SPECIAL REPORT Electric Vehicles Roadmap Initiative

The Chair’s Initiative of Oregon Governor Kate Brown 2021 Dear Friends and Colleagues,

One thing was clear as we developed the central policy as: meeting the increased demand on the grid from the initiative of my year as Chair of the Western Governors’ growth of EVs; how to use smart workforce investments Association: It should put the people of the West above to train and build a robust EV workforce, and how to all else. Because that’s how Governors approach their support EV adoption and infrastructure in rural areas. work with WGA: We set aside political differences to help the entire region succeed. The fruits of that labor are represented in this report. For one, the work of the Initiative has resulted in an umbrella The Electric Vehicles Roadmap Initiative doesn’t represent agreement among several western states on a shared the policy of one side or another. Instead, it promotes set of principles regarding infrastructure planning. And collaboration across the aisle and across the West to the report contains specific recommendations on federal elevate and energize an issue that states are already policy issues that affect public and private investments in working on, both individually and collaboratively. EV infrastructure across the West, including opportunities for Congress and the Administration to leverage multi- Collaborating on electric vehicle (EV) infrastructure state partnerships to effectively deploy federal EV isn’t a new idea. The first charging stations were infrastructure funds and pursue legislative changes to installed in 2011 for what has become the West Coast improve the business case for EV charging infrastructure Electric Highway. It now stretches north from California deployment at federal rest areas. through Oregon, Washington and into British Columbia. Similarly, the Regional Electric Vehicle Plan for the West EV design, manufacturing, sales and maintenance, and was established in 2017 by the Governors of Arizona, infrastructure deployment represents a valuable and Colorado, Idaho, Montana, Nevada, New Mexico, Utah, growing economic opportunity across the West. Western and Wyoming. states are leveraging creative public-private partnerships to encourage EV drivers to visit and support rural Like any other big idea, EV infrastructure planning and communities, and the growing medium and heavy-duty deployment requires continued coordination and shared EV sectors will lead to economic opportunities in both investment across multiple parties to keep growing urban and rural communities. efficiently. It was our goal to determine how best to do that. We started with a series of Initiative work sessions We all recognize that a robust and efficient that assembled the brightest minds from the public and transportation sector is key to meeting future economic private sectors, including EV manufacturers, charging goals and connecting businesses to regional and station network operators, utilities, and technical and international markets. The Electric Vehicles Roadmap nonprofit experts, and focused on the hard questions Initiative helps create a roadmap to that future. of infrastructure, finances, and logistics that affect EV With warmest regards, planning.

And we tried to understand those issues across the region, from major cities to tiny rural communities, because we knew the best solutions would be the ones that benefit everyone.

After the work sessions, WGA hosted a series of webinars Oregon Gov. Kate Brown and podcasts that further explored central issues, such WGA Chair

2 • WESTERN GOVERNORS’ ASSOCIATION Dear Friend of the West,

One of the distinguishing characteristics of a WGA Chair Initiative WGA owes an enormous debt of gratitude to the multiple is that it drives to action. So it is with Chair Kate Brown’s Electric state officials, utility representatives, EV and equipment Vehicles Roadmap for the West. manufacturers, and transportation infrastructure experts who contributed to the success of this project. We offer a Among other things, the yearlong effort has produced an special note of thanks to the National Association of State agreement among multiple western states to coordinate on Energy Officials, which manages the Regional Electric Vehicle electric vehicle (EV) infrastructure. This agreement will have Plan for the West, for its active participation in and support a demonstrably positive effect on our region for years to of the initiative. come. Moreover, the initiative is an excellent illustration of the bipartisan and cooperative nature of the policy work of Western The Electric Vehicles Roadmap is a recent but hardly isolated Governors. example of Western Governors – the most effective group of bipartisan elected leaders in the country – leading A penetrating examination of multiple EV issues – conducted the way. I am especially grateful to Chair Brown for her through focused work sessions, webinars, and podcasts – clear vision and dedication to this project. Under her revealed a suite of challenges common to all western states. This outstanding leadership, Western Governors have continued report elucidates those challenges and offers specific suggestions to demonstrate that bipartisanship is not a talking point but for overcoming them. WGA urges Congress and the Administration an essential component of effective governance. to pay particular attention to the bipartisan proposals for federal action contained at the end of the report and to integrate those Respectfully, recommendations into legislative measures and agency planning.

Efficient EV infrastructure planning and development requires coordination among multiple entities, including vehicle manufacturers, EV charging station developers, utilities, and state and local agencies. WGA is proud to have facilitated collaboration among these and other parties, and we are confident that this report will be a catalyst for expanded cooperation on EV issues Jim Ogsbury across geographic and political boundaries. WGA Executive Director

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 3 INTRODUCTION Oregon Governor Kate Brown launched the Electric Vehicles Roadmap Initiative in July 2020 to examine opportunities to improve the planning and siting of electric vehicle (EV) charging infrastructure in western states.

The Chair Initiative of the Governor assembled states engaged in the West Coast Electric Highway (which includes California, Oregon and Washington) and the Regional Electric Vehicle Plan for the West (REV West, which includes Arizona, Colorado, Idaho, Montana, Nevada, New Mexico, Utah and Wyoming). Together, they assessed opportunities for enhanced coordination on voluntary technical standards related to EV infrastructure hardware, payment Initiative Work Session Series methods, signage, and best practices for WGA designed and facilitated a biweekly, virtual work session series during the fall of siting and location. 2020. Work sessions examined key EV topics raised by state officials. Work session participants included representatives from Governors’ staff and state agencies, utilities The work of the Initiative has resulted in and electric cooperatives, EV manufacturers, charging station network operators, and an umbrella agreement among the states nonprofit organizations with EV expertise. WGA hosted sessions on: participating in these sub-regional efforts. States have developed a shared set of 1. Opportunities to Support the Battery EV and Hydrogen Fuel Cell EV Sectors principles regarding EV infrastructure 2. Supporting the Medium and Heavy-Duty EV Sectors planning and identified a suite of voluntary standards to optimize the 3. Examining Utility Investment and Rate Structures effectiveness and accessibility of public 4. Streamlining Permitting and Siting and private EV infrastructure investments. 5. Exploring Charging Station Inconsistencies Across States In addition to facilitating western states’ 6. Coordinating State Investments Along Tourism Corridors discussions, WGA brought together key 7. Expanding EV Fleets in Urban and Rural Areas stakeholders at work sessions to explore important issues affecting EV adoption and 8. Identifying Opportunities for Coordination between States and Clean Cities Coalitions infrastructure deployment in the West.

WGA also hosted webinars and a podcast the West. The recommendations Throughout the Initiative, WGA series that provided a public forum to encourage Congress and the explore grid infrastructure, financing examined EV topics of critical interest Administration to: and workforce issues influencing EV to western states, such as differences in EV use cases in urban and rural infrastructure planning and investment. • Leverage multi-state partnerships communities and the availability to effectively deploy federal EV This report presents findings from of tailored utility program offerings infrastructure funds; these work sessions, webinars and for EV drivers. WGA and Initiative podcasts, and examines state programs • Promote flexibility within the Federal participants also looked at access and coordination opportunities; grid Highway Administration’s Alternative to EV dealerships and maintenance infrastructure planning and the role of Fuel Corridors Program; technicians and states’ capacity to utilities; medium-duty (MD) and heavy- support EV investments. These issues duty (HD) EVs; EV fleets; permitting • Enhance EV infrastructure deployment speak to disparities in EV adoption and siting practices; and economic and opportunities at federal rest areas; and infrastructure deployment across workforce development opportunities the West. The report’s findings and associated with EVs. • Support the U.S. Department of Energy Clean Cities Coalition program; and recommendations provide useful In addition, the report contains targeted insights for Governors, states, recommendations on federal policy • Create efficient permitting and utilities and local entities evaluating issues that affect public and private siting practices for EV infrastructure possible EV policies, programs and investments in EV infrastructure across installations on federal lands. investments.

4 • WESTERN GOVERNORS’ ASSOCIATION FINDINGS AND RECOMMENDATIONS

KEY FINDINGS Section One: State Programs and Multi-State Collaboration Opportunities Many western states already support EVs. Consumers have a wide range of EV Adoption and Infrastructure Planning EV adoption and investments in EV EV options to choose from, with varying Planning and buildout of EV charging infrastructure in a variety of ways. levels of access to battery EVs (BEVs), networks is often described as a “chicken These include: deploying charging hybrid EVs (HEVs), plug-in hybrid EVs or egg” paradox whereby a requisite infrastructure investments with state and (PHEVs), and even hydrogen fuel cell amount of EV charging infrastructure is Volkswagen settlement funds; creating EVs (FCEVs). Annual purchases of EVs needed to serve EV drivers. At the same statewide transportation electrification range from the low hundreds in some time, a sufficient number of vehicles plans; entering strategic partnerships western states to approximately 150,000 are necessary to economically support with charging station network companies; in California. deployment of that infrastructure. offering EV purchase rebates; and The U.S. Department of Energy’s Argonne The level of consumer adoption and coordinating with utilities on novel rate National Laboratory tracks monthly availability of EV charging in a particular designs for residential and commercial sales of passenger EVs. In April 2021, area will invariably affect whether a state EV charging. nationwide sales included 73,110 HEVs elects to prioritize consumer EV adoption The actions that individual states (22,170 cars and 50,940 light trucks); strategies, such as vehicle rebates, or prioritize are influenced by their 45,105 plug-in vehicles (32,115 BEVs and charging infrastructure buildout. In many citizens’ interest in and purchase of 12,990 PHEVs); and 397 FCEVs. cases, states are pursuing these adoption

Know Your Terminology

This report references a variety of technical terms commonly used in the EV sector. Here is information about some important EV and electric system terms and topics.

Charging Levels Charging Speed The speed at which charging equipment fills an EV’s battery depends on EV drivers can charge their vehicle via three multiple factors, including the charging equipment level, the vehicle range, methods, or “levels,” with the charging rate the battery’s acceptance rate, and the amount of stored electricity in the increasing with higher levels. battery. Level 1 charging can take upwards of 12 hours to fill the battery; • Level 1 charging is almost exclusively Level 2 charging can take a few hours; and some DCFC equipment can fill a completed at home and allows EV drivers battery in approximately an hour. When using DCFC equipment, the rate of to conveniently charge overnight. Level 1 charge decreases when a vehicle’s battery is approximately 80% full. This charging equipment is compatible with a practice helps optimize battery life. standard, 120V outlet. Three-phase Power • Level 2 charging can be completed either at Three-phase electric power is the most common system of electricity home or at public charging stations. Level generation, transmission and distribution and is used to power heavy 2 charging equipment utilizes a 240V outlet electric loads. By contrast, single-phase power systems can be found in rural and is often sited at workplaces, hotels areas with less overall electricity usage. The presence of three-phase power and shopping malls. Both Level 1 and 2 infrastructure can help support high-capacity EV charging installations and charging use alternating current. reduce project costs associated with EV charging infrastructure deployment.

• Direct Current Fast Charging (DCFC), Volkswagen Settlement Funds sometimes referred to as “Level 3,” utilizes Many initial investments in EV charging infrastructure have been supported specialized equipment to deliver direct by funds distributed to states and territories as a result of the 2016 current power to the vehicle’s battery. This emissions settlement between Volkswagen and the U.S. government. process supports faster and more efficient Approximately $3 billion in Environmental Mitigation Trust funds has been charging. DCFC stations are often located made available for states and territories to subsidize vehicle adoption, along highway travel corridors and in technology conversions, or charging and fueling infrastructure deployment urban locations with high visitation, such that reduces emissions. States and territories may use up to 15% of their as grocery and retail stores. allocated funds to support EV charging infrastructure deployment.

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 5 EV 101 Document Approximate Approximate Range Level Equipment Use Cases WGA developed an “EV 101” Power per Hour document that summarizes of Charging technical aspects of different 120V (standard) kinds of EVs and their respective outlet, charger charging or fueling technologies. 3-5 miles/ provided with vehicle The document provides accessible 1 1-3 kW hour of purchase Home, overnight technical descriptions of BEVs, HEVs, charge Connector: J1772, PHEVs, and FCEVs, and different Tesla adapter levels of EV charging technologies. 240V outlet, home Home, workplace, 3-19 kW 14-35 miles/ charger usually sold parking garages, separately 2 Typically hour of grocery stores, and infrastructure deployment strategies charge hotels, shopping 6.2-7.6 kW Connector: J1772, in tandem. Tesla adapter centers, etc.

While many western states are leaders 50 kW: 2-3 Dedicated 480 V Highway and 50 kW, on EV planning, there are a suite of miles/minute outlet, required amps travel corridors, 150 kW, issues that complicate public and private for a dedicated circuit shopping centers, 3 350 kW 150 kW: 6-9 planning efforts. A key challenge is how range from 60 to 420 grocery stores (DCFC) miles/minute to optimize investments in infrastructure Typically Connector: CCS, *Most PHEVs can 350 kW: 12-18 to address consumers’ “range anxiety” 50-150 kW CHAdeMO, Tesla only use Level 1 – the concern that they will be unable miles/minute Supercharger and 2 equipment. to charge their EV before its battery is depleted. Multiple consumer studies have cited either vehicle cost or range power. The absence of three-phase power usage reports, which can be especially anxiety as the main factor inhibiting can either preclude or add substantial useful for station operators or site hosts purchase of an EV. Concerns about the costs to the installation of DCFC stations who must complete state or federal length of time to charge an EV and the in rural areas. Given that DCFC stations reporting requirements. need to plan charging stops on long trips provide comparably quick vehicle Due to their enhanced functionalities, are other common factors that reduce recharge times, this grid infrastructure initiative participants from states, consumer interest in purchasing an EV. challenge has significant effects on the utilities and charging station network development of charging networks that companies all expressed preferences Prospective EV owners may not be aware support convenient, regional EV travel. for installing networked chargers. of the ability to charge their vehicles These grid infrastructure limitations and Participants did share examples, such at home. In a 2019 study, the Electric costs also influence how states balance as installations at national parks, where Power Research Institute estimated investments in Level 2 and DCFC stations non-networked chargers provided a that approximately 80 percent of and support the creation of functional EV useful solution. charging is accomplished at home, charging networks within their borders. 15 percent is completed at work, and While many western states are focused The availability of either cell phone 5 percent occurs at public charging on planning and siting EV charging service or onsite wi-fi is another factor stations. While proportionally little infrastructure along travel corridors, that can influence EV infrastructure charging is conducted at public stations, a number are beginning to place planning and siting. A lack of increasing the availability of both urban additional emphasis on identifying connectivity can inhibit the use of app- and corridor charging stations could charging solutions for residents who lack based/smartphone payment systems help address consumer range anxiety access to home or workplace charging. and prevent a charging station from concerns. Aside from providing additional Increasing access to charging solutions in being “networked.” Networked chargers charging capacity and convenience, the urban areas and at multi-unit dwellings are digitally connected to a larger increased prevalence of public charging requires close coordination between infrastructure network and contain infrastructure plays an important role in municipalities, utilities, property owners technology that enables enhanced consumer perceptions of EV technology and charging network operators, and can functionality of the individual charging and purchasing considerations. help increase consumer access to EVs, station. Common functions of networked especially for residents who do not have Other crucial factors affecting states’ chargers include electricity consumption access to a private garage or designated EV planning efforts involve barriers to tracking, visibility on mapping platforms parking space. physical and digital infrastructure in less and remote maintenance accessibility. populated areas. For example, many rural Many networked chargers can also Initiative participants also discussed how areas in western states lack three-phase generate energy consumption and driver multiple western states have sought to

6 • WESTERN GOVERNORS’ ASSOCIATION EV Charging Technologies and Costs

The costs of installing EV charging Level 2 DC Fast infrastructure depend on multiple local Commercial Charging factors, including the charging station CC Reader CC Reader $325-$1,000 $325-$1,000 level, the presence or absence of electric supply infrastructure (transformer, Network Contracts Network Contracts $200-$250/year/station $200-$250/year/station conduit, etc.), and the physical readiness of the site itself. This graphic shows Data Contracts Data Contracts $84-$200/year/station $84-$200/year/station Transformer various, approximate costs associated $20,000-$150,000 with EV infrastructure installation. Installation Installation $600-$12,700 (avg. $3,000) $4,000-$51,000 (avg. ~$21,000) Installation costs, especially for DCFCs, tend to be higher in rural areas where Unit Unit $400-$6,500 $20,000-$150,000 electric service upgrades are needed.

promote consumer EV access by enacting led some states to prioritize “future- regardless of location or vendor, that legislation that allows EV manufacturers proof” charging infrastructure projects takes only a few minutes to complete. to sell their vehicles directly to that have adequate electric capacity The process of charging an EV currently consumers outside of the traditional to support the addition of advanced, lacks this level of uniformity due to franchise dealership model. ultra-fast DCFC stations. The ability differences in charging levels and of individual states to support these equipment across vehicle manufacturers Technological Advancements projects, however, is highly dependent and charging network operators. The rapid pace of change with EV battery, upon their own budget capacity, local vehicle and charging technology is cost and infrastructure factors, and To promote consumer accessibility and enabling increased driving ranges and the status of EV infrastructure buildout acceptance and a more predictable charging speeds. While these innovations within the state. user experience, some western states are helping to make EV ownership more have adopted regulations addressing convenient and reduce consumer range Charging Equipment EV charging station hardware, payment anxiety, they do have effects on state EV The process of charging an EV is methods, display screen requirements, planning. For example, some new DCFC naturally compared to filling an internal and other technical and design factors. stations provide up to 350 kW of charging combustion engine (ICE) vehicle with The most common cause of confusion output, which enables newer EV models gasoline or diesel fuel. ICE drivers for prospective EV drivers centers on the with a high power acceptance rate to be have become accustomed to an use of different charging connectors for charged very quickly. This innovation has easy, standardized fueling process, various charging practices.

Heavy-Duty Charging Connector

Vehicle manufacturers, charging station developers and the scientific research community are currently engaged with testing and developing a global Megawatt Charging System (MCS) standard for HD EV charging. There is a desire in the HD EV trucking sector to avoid the costs and confusion associated with the lack of a single, standard connector for LD EV charging. The Charging Interface Initiative (CharIN), a non-profit association focused on e-mobility solutions, is leading the development of this inlet hardware and connector technology in concert with the EV industry.

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 7 California Permitting Guidebooks

The California Governor’s Office of Business and Economic Development has developed state charging station and hydrogen fueling station permitting guidebooks, which provide guidance to private industry, utilities and local agencies on siting considerations, safety concerns, and permitting best practices. Charging station and hydrogen fueling representatives involved in the Initiative provided positive feedback on the utility of these guidebooks and encouraged other western states to consider developing similar, state- specific resources.

Level 1 and 2 charging, for example, is per-minute basis, which provides less accomplished with a North American transparent information on electricity West Coast Clean standardized connector (SAE J1772) and received. Throughout the Initiative Transit Corridor is compatible with all non-Tesla EVs. work session series, charging station However, in a DCFC context, there are representatives highlighted that certain The West Coast Clean Transit currently three common connectors: states classify charging station operators Corridor Initiative (WCCTCI), a CCS Combo, CHAdeMO, and Tesla as “public utilities,” which impedes study commissioned by nine Supercharger. The CCS Combo standard their ability to offer $/kWh pricing. One electric utilities and two agencies is used by most American and European charging station participant emphasized representing more than two dozen plug-in EVs, the CHAdeMO standard that whether their company is classified municipal utilities, assessed grid is used by most Japanese and Korean as a “public utility” is the regulatory issue infrastructure readiness for MD automakers, and the Tesla Supercharger with the largest effect on their business and HD charging infrastructure is only compatible with Tesla models. practices. deployment along Interstate Most public DCFC charging stations are 5 and connecting highways in Multi-State Collaboration equipped with both CCS and CHAdeMO California, Oregon and Washington. connectors. Tesla operates its own DCFC Many western states are working across The engineering firm HDR helped network of Tesla Superchargers. geographic and political boundaries conduct the corridor analysis and to support the creation of functional, provided an overview of results Ongoing coordination between states, regional EV charging networks. The West during an initiative work session. vehicle manufacturers, and charging Coast Electric Highway and REV West The study showed many utilities network operators can help support agreements provide forums for planning have sufficient capacity to support the creation of appropriate guidelines and investment on a regional basis and grid interconnections in urban areas that promote an accessible, consistent are helping support the expansion of EV for proposed MD charging sites, but charging experience while leaving room charging corridors that deliver connectivity that most proposed HD charging to support innovations in charging and economic benefits to multiple states. sites would require a new substation hardware equipment, payment methods, and line interconnection. In rural Through the Initiative, several and communication protocols. areas, capacity constraints would Western Governors have agreed to affect the siting of some MD charging Current and prospective EV drivers also an EV infrastructure Memorandum of sites. Daimler Trucks North America expect fair and transparent pricing Understanding (MOU) that seeks to and Portland General Electric have information. In many states, EV charging is promote coordination among states opened a first-of-its-kind, publicly billed on a dollar-per-kilowatt-hour engaged in the West Coast Electric available HD charging site, known as ($/kWh) pricing schedule, which provides Highway and REV West. The MOU includes “Electric Island,” that is aligned to the a direct measurement of the electricity an appendix of voluntary minimum blueprint of the WCCTCI. dispensed into the vehicle’s battery. In standards to assist state agencies with EV other states, EV charging is billed on a infrastructure planning. (See it on page 20).

8 • WESTERN GOVERNORS’ ASSOCIATION EV Fleet Planning Tools

The Electrification Coalition recently launched its Dashboard for Rapid Vehicle Electrification (DRVE) tool. The DRVE tool is open-source and can be used by prospective fleet managers, including states, to better estimate costs associated with LD, MD, and HD fleet electrification.

The National Association of State Energy Officials is with working with state agency leads under the Volkswagen Environmental Mitigation Trust Settlement to develop a shared database of alternative fuel vehicle fleet data and associated charging and fueling infrastructure. The database, hosted by NREL’s LiveWire Program, will allow states to upload and aggregate common economic, energy, and emissions data from fleet purchases or infrastructure investments funded through the VW Settlement Trust. This shared data can then be leveraged by states as they work to support the adoption of electric vehicles and other alternative fuel vehicles.

Section Two: Grid Infrastructure Planning and the Role of Utilities

Utilities and electric cooperatives across demand response (DR) programs or will in a particular period, such as 15 or 30 the West are playing a central role in require physical upgrades is a common minutes. How these pricing structures EV infrastructure planning, education question for utilities and charging are designed has significant effects and investment. Planning and siting network operators. Initiative participants on the overall costs of EV charging public EV charging infrastructure often also discussed EV owners’ increasingly infrastructure, especially for projects requires close collaboration and shared common usage of at-home, Level 2 that result in a significant amount of investment between charging network chargers and the potential for localized electricity being consumed in a short operators, charging site hosts and local grid effects in areas where the use of this period of time. DCFC installations, MD utilities. WGA involved a diverse set charging hardware is prevalent. and HD charging sites and EV fleet of investor-owned utilities, municipal charging depots are all especially utilities, and rural electric cooperatives Rates and Demand Charges affected by these rate structures and any throughout the initiative to gather Many Initiative discussions focused on demand charges that may be directed to information on utility permitting and the role of utility pricing structures for the respective charging network operator, siting processes, infrastructure financing residential and commercial EV charging charging site host or fleet manager. models, and regulatory factors affecting use cases. On the residential side, utilities’ involvement with EV charging Demand charges can disproportionately utilities and electric cooperatives across infrastructure. affect rural areas that may experience the West are experimenting with “time- low initial utilization of EV charging Grid Infrastructure of-use” (TOU) programs that encourage infrastructure. While relatively little EV drivers to charge their vehicle when The majority of EV charging occurs at electricity may be consumed at these demand on the grid is lowest, usually home. While at-home charging currently sites on a monthly basis, the total overnight. These programs can reduce does not have major effects on overall costs to the charging network operator electricity grid loads, upgrades to overall strain on the grid and provide or site host can be relatively high if local distribution infrastructure may substantial cost savings to EV owners. multiple drivers are charging their EVs be needed to support the installation Initial results from certain utility TOU simultaneously. Since rate and demand of DCFC stations, MD and HD charging programs indicate that EV drivers can be charge structures vary greatly between sites, or commercial EV fleet charging willing to significantly alter their charging utilities and electric cooperatives and depots. The need for these upgrades can practices in exchange for reduced rates. across states, these costs could have be exacerbated in rural areas with less substantial effects on the private robust grid infrastructure. Utility rate structures and the effects of business case for deploying EV charging demand charges on the business case infrastructure, especially DCFC stations, The need to perform local distribution for commercial EV installations received in the rural West. network upgrades, such as the significant attention during Initiative installation of transformers at DCFC sites, work sessions. Utility bills often include Some utilities in western states are can add substantial costs and time to pricing breakdowns based not only on beginning to offer customized rates and EV charging projects. Whether localized the consumer’s overall electricity usage, demand charges for certain EV charging grid effects can be mitigated with but also the peak amount consumed use cases, such as transit agency buses.

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 9 During Initiative discussions, utility participants communicated appreciation for utilities that provide transparent information about EV-oriented rate structures and demand charges, as it allows other utilities and electric cooperatives to adopt best practices employed by those with more experience in addressing EV issues. Charging station and utility representatives also encouraged states and Governors to work with their respective public utility commissions (PUCs) and utilities to identify and promote rate and demand charge structures that support effective investments in EV charging infrastructure.

Utility Programs Many utilities and electric cooperatives manage programs that improve the business case for private EV charging infrastructure investment, support charging solutions for residential and commercial customers, and deliver educational materials on EV adoption and technologies. State regulations determine the degree to which utilities Many utilities and electric cooperatives projects, especially DCFC sites. These and electric cooperatives can invest in are also engaged with educational storage technologies can help deploy and manage EV charging infrastructure. campaigns focused on providing electricity to EV drivers when demand In some states, utilities may own and accessible information to their is high, thereby reducing grid strain operate all EV equipment, including customers on EV and charging and associated demand charges for the the charging stations. Utilities in technologies. Work session participants charging network operator or site host. other states are limited to managing discussed how these utility-led Initiative work session participants also electricity supply and service connecting education projects can address discussed examples of these storage equipment, often referred to as “make- consumer concerns or confusion technologies being used to limit the ready” infrastructure. Due to these with EV models and use cases, range need for grid infrastructure upgrades for differences, business models and anxiety, and vehicle recharging times. charging station sites located in rural relationships between charging station A non-profit organization initiative areas with less robust electric capacity. network operators, utilities, and site participant expressed frustration with hosts can vary across states. Initiative participants also discussed PUC regulations that limit the amount innovations with smart charging, vehicle- Utilities across the West are increasingly of funding that utilities can spend on EV grid integration (VGI) and vehicle-to-grid pursuing partnerships with charging educational campaigns. (V2G) technologies. These technologies station network companies and local can enable advanced communications businesses to deploy workplace charging Energy Management Innovations and the bi-directional exchange of solutions within their service territories. Innovations in load management electricity between EVs and the grid, These programs can help provide technologies, dynamic energy pricing leading to energy system resiliency additional charging options for EV structures, and energy storage benefits and the potential mitigation drivers, especially those without access technologies are helping to minimize of grid hardware upgrades. While many to at-home charging, and long-term overall strain on the grid, reduce the of these technologies are not ready revenue and marketing opportunities need for grid hardware upgrades, and for wide-scale deployment across for partnering businesses and site hosts. defray demand charge costs for charging the West, they are gaining state and One utility work session participant network operators and site hosts. For utility attention. Initiative participants shared that their workplace charging example, certain utilities and charging acknowledged that additional research sites are providing valuable data on station developers are assessing and modeling are needed to assess how load profiles and demand charges for opportunities to integrate energy these technologies may be integrated informing effective commercial charging storage technologies, such as on-site into various utility and regional use cases installations and rate structures. batteries, into EV charging infrastructure across the West.

10 • WESTERN GOVERNORS’ ASSOCIATION Section Three: Infrastructure Permitting & Siting

Authorities Having Jurisdiction flexibility to integrate these unique, local • States can clarify that EV factors into their planning procedures, charging station reviews are Municipal and county governments but Initiative participants suggested limited to health and safety serve as the “authority having that states can serve a valuable role requirements found under local, jurisdiction” (AHJ), meaning they have by promoting permitting best practices state and federal laws, and that primary responsibility for permitting and encouraging coordinated permitting local aesthetic or landscaping EV infrastructure. Given that the EV procedures across local jurisdictions requirements do not meet this sector is still developing, many of these within their borders. Identifying the threshold. localities have little experience with proper balance between adopting permitting and siting EV charging and regionally similar permitting procedures • States and utilities can develop hydrogen fueling infrastructure. Prior and preserving local flexibility could help educational materials that provide to submitting a permit application to promote more cost and time-effective information on EV charging an AHJ, charging station developers investments in EV infrastructure. and fueling technologies and and utilities may engage in substantial associated planning considerations planning processes related to local EV for local jurisdictions’ use. adoption and associated demand for Permitting and Siting Best Practices public charging, electric grid capacity, Initiative work session participants • Infrastructure siting partnerships access to rights-of-way (ROWs) and discussed multiple best practices that between gas stations and charging easements, and other factors that can promote permitting and siting station developers can eliminate determine the optimal location for predictability and efficiency for EV the need for local traffic studies. public EV infrastructure sites. The project developers, utilities and AHJs. • Projects can be expedited by exact processes and timeframes for These include: reviewing and approving these permit organizing pre-application applications can vary widely between • AHJs can streamline zoning reviews by meetings and designating single local jurisdictions, which can lead to designating EV chargers of all types as points of contact between charging confusion and frustration for project an “accessory land use.” station developers, utilities, and developers. local AHJs. These pre-application • AHJs can make permit application meetings can also help utilities There are significant differences in documents available to be conduct efficient screening reviews geography, technical expertise, staff downloaded and submitted digitally for proposed locations, thereby capacity, and ROW policies across with the ability to provide electronic saving time and money on full local jurisdictions. AHJs need the signatures. reviews.

11 • WESTERN GOVERNORS’ ASSOCIATION Section Four: Medium-Duty and Heavy-Duty EVs, EV Fleets

The sections above have primarily utility rate and demand charge issues access to robust grid infrastructure and focused on EV planning and discussed previously can be especially interconnection opportunities, but many infrastructure investment for passenger significant in MD, HD and fleet contexts. of these industrial zones are already and light-duty (LD) vehicles. The densely occupied. Identifying adequate developing battery and hydrogen fuel The charging schedules of MD and HD space needed for truck parking, charging, cell medium-duty (MD), heavy-duty EVs and EV fleets have substantial effects ingress, and egress can be another (HD), and EV fleet sectors present on charging costs, operational logistics, common challenge for MD and HD project even more complex challenges for and grid infrastructure. For example, developers. a transit agency that operates a fleet grid infrastructure planning, multi- of EV buses could plan its routes and Initiative participants also discussed party coordination, and infrastructure charging schedules to optimize the use differences between large and small EV permitting and siting. While the MD, HD of overnight charging and realize the fleet operators. While major delivery and EV fleet sectors are still nascent, benefits of associated low electricity companies and transportation network lessons learned from the LD EV sector rates. By contrast, an HD, long-haul truck companies may elect to construct and provide valuable insights on how to operators may desire faster charging to manage their own fleet charging depots, effectively plan for and support the meet shipping deadlines. There are many access to public charging infrastructure, infrastructure needed to charge and fuel charging use cases such as these that especially DCFCs, may help smaller these vehicles. Planning and developing can affect MD, HD, and EV fleet planning businesses integrate certain EVs into MD, HD and EV fleet infrastructure and operational costs. Advanced their existing fleet operations. It is projects can be time- and capital- technologies related to data analysis, worth noting that many MD EVs, such intensive and requires close, ongoing load management, and bi-directional as delivery vans and box trucks, can coordination between utilities, project charging will serve an important role in use standard LD charging equipment. developers and local agencies. the MD, HD, and EV fleet sectors in the Initiative participants recommended that years to come. MD EVs not be expected to rely on LD There are a wide range of EV fleet use charging sites, as they may have specific cases spanning the LD, MD and HD Project Challenges and Opportunities logistical needs, such as larger parking sectors in the West. Many state agencies spaces and the ability to pull through a have invested in LD EVs. Delivery The long planning horizons associated parking area. companies are deploying electric vans with planning and building MD, HD and box trucks. Municipalities are using and fleet charging infrastructure Total Cost of Ownership electric garbage trucks, and school have the potential to create project districts are purchasing more electric challenges. Transparent, predictable The “total cost of ownership” (TCO) is the school buses. While there are significant processes coordinated across project primary factor that determines whether differences in initial investment levels developers, utilities, local agencies and a public or private entity will invest in and operating strategies for these fleet managers are needed to ensure a particular EV technology or convert to various EV use cases, there are crossover that plans progress efficiently and an EV fleet. While many EVs have higher challenges related to planning, financing that major infrastructure upgrades, upfront costs than comparable ICE and optimizing fleet operations. such as the installation of sub- vehicles, savings associated with reduced stations, are not instituted late in the maintenance, federal and state rebate project development process. During opportunities, and more predictable fuel Grid Infrastructure the Initiative work session series, costs can lead to overall lifetime savings and Charging Use Cases state agency participants discussed for the vehicle or fleet. MD and HD EVs require substantially opportunities to better integrate energy more electricity to operate than and transportation system planning Determining the TCO for a particular EV passenger EVs and can pull much activities, and that MD, HD and fleet fleet can be challenging. Highly local more electricity off the grid in short charging projects could serve as useful factors related to planned routes, rider intervals, thereby exacerbating the case studies on electric infrastructure usage, terrain, and utility rate structures grid infrastructure planning concerns siting in highway ROWs. have significant effects on TCO. Given previously discussed in an LD context. the difficulties with generalizing the TCO The exact effects of MD and HD charging Aside from issues with grid infrastructure of EV fleets, work session participants sites on local grid infrastructure depend planning and investment, MD and emphasized the importance of local on technical factors related to existing HD charging station developers may demonstration projects for assessing electric delivery capacity, the ability to encounter challenges with access the potential success of major public EV integrate load management technologies, to suitable real estate for charging fleet investments. Common practices that regular charging schedules, and other station siting in urban areas. Existing can increase EV fleet costs include: not project-specific factors. Many of the industrial zones could offer optimal coordinating the fleet investment with

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 12 the local utility; not incorporating vehicle States can face challenges, however, expansion of EV fleets. Work session operation and maintenance training in procuring and financing EVs for participants discussed strategies to into the fleet purchase; and investing in fleet applications. Budget factors that ensure that EV fleet pilot projects expensive load management technology can inhibit state EV fleet investments scale properly and deliver all intended that is not recouped through regular include: narrow purchase windows that benefits to local communities or energy savings. do not align with state budget periods; riders. A broadly supported suggestion agency practices that require all focused on the need for fleet projects Initiative work session participants also funds to be allocated prior to vehicle to “pilot the end solution” and discussed the importance of identifying purchases; and a lack of reliable data integrate the charging or fueling whether battery electric, hydrogen on the resale value of particular EV equipment that would be used with fuel cell, or a combination of the two models (thereby complicating TCO a fully developed fleet. Conducting a technologies could provide the best calculations). Further, certain state fleet pilot project with high-capacity DCFCs, solution for a particular fleet. While needs may be insufficient to qualify for example, can provide valuable hydrogen fuel cell buses and fueling for bulk purchasing deals. To address feedback on charging schedules and infrastructure have higher upfront these barriers, state and local agencies utility costs, and generally create costs than battery electric buses and are increasingly pursuing multi- a more favorable environment for associated charging infrastructure, the jurisdictional bulk purchasing options, successfully scaling a project. Work faster refueling times for hydrogen fuel including through the SourceWell session participants encouraged state cell buses can enable more efficient platform and Climate Mayors EV EV program managers to examine how operations for certain fleets. Purchasing Collaborative. EV fleet funding applicants intend to State EV Fleet Purchases and Programs A few western states are beginning scale their installations and distribute Many western states have invested in EV to institute EV programs expressly funding to projects with a high fleets to support state agency operations. focused on supporting the creation or likelihood of successful expansion.

Section Five: Economic and Workforce Development

Economic Development the alternative transportation sector consumer and fleet EV adoption in the Many western states and communities was $22.13, 15.6 percent above the rural West. While the routine maintenance are seeking to leverage EV infrastructure geographically weighted median. needs, such as regular oil changes, for EVs to bolster local economic development are less than ICE vehicles, a lack of access Workforce Development initiatives. Some efforts have focused on to local EV experts and maintenance rural tourism opportunities, as EV drivers A number of states and utilities are offerings could create inconveniences for can explore downtown areas and support assessing how growing workforce needs rural EV owners. restaurants, shops and local tourism within the EV sector will affect vehicle EV maintenance and infrastructure attractions while their vehicles charge. adoption and infrastructure deployment. installation training programs are Partnerships between charging station The continued expansion of the EV expanding. The Electric Vehicle operators, state and local agencies, and sector will create additional demands for Infrastructure Training Program, tourism-oriented businesses can further workers engaged in vehicle design and for example, provides credentialed amplify the economic development software engineering, utility infrastructure curriculum for electricians seeking benefits associated with EV tourism. improvements, charging station installation and repair, vehicle maintenance, and many training opportunities with EV charging Employment opportunities in the EV and other EV and energy system sub-sectors. infrastructure installation and transportation electrification sectors are A lack of qualified workers to meet these maintenance. Expansion of credentialed growing across the nation and in the West. new workforce demands could affect the training programs such as these can The 2020 U.S. Energy & Employment Report overall development of the EV sector address EV workforce gaps and create (USEER), developed by the National and the deployment and maintenance of high-paying jobs in urban and rural Association of State Energy Officials, EV infrastructure. Effective partnerships communities. Initiative participants the Energy Futures Initiative, and BW between the EV industry; transit agencies; emphasized the role that community Research Group, shows that the motor universities, community colleges and trade colleges can serve in providing in- vehicle industry added approximately schools; utilities; and state workforce demand EV skills training, especially 76,000 alternative fuels vehicles jobs programs can help provide training and when programs partner with or are from 2015-2019. Nationwide, there were upskilling opportunities for workers who informed by EV manufacturers. Initiative approximately 276,000 jobs within this are interested in entering or increasing participants further encouraged states sector, with 77,000 of those concentrated their experience in the EV sector. to consider opportunities to support in 19 western states. The USEER Wages, credential reciprocity structures that Benefits, and Change Report shows that Workforce demands for EV maintenance promote EV training and employment the 2019 median hourly wage within technicians in rural areas may influence opportunities on a regional basis.

13 • WESTERN GOVERNORS’ ASSOCIATION FEDERAL POLICY RECOMMENDATIONS

The Electric Vehicles Roadmap Initiative has provided valuable information on planning, financing, and infrastructure issues affecting public and private investments in EV infrastructure across the West. A number of these challenges may be addressed through federal policy actions. Federal policy recommendations arising from the initiative include:

1. Congress and the Administration areas. The tethering of future federal of Energy’s Vehicle Technologies should leverage existing multi-state funding opportunities to these Office. Local Clean Cities Coalitions partnerships to effectively deploy “corridor-pending” and “corridor- often serve a crucial role in urban federal EV infrastructure funds and ready” designations could adversely and rural communities by leading support the expansion of regional impact western states and inhibit the EV infrastructure planning and charging networks. The REV West and expansion of regional EV charging implementation projects. West Coast Electric Highway provide networks, especially in rural areas. useful mechanisms to efficiently 5. Federal land management agencies promote targeted investments and 3. Congress should pursue legislative should begin to create and implement partnerships with charging station solutions to address provisions within efficient practices for permitting and network companies that expand 23 U.S.C. 111 that prohibit the issuance siting EV infrastructure on federal cohesive, regional EV charging networks. of a fee for EV charging infrastructure lands. Many federal lands serve as sited at federal highway rest areas. This regional tourism attractions and 2. The Federal Highway Administration support economic development in rural should promote expanded flexibility prohibition significantly complicates western communities. Implementation within the Alternative Fuel Corridors the business case for siting EV charging of effective EV infrastructure permitting Program to recognize the unique infrastructure at these rest areas and practices will help ensure that EV geographic and infrastructure creates challenges for expanding EV conditions in western states. Multiple charging networks in portions of the drivers continue to visit federal lands and surrounding communities. western states have experienced rural West that may have few suitable Western Governors and states welcome challenges in meeting the defined locations for EV charging. “corridor-pending” and “corridor-ready” the opportunity to collaborate with metrics due to the lack of electric 4. Congress should continue to support federal land management agencies infrastructure and suitable charging the Clean Cities Coalition program on consistent and effective EV locations in sparsely populated managed by the U.S. Department infrastructure planning procedures.

14 • WESTERN GOVERNORS’ ASSOCIATION WEBINARS

Electric Vehicles Roadmap Meyer, Pacific Northwest National Initiative Launch Laboratory; Kellen Schefter, Edison Oregon Gov. Kate Brown, asserting that Electric Institute; Annie Schneider, “we are on the precipice of a historic Utah Governor’s Office of Energy transition,” launches the Electric Development. Vehicles Roadmap Initiative during this OUT WEST Electric Vehicle Workforce webinar. “My Initiative (is) an issue Needs and Opportunities that states across the West are already PODCASTS There are significant gaps in the working on, both individually and Electric Vehicles in Rural Areas collaboratively,” the Governor says. “It EV workforce and a need for more The inaugural podcast episode for is an issue that bolsters our current training. This webinar analyzes how the Electric Vehicles Roadmap economies and creates a roadmap, smart workforce investments can Initiative highlights that consumer both literally and figuratively, to the address these gaps, and the economic ownership of EVs is expanding across future.” The webinar concludes with benefits of investing in a robust EV the West, but that rural citizens face presentations about the West Coast workforce. Moderator: David Terry, particular challenges owning and Electric Highway and the Regional National Association of State Energy operating the vehicles. WGA Policy Electric Vehicle Plan for the West by Officials.Panelists: Dr. Linda Little, Advisor Kevin Moss moderates the Tonia Buell of the Washington State IBEW/NECA Electrical Industry Training conversation with Alliy Sahagun of the Center; Jannet Malig, California Department of Transportation and Gunnison County Electric Association Community Colleges; Michael Graham, Katie Pegan of the Idaho Governor’s in Colorado and Roger Hoy of the Office of Energy & Mineral Resources. Columbia-Willamette Clean Cities Nebraska Tractor Test Laboratory. They Coalition. discuss barriers, and solutions, to the Examining Transmission and adoption of EVs in rural areas. Distribution Infrastructure State, Local, and Private Funding Across the West Investments in EV Infrastructure Electric Vehicle Research A discussion of EV infrastructure This roundtable examines how to and Innovation meet the increased demand for partnerships, funding, and how to electricity resulting from the increased optimize investments in EV charging Advances in EV technology are use of electric vehicles (EVs) by and fueling infrastructure for corridor transforming transportation in the consumers, government and private and urban use cases. Moderator: western region. This podcast features a discussion of how innovations in battery industry. The panelists highlight Kevin Moss, WGA; Panelists: James technology, as well as fleet charging the upgrades required for existing Campbell, Rocky Mountain Power; and fueling systems, are enabling charging infrastructure as well as Alicia Cox, Yellowstone-Teton Clean more diverse uses of EV cars, trucks, strategies to reduce upgrade costs. Cities Coalition; Bill Elrick, California and buses in the region. WGA Policy Moderator: Jeff Morris, Schneider Fuel Cell Partnership; Dedrick Roper, Advisor Kevin Moss moderates the Electric. Panelists: Michael Kintner- ChargePoint. conversation with Alex Keros of GM; Kim Okafor of Trillium, and Eric Wood of the National Renewable Energy Laboratory.

Electric Vehicles & Economic Development Opportunities EVs aren’t just for driving. States also are leveraging EV charging infrastructure to drive tourism and economic development in rural communities. WGA Policy Advisor Kevin Moss moderates a conversation about that trend, as well as how the economics of EV On The Web: production, marketing, sales, and Find Electric Vehicles Roadmap repairs compare to traditional, gasoline Initiative news, webinars, vehicles. Panelists include Scott Bricker, podcasts and resources at: interim Vice President of Destination Development at Travel Oregon, and Jim https://westgov.org/initiatives/ Chen, the Vice President of Public Policy for Rivian.

15 • WESTERN GOVERNORS’ ASSOCIATION Portland General Electric collaborated with the City of Portland to address the scarcity of public charging in many city neighborhoods. See Page 19.

STATE AND REGIONAL CASE STUDIES

STATE and parking privileges to encourage encourage EV ownership. The Arizona consumers to buy an EV. Gov. Doug Ducey Statewide Transportation Electrification Alaska joined seven other governors to establish Plan established a Phase 1 roadmap to The Alaska Energy Authority (AEA) is an Intermountain West Electric Vehicle capitalize on the environmental and supporting the installation of DCFC Corridor that promotes best practices economic benefits EVs present. Phase 2 is stations along the Railbelt from Homer among participating states and supports currently underway to support EV growth to Fairbanks. AEA plans to install up the expansion of infrastructure needed in the state. to 14 stations by leveraging its state to drive an EV across the region’s major allocation of Volkswagen Settlement transportation corridors. Interstate 10 Arizona’s rapidly expanding EV Funds and supplemental grant sources. (I-10) through Arizona is also designated manufacturing ecosystem is bolstered by The charging installations will be located as an Alternative Fuels Corridor for EV innovators developing next generation within five miles of the highway and charging. EV technologies. Within the past 16 every 50 to 100 miles to support the months, the state has celebrated three buildout of a charging corridor across the The Arizona Department of EV manufacturing groundbreakings and 600-mile stretch of highway. AEA is also Transportation partnered with Pima two major semiconductor manufacturing working with the local utilities to identify Association of Governments to deploy expansions, in addition to welcoming effective rate structures that encourage additional EV charging stations along more supply chain innovators. Luxury EV participation from prospective charging I-10 from California to New Mexico. These manufacturer Lucid Motors announced site hosts. Site buildout will begin later plans will expand on the state’s current completion of its Lucid AMP-1 factory. in 2021. total of 710 stations and 1,808 outlets, Phoenix-based Nikola Motor Company, which place Arizona within the top 20 the first publicly-traded hydrogen fuel Arizona states for most charging stations. In 2018, cell and battery-electric heavy-duty truck The state has adopted consumer-friendly the Arizona Corporation Commission manufacturer, broke ground in July 2020 policies that include tax benefits, mandated utility companies to devise and will begin manufacturing its trucks in insurance discounts, access to HOV lanes, new rates and pilot programs that nearby Coolidge, Arizona. In March 2021,

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 16 ElectraMeccanica selected Mesa, Arizona and Wildlife (CPW) into a partnership Approximately one-third of the state’s for its new U.S.-based assembly facility with Rivian, an EV company focused light-duty vehicle fleet (approximately and engineering technical center to on the manufacturing of pickup trucks 1,000 vehicles) are passenger cars. produce its flagship SOLO EV. and SUVs. The goal of the partnership Fifty percent of these passenger cars is to install an EV charger in every state are 11 or more model years old. These California park in Colorado. The effort is part of passenger cars are well suited to be In 2021, ChargePoint completed a the ‘Recharge Where you Recharge’ replaced by the current EV as-a-service multi-year effort to install 65 charging campaign, which recognizes the need to offering. HDOT and HSEO have moved sites covering several highway routes have charging infrastructure in outdoor ahead with the initial procurement across California. The project enables places residents want to visit. of 44 EVs. Use of this service contract EV drivers to find convenient charging is expected to save approximately 75 options on long-distance trips up the Rivian will install at least two 11.5 kW percent in vehicle maintenance costs Northern California coast, through the Level 2 charging stations at 50 CPW over the lifespan of each vehicle and an Central Valley to destinations such as locations and pay for their installation average of $287 per vehicle per year in Lake Tahoe, Yosemite National Park, and maintenance for up to 25 years, at fuel costs. Las Vegas, Arizona, and more. Site hosts no cost to Colorado taxpayers. Along encompass a variety of businesses – with electrifying all of Colorado’s state New Mexico parks, the Campaign is pushing for including fueling, retail, restaurants and On Jan. 1, 2021, New Mexico began electrification of National Park Service lodging – as well as properties owned providing a tax incentive for EV charging and U.S. Forest Service vehicle fleets and by cities and tribal nations. Many sites in residential and commercial buildings the installation of EV charging stations are in rural and/or disadvantaged to support EV adoption. The incentive is at existing recreational facilities on communities, and each site offers provided through the 2021 Sustainable public lands. ChargePoint DC fast charging stations Building Tax Credit for both existing and and Level 2 charging stations to serve newly constructed buildings that are Hawaii both quick pitstops and longer dwell EV-ready. The incentive is applicable times alike. As of April 2021, more than In 2019, the Hawaii State Energy Office to both affordable and non-affordable 55,000 charging sessions have taken (HSEO) and the Hawaii Department of housing. Commercial and residential place at these sites, enabling more than Transportation (HDOT) participated in affordable buildings qualify for 100% 2.8 million electric miles and displacing the Rocky Mountain Institute: Mobility of the charging product cost, up to more than 111,000 gallons of gasoline. Innovation Lab Accelerator designed to $3,000, and non-affordable buildings tackle obstacles to large-scale mobility qualifying for 50% of product costs, up The project was primarily funded by the transformation, which includes personal to $1,500. The incentive promotes the California Energy Commission’s Clean vehicles, fleets, transit, and freight. environmental and economic benefits Transportation Program. Two regional The cohort from Hawaii participated of EVs and helps New Mexico meet its air districts – the San Joaquin Valley in Innovative Financing and Business state climate goals and accelerate EV Air Pollution Control District and North Models, which focused on overcoming market growth. Coast Unified Air Quality Management the financial hurdles associated with EV District – contributed additional adoption and charging infrastructure Oregon funding to support installations in deployment. One idea that was explored their respective areas. ChargePoint, at the retreat was to procure EVs as The Oregon Clean Vehicle Rebate which owns and operates the stations a service. Vehicles as a service is a Program encourages EV adoption on space licensed from the site hosts, financing model that addresses upfront in the state. The program provides also funded a significant portion of capital costs of EVs and charging incentives through a suite of rebates the installation efforts. The California infrastructure by capturing lifetime for the purchase and lease of EVs by Department of Transportation, reductions in maintenance costs in a Oregonians and state businesses, non- Mendocino Council of Governments and simple dollars-per-mile charge. profits, and local governments. The other local jurisdictions also supported rebates fall into two main categories: various aspects of the project. Public- HDOT moved forward on this concept (1) Standard Rebates for the purchase private partnerships such as these and obtained a service contract for or lease of new EVs, with rebates are particularly useful in building all types of vehicles, from light-duty ranging from $1,500-$2,500 depending out charging along highway corridors to buses to heavy equipment. The on vehicle battery capacity. (2) Charge through remote areas, the existence contract allows HDOT and other state Ahead Rebates provide a flat $2,500 of which play an important role in and county agencies to obtain EVs and rebate for the purchase or lease of a consumer EV adoption decisions. charging infrastructure as a service new or used EV and are specifically on a per-mile cost basis. By mitigating designed for low- and moderate-income Colorado upfront barriers and capturing long-term households. In certain circumstances, In March of 2021 the Colorado Parks benefits, state agencies can move now to the Charge Ahead Rebate can be and Wildlife Commission voted adopt EVs during their standard vehicle combined with a Standard Rebate for a unanimously to enter Colorado Parks replacement cycle. total incentive of up to $5,000.

17 • WESTERN GOVERNORS’ ASSOCIATION Recent legislative changes have associated charging equipment. Another regional effort will promote standards increased the Charge Ahead rebate four electric buses are expected to in educational tools, EV consumer to $5,000 for the purchase or lease of arrive in November 2021 and will be awareness, signage and branding across a new or used EV, which can also be funded at 45% through the DAQ’s Utah state lines. combined with the Standard Rebate for Clean Diesel grant program, which a total incentive of up to $7,500. Small currently has $1.3 million available for UTILITY CASE STUDIES fleet operators can now use the electric school bus projects. The District Standard Rebate and will be eligible for is funding the remaining cost-share Gunnison County Electric Association the Charge Ahead Rebate in February amounts for these projects and taking Gunnison County Electric Association 2022 if they are a low-income service the project one step further by updating (GCEA) has been a strong EV proponent provider organization. its bus depot to include solar power in Colorado. GCEA was the first electric for the new electric buses’ charging Utah cooperative in the state to install an EV stations. The new bus depot will also charger in its service territory and the EVZion Project: In December of 2020, the include power for its existing diesel first electric cooperative in the nation Utah Clean Cities Coalition submitted school bus fleet’s engine heaters that to offer an EV test drive program to its a proposal for this project, which has a reduce engine idling time at start-up. members. To educate its members and primary goal to connect Zion National bring awareness to Gunnison County Park and communities in Kane County Wyoming about electric vehicles, GCEA purchased a through the development, deployment, Representatives from the Wyoming 2018 Chevy Bolt EV that may be borrowed and management of an electric shuttle Department of Transportation, by GCEA members for a week at a time, system. The project was designed for Department of Environmental Quality, free of charge and without mileage universal scalability, with the potential and Energy Authority formed a steering restrictions. for similar deployments in other committee to develop an electric vehicle high-traffic, environmentally sensitive supply equipment (EVSE) buildout plan GCEA also offers guided test drives of its communities near national and state with recommendations for prioritized Tesla Model 3 and has used both vehicles parks throughout the United States. The locations based on key nodal points and for ride and drive events throughout its pilot program for the shuttle system optimum distances between stations. service territory. The test drive program launched in early 2021 and will run in its The report, developed by EV consultant provides members the chance to see pilot stage for a year. EVIA, was completed in December 2020, how an EV fits into their lifestyle and and will allow Wyoming to maximize the consider whether an EV purchase makes The project was strongly supported by use of EVSE installation funding. sense. The program has resulted in an Utah’s Department of Transportation over 200% EV growth in its Colorado and other rural gateway communities. REGIONAL service territory since the program This led to the creation of the Mobility started, propelled by those who have Outdoor Visitor Experience (MOVE) CORWest participated in EV test drives. Regional Collaborative Smart Mobility The Electric Vehicles Corridor-West Project. Stakeholders across the Idaho Power public, private, and utility sectors in (CORWest) is an eight-state partnership Southwestern Utah at the local, state, between Arizona, Colorado, Idaho, For the past several years, Idaho Power and federal level collaborated under Montana, Nevada, New Mexico, Utah, has collaborated with the Treasure MOVE to pledge approximately $55 and Wyoming that is led by the Utah Valley Clean Cities Coalition to deliver million to fund EV shuttles and public Clean Cities Coalition and the National EV first responder training in Idaho charging infrastructure to support the Association of State Energy Officials and eastern Oregon. First responders outdoor economy in southwest Utah (NASEO). CORWest is the largest EV learn the differences between electric using national monuments, national corridor collaborative in the United and conventional vehicles and the and state parks, and other heritage sites States and was designed to be fully proper procedures for safely addressing as anchor points for Utah’s outdoor replicable and scalable on a national incidents involving EVs. Course economy. level. The partnership was developed participants attend a class taught by to improve EV markets and increase a certified instructor and then receive Electric School Buses: Salt Lake City EV usage across the Intermountain hands-on training with Idaho Power’s School District is the first district in Utah West region. The partnership will seek electric fleet vehicles. Participants also to integrate electric school buses into to remove barriers to investment and earn continuing education credits. Idaho its fleet. Through a partnership with enable private charging station and Power is proud to help bring this unique, the Utah Department of Environmental infrastructure development. CORWest important training to our communities. Quality, Division of Air Quality (DAQ), also works to identify infrastructure NV Energy funding was provided from the gaps and develop solutions to deploy Volkswagen Settlement Environmental charging stations in rural regions NV Energy, which has long supported Mitigation Trust for 65 percent of the required to complete alternative clean transportation solutions, began cost for four new electric buses and fueling highway corridors. Finally, the offering customized EV rates in 2007

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 18 and partnered with commercial and Maverick served as the charging site association properties, municipalities, government customers in 2013 through host and operator and committed non-profits, and schools. SRP first the Electric Vehicle Charging Station property and funding; and the Aspire implemented this rebate in 2019 and Shared Investment Program. In 2015, Center performed data analysis on offered customers $500 per port NV Energy partnered with the Nevada traffic and grid effects. Constructing the to install any commercial-grade L2 Governor’s Office of Energy and launched project at-scale, versus constructing charger of their choice. This resulted in the Nevada Electric Highway to connect each installation individually, enabled the installation of 56 L2 charging ports the state's urban and rural areas for EV a quick and effective project delivery during fiscal year 2020. In 2020, SRP drivers. NV Energy has also been involved timeframe. This collaboration across changed the program requirements and with many efforts adopted by the the business, utility and academia increased the rebate to $1,500 per port Nevada State Legislature. These include: communities demonstrates the for networked L2 EV charging stations the Electric Vehicle Infrastructure importance of partnerships and can and limited the rebate to the first 50 Demonstration Program created by SB145 be model for future deployments and charging ports installed per customer in 2017; electric school bus offerings construction of a successful EV highway per program year. To accelerate enabled by SB299 in 2019; and SB448, corridor. economic recovery and the adoption a sweeping clean energy bill passed of EVs coming out of the COVID-19 in 2021. SB448 will further accelerate Portland General Electric pandemic, SRP provided additional EV infrastructure deployment to meet EV ownership in Portland, Oregon, funding starting in December 2020 climate goals and reduce greenhouse gas is low among people who rent their to municipalities, non-profits, and emissions, create clean energy jobs in homes, and communities with low schools, to help cover the make-ready support of economic recovery, and invest homeownership are disproportionately costs to install these chargers. In total, in historically underserved communities communities of color. EV drivers SRP installed 410 L2 ports during fiscal to ensure an equitable and inclusive predominantly charge their vehicles at year 2021, with 201 of these ports a clean energy transition. home as it maximizes the convenience result of SRP’s make-ready rebate. and cost-effectiveness of EV ownership. SRP marketed this program using its In addition to infrastructure deployment, While that is great for homeowners who public affairs and business account NV Energy has found EV tariffs help can invest in home chargers, renters representatives and through its residential and commercial customers must rely on landlords to make these commercial customer program trade adopt EVs. EV time-of-use rates for upgrades and are often dependent on allies and qualified service providers. residential and commercial customers public charging infrastructure. have not only reduced the fuel costs Tri-State Generation & Transmission for EV drivers, but shifting EV load To address the scarcity of public Association off-peak has helped better manage charging in many city neighborhoods, Tri-State Generation and Transmission grid integration to the benefit of all Portland General Electric (PGE) Association has partnered with several customers. Most recently, to assist collaborated with the City of Portland of its cooperative members and customers using DCFCs, NV Energy on a limited pilot project to install Geotab to form the Colorado-based introduced the Electric Vehicle Level 2 charging stations directly on SmartCharge Rewards program. The Commercial Charging Rider, which existing utility or light poles. PGE SmartCharge program is a one-year provides a 10-year demand charge hypothesized this application would profiling study to better understand transition period for large commercial significantly reduce installation costs EV driving and charging behavior charging locations. This tariff supports by eliminating all civil work and in Colorado. The program accepted critical public charging infrastructure limiting permitting requirements, while participants from six different electric necessary to support transportation addressing a major barrier for many cooperatives across the state and electrification in its early stages as prospective EV drivers. PGE found this will include up to 175 EV drivers. utilization of the charging stations to be largely true and believes that Participants received a $100 enrollment increases over the 10-year period. these applications are a simple and bonus, along with an easy-to-install cost-effective way to increase access to telematics device that collects charging PacifiCorp public EV charging, especially for those data directly from their EV. This PacifiCorp, Maverick Gas Stations, and without access to off-street parking. anonymized data, which includes when Utah State University’s Aspire Center and where EVs charge, will be analyzed have partnered to help develop an EV Salt River Project to better understand how EVs impact charging corridor along Interstate 15. Salt River Project (SRP) offers a rebate existing electric infrastructure and In 2018, this collaborative successfully to business customers for installing provide insights into infrastructure deployed charging stations at eight Level 2 (L2) EV charging stations for needs as EV adoption increases. locations covering over 350 miles, workplace, fleet, or public charging Additionally, the data will be used to enabling EV travel between Salt Lake City, opportunities. These business gather insights that support future Las Vegas and Los Angeles. PacifiCorp customers include commercial, programs, EV-specific electric rates, provided funding and technical support; multifamily and homeowner and resource planning.

19 • WESTERN GOVERNORS’ ASSOCIATION ELECTRIC VEHICLES ROADMAP INITIATIVE MOU

The Western Governors’ Association managed and facilitated the Electric Vehicles Roadmap as Oregon Governor Kate Brown’s fiscal year 2021 WGA Chair Initiative. The initiative was focused on the planning, siting and coordination of electric vehicle (EV) infrastructure in western states. The initiative’s primary goals were to pursue opportunities, among interested states, to standardize technical specifications between existing sub-regional state EV collaboratives and produce an expanded regional agreement on EV infrastructure deployment to be signed by Western Governors.

Whereas, rapid technological and economic and reducing range anxiety by battery Whereas, western states that are not changes have made zero-emission vehicles electric and fuel cell electric vehicle currently party to a sub-regional EV a growing part of the transportation fleet drivers; agreement are welcome to enter into this in the western states, including light-, MOU, either as full signatories or in an medium-, and heavy-duty vehicles; Whereas, expansion of interoperable observer, educational status. zero-emission vehicle infrastructure Whereas, trends of increasing vehicle model networks across western states We the undersigned members of the availability, increasing capability, and would increase equitable access to EV Western Governors’ Association endorse decreasing component cost are likely to charging and fueling in rural and other the principles above with the express continue and accelerate; communities that have been underserved goal of creating and expanding an by investments in zero-emission integrated and interoperable network of Whereas, the electrification of the infrastructure to-date; zero-emission vehicle infrastructure to transportation fleet and expansion of zero- facilitate travel and commerce across our emission vehicles can facilitate commerce Whereas, knowledge sharing of best states. We further agree, to the extent and tourism across western states; practices and adoption of voluntary minimum standards for the siting, reasonable and feasible within individual Whereas, the electrification of the signage, technical requirements, payment states, to promote the voluntary minimum transportation fleet and expansion of options, pricing and regulatory structures standards contained in the appendix zero-emission vehicles contributes to fuel for corridor charging infrastructure of this agreement. These voluntary savings and energy resilience in western can accelerate the build-out of an standards are based on standards states; interoperable network of DC fast- contained in the sub-regional agreements in which many of our states participate. Whereas, the electrification of the charging stations across western states transportation fleet and expansion of zero- that is convenient, reliable, and safe for emission vehicles benefit public health and EV drivers; Governor Doug Ducey, Arizona the climate by reducing vehicle emissions; Whereas enabling interstate zero- Whereas, the electrification of the emission freight can help accelerate adoption of medium- and heavy-duty transportation fleet and expansion of Governor Gavin Newsom, California zero-emission vehicles may help enhance zero-emission trucks, improving air operations of the electricity grid to the quality along major shipping routes; benefit of all electricity users. Whereas, western states can facilitate Governor Jared Polis, Colorado Whereas, states can collaborate on the interstate commerce along major development and sharing of best practices shipping routes through coordination and application of emerging standards regarding permitting and siting of public Governor Brad Little, Idaho EV charging infrastructure to promote for megawatt charging and high capacity equitable access, particularly in rural areas, hydrogen fueling infrastructure for zero-emission medium- and heavy-duty underserved communities, or anywhere that Governor Steve Sisolak, Nevada users do not have the ability to charge at commercial vehicles, including power home; and plug specifications; distancing of charging and hydrogen fueling stations; Whereas, private zero-emission vehicle and the appropriate sizing and layout of Governor Michelle Lujan Grisham, infrastructure networks, utilities, local stations to accommodate larger vehicles; New Mexico and state governments, and other actors participate in planning and are investing in Whereas, many western states already zero-emission vehicle infrastructure across participate in sub-regional agreements Governor Kate Brown, Oregon major corridors in Western states; such as the Regional Electric Vehicle Plan for the West (REV West), the Pacific Whereas, expansion of interoperable zero- Coast Collaborative, and the West Coast Governor Spencer Cox, Utah emission vehicle infrastructure networks Electric Highway to coordinate their across western states can facilitate vehicle electrification efforts and this commerce and tourism by extending driving agreement expands upon that existing distances, ensuring consumer protection, collaboration; Governor Jay Inslee, Washington

2021 REPORT: ELECTRIC VEHICLES ROADMAP INITIATIVE • 20 The voluntary minimum standards below two or more DC fast chargers (each with screen, in advance of charging/fueling. will be promoted to the extent reasonable one or more charging ports) at each • Operational status communications, and feasible within individual states. State charging station site. so ZEV drivers can identify whether a agencies will work collaboratively on a • At least one CHAdeMO DC fast charging station is working or not, displaying regular basis via their sub-regional managing port and at least one SAE Combined real-time operational status via a smart- organizations to update these voluntary Charging System (CCS) DC fast charging phone network application or a third- standards in the event of technological port should be installed at each EV party aggregator. changes with zero-emission vehicle (ZEV) charging station site, to enable charging • Customer support service that is charging and fueling infrastructure. Updates access for all EV drivers. accessible 24/7 with either an onsite to the voluntary minimum standards shall be • DC Fast chargers are preferably station operator or a toll-free telephone considered once every two years or as states supported by 480-volt 3-phase power number clearly posted near the determine they are needed. and adequate transformer capacity at charging/fueling equipment that is each charging station site. available to ZEV drivers accessing the Light-Duty (LD) Station Site Standards: • Connected to a network that enables charging equipment. Western states should work to ensure that (i) interoperability allowing easy • Customer support service capable corridor charging and fueling stations are exchange of network service providers, of providing or dispatching service sited in consumer-friendly locations that (ii) universal roaming so that back-end to address customer concerns at the allow for: networks can easily exchange customer charging station, including remotely • Public access 24 hours a day, each day of billing information with other networks, rebooting the system if necessary. the year; and (iii) vehicle-grid integration • Strive for 95% up-time, to enhance • ADA-compliance with wheelchair capability, to support managed reliability and ensure ZEV driver accessibility; charging for utility demand-response confidence. • Access to drinking fountains, bathrooms, programs. and food or vending; • Networking protocols should be Signage Standards: informs ZEV drivers • Security cameras, adequate lighting, and open access (i.e., no membership and non-ZEV drivers alike that DC fast- an emergency shelter; or subscription is required; enable charging and/or hydrogen fueling stations • Preferably within walking distance of subscribers of other EV charging are available. The following conditions will full-service amenities such as local networks to access charging and identify locations and accommodate EV restaurants, retail shopping, or tourist operational charger status information) charging: attractions; and and non-proprietary. • Highway signs indicating their location • In areas that provide dedicated parking for • Hydrogen Fueling Stations: (directional signage on and along the the maximum number of vehicles that can • At least one H70 nozzle certified to meet highway as well as trailblazer and on-site be charged simultaneously. SAE J2601, with a preference for two or signage). more nozzles to provide redundancy. • Charging spaces should be marked with LD Location Standards: Western states • Shared Charging and Fueling Standards: “EV Charging Only” signs. should strive to locate stations in a way that • Designed for safety, durability, and all • The federally-approved Alternate Electric increases ZEV driver confidence, reduces anticipated operating conditions. Vehicle Charging Symbol sign (D9-11b range anxiety and provides a convenient • Certified by an independent, third- Alternate) should be used for directional user experience. Corridor charging and party authority, such as Underwriters and on-site signage as specified in the fueling stations sited under the following Laboratories or the National Electrical Manual on Uniform Traffic Control Devices conditions can meet these objectives: Manufacturers Association. (MUTCD). • Within 50-100 miles of the next station • Capable of collecting and reporting in either direction for charging stations on data related to station usage. It Additional Standards: The standards and 200-250 miles for hydrogen fueling is highly encouraged that location, identified in the following section go beyond stations. For distances above 50 miles, station operations and payment data the above Voluntary Minimum Standards, consider elevation changes or driving be reported to the National Renewable and may be adopted and promoted by conditions under extreme weather to Energy Laboratory’s Alternative Fuels states as they see fit. Operational standards ensure standard EV batteries can make the Data Center. include: trip on a single charge. • Support multiple payment options • Uptime requirement for station owners/ • Preferably within 0.5 miles from a highway including but not limited to the ability hosts of at least 97%, and repairs made interchange or exit to maximize ZEV driver to pay-per-use with: (i) a credit/ within 2 business days for routine convenience, but no more than 1.0 miles. debit card (either Tap-and-Go, Euro problems, and within 5 business days for Mastercard Visa (EMV) chip, or both), complex issues. LD Technical Standards: Corridor stations (ii) a toll-free number that provides • Backup Level 2 charger(s) co-located on installed across western states should the user with the option to initiate a site with DCFC stations in the event that provide high-speed charging, durability, and charging session and payment at all DCFC stations are in use or in need of reliability. Technical specifications should times, (iii) a mobile payment device on repair. include: the DCFC or payment kiosk; (iv) vehicle- • Proactive station health monitoring which • Charging Stations: based payments if available, and, if enables charging station service providers • Charging power output of at least 50 desired, (v) a separate subscription to repair faulty equipment before a kW, while encouraging charging power and/or membership in proprietary customer submits a complaint. output of 150 kW or more to meet the payment plans via a Radio-Frequency • Adequate maintenance of charging anticipated charging needs of future Identification (RFID) card or mobile app, pedestals and all ancillary equipment, electric vehicles. with separate price schedules. including needed repairs and alterations, • Redundancy to better assure EV drivers • Pricing transparency, with simple, real- and keeping equipment safe, clean and of reliable access to charging, including time pricing information available on a presentable.

21 • WESTERN GOVERNORS’ ASSOCIATION Initiative Participants We would like to thank the Governors, states, companies, and organizations who participated in Electric Vehicles Roadmap Initiative surveys, work sessions, webinars and podcasts over the past year:

GOVERNORS’ OFFICES Washington CHARGING STATION NETWORK AND STATE AGENCIES • Office of Governor Jay Inslee OPERATORS & EQUIPMENT MANUFACTURERS Alaska • Washington State Department • ChargePoint • Alaska Energy Authority of Transportation • Electrify America Arizona • Washington State Energy Office • EV Box • Office of Governor Doug Ducey Wyoming • EVgo California • Wyoming Department of • Greenlots • Office of Governor Gavin Newsom Transportation • Tesla • California Air Resources Board • Wyoming Energy Authority • California Community Colleges • Wyoming Infrastructure Authority NONPROFIT ORGANIZATIONS, • California Energy Commission ASSOCIATIONS AND TECHNICAL • California Go-Biz UTILITIES AND ELECTRIC EXPERTS • California Public Utilities Commission COOPERATIVES • California Fuel Cell Partnership • California Department of Transportation • Arizona Public Service • Center for Hydrogen Safety Colorado • Avista Corporation • Center for Transportation and the • Office of Governor Jared Polis • Black Hills Energy Environment • Colorado Department of Labor and • Carbon Power & Light • Edison Electric Institute Employment • Eugene Water & Electric Board • Electrification Coalition • Colorado Department of Transportation • Gunnison County Electric Association • Forth • Colorado Tourism Office • Hawaiian Electric • HDR Hawaii • Highline Electric Association • International Selkirk Loop • Office of Governor David Ige • Idaho Power • National Association of State Energy • Hawaii State Energy Office • La Plata Electric Association Officials Idaho • Midwest Electric Cooperative • National Electric Contractors • Idaho Governor's Office of Energy and Corporation Association – International Mineral Resources • Mountain Parks Electric, Inc. Brotherhood of Electrical Workers • Idaho Department of Transportation • Mountain View Electric Association Electrical Industry Training Center Kansas • Northwest Rural Public Power District • Nebraska Tractor Test Laboratory • Office of Governor Laura Kelly • NV Energy • NGI Consulting Montana • Pacific Gas & Electric • Northeast States for Coordinated Air • Montana Department of Environmental • Pacific Power Use Management Quality • Portland General Electric • Northern Pacific Railroad Depot • Montana Department of Transportation • Poudre Valley Rural Electric • Nuclear Energy Institute Nevada Association • Pacific Coast Collaborative • Nevada Governor’s Office of Energy • Puget Sound Energy • Rocky Mountain Institute • Nevada State Parks • Rocky Mountain Power • Ross Strategic New Mexico • Sacramento Municipal Utility District • Schneider Electric • Office of Governor Michelle Lujan Grisham • Salt River Project • Trillium • New Mexico Department of Transportation • San Diego Gas and Electric Company • New Mexico Energy, Minerals, and Natural • San Isabel Electric CLEAN CITIES COALITIONS Resources Department • Sangre de Cristo Electric Association • Columbia-Willamette Clean Cities Oklahoma • Sioux Valley Energy • Long Beach Clean Cities • Office of the Secretary of Energy & • Southern California Edison • Northern Colorado Clean Cities Environment • Tri-State Generation & Transmission • Treasure Valley Clean Cities Oregon Association • Utah Clean Cities • Office of Governor Kate Brown • Umatilla Electric Cooperative • Yellowstone-Teton Clean Cities • Oregon Department of Transportation • United Power • Travel Oregon • Wheat Belt Public Power District LOCAL AGENCIES New Mexico • Wyrulec Company • City of Eugene • New Mexico Energy, Minerals and Natural • Xcel Energy • Silver Valley Economic Development Resources Department VEHICLE MANUFACTURERS Corporation • New Mexico Department of Transportation • Audi Utah • Daimler FEDERAL AGENCIES • Utah Governor’s Office of Energy • GM AND ENTITIES Development • Honda • National Renewable Energy • Utah Department of Environmental • Rivian Laboratory Quality • Tesla • Pacific Northwest National Laboratory • Utah Department of Transportation • Toyota • U.S. Environmental Protection Agency

22 • WESTERN GOVERNORS’ ASSOCIATION 23 • WESTERN GOVERNORS’ ASSOCIATION 24 • WESTERN GOVERNORS’ ASSOCIATION