsmartphoneappsmayenableEVdriverstoplan,monitor,andschedulethechargingoftheirvehicle.Whileitisuptotheworkplacetodeterminewhethertheywanttolimitcarswitchingwhenchargingiscompletedtheseapplicationsoftenincludereservationsystemssocarscanbescheduledandmovedbythedriversasnecessary.Ideally,thechargingspotshouldbeusedasefficientlyaspossiblesothatanyvehicleinthespotisactuallychargingup.

§ ChargingMoneyforChargingEVs–PolicyOptionsforEmployers:ManyEVworkplacechargingprogramsarefreeforemployees.SincethenumberofEVsonthestreetstodayisrelativelysmall,thiscanbeanaffordableapproachtoinitiallyincentivizeemployeestomakeacleantransportationchoice.AsthepenetrationofEVsexpands,providingfreechargingmayhavetobereconsidered.CapitalandoperationalcostsforEVchargingcanberecoveredovertimethroughacharge-per-useorsettingamonthly/yearlysubscriptionrate.Level2chargingequipmentusuallyincludesmanagementsoftwarethatallowsworkplacestosetthefeeforakWhofenergy,apre-definedlengthofachargingsession,ortoallowaccesstotheunitfornofeeduringcertainhoursoftheday.Inthelargestsurveytodate,theCaliforniaCenterforSustainableEnergy(CCSE)andtheCaliforniaAirResourcesBoard(ARB)foundthatCaliforniaEVownersarewillingtopay40%–70%moreforpublicandworkplacechargingcomparedtostandardresidentialelectricityrates.ThecostoftheelectricityusedtochargeasingleEVisminimal,comparabletoperemployeecostsforcoffeeorsnacksinabreakroom.Forexampletheenergycostperkilowatthour(kWh)

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intheUnitedStatesasreportedbytheBureauofLaborstatisticsis.12cents,inLosAngelesitis.20cents.ANissanLEAFgoesapproximately3.5milesperkWhofenergyused.Inordertoobtain20milesofrange(longerthanthetypicalone-waycommuteinCalifornia)theLeafwouldrequire5.7kWhofelectricity,whichwouldcost.68centsatthenationalaverageelectricalrateandupto$1.14inSouthernCaliforniaEdison(SCE)territory.Forcomparison,avehiclewithaninternalcombustionenginemightconsumebetween$2.00and$5.00ingasolinetodrive20miles.Giventhe3.3kWhchargingunitintheLEAF,itwouldtakeclosetotwohoursofchargingtoreceive20milesofrangeinthebattery.ForanemployeeinSCEterritorywhoutilizesworkplacechargingforfivedays/week,thetotalchargeforenergywouldbe$5.70perweek,fora4weekworkingmonththecostofenergywouldbe$22.40andafor50weeksayeartheemployee’svehiclewouldconsume$285worthofenergy.

ItshouldbenotedthatifacompanydecidestomakeEVchargingfreeforitsemployees,somelegalexpertsthinkthatitcouldbeconsideredareportableemployeefringebenefit.MostLevel2chargersincludemanagementreportingcapabilitiescanprovideindividualstatisticsforeachvehiclethathascharged,includingthetimetochargeandtheamountofenergyconsumed.Thesereportscanbeusedtoprovideinformationforemployeebenefitreporting.

Somecompanieshavedecidednottoburdenthemselveswithtrackingindividualvehicleenergyconsumptionandinsteadhaveaddedanelectricvehicle-chargingcomponentintoanEmployeeAlternativeTransportationinitiative.Underthistypeofprogram,anindividualemployeeisnotchargeddirectlyfortheenergytheirvehicleconsumes,howeverataxablebenefitof$30permonth(ormoreasappropriate)isaddedtotheirbenefitpackage.Ineitherscenario,thecostofenergyforanindividualvehicleisrelativelysmall.GiventhatEVchargingmaybeataxliabilitytoyouremployeesandrequireanemployerreportingmechanism,consultingataxattorneyoradvisorisrecommended.

2.23.EVSESiting,Installation,Signage,andUtilityNotification:Theworkplacechargersitingprocessshouldbeginwiththeelectricalcontractorperformingtheinitialsiteinspection.Thecontractorcanpinpointexistingpowersupplyoptionsandupgraderequirements,andidentifychargingspotsclosesttotheexistingelectricalinfrastructure.AttentiontoADA(AmericansWithDisabilitiesAct)requirementsisimportantatthispoint,especiallysinceADAcompliancerequirementsaresubjecttolocalinterpretation.(Theguidelinesareavailableathttp://www.baclimate.org/images/stories/actionareas/ev/guidelines/readysetcharge_evguidelines.pdfandshouldbeconsultedforafulldiscussionofADAissues.)ManymunicipalitiesandlocalordinancesrequirethatthefirstinaseriesofchargingstationsbeaccessibleandusetheADAstandardastheirpermittingguideline.BuildinganaccessibleEVSEspotalsoincludesmakingsurethatwheelchairusersareabletoaccessthechargingstationandcablesandoutletsareinstalledataccessibleheights.

AsidefromfollowingADAandNationalElectricCodeguidelinesoninstallation,safetyconsiderationsshouldalsoincludeeffortstoreducethepotentialofpeopletrippingoverEVSEcords,properandsufficientlighting,potentialshelterfromweather,generalpersonal/propertysecurity,clearlyvisiblesignage,andsufficientbarrierstopreventacarfromcollidingwiththeEVSE.

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Formoreinformationaboutwhereachargingstationshouldbeinstalled,ADAandsitesignagerequirementspleaseseethefollowingsectionsoftheAppendixtothisdocument:SectionC-ChargerInstallationGuidanceforCommercialandMulti-FamilyInstallations,SectionH-GuidelinesforAccessibilityandADAComplianceandSectionI-EV-RelatedSignageGuidelines.AdditionalinformationcanbefoundinReady,Set,ChargeCaliforniadocumentavailableathttp://www.baclimate.org/impact/evguidelines.html.EVSEInstallersandContractors:AcertifiedelectricianshouldcarryoutEVchargerinstallations.WhenhiringacontractortoinstallEVSEataworkplace,selectonewhoisfamiliarwiththeNationalElectricCodeGuidelinesfoundinNECArticle625,thespecificguidelinesforEVchargingequipmentandinstallation.BesuretohavekeydecisionmakersandkeyemployeesthatwillusetheEVSEwalkthroughtheparkingareawiththecertifiedelectrician/contractorpriortobeginningtheinstallation.Theelectricianorgeneralcontactorwilllikelybethepointpersonincoordinatinglocalpermitting,inspections,utilityupgrades(ifneeded),equipmentpurchasingandinstallationoftheEVSE.Afterinstallation,theelectricianshouldwalkthroughtheEVSEanditsoperationwiththeowneroftheequipment.

WiththegrowinginterestinEVs,targetedtrainingandcertificationprogramsforEVSEinstallationsareexpanding.Forexample,UL(formerlyUnderwritersLaboratories)nowoffersanonlineandhands-onprogramstofamiliarizetechniciansandsafetyinspectorswithawiderangeofelectricvehicleproductsandtechnologies,includingSection625oftheNationalElectricalCode.ThenationalelectricalindustryalsohascreatedtheElectricalVehicleInfrastructureTrainingProgram(EVITP)totrainandcertifyEVequipmentinstallers.ThishasbecometheleadingtrainingprogramforEVchargerinstallation–withco-sponsorshipbytheNationalElectricalContractorsAssociation(NECA)andtheInternationalBrotherhoodofElectricalWorkers(IBEW).

UtilityNotificationProcesses:ItisimportanttonotifythelocalutilitywhenLevel2charginginfrastructureisbeinginstalled.BusinesslocationsforEVcharginginfrastructuregenerallyhaverobustelectricservice--sothattheadditionofthefirstoneortwoLevel2EVSEwillnotlikelyimpactthelocalelectricaldistributionnetworkandequipment.However,additionalchargersonasingletransformermayrequireanupgrade,anditisimportantforutilitiestotrackeachnewinstallationasitoccursforsystemplanningpurposes.

UtilitiesalsoofferspecialEVchargingrates.Typically,theserateshavebeenestablishedtoincentivizedriverstochargetheirvehiclesduringoff-peaktimeswhenelectricityconsumptionislowest(e.g.overnight).However,somerateincentivesmayapplyduringportionsofthedaytimehoursaswell,particularlyduringmorninghours.

ChargerSignage:EVchargersignagemustclearlyshowthattheparkingspotisonlytobeusedbyanEV.OneemergingpracticeistochoosethesignsindicatingEVcharginginagreenratherthanbluecolor.BlueisoftenassociatedwithADAparkingspotsandsomedriversoftraditionalvehiclesoftenthinkthatthosespotsareavailableforthemtouse.ThishelpsalleviateaphenomenonwhichEVownersrefertoas“gettingICE’d”whentheycometoapublicchargingstationspotonlytofindanInternalCombustionEngine(ICE)parkedthere.Thecostofsignswilltypicallyrangebetween$15–$80,plusinstallation.

ItcanalsobeusefultopaintthepavementoftheparkingspacetoprovidefurthervisualguidancefortheEVchargingspace.Themainconsiderationinpaintingthespaceistouseahighcontrastcolor,sotheinformationonthepavementiseasilyreadable.Formoreinformationaboutsitesignage

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requirementspleaseseeSectionI-EV-RelatedSignageGuidelinesintheAppendixofthisdocument.AdditionalinformationcanbefoundinReady,Set,ChargeCalifornia!athttp://www.baclimate.org/images/stories/actionareas/ev/guidelines/readysetcharge_evguidelines.pdf

EVChargersandRenewableEnergy:Auniquebenefitofdrivingelectricisthecapabilitytopowerthemwithclean,locally-producedsolarorwindpower.Useofrenewable,greensourcesofelectricitytopowerEVsisencouragedtopreventpollutionfromenergygenerationandtopromotearobustlocallow-carbonenergyeconomy.Installingasolararrayadjacenttoaplug-inchargingstationdemonstratesthatnaturalenergyfromthesuncanbeusedtopowervehicles.Solarpowertypicallyflowsintothegridwithaseparatemetertrackinghowmuchelectricityhasbeengenerated--offsettingthegridpowerthatissuppliedtoEVsthroughtheEVcharger.

Thecostofasolarpowerisonasteepdecline–suchthatsomesystemsmaybeinstalledwithnoupfrontinvestmentbyafinancingmechanismknownasaSolarPowerPurchaseAgreement(PPA).Forexample,a2kWsolarinstallationprovidessavingssufficienttopoweranEVfor10,000milesperyear–yearafteryear--withaone-timecostofapproximately$7000afterincentives.ThroughaPPA,businessesalsohavetheopportunitytoowntheassetbyinvestingtheirowncapital,ortoenterintoaPPAagreementwherebyanenergycompanysuchasSolarCitywouldowntheassetbutpassonsomeoftheenergycostsavingstothehostbusiness.

2.24.SampleChecklistforWorkplaceCharging:Establishingaworkplacecharginginitiativecanbeastraightforwardprocessformostorganizations.Itrequiresanexecutivetoputtogetherateamofkeystakeholderstoassessoptionsanddecidekeyissues.Thefollowingchecklistreferencesthemajorstepsandcomponentsoftheprocess.

1. Determineemployer/employeeinterestinanEVchargingprogram,includingstrategicdriversand

potentialforshort-termandlong-termutilization.

2. Assesstheconcernsofpropertyownersandlandlords.

3. Haveacertifiedelectricianevaluatethepowerinfrastructureandupgradeoptions.

4. Confirmutilityrates,localpermitrequirementsandoperatingrevenueandexpense.

5. DeterminesiteplansforEVSEinfrastructuredesign.

6. SelectappropriateEVSEvendorsandequipment.

7. DevelopinternalpoliciesandprogramsforEVdrivers.

8. Build-outsiteinfrastructure,includingpermits,power,chargerinstallation,andsignage.

9. Turnoncharginginfrastructureandorientuserstochargingpoliciesandprocedures.

2.25.InformationResourcesonEVIssues:TheresourcesinthissectionprovideadditionalinformationaboutElectricVehiclesforfleetandconsumeruse,charginginfrastructure,salestrends,andpolicies.

• DriveClean:Aguideforzeroandnear-zeroemissionvehiclesfromtheCaliforniaAirResourcesBoard.http://www.driveclean.ca.gov

• CaliforniaPEVCollaborative:StatewideofficialresourceforCaliforniaPEVreadiness.http://www.evcollaborative.org/

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• Plug-Share:Provideschargingstationmaps,andaccesstoresidentialEVchargingstationsonapeer-to-peerbasis,alongwithsmartphoneappsforEVcharging,tripplanning,andenergymanagement.http://www.plugshare.com/

• BestPracticesinregionalandstateEVprograms:TheHawaiiEVprogramwebsiteoffersreportsandcasestudiesonHawaii’saggressiveEVtransitionprograms.http://energy.hawaii.gov/programs/transportation-on-the-move/ev-ready-program

• DepartmentofEnergy(DOE):AlternativeFuels&AdvancedVehicleDataCenter:ProvidesinformationonEVandalternativefuelvehiclesandpetroleumreductionstrategies.

• DepartmentofEnergyresources:TheDepartmentofEnergyprovidesthefollowingresourcesat:http://www.afdc.energy.gov/fuels/electricity.html

o HybridandPlug-InElectricVehiclesfactsheeto Plug-InElectricVehicleHandbookforConsumerso Plug-InElectricVehicleHandbookforElectricalContractorso Plug-InElectricVehicleHandbookforFleetManagerso Plug-InElectricVehicleHandbookforPublicChargingStationHosts

• PluggingIn–AConsumer’sGuidetotheElectricVehicle-FromtheElectricPowerResearchInstitute(EPRI).http://www.epri.com/search/Pages/results.aspx?k=Plugging%20In:%20A%20Consumer's%20Guide%20to%20the%20Electric%20Vehicle

• Plug-inAmerica-Anon-profitcoalitionofelectriccarownersandadvocates.Thissiteincludescompendiumsofinformationoncurrentelectriccarmodelsandchargingequipment.http://www.pluginamerica.org

• Ready,Set,ChargeCalifornia!-AGuidetoEVReadyCommunities–providesdetailedinformationoncommunityEVreadiness:http://www.baclimate.org/impact/evguidelines.html

§ U.S.DOECleanCitiesEVfleethandbookhttp://www.afdc.energy.gov/pdfs/pev_handbook.pdf

§ U.S.DOECleanCitiesEVandAlternativeFuelVehicle(AFV)fleetcasestudies

http://www.afdc.energy.gov/case/

§ AmericanPublicWorksAssociation(APWA)fleetresourceshttp://classic.apwa.net/ResourceCenter/index.asp?Section=equipment&SectionName=Equipment+%26+Fleet+Management

§ CaliforniaEnergyCommission(CEC)linkstofundingforEVsandEVinfrastructure:

http://www.energy.ca.gov/drive/projects/electric.html

§ MethodsforEstimatingEVDeploymentintheRegion:OnlineToolTracksElectricVehiclePurchases:TheCaliforniaCenterforSustainableEnergy(CCSE)releasedanonlinetoolthatshowsdetailsofEVpurchasingtrendsbasedonrebatesawardedbythestatewideCleanVehicleRebateProject(CVRP).ThisiscurrentlythemostcomprehensivesingletoolforestimatingPEVdeploymentintheregion,asitincludeszipcodeleveltracking.However,thetooldoesnottakeintoaccountlegacyEVsfromthe1990’s(suchastheoriginalToyotaRAV.)Italsodoesnottakeintoaccounttheinitialportionof2012modelyearChevroletVolts,whichwerenoteligiblefor

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thestatecleanvehiclesticker.SubsequentVoltsareincluded.Itshouldbenotedthatasmanyas25%ofEVdriversmaynottakethestaterebate.Therefore,CVRPdatamayundercountactualEVdeployment.