Comments of The Texas Electric Transportation Resource ... · 29 Mineral Wells 20 138 kV / Lipan_8 30 Abilene 20 138 kV / Abea4A 31 Colorado City 20 138 kV / Saltmine 32 Odessa 20

CommentsofTheTexasElectricTransportationResourceAlliance

tothe

TexasCommissiononEnvironmentalQuality

RegardingtheTexasVWSettlementFundingPlan

October8,2018

ELECTRICVEHICLECHARGINGINFRASTRUCTURE

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Texas Electric Transportation Resources Alliance

“CreatingthePoliciesthatPavetheWayfortheElectrificationofTransportationinTexas”

TxETRAisanewnonprofitorganizationfoundedinApril2018toaccelerateelectrictransportationinTexas. We are comprised of electric energy vehicle manufacturers, industry leaders, developers,distributors, producers, utilities, as well as environmental and transportation equity groups. Ourmissionisto“guideandacceleratetheadoptionofelectricaltransportationinallitsforms,inthemostcost-effectiveway,providingmaximumbenefittothecitizensofTexas.”

Board of Directors

MichaelOsborne BoardChair YannisBanks AustinMEASURE,BoardofDirectorsJosephBarletta SmartChargeAmericaSuzanneBertin ExecutiveDirector,TexasAdvancedEnergyBusinessAllianceBillBojorquez V.P.,HuntEnergyJanisBookout EarthX/TxETRABoardTreasurerRobBorowski SustainabilityOfficer,CapitalMetro RogerDuncan ResearchFellow,EnergyInstitute,UTAustinCaryFerchill Chair,AustinElectricUtilityCommission BobbyHill V.P.ofSales,BYDAmericaBillKahn PeterbiltMotorCompany RickLuna VPSanAntonioCPSEnergy* JackieSargent AustinEnergy-GenManagerAdrianShelley Director,PublicCitizenTexasBuzzSmith SalesRep,ClassicChevroletCharlesZeller Co-Founder,ClimateScienceLegalDefenseFundTom“Smitty”Smith ExecutiveDirector

*CPSissubmittingtheirownadditionalcomments.


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ExecutiveSummary TheTexasElectricVehicleTransportationAlliance(TxETRA)appreciatestheopportunitytocommentontheTexasplanfordisbursementoftheVWsettlementfunds.BloombergNewEnergyFinancepredictsthat“theEVrevolutionisgoingtohitthecarmarketevenharderandfasterthan[we]predictedayearago,”andassuch,haverecentlyrevisedtheirprojectionoftheEVmarketsharein2040from35%ofallnewcarsalesto54%.Othertechnologyandmarket-watchers offer similarly optimistic projections. Texas can be amajor player in this transportationrevolution,butwemustbereadywiththenecessaryinfrastructureinplace.Inthesummerof2018,TxETRAformedaChargingInfrastructureCommittee(CIC)ofstakeholderstodevelopaplanforEVcharginginfrastructurethatallowsEVownerstotravelfromoneendofthestateto the other. In addition to other resources, the CIC referenced the followingmaps to provide afoundationformappingourrecommendations:

• TexasHighwayMap• ERCOTElectricityDistributionMap• ElectrifyAmericaChargingStationPlan

Since “range anxiety” has been identified as the #1 obstacle to purchasing an electric vehicle,werecommendanetworkofDirectCurrentFastCharging(DCFC)stationstoacceleratetheuseofzeroemissionselectricvehiclesinordertobuildconsumerconfidenceandsupportforlong-distanceintra-citytravel.(Stacey-dowewanttoinsertpolldatahereifitsready?)Whileofourcommentswillbeorientedtowardsuggestionsforhowandwheretofundthe initialstationsthatwillresultinacompleteEVcharginginfrastructurenetworkforTexas,wealsoincludealow-incomeequityrecommendationthat25%ofthechargingfundstobesetasideforlow-incomecommunitiesinmulti-familyunitsandnearby,street-sidelocations.Finally, we recommend increasing the heavy-duty vehicle reimbursement from 60% to 80% as a“tipping point” incentive to reduce diesel emissions achieved by industry transition to vehicleelectrification.Webelievethatwiththethoughtfuldeployment,ofacombinationofVWSettlementfunding,TexasEmissions Reduction Program (TERP) grants, and the Electrify America charging infrastructure, itshouldbepossibletolocatechargersatkeylocationsthatenableEVownerstogetfromoneendofthe state to another on interstate and primary highways. Our proposal suggests locations at amaximumdistanceoflessthan70-120milesasafirstphaseby2021andapproximatelyevery50milesby2023.ItisourhopethatthisplancanguidetheTCEQfundingdecisionsonwherefundtochargingstationinamorethoughtfulwaythanmightoccurifgrantsarebasedsolelyonafirstcome-firstservedbasis.


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TxETRARecommendations(See Page 13 for Recommendation Justifications)

RECOMMENDATION#1–CoordinationwithotherChargingStationProvidersUsetheVWSettlementFundstoaugmentfuturechargingstationplansalreadyproposedbyotherpartiessuchasElectrifyAmerica,individualTexasserviceareautilityproviders,andTexasEmissionsReductionProgram(TERP)grants.RECOMMENDATION#2-FrequencyInstallEVchargingfacilitiesevery70-120milesby2021,andevery50miles,by2023.RECOMMENDATION#3-LocationInstall EV charging facilities where power line and distribution system capacity is adequate.Applicants must demonstrate adequate distribution grid electrical capability prior to TCEQdisbursementoffunds.RECOMMENDATION#4–Co-LocationforConvenienceandMaximumUtilizationChargingstationsshouldco-locatedwithfacilitiesthatprovideenoughtrafficandamenitiestoensuremaximumutilizationofthechargingfacilities.Examplesincludelargegasolineretailers,restaurants,big-boxgroceryandretailstores,andotherconvenientoutlets,parksandroadsideattractions.RECOMMENDATION#5–AccessibilityandViability.Chargingcompaniesshallprovidelocationsthatarewell-litandwellmaintainedandaccessible24hoursaday.RECOMMENDATION#6–ChargingVoltageLevelInstallDirectCurrentFastCharging(DCFC)onInterstateandPrincipleHighways.RECOMMENDATION#7-ChargingStationNetworkTypeRequireNetworked“Smart”ChargingStationsforalllocationsthatareeasytolocateusingprevalentmobileappsRECOMMENDATION#8–ChargingPointProtocolRequire Open Charge Point Protocol (OCPP) networked charging to ensure the ability tocommunicatewithanysystem,regardlessofvendor.


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RECOMMENDATION #9 - Charger Connector Port Standards for Inter-Connectability and Inter-OperabilityRequiredualstandardDCFCstationsthatsupportbothCCSandCHAdeMOconnectorstoservethegreatestnumberofelectricvehicles.RECOMMENDATION#10–SiteDesignRecommendationsInstallallelectricalinfrastructuresystemstoaccountforatleastfour150kWDCFCstationstalls.ToprotectTCEQ’sinvestment,theagencyshouldpartiallyfundoversizedconduit,electricboxesandtransformerpadstoaccountforfutureincreasesinthenumberofchargersandlaterupgradesforheavydutychargingstations.RECOMMENDATION#11–ConsumerProtectionsandPricingChargingcompaniesshoulddisclosethepricetochargetocustomerspriortopurchaseincludinganyvariationsofpricebasedontimeofuse,utilitycompanydemand,peakpowercharges,etc.RECOMMENDATION#12-ProtectingStrandedAssetsinCaseofChargingCompanyBankruptcyTCEQshoulddevelopwithamechanismtoassureprotectitsinvestmentinthecasethatachargingcompanygoesbankrupt.RECOMMENDATION#13–Long-Term Leases for Charging Stations TheTCEQshouldallowlong-termleasestosufficeandthegranteeshouldprovideTCEQwithacopyoftheprovisionalagreement.

RECOMMENDATION#14-FundingEquityReservea25%ChargingInfrastructureSet-Asideformulti-familyapartmentcomplexes,street-sidechargingunits,andpublicfacilitiesinlow-incomecommunities.RECOMMENDATION#15-HeavyDutyVehicleReimbursementTheHeavy-DutyVehiclereimbursementshouldbeincreasedfrom60%to80%toprovidea“tippingpoint”incentiveforthetruckingindustrytoconvertelectrification,therebyreducingdieselemissionssignificantly.RECOMMENDATION#16–MinimumDCFCsandFutureproofingRequirechargingstationstohaveaminimumoffour150kWDCFCchargerswithpadsandconduitsizedtoenablestationsbeupgradedinthefuturetoaccommodatethedemandoffouradditional350-kWDCFCchargerswhichcanservetheneedsoffuturelightandheavy-dutyvehiclesand/orbepairedwithstationarystorage.


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TxETRAProposedChargingStationLocations ThemapandcorrespondingEVproposedlocationsonthefollowingpagesarebasedonavailabletransmissioninfrastructureinTexasincloseproximitytotheprincipalhighwaysandinapproximateplaceswherethedistributionsystemandgridisadequatetohandletheadditionalloadforDCFCfastchargers.TxETRArecommendsthatchargingstationsbeplacedinthegeneralvicinityofthelocationsindicatedin this map which can be referenced by TCEQ when evaluating submitted proposals to build thestations.Theseproposedlocationsareselectedtoassuremaximumusagethechargingstationsandtoensurechargingdriversproximitytoamenitiessuchasrestaurantsandotherroadsideattractions.Thisphaseofourstudysuggestslocationsforlightdutychargingstationsonly.Wehopetodevelopsimilarmapsforheavydutycharginginfrastructureinthefuture.Becauseofthepotentialforlargeloadsperchargingstationdiscussedinrecommendation#16ofthisreport(600kWto2,000kWatafuturepointintime),TxETRAdidnotreviewdistributionnetworks(i.e.,under35kV)inTexas.WhiledistributionnetworkscouldpotentiallycarrythefulldemandofaDCFC, rural towns at the end of distribution networks could easily experience system overloadsrequiring costly upgrades to the grid. To avoid distribution-only areas, themap includes chargingstationsinplaceswhereeither69kVor138kVstations(orboth)arepresent.Additionalcoordinationwith the individual transmissionanddistributioncompanieswillberequiredtoensure the installermeets both goals of adequate electrical capacity and the proximity to amenities described in thisreport.


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StationNo. City Highway PowerLine/Substation1 SanAntonio 10 138kV/UTSA_BTP2 Junction 10 69kV/JUNCTION2A3 Ozona 10 138kV/FdRan4A4 Ft.Stockton 10 138kV/SIRIUS_85 Ft.Stockton 10 138kV/REROCK_86 VanHorn 10 69kV/VanHorn7 Socorro 10 69kV/Socorro8 SanAntonio 35 138kV/Somerset9 Cotulla 35 138kV/Cotulla4A10 Laredo 35 138kV/StNino4A11 SanAntonio 37 138kV/Brauning_E12 ThreeRivers 37 138kV/ThreeRi4A13 CorpusChristi 37 138kV/Citgo_no4A14 SanAntonio 10 138kV/Converse15 Schulenburg 10 138kV/L_Schule8_1Y16 Houston 10 138kV/Barnes138X17 Orange 10 SPP138/Orange18 SanAntonio 35 138kV/Fratt19 Ft.Stockton 10 138kV/FtSt4A20 Waco 35 138kV/Waco_Mm21_821 Dallas 35E 138kV/WATMLL_W822 FortWorth 35W 138kV/Klr_Mag2_T823 Dallas 45 138kV/SSWT2_824 Buffalo 45 138kV/FairWPod_825 Conroe 45 138kV/Bertwd138A26 Galveston 45 138kV/AmocoOil_6_827 Dallas 20 138kV/BchSpg1T_828 GeorgeWest 59 138kV/GeWst4A29 MineralWells 20 138kV/Lipan_830 Abilene 20 138kV/Abea4A31 ColoradoCity 20 138kV/Saltmine32 Odessa 20 138kV/Grandvew833 Pecos 20 69kV/TNPecos034 Kingwood 59 138kV/Kingwd138A35 SulphurSprings 30 138kV/SulSp_SS1_836 Texarkana 30 SPP138/Bann37 WichitaFalls 287 138kV/FisherRd_838 Childress 287 138kV/CHLD4A39 Amarillo 27 SSP230/E.Plant40 Lubbock 27 115kV/North(futurestation)41 Howard 87 138kV/SUKoch


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42 Shamrock 40 SPP138/Shamrock43 Gainsville 35 138kV/Gainvl_e_844 FortWorth 35W 138kV/AlCon2_845 Cleburne 35W 138kV/Lillian846 Tyler 20 138kV/TylerNW_847 Marshall 20 SPP138/SEMarshall48 Hillsboro 35 69kV/Hillboro1_949 Temple 35 138kV/Temp_Pec_850 Huntsville 45 SPP138/Goree51 CollegeStation 6&21 SPP138/Speedway52 Waller 6&290 138kV/Hockly138D53 Houston 10 138kV/Foster138X54 Brenham 290 138kV/L_Salem_8_1Y55 Wharton 59 138kV/CBEC_1_856 SanMarcos 35 138kV/LRohr81Y57 Victoria 59 138kV/V_DupSw4A58 Seguin 10 138kV/L_Seguin8_1Y59 Kenedy 77 138kV/Armstron4A60 Brownsville 77 138kV/MidTown61 Pharr 83 138kV/Bentsen62 Zapata 83 138kV/Zapata4A63 SanAngelo 87 138kV/Sast4A64 Mason 87 138kV/LFortMa81N65 Robertson 79 138kV/HamndSw66 Jacksonville 79 138kV/Dialvill867 Falfurrias 281 138kV/Falfur4A68 Lampasas 281 138kV/LLampasas81Y69 Stephenville 281 138kV/Stphnvil870 Jacksboro 281 138kV/Joplin71 Lexington 77 138kV/Llexing81Y72 Austin 35 138kV/BurlMb273 Austin 35 138kV/LHiCros81Y74 Austin 35 138kV/PilotKb75 Austin 35 138kV/Slaughter76 Austin 35 138kV/Mueller77 Austin 35 138kV/Northl13

78 Austin 35 138kV/Cameron


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BackgroundWhenWill EV’s Be at the Tipping Point? EVs already cost less to own andoperate than internalcombustionengines.TheInternationalEnergyAgency(IEA)predicts“electricvehicleswillgrowfrom3millionto125millionby2030,”whileBloombergFinancialServicessaystheelectricvehicletippingpoint couldbeas soonas2025.By thenEVswill cost less tobuy than internal combustionenginevehicles (ICEs). Most analysts predict that somewhere between 2029-2040, the majority of U.S.vehiclessoldwillbeelectric.Thiswillaffectelectricdemandandcreateuniquechallengesofmeetingmobileloadandofferinterestingopportunitiesforusingvehiclebatteriesforstorage.Valuestreamsforenergystoredinvehiclebatteriesmayincludedemandchargereduction,peak loadreduction,energyarbitrage,priceresponsiveopportunities,voltagesupport,andcongestionmanagement.BelowisachartreflectingBloomberg’srapid-growthpartofthetechnology-adoptionS-curve.

Basedonotherhistoricaltechnologychanges,transformationcouldoccurin15yearsorLess.Someexamplesare:• Automobiles–fromhorsesandbuggies• TV–fromRadio• DigitalCameras–fromManualcameras.• Mobil/SmartPhones–fromwiredhomephones• Microwaveovens–fromconventionalovens• LaptopandTabletComputers–evolvingfromtypewriters,thenmainframes,todesktopPCs, RenewableEnergy–fromfossilfuels


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Some analysts project a farmore rapid adoption of EVs. A November 2017 study by the BostonConsultingGrouppredicted“ElectrifiedVehiclestoTakeHalfofGlobalAutoMarketby2030.”NationalGeographicwrote in September 2017 that, “Electric CarsMayRule theWorld’s Roads by 2040” --RethinkX,anindependentthinktank,isevenmorebullish,saying“MostU.S.vehicleswillbeelectricby2030,just13yearsfromnow.”After2025,fallingbatterypricesandrisingconsumerdemandbasedonTCOwilldriverapidlyincreasingsales of all electrified vehicles, and especially BEVs. The adoptionof electrified vehicles for sharedmobility will accelerate because their higher mileage will result in more rapid payback of theinvestment.Therealtake-offforEVswilloccurinthesecondhalfofthe2020’s.Thiswillbeduetoplunginglithium-ionbatteryprices,whicharesettofallbymorethan43%by2022and70%by2030.Between2010and2016,lithiumionbatterycostsplummetedby75%.Itisforecastthatby2030,thosesamebatterypriceswilldropby93%.


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Moreover, ERCOT’s 2033 Long Term System Analysis June 2018 draft suggests in its EmergingTechnologyScenariothatEVswillincreaseloadby18,940MWby2033-mainlyatnight.


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ElectrificationReducesEmissions.80%ofEVschargeatnightwhenthewindpowerblows.ManufacturersexpectEVcarbatterieswillbeusedtoreducepeak.Accordingly,“peakerplants”thatemitrichemissionsofNOxandVOCswouldrunless.Basedonthis,theNorthCentralTexasCouncilofGovernmentspredictstheDFWareacouldreachattainment even with the elimination of the Obama-eraMPG standard. Similarly, aUniversity ofHoustonstudypredictstheHouston-Galvestonareacouldseea2/3reductioninNOxandPMfromBAUinheavydutytruckemissionsifheavy-dutytruckswereelectrified.


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TxETRA Recommendations

(withJustifications)RECOMMENDATION#1–CoordinationwithotherChargingStationProvidersUse theVWSettlementFunds toaugment futurecharging stationplansbyotherparties suchasElectrify America, individual Texas service area utility providers, and Texas Emissions ReductionProgram(TERP)grants.It is our recommendation to useVWSettlement funding to ‘fill in the gaps’ of existing and futurechargingstationproposals.Bycoordinatingplacementofthesiteswiththeseotherparties,theTCEQshouldbeabletolocatechargersatkeylocationsthatenableEVownerstogetfromoneendofthestatetoanotheroninterstateandprimaryhighways.RECOMMENDATION#2-FrequencyInstallEVchargingfacilitiesevery70-120milesby2021,andevery50miles,by2023.“Range anxiety” has been identified as the #1 obstacle to purchasing an electric vehicle. TxETRA’spreliminarypoll resultsshowthatEVownersandpotentialbuyerswouldfeelcomfortablewiththeabovefrequencyofchargingstations.RECOMMENDATION#3-LocationInstallEVchargingfacilitieswherepowerlineanddistributionsystemcapacityisadequate.Applicants must demonstrate adequate distribution grid electrical capability prior to TCEQdisbursementoffunds.Wehavemapped locationswhere thereare69kVand138kV lines,whichare recommendedtoassurethatadequatecapacityisavailable.ApplicantsmustdemonstrateadequatedistributiongridelectricalcapabilitypriortoTCEQdisbursementoffunds.RECOMMENDATION#4-Co-LocationforConvenienceandMaximumUtilizationChargingstationsshouldco-locatedwithfacilitiesthatprovideenoughtrafficandamenitiestoensuremaximumutilizationofthechargingfacilities.Examplesincludelargegasolineretailers,restaurants,big-boxgroceryandretailstores,andotherconvenientoutlets,parksandroadsideattractions.


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WhensitingEVcharginginfrastructure,thedurationofchargingmustbeconsidered.Vehicleownersareusedtogasolinevehiclerefuelingwhichtakeslessthantenminutes.Electricvehiclechargingtakesanywhere30minutesto8hours,dependingonthetypeofchargerinuse.Interesting and innovative intercity DCFC examples could be envisioned at restaurants along thehighways (e.g. Cracker Barrel) or mega-sized fueling stations such as Buc-EE’s (https://www.buc-ees.com/articles.php).The intercity PEV driver can easily spend 30 minutes for food, restroom,stretchingones’legsafteralongperiodofhighwaydriving.InordertoimprovetheeconomicsofDCFC,the footprint of these locations is also typically large enough to provide higher volumes of sales,sufficientareatoinstallstationarystorage,backupgenerators,androoftopPV,andbealargeenoughloadtopotentiallywarrantdemandchargemanagementsystems.Co-locatingrefuelingstationswith justaconveniencestorecanbeadiscouragingexperienceas inmany cases, these stores do not have seating nor activities to make 15-30 minutes of waitingcomfortableorenjoyable.Theobjectiveofthesestores istorefueltheircustomers’gasoline/Dieselvehiclequicklyataratethatencouragesthemtocomeintothestoretobuyhighermargingoodsandbutthenquicklyleave.Otherideallocationswouldbeatstateorlocalparksorhigh-volumeprivateamusementsnearthehighways(likeInnerSpaceCaverns)whereEVuserscangetexerciseorfindamusementwhiletheircarsarecharging.RECOMMENDATION#5–AccessibilityandViabilityChargingcompaniesshallprovidelocationsandaccessto24-hourchargingstationsthrough“openstandard”.Thiswillenablecommonlyusedappsaccessiblebymobiledevicestosharelocationandavailabilitydata.RECOMMENDATION#6–ChargingVoltageLevelInstallDirectCurrentFastCharging(DCFC)onInterstateandPrincipleHighways.

Thereare3typesorlevelsofElectricVehicles(EV)chargers.Below:


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TheinstallationandexpansionofDCFCcharginginfrastructureiscriticaltonotonlyacceleratingtheadoptionofelectricvehicles,butalsoallowingthepossibilityforsuchcleanvehiclestotravelacrosstheTexasandreduceemissions. Thisalso“futureproofs”theTCEQ’s investmentallowingfor laterstationupgradesorexpansiontoincludeheavy-dutyvehicles.RECOMMENDATION#7-ChargingStationNetworkTypeRequireNetworked(“Smart”)ChargingStationsforalllocations.There are 2 types of charging stations: networked (“smart”), and non-networked (“dumb”).Networkedstationscantrackenergyusage,monetizeandcontrolaccesstostations.Non-networkedstationsdonot,astheyonlysupplypowertotheenduser.Mixingthesetypesofwithinaportfoliocouldprovetobedifficulttomanage.Seefurtherdetailsbelow:NetworkedPros:• Tracksenergyusage,timeofuse,kilowatts,expense,etc.• Allowsutilitycompaniestakecontroloftimeandratesofchargefordemandusageandforgrid

reliabilitypurposes• Candigitallyadvertiselocations,availabilityandreal-timerates/updatestoconsumers• Canmonitorthestationstatusforreal-timeupdatesandspeedymaintenancetime• Canaccesstomultipleusersforeasyadministrativecontrolandusability• Canprovidesupportwhentroubleshooting/repairinginoperablestationswhenmultiplelayersof

managementandownershipareinvolved.Cons:• Moreexpensive,duetoweatherizedenclosuresandcommercialgradematerials/technology• RequiresongoingnetworkfeesNon-NetworkedPros:• Cheaper• Abilitytosecurethestation,althoughlimited,usuallybehindgatedaccesspoints.Cons:• Noabilitytotrackenergyusage,timeofuse,kilowatts,expense,etc.• Limitedaccesscontrol


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RECOMMENDATION#8–ChargingPointProtocolRequireOpenChargePointProtocol(OCPP)networkedcharging.Thereare2differenttypesofnetworkedchargingstations. AnOpenChargePointProtocol (OCPP)networkandaClosedOffnetwork.AnOCPPnetworkgivesyoutheabilitytousedifferentnetworkproviderstomanageandcontrolyourchargingstationassets,whiletheClosedOffnetworkisownedandoperatedby the charging stationmanufacturer.Wedonot recommendmixing these typesofwithinaportfolio.OCPPPros:• Flexibilityinchoosingyournetworkprovider.• OpenAPIallowseasyintegrationwithotherapplicationslikecustomerrewards/loyaltyapps.• Allowsyoutoswitchnetworkproviderswithoutchangingoutthestationifprovidergoesoutof

business.• ManagedchargingforVehicletoGridV2Goperability(thisallowsforbettermanagementofthe

loadonthegrid)• Enablesdemandcharging&usageviamonitoringandmanagingcapabilities• EasyownershipofseveralOEMswhenmonitoringallassetsunderonedashboard• MetricsformonitoringutilizationofstationsforfuturescalabilityneedsCons:• Network providers do not have comprehensive integrationwith charging hardware,which can

provetobedifficultwhendiagnosingproblems,addressingwarrantyissues,orschedulingrepairs.ExamplesofOCPPNetworks:• Greenlotshttps://greenlots.com/• EVconnecthttps://www.evconnect.com/• EVgohttps://www.evgo.com/• JuiceNEThttps://emotorwerks.com/products/juicenet-software/juicenet• SemaConnecthttps://www.semaconnect.com/In addition to open networks, there are a few Software-as-a-Service (SaaS) platform networksthatarearchitectedtosupportEVindustrycommunicationstandardssuchasOCPP,SAEJ1772,15118,andOpenADRaswellasotherAPI-basedcommunicationsandcontrolsystems.ClosedOffNetwork

Pros:• Onecompanyhandlesthestationmanufacturingandstationnetworking.• Onecompanytodiagnoseproblems,addresswarrantyissues,andschedulerepairs.


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Cons:• Ifmanufacturergoesoutofbusiness,youwouldhavenochoicebuttoreplaceallstations.• Ifmanufacturerraisesnetworkingfeesyouwouldhavenochoiceinswitchingovertocompetitors

-withoutreplacingallchargingstationsinsidetheportfolio.

ExamplesofClosedoffNetworks:• ChargePointhttps://www.chargepoint.com/• Teslahttps://www.tesla.com/superchargerRECOMMENDATION#9–ChargerConnectorPortStandardsforInter-ConnectabilityandInter-OperabilityRequiredualstandardDCFCstationsthatsupportbothCCSandCHAdeMOconnectorstoservethegreatestnumberofelectricvehicles.

Everyelectricvehicle(EV),hasachargingport.Somehaveonlyone(e.g.Tesla),whileothersmayhavetwoseparateports (e.g. theNissanLEAFwithstandardSAEJ1772+CHAdeMO).Someevenhaveacombinedchargingportset-up,(e.g.ChevroletBOLTwithstandardSAEJ1772&CCS).It’simportanttoknow what types of connectors are included for the massive amounts of EVs currently on themarketplaceandtoknowhoweachindividualdifferstotheotherregardingoperability.LEVEL1,2&3Connectors

TheSocietyofAutomotiveEngineers’(SAE)istheinstitutionthatcurrentlysetsthestandardforEVchargingoperabilityandstandardsworld-wide.TheSAEJ1772connectorwasspecificallydesignedtoholdastheindustry’sstandardforallEVchargingviaLevel1&Level2charging.ItiscurrentlyembracedandbeingusedbyeveryEVOriginalEquipmentManufacturer(OEM),withtheexceptiontoTesla.SAE’sstandardistheCombinedChargingSystem(CCS).Thisdualconnectoroperabilityholdsmuchaddedvalueandconnectivityutilization toEVcustomersworld-wideelecting touseeitherLevel1,2or3chargingsystemsThe“connectorwar”isusuallydefinedastheEVchargingconnectivitydifferencebetweenthesetwodifferenttypesofset-ups.Teslavs.SAE(SocietyofAutomotiveEngineers.EveryEVonthemarketworld-wide,withexceptiontoTesla,possessesthestandardSAEJ1772connectorchargingport.SomecountriespossessvaryingtypesoftheJ1772set-up,e.g.Type1(US)vs.Type2(Europe).Tesla’spossesstheirownchargingport standard, theTeslaconnector.Thus, theconnectorwarcanbeseen tobebetweenthesetwo-chargingstandard,muchlikethatofMicrosoftvs.Apple.Inordertoreallytackleandsatisfyall3majorDCFCconnectionsinAmerica(CCS,CHAdeMO&TESLA)wecansimplylookintowhatcompaniesinEuropearedoingby investing instand-alonecylindersalongsideeachstationthatholdasingleTeslaCHAdeMOadaptorforallTeslamodelEVs.SinceTeslaisoneofthemajorOEMplayersintheEVworld,andtheyprotecttheirIPbyprivatizingtheirconnectortype,thisisaperfectsolutionofferingustheabilitytosatisfyall3majorDCFCconnectorstandards


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where stations today - or even in the near future - are not beingmanufactured for all 3 DCFCstandards.AdoptingthisstandardcanofferTCEQsomelevelofprotectionagainststrandedassets.SAEJ1772&CCS

TeslaconnectorsarespecificallydesignedandoutfittedtoonlychargeTeslamanufacturedEVs.Teslaholdstheirconnectortechnologyasproprietary.NootherEVcanchargeonTesla’schargingnetworkotherthanTeslas.Tesladoesmanufactureadaptorsthatcouplewiththeirconnector,whichallowthemto use any SAE J1772 charging connector. This dual operability holds much added value andconnectivitytoTeslacustomersandtheiroverall,overarchingcharginginfrastructureaccessandclaimtoutility.ThisTeslaconnectorhandlesall3chargingstandardsthroughthesameport,Level1,2and3charging.TESLA


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LEVEL3(DCFC)Connectivity:InadditiontoSAE’sCCSstandardforLevel3chargingandTesla’sLevel3standard-China(beingthelargestandmostabundantEVmarketplaceintheworld)createdtheirownLevel3chargingstandardknownasCHAdeMO.TheAsianmarket,whichincludesChina,Japan&KoreanOEMs,hasembracedtheCHAdeMOasthemorepopularDirectCurrentFastCharging(DCFC)standardasitpossessestheabilitytonotonlydeliverpowertothevehicle,butalsoallowbi-directlypowerdistributionfromtheEV’sbatterypackbacktoacentralizedstorageresourceorbacktothegridwhichisessentialforV2Gapplications.Thisstandardisbecomingverypopularwithutilitycompaniesworld-wide.CHAdeMO

Belowisasampleproductofamulti-standarddualportDCfastcharger.

Thissolutionwillsatisfyall3majorDCFCconnectorstandardsandofferTCEQsomelevelofprotectionagainststrandedassets.HeavyDutyvehiclechargingWhenitcomestolargerindustrialsizedchargingstandardsorwhatsomewouldsayasthefutureofelectricvehicle&autonomouschargingwiththatofwirelesschargingthereareafewstandardsinsideeachthatareimportanttoouroutlookonoperabilityandstandards.SAE’sJ2954standardwasjustlocked-inastheindustry’sstandardforwirelesschargingtechnologies.Thereareoff-boardtop-downcharging systems across the world delivering public transportation systems, such as e-buses with


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system’slikeABB’sOPPcharge,etc.Therearealsosomebottom-uppantographmountedsystemsasseenonsomepublice-bus roofs.Theelectricbus isdrivenunderneath thechargingstation,whichconsistsofabipolarcatenary.Thebusdriverstartsthechargingprocedurebyraisingthepantographtothecatenary,andstopsitbyloweringthepantographagain.SAE’sJ3105overheade-buschargingsystemsarecompatiblewithbothroof-mountedpantographsaswellasinvertedpantographsystems,offeredbySchunkandothersuppliers.

RECOMMENDATION#10–SiteDesignRecommendationsInstallallelectricalinfrastructuresystemstoaccountforatleastfour150kWDCFCstationstalls.ToprotectTCEQ’sinvestment,theagencyshouldpartiallyfundoversizedconduit,electricboxesandtransformerpadstoaccountforfutureincreasesinthenumberofchargersandlaterupgradesforheavydutychargingstations.


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Sites need to be designed to have the proper electrical infrastructure for stations to operateproperly. Understanding how these stations work is key to designing the proper electricalinfrastructure. Due to the accelerated adoption of EVs it is important to design sites for futurescalabilityandexpansionofchargingstations.Thiscanreducefutureexpansioncostsconsiderablywithsmartplanninganddesign.Futureproofingsitesshouldincludeextendedeaseofaccessibility,installing over-sized conduit, larger transformer pads and installing excess panel capacity. Ease ofaccessisimportantforallaroundcustomersatisfaction.Sitesshouldbedesignedsodriverscaneasilyaccessstations,gettinginandoutefficiently.RECOMMENDATION#11-ConsumerProtectionsandPricingChargingcompaniesshoulddisclosethepricetochargetocustomerspriortopurchaseincludinganyvariationsofpricebasedontimeofuse,utilitycompanydemand,peakpowercharges,etc.RECOMMENDATION#12-ProtectingStrandedAssetsinCaseofChargingCompanyBankruptcyTCEQshoulddevelopwithamechanismtoassureprotectitsinvestmentinthecasethatachargingcompanygoesbankrupt.Thismechanismwouldassurethansuccessorcompaniescouldtakeoverthestationsothatitdoesnotbecomeastrandedasset.RequiringOCPPcanassurethatthechargingstationcanbeelectronicallyreused.RECOMMENDATION#13– Allow Long-Term Leases for Charging Stations TheTCEQshouldallowlong-termleasestosufficeandthegranteeshouldprovideTCEQwithacopyoftheprovisionalagreement

Typically,thegranteewillownandoperatethestationthatisonasitehosts’propertyunderalong-termuseagreement.Thegranteemayormaynotpaytoleasethesite,butshouldprovideacopyoftheprovisionalland-useagreementtotheTCEQ.RECOMMENDATION#14-FundingEquityReservea25%ChargingInfrastructureSet-Asideformulti-familyapartmentcomplexes,street-sidechargingunits,andpublicfacilitiesinlow-incomecommunities.Equityshouldbeacorevalueasweembarkonthisnewelectrictransportationfuture,andtherefore,weshouldensurethatchargingstationsbelocatedequitablyacrossIncomeclasses.22%ofTexansarepoor. Low income communities have historically been exposed to far higher levels of dieselparticulates,affectingtheirhealthatagreaterproportionthanthegeneralpopulation.Morethan50%oflow-incomefamiliesrent,andawhopping30.2%oftheirincomegoestotransportationcontrasted


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tojust13%foraveragefamilies.ElectricvehiclescansignificantlyreducethetransportationcostsforthispopulationasstudiesprovetimeandagainthatthefuelandmaintenancecostsofowninganEVareaboutone-thirdofthatofaconventionalgasoline-fueledcar.Moreover,aConsumerReportsstudyfoundthatcurrentlysignificantlycheapertobuyausedEVthanasimilarqualitygasoline-fueledcar–andEdmundsrecentlyreportedthatthetopfivefastest-sellingusedcarsrightnowareallHybridandElectricvehicles.Clearly,thisisakeenlyappropriatetimeinourstate’stransportationfundingprocesstoprovideforlow-incomeaccessibilitytoelectricvehiclecharginginfrastructure.

RECOMMENDATION#15-HeavyDutyVehicleReimbursementTheHeavy-DutyVehiclereimbursementshouldbeincreasedfrom60%to80%toprovidea“tippingpoint”incentivelargeenoughforthetruckingindustrytoelectrify,therebyreducingdieselemissionssignificantly.Afleetownerthatparticipatesinthisprogramwillhavetodestroytheenginesofthevehiclesreplaced,losingresalevalue.Increasingtheincentivepaymentto80%willhelpoffsetthatlostincomestream.ArecentreportbyUniversityofHoustonResearchersforPublicCitizenentitledtheEvaluationoftheAirQualityImpactsofNewTechnologies,EmissionsControlsandFleetElectrificationintheHoustonMetropolitanAreafortheYear2040foundthatelectrificationofthefleetofheavydutytrucksintheHoustonareascouldhaveaprofoundeffectonNOxandPM2.5emissionsintheHoustonarea.Thisstudydemonstratewhyinvestmentinelectricheavy-dutyvehiclesissuchawiseidea.TheBusinessAsUsual(BAU)caserepresentsa“worstcase”scenariowithnonewtechnologyvehiclesbeing incorporated into the fleet - andwithout the existing fleet being retrofitted. TheModerateElectrification(ME)caseisbasedontheassumptionsofaBloombergNewEnergyFinance(BNEF)2016report which predicted that 35% of global vehicles would be electric by 2040. The AggressiveElectrification(AE)caseassumesafractiontwicethatoftheMEcase(70%).CompleteTurnover(CT)represents a scenariowhere the total fleet compriseseither state-of-the-art technologyor electricvehicles.


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ThechartsbelowillustratethereductionofPM2.5andNOxemissionsthatwouldresultfromeachscenario.


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Thechartbelowillustratesthereductionofemissionsfromeachscenario.


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RECOMMENDATION #16 – Minimum DCFCs and “Future-proofing” Require charging stations to have a minimum of four 150 kW DCFC chargers and fund largertransformerpadsandconduittoenablestationstobeupgradedinthefuturetoaccommodatethedemandof four additional 350-kWDCFC chargerswhich can serve theneeds of future light andheavy-dutyvehiclesand/orbepairedwithstationarystorage.TheDCFCstationwillconnecttothelocaldistributionsystemintheareathroughaseriesofdeviceswhichwill need tobeproperly sized tomeet the chargingdemand.Transformerpadsandconduitshould be oversized to allow for future additional, higher power charging stations to be installedwithoutneedingtoretrenchorpournewpads.Transformersshouldnotbeoversizedinanticipationofapotentialfuturestationupgrade,butratherupdatedatthetimethestationisupgraded.ADCFCstationwithfour150-kWchargerswouldhaveapeakdemandof600kWandastationwithfour350-kWwouldhavepeakdemandof1,400-kW(asignificantincreaseincostofchargers,butnotin the conduit andprep labor). ElectrifyAmericahas announced thedeploymentof 2,000350-kWDCFCsbytheendof2019,butvehiclescapableofchargingatthe350-kWdemand(usingliquid-cooledcables)arenotyetavailableforsale.2,000kW(sufficientfor4x150kWplus4x350kW)isasignificantloadadditionrequiringcareful sitingandcollaborationwith the localTransmissionandDistributionProvider.Forcomparison,alargetravelcenterortruckstopmayhaveamaximumdemandof500-kW.TheCityofLuling,locatedonIH-10betweenSanAntonioandHouston,hasapopulationof5,878andhasapeakelectricdemandjustover12,000kW. Source for EA Announcement: https://arstechnica.com/cars/2018/04/electrify-america-will-deploy-2000-350kw-fast-chargers-by-the-end-of-2019/

GridImpact The grid is used to transport electricity from power plants to electric customers has two majorcomponents.ThefirstcomponentoftheERCOTgridisthetransmissionsystemmadeupofhighvoltagepowerlinesthattransportelectricityfrompowerplantstoelectricalsubstationslocatedthroughoutthestate.TheERCOTsystemhasover40,000milesofelectrictransmissionlineoperatingbetween69,000voltsand345,000volts.Ingeneral,transmissionlinesoperatingathighervoltagescancarrymorepower.Atelectricalsubstations,thehighvoltagepowerontransmissionsystemisloweredanddeliveredtoelectriccustomersacrossthesecondmajorcomponentofthegridcalledthedistributionsystem.Inurban areas, some distribution systems can operate at voltages as high as 35,000 volts butmostdistributionsystemsinERCOTaredesignedtooperateat25,000voltsor12,500volts.DistributionlinesservingDCFCstationswillneedtohavethreeseparatewiresorphasestocarrypowerandaneutralorgroundwireonthesamepoleorinthesameconduit.


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Source: ONCOR TheimpactthatDCFCstationswillhaveonthegridwillbedifferentforlightdutyvehiclessuchascarsandheavy-dutyvehiclessuchastrucks.The impactstothegridwillalsovarybaseduponthenumberofDCFCstationsinaparticularlocationandthechargingtimeforthevehicles.TheDCFCstationwillconnecttothelocaldistributionsystemintheareathroughaseriesofdeviceswhichwillneed tobeproperly sized tomeet thechargingdemand.ADCFCstationwithsix50-kWchargerswouldhaveapeakdemandof300kWandastationwithsix150-kWwouldhavepeakdemandof900-kW.Forcomparison,alargetravelcenterortruckstopmayhaveamaximumdemandof500-kW.TheCityofLuling,locatedonIH-10betweenSanAntonioandHouston,hasapopulationof5,878andhasapeakelectricdemandjustover12,000kW.


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Source:IdahoNationalLaboratoryLevel1and2charginghasminimalgridimpacts,butstationsofmultiplehighpowerDCFCcanpresentchallengestothedistributionsysteminsomecases.Typically,thesedeploymentswillrequiresomedistributionsystemupgradestodeployincludingtransformersandconduit.Insomelocations,thelocalsubstationmayneedtobeupgraded.WhensitingDCFCstationsananalysisofthepoweravailabilityshouldalwaysbeanearlystepandarequirementforapplicantsEVchargingequipmentoftenhaschargemanagementcapabilities.Utilitiescandevelopprogramstoutilize the ability to curtail load from DCFC to help balance the grid in certain circumstances. EVcharginginfrastructuredevelopersshouldinquirewiththesite’selectricityprovidertolearnaboutandcomplywithanysuchprograms.


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ElectrifyAmericaPlanThesemapsshowwhereElectrifyAmericaisplaningtheirtoputchargers.

• FirstPhase I-35CorridorandHouston

SecondPhasealongInterstatesEstimated64stationsAbout77milesapart–max120miles


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ApproximateLocationsbyElectrifyAmerica

Location TxETRA Plan

TxEV Station No. EA No.

Socorro Yes 7 1a Van Horn Yes 6 2a Intersection of Hwy20 and Hwy10 No - 3a Odessa Yes 32 4a Ft. Stockton Yes 5 5a Howard Yes 41 6a Abilene Yes 30 7a Decatur No - 8a Collin No - 9a Gainsville Yes 43 10a Sulphur Springs Yes 35 11a Waco Yes 20 12a Round Rock Yes 19 13a San Marcos Yes 56 14a Kernville No - 15a Ozona Yes 3 16a Buffalo Yes 24 17a Huntsville Yes 50 18a Houston Yes 16 19a Amarillo Yes 39 20a Shamrock Yes 42 21a

Other Texas charging programs that offer Level 3 DCFC charging include, Tesla, EVgo, Austin Energy, and Blink.


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CostEstimates:TxETRAestimatesthecostofafour150kWDCFCstationisapproximately$250,000.With78stationsrecommendedinthisreport,therequiredfundstocompletethisphaseofEVinfrastructurecoveragewouldtotal$19.5Million.Assuminga50/50splitbetweenVWfundsandprivateinvestment,VWfundswouldcover$9.75MillionfortheDCFCinfrastructure.Thecharginginfrastructureset-asideformulti-familyapartmentcomplexes,street-sidechargingunits,and public facilities in low-income communities in recommendation #14 would amount to $7.6Million.With$30.4MillionofVWfundsavailable,therewouldbe$13.05Million($30.4-$9.75-$7.6Million)availableforadditionalDCFCstationsorforotherpurposes.

Conclusion: TheTCEQ’sdecisionsonthestandardsandlocationsusedtodeploychargingstationsacrossthestatecanhaveprofoundimpactontheevolutionoftheelectrifiedtransportationsysteminTexas.Iftherightstandardsforequipmentandlocationareputinplaceitcandramaticallyreducepollutionresultingfrom the transportation section by increasing consumer confidence. The decisionsmade in aboutstandardsinthisroundofgrantscanhelpassurethatTCEQ’sinvestmentwillpayoffformanyyearstocome. Inaddition, itcanlaythepavingstonestoshift low-incomefamiliesfromhighcostgasolinepoweredvehiclestolowercostEVswhilereducingpollutionintheircommunities.


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References: Source Link From Gas to Grid: Building Charging Infrastructure to Power Electric Vehicle Demand RMI

https://www.nrel.gov/docs/fy17osti/69031.pdf

NREL Plug in America

https://pluginamerica.org/get-equipped/find-an-ev-charging-station/

Evergy.GOV https://www.energy.gov/science-innovation/vehicles Evergy.GOV https://www.nrel.gov/docs/fy17osti/69031.pdf Edison Electric

http://www.eei.org/future/Pages/story.aspx?sid=124_National

Drive Electric Week 2018 National Plug-in Electric Vehicle Infrastructure Analysis

https://www.nrel.gov/docs/fy17osti/69031.pdf https://greentransportation.info/ev-charging/range-confidence/chap8-tech/ev-dc-fast-charging-standards-chademo-ccs-sae-combo-tesla-supercharger-etc.html

EV DCFC standards – CHAdeMO, CCS, SAE Combo, Tesla Supercharger, etc.

http://www.electrictechnologycenter.com/pdf/Volume%202%20CCET%20-%20Texas%20Triangle%20Plan%20Oct%202012.pdf

Electrify America https://www.electrifyamerica.com/ EVTRIP Planner https://www.evtripplanner.com/efficiency.php EVgo https://www.evgo.com/ Tesla https://www.tesla.com/supercharger DOE https://www.afdc.energy.gov/laws/

Documents

Comments of The Texas Electric Transportation Resource ... · 29 Mineral Wells 20 138 kV / Lipan_8 30 Abilene 20 138 kV / Abea4A 31 Colorado City 20 138 kV / Saltmine 32 Odessa 20