ELECTRIC VEHICLES & PLUGIN HYBRID ELECTRIC VEHICLES A FEASIBILITY STUDY FOR THE CITY & BOROUGH OF WRANGELL, ALASKA
April 26, 2013 Report Volume 1
Alaska Energy Authority Grant Agreement Number 7040070
Alaska Energy Authority GRANT AGREEMENT NUMBER 7040070
FINAL REPORT
A feasibility study was conducted for the City of Wrangell regarding the use of electric vehicles (EV) and plug-in hybrid electric vehicles (PHEV) as alternative modes of transportation for the city’s vehicles. This report is submitted in fulfillment of the Grant Agreement between the City of Wrangell and the Alaska Energy Authority.
Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
Disclaimer
This report has been prepared at the request of the City of Wrangell, Alaska, and the observations, conclusions, and recommendations contained herein constitute the opinions of WHPacific, Inc.
WHPacific has prepared this report using in part web-based sources including information from private, public and government sectors. WHPacific does not take responsibility for errors or omissions within these sources. Our purpose was to provide the City of Wrangell with information that was the most current, relevant and reliable in an effort help the City develop a more comprehensive plan for the potential acquisition and implementation of electric vehicles, plug-in electric vehicles and the various derivatives within this evolving technology.
WHPacific, Inc. Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
Purpose and Limitations of the Feasibility Study
A feasibility study is an analysis of the viability of an idea. The development of this feasibility study focuses on helping answer the essential question of “should we proceed with the proposed project idea?” All activities of the study are directed toward helping answer this question.
Electric vehicles, related products and resources will continue to improve; in areas of cost, performance, development of emerging technologies and other developments. For these reasons, this study should be revisited periodically and updated to reflect changing circumstances in the marketplace.
Costs of products, fuels, services are constantly changing. World, national and regional circumstances will impact these. Therefore, the economic evaluation in this study must be understood in this context. Estimates and approximate costs were provided for comparison only. Actual costs will depend on the numerous conditions at the time of implementation.
WHPacific, Inc. Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
Acknowledgements
In preparing this report, WHPacific has relied upon information collected from numerous sources including the City of Wrangell, SEAPA, Wrangell Municipal Light & Power, manufacturers of EV, PHEV, related equipment and infrastructure manufacturers; and web-based sources of information, both private and government-based all of which we gratefully acknowledge.
WHPacific, Inc. Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
Glossary of Terms and Acronyms
AC Alternating Current
AEV All electric vehicle – plug-in capability with driving energy coming entirely from its battery
Demand Side Utility related energy efficiency and load management programs Resources (also referred to as demand-side management or DSM)
DOE Department of Energy
EPA Environmental Protection Agency
EVSE Electric Vehicle Supply Equipment
ICE Internal combustion engine vehicle – vehicles with driving energy coming from liquid fuel
kW Kilowatt
NEC National Electric Code
NFPA National Fire Protection Agency
PEV Plug-in electric vehicle - Any vehicle with plug-in capability & includes AEVs and PHEVs
PHEV Plug-in Hybrid Electric Vehicle – a vehicle with plug-in capability; driving energy can come from either its battery or a liquid fuel like gasoline, diesel or biofuels
PIA Plug In America – California public charity promoting battery electric and plug- in hybrid vehicles for the public PSA Power Sales Agreement
SAE Society of Automotive Engineers
SEACC Southeast Alaska Conservation Council
SEAIRP Southeast Alaska Integrated Resource Plan
SEAPA Southeast Alaska Power Agency
Smart Grid Computer-based remote control technology used in electric utility delivery systems
WMLP Wrangell Municipal Light and Power
WHPacific, Inc. Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
Table of Contents
1. Executive Summary…………………………………………………………… page 1
2. Contacts…………………………………………………………………………. page 3
3. Background Information…….………………………………………………… page 4
4. Electric Vehicles and Plug-in Hybrid electric Vehicles……………………….. page 7
5. Codes and Standards…………………………………………………………... page 28
6. Electrical Power Grid…………...……………………………………………… page 31
7. Smart Grid and Demand Side Management………………………………… page 32
8. Economic Evaluation....……………………………………………………….. page 35
9. Conclusions……………………………………………………………………... page 38
10. Recommendations……………………………………………………………... page 46
Appendices (Separate cover)……………………………………………………Volume 2
WHPacific, Inc. Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
1. Executive Summary
a. Project Overview The City and Borough of Wrangell Alaska requested a feasibility study to explore the viability of purchasing electric vehicles (EV) and plug-in hybrid electric vehicles (PHEV). The City desires to replace or supplement their existing fleet and in so doing take advantage of the abundant hydroelectricity available from the Southeast Alaska Power Agency (SEAPA) electric grid.
This feasibility report lays the groundwork for Wrangell to make informed decisions regarding the use of these vehicles.
Wrangell’s location, economy, demographics, environmental factors and long-range electrical planning are elements that are included in this study.This report includes the following sections:
• Background information on the City of Wrangell • Codes and standards applicable to EV and PHEV • Wrangell Electric Grid • Smart grid and demand side load management of electric utility delivery systems • Economic evaluation of EV and PHEV • Conclusions • Recommendations • Appendices (under separate volume)
b. Project Approach
The feasibility study process for Wrangell consisted of three key stages: research current EV/PHEV market and the related equipment and technologies to support electric vehicles, consideration of Wrangell’s existing vehicle fleet, and report writing and documentation.
Specific tasks completed in this study:
• Understand the City of Wrangell relative to its fleet of vehicles and their use • Assess electric vehicles and associated equipment for use in the Wrangell area • Assess infrastructure requirements, applicability and costs • Provide direction regarding applicable codes and standards • Provide assessment of any impact to the area’s electric grid • Explore Smart Grid and load demand management to determine its applicability • Provide an evaluation of electric vehicle purchases and their operating costs
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c. Conclusions The electric vehicle market continues to grow and adjust according to numerous developments including advances in technology, national and global energy concerns and market demand.
It is clear that the cost of ownership (purchase price and ongoing operating costs) is higher than internal combustion engine (gasoline) equivalents. Electric vehicles also require support systems along with infrastructure changes that can add significant costs as well.
Small quantities of the right type of vehicles appear plausible and do not represent any significant cost impact. This study identifies those types of vehicles that are the most likely candidates for Wrangell.
However, classes of vehicles including pickup trucks and specialized vehicles (e.g. refuse, sweepers, line trucks, dump trucks, super-duty pickups, fire, and ambulance) are not readily available. Custom electric conversions for these classes of vehicles are available but at a significant premium.
Impact to the electrical grid is not a likely concern for the foreseeable future and the same holds for Smart Grid and load management products and services.
The EV and PHEV markets are forecasted to grow modestly in the short term. However, until prices drop and technology issues are addressed, manufacturers will continue to meet public resistance to change. Government policy and legislation will also continue to influence buyer decisions.
d. Recommendations Develop a business strategy that includes entry-level, short-term and long-term plans for both municipal and community use of electric vehicles. While the City is looking at specific fleet requirements, the community at large must be an integral part of their business planning. Costs must also be viewed in light of potential revenue streams.
Revenue sources that should be considered from the use of EVs in the community include pay for use of public charging stations for tourism, residential and commercial and spin-off businesses to support and maintain electric vehicles.
If the City pursues an electric vehicle implementation plan, it will be necessary to conduct a specific life-cycle cost analysis for vehicles chosen along with, support equipment, installation services and infrastructure.
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2. Contact Information
This Report prepared For: This Report Prepared By:
City and Borough of Wrangell WHPacific, Inc. P.O. Box 531 300 W 31 St Avenue Wrangell, AK 99929 Anchorage, AK, 99503 907-874-3952 Dennis Sharp, P. E. Timothy Rooney Sr. Electrical Engineer, Borough Manager 300 W 31 St Avenue City and Borough of Wrangell Anchorage, AK, 99503 P.O. Box 531 907-339-6552 Wrangell, AK 99929 [email protected] 907-874-3952 [email protected] Ross Klooster, P.E. Sr. Electrical Engineer, Amber Al-Haddad 300 W 31 St Avenue City and Borough of Wrangell Anchorage, AK, 99503 P.O. Box 531 907-458-2142 Wrangell, AK 99929 [email protected] 907-874-3494 [email protected] Jim Miller, QCxP, LEED AP Sr. Project Engineer, 6501 Americas Parkway NE Albuquerque NM, 87110 505-348-5247 [email protected]
WHPacific, Inc. Page 3 Alaska Energy Authority | Wrangell Electric Vehicle Feasibility Study
3. Background Information
a. Summary
The purpose of this section is to provide information about the City of Wrangell necessary in evaluating the viability of electric vehicles in this region.
Wrangell’s location is quite rural. This represents a potential downside to the use of EV since the availability of EV and PHEV dealerships or service centers will be limited.
Demographics are an important consideration. Wrangell’s current and forecasted population as noted in the SEAIRP by Black and Veatch, are projected to show flat to moderate declines in the population and economy. Electrical demand from the introduction of EV and PHEV, based on population alone, do not represent any foreseeable concern.
Wrangell is comprised of paved and unpaved roadways with grades that can be upwards of 16%. The short roadway system is a good fit for a typical electric vehicle; however, roadway surface-types, snow, and grades are conditions that will limit the usefulness of certain electric vehicles currently available.
Weather, and more specifically temperature, is one of the most important considerations when evaluating the use of EVs. Unlike mainstream gasoline and diesel vehicles, electric vehicles and plug- in electric vehicles do not perform as well in cold climates. EV battery performance declines in cold temperatures and that affects vehicle range. Although Wrangell’s climate is quite mild given its southeast, coastal location, it is still much colder than areas of the lower 48 states. Snowfall is a consideration. Underbody clearance and drivetrains (2-wheel vs. 4-wheel and all-wheel) are additional considerations. The EV market offers the greatest volume in the 2-wheel drive car category.
b. City and Borough of Wrangell Location
Wrangell is in Southeast Alaska, in the heart of the Inside Passage of Tongass National Forest, between Juneau and Ketchikan.
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Roadways
There are approximately 60 miles of roads in Wrangell, of which 11 miles are paved. Roads have significant grades up to 16%.
Demographics
The City & Borough of Wrangell, Alaska is a unified home rule municipality. Wrangell is located on Wrangell Island, with a population of 2,377 in 2011. The population has grown 3.0% since 2000. However, the Black and Veatch IRP study forecasts flat to moderate declines over the next 50 years.
Electrical Power
Wrangell Municipal Light & Power (WMLP) purchases its power from the Southeast Alaska Power Agency (SEAPA). The SEAPA power sources include dams at Swan Lake and Tyee Lake. 1 Wrangell purchases the majority of its power from Tyee Hydro Electric facility.
Hydro provides a more cost efficient and environmentally friendly source of power. WMLP also maintains and operates a 5 meg diesel power generation facility. Wrangell's distribution area consists of 21.3 miles of overhead and 1 mile of underground line energized at 7200 volts.
WMLP services the following customers (approximately):
• 1053 Residential • 512 Small commercial (including harbor stalls) • 9 Large Commercial • 126 Heat Rate (residential and commercial)
Electrical permits are required for all new construction and most remodels. Permits are issued at the WMLP Office.
Service installation handbooks, Wrangell Municipal Codes and the current NEC Code books are available at the WMLP Office for public use.
Weather
It is important to consider the historical weather records of a geographic area when assessing the viability of electric vehicles and associated infrastructure.
According to the website, WeatherSpark, Wrangell has a humid continental climate with warm summers and no dry season.
The hottest day of 2012 was June 23, with a high temperature of 82°F. The hottest month of 2012 was July with an average daily high temperature of 61°F.
The coldest day of 2012 was January 17, with a low temperature of 3°F. The coldest month of 2012 was December with an average daily low temperature of 27°F. Wrangell receives
1 Source: City and Borough of Wrangell Alaska website, Wrangell Municipal Power and Light.
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regular snowfall in the winter. Wrangell’s municipal fleet is routinely driven in snow depths of one to one and one-half feet.
Below are average climate charts for Wrangell2. Low outdoor air temperatures will have the greatest impact to EV operating range due to battery performance and battery drain for cabin heating.
2SOURCE: http://www.city-data.com/city/Wrangell-Alaska.html#ixzz2QpjrnGku
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4. Electric Vehicles (EV) and Plug-in Hybrid Electric Vehicles (PHEV) Summary
This section provides a sample of makes and models of vehicles, electric vehicle support equipment (EVSE) and background information germane to the decision making process.
We looked at vehicles that show the most promise for use in southeastern Alaska. More specifically, WHPacific evaluated the Wrangell’s current fleet of vehicles and developed criteria for vehicle types most likely to be candidates for current and future replacement or conversion to EV or PHEV. Of the 63 vehicles in the City’s inventory, 35 could be considered potential candidates.
It proves beneficial to understand the background of the electric vehicle business sector in order to put into perspective this evolving market and its implications for the City of Wrangell. These topics bear consideration in developing a long term strategy.
The electric vehicle market is in its infancy. Manufacturers continue to improve on drive trains, motors, batteries, charging, comfort, affordability, serviceability, and safety.
There are several factors for the City of Wrangell to consider when deciding to move forward with a purchasing strategy. Important among those factors are:
• Purchase price • Annual operating cost • Life-cycle cost of ownership • Servicing locations • Application – what will it be used for and how will it be used • Type – car, SUV, pick-up; 2-wheel, 4-wheel drive • Charging – power requirements; locations; equipment • Range – miles per day you plan to drive • Conditions – temperature, precipitation • Roadways – surface types; conditions; grade • Infrastructure (power sources and charging stations) • Positive Impact on the Community (stewardship & tourism)
Finally, a realistic look at the availability of specific types of vehicles greatly reduces the field of options. Cars have the greatest selection and availability (e.g. Ford, CODA, Chevy, Tesla, Toyota) followed by light duty trucks (e.g. Zap Jonway, Tiger Trucks) and ATVs (Polaris). In general, EV and PHEV availability in other truck categories (pick-up, medium-heavy duty, commercial, vocational) are still being developed and nearly non-existent. Those trucks that are being offered for sale (e.g. VIA VTrux) are being marketed to high-volume customers (large corporate and government fleets) with limited opportunities for individual purchase. Regarding specialty vehicles (e.g. line trucks, refuse trucks, dump trucks, and marine vessels) our research shows the only possible entry into electric propulsion for specialty trucks and marine vessels, is to arrange for the conversion of a new, stock vehicle to an electric- diesel hybrid (e.g. BAE Systems - HybriDrive).
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a. Vehicles Introduction
Plug-in electric vehicles (PEVs), which include both plug-in hybrid electric vehicles and all-electric vehicles, use electricity as either their primary fuel or to improve efficiency. 1
PEVs have a number of advantages when compared to conventional vehicles, including low operating costs, convenience of home charging, and low maintenance costs. Driving on electricity is cheaper than driving on gasoline—generally comparable to roughly $1 per gallon of gasoline equivalent. In addition, PEVs offer drivers quiet operation, instant torque, and responsive performance. 1
Because they mainly rely on electricity, PEVs use little or no petroleum and produce no or significantly fewer tailpipe emissions than conventional vehicles. Reductions in lifecycle greenhouse gas emissions depend on the source of the electricity, but can be close to zero if using renewable energy. 1
Many drivers will fuel up at home, using a residential charger. However, there are more than 5,000 public chargers now available across the country. 1
Initial purchase price of a plug-in vehicle is higher than that of a comparable, conventional vehicle, and while there are incentives to help reduce this cost to consumers, the total cost of ownership over the average life of the vehicle, reveals this as being the main issue for cost-effectiveness.
Applications
Electric vehicles and their derivatives are available in just about every transportation market. The focus will be on the more main-stream uses of EV and PHEVs but will include a limited discussion on specialty applications (e.g. police, snow vehicles, marine, and refuse trucks). As noted in this section and other areas of the study, the electric vehicle market and related equipment, research, government policy, support services and electric utilities are still in the early stages of development and deployment.
Government
Government policies have been implemented and new legislation will undoubtedly continue to emerge (e.g. Energy Policy Act of 1992, ARRA 2009; American Clean Energy and Security Act, May 2009). The US Department of Energy website lists federal tax credits for residential users up to $7,500. However, Alaska does not have any plug-in incentives for residents.
The City of Wrangell should consider approaching the state government to request legislative action to incentivize municipal fleet conversion for all alternative fuel vehicles. Leveraging information from other states who have paved the way (such as California) can help in this endeavor.
1 US Department of Energy, Vehicle Technologies Office
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Alaska
The Southeast Alaska Conservation Council (SEACC) has a section on their website dedicated to electric vehicles. They highlight the fact that low-cost hydroelectricity and limited road systems makes the southeastern region an ideal location for electric vehicles.
Juneau’s utility is offering special experimental rates to EV owners and the University of Alaska Southeast has offered an Electric Vehicle Conversion Class.
A local entrepreneur in Petersburg has been selling low speed electric vehicles for a number of years and, as of 2010, there were about a dozen on the streets of Petersburg. Statewide progress includes legislation that was passed in 2010 to allow low-speed EVs to operate on streets with speed limits of 45 mph or less in towns with fewer than 35,000 residents.
Market
There is a dizzying array of EV related topics. While EV’s have been around since the 1800s, their acceptance and use are still in its infancy. EV sales show a slow upward trend. As of 2010, the US had more than 70,000 highway-capable plug-in electric cars. And as of August 2012, California led the way with 32% of total electric car sales in the United States. Industry forecasts agree that plug-in hybrids will continue to outsell pure electric cars in the United States in the near future.
Source: Electric Drive Transportation Association (website)
When considering car vs. truck, electric cars by far lead the way. Trucks and other utility type vehicles make up a much smaller segment of the market. Actual vehicle modification (conversion) from internal combustion engine to hybrid electric propulsion is another market segment that is gaining traction. Industry trends show the promise of electric vehicles in large commercial and government fleets.
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Economics
Purchase price of EVs and PHEVs is high compared to standard liquid fuel vehicles (internal combustion engines). Prices ranged from $10,999 for a Polaris EV ATV to $80,000 for a VIA PHEV pick-up truck and $30 for Leviton Level 1 (120V) EV charging receptacle to several thousands of dollars for Level 2 (208/240 volt) stations with varying sophistication.
Lease versus buy is a consideration worth exploring. EV technology continues to improve, and a 2- 3 year lease can be an option to take advantage of lower cost fueling while protecting yourself from uncertain battery performance after warranties expire.
Operating cost of an all-electric vehicle is low compared to ICEs. For example, the US Environmental Protection agency estimates that the annual, out-of-pocket fuel costs alone for an all-electric vehicle to be $600 per year compared to $2,300 per year for a gasoline-only vehicle2. Similar sources indicate fueling a gasoline car is more than double the cost of fueling an EV, and triple the cost for urban driving2.
Liquid fuel costs and electrical rates for the operating region under evaluation must be considered for making valid comparisons between EVs, PHEVs, and all-liquid fuel vehicles (gasoline and diesel). Wrangell area fuel prices at the time of this report were $4.75 per gallon for gasoline and $5.45 per for diesel. Electricity rates range from $0.102 - $0.116 per kWh.
Other cost factors must be considered including maintenance of charging stations, battery replacement, and associated infrastructure.
3Public charging stations offer the opportunity to generate revenue directly from people who use charging-station services. While selling electricity by non-utility organizations is prohibited in the US there are other ways to collect revenue for charging. Subscription based, pay-per-charge, and pay-for- parking are all viable but require installation of advanced EVSE products.
Manufacturers
There are numerous manufacturers of electric vehicles and EV derivatives. The following information was chosen to enable the City of Wrangell to begin developing a strategy that best suits their requirements. The information presented here is by no means exhaustive however; it does provide a good perspective on a broad range of factors necessary to make informed decisions. Direct conversations with manufacturers were limited. Therefore, the information was developed from a variety of web-based sources.
Following are highlights of sample vehicles as were published by EV organizations and manufacturer sources. Where possible, a comparison of specifications was provided. However, there is no standard list of categories among manufacturers that allow a consistent side-by-side comparison.
2 U.S. DOE Alternative Fuels Data Center; 2National Geographic - Great Energy Challenge, posted October 1, 2012, “How to Compare the Cost of Electric and Gas Cars”
3 U.S. DOE, Plug-in Electric Vehicle Handbook for Public Charging Station Hosts, April 2012
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VEHICLES
Manufacturer: VIA Motors
Location: Offices in Utah, Michigan, California
Types: Cars, Trucks (4WD), SUVs, Vans
Drivetrain: PHEV
Range: 40 miles (All EV mode); 400 miles (100 mpg)
Connector Type: J1772
Website: http://www.viamotors.com/powertrain/
Availability: 2013 (pre-order)
Price: $79,000 anticipated selling price for extended range electric truck
Description:
The VIA Motors VTrux is an extended range electric truck that can travel up to 40 miles on electricity thanks to its 27kWhr battery pack. Once the battery is depleted a 150kW (201HP) gasoline powered generator turns on to provide power to the drive system for up to 400 miles of total range. The VTrux is powered by a 175kW (300kW peak) electric motor and will be available in 2- and 4- wheel drive versions. Additionally, the VTrux is capable of acting as a large generator to provide power at work sites or during emergencies.
Source: www.pluinamerica.org
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Manufacturer: EVI (Electric Vehicles International)
Location: Stockton, California
Types: Commercial Walk-in Vans; Utility Vehicles
Drivetrain: EV and PHEV
Range: 50 miles (light duty vehicle) 90 miles (Van) 40 miles (utility vehicle)
Connector Type: J1772
Website: http://www.evi-usa.com/PRODUCTS/Vehicles/WalkInVan.aspx
Availability: Now (van); utility truck (development)
Price: Request quote
Description:
Commercial "walk-in" van (class 4 - class 6) with top speed 60 mph, range options up to 90 mi, 99kWh Valence Li-ion battery pack, 200 kW (max. 260 hp) electric motor. To be built at new headquarters in Stockton, California.
The EVI Range Extended Electric Vehicle (REEV) truck is under development in partnership with the California Energy Commission and Pacific Gas and Electric Company. Developed as a plug-in series hybrid, the EVI-REEV will provide 40 miles in all electric mode with extended range in hybrid mode.
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Manufacturer/Model: Ford Transit Connect EV
Location: not provided
Types: Commercial vehicles
Drivetrain: EV
Range: 50 - 80 miles
Connector Type: Level 1 or 2
Availability: Production rate 600-700 annually. Ford is marketing to high-profile corporations.
Maximum Gradeability: 20%
Price: $57,000
Website: http://www.ford.com/trucks/transitconnect/ and www.pluginamerica.org
Transit Connect Electric, Azure integrates Force Drive™ electric powertrain into the Ford Transit Connect. Utilizing an advanced lithium-ion battery from Johnson Controls, the Transit Connect Electric can achieve a range of 50-80 miles depending on auxiliary usage and drive cycle, and has a top speed of 75 mph. The battery is rechargeable using either a 240-volt or standard 120-volt outlet.
Source: http://www.trans-west.com/ford-transit-connect-EV.htm
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Manufacturer: Toyota RAV4 EV
Location: Woodstock, Ontario Canada
Types: Cars and Trucks
Drivetrain: EV
Range: 103 EPA-rated
MPGe: 76
Connector Type: J1772 (10 kW; 240V, 40A input)
Charge Time: varies according to electrical source; for 240V/40A 5 hrs./6 hrs.
Website: http://www.toyota.com/rav4ev/#!/Welcome
Availability: Now
Price: $49,800
Description:
The second generation Toyota RAV4 EV is the result of the Toyota and Tesla Motors collaboration. Based on the popular RAV4 compact SUV and powered by a Tesla electric powertrain, the RAV4 EV project adopts a new development model that incorporates Tesla’s streamline, fast and flexible approach with Toyota’s engineering and manufacturing leadership.
Source: www.pluginamerica.org
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Manufacturer: CODA Automotive
Location: Los Angeles, California
Types: Cars
Drivetrain: EV (All Electric)
Range: 88 miles
Connector Type: J1772
Website: lwww.codaautomotive.com
Availability: Now
Price: $37,250
Description:
The CODA Sedan is a 4-door, 5-passenger sedan with a range up to 125 miles (EPA rated at 88 miles per charge). Uses a 31kWh, Li-ion battery with active thermal management. Equipped with a 6.6kW onboard charger (120/240V). Recharge times of less than 6 hours (at 240V, 30A).
Source: www.pluginamerica.org
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Manufacturer: General Motors – Chevrolet Volt
Location: Detroit, Michigan
Types: Cars and Trucks
Drivetrain: PHEV (Plug-in Hybrid)
Range: 38 - 40 miles (electric range; 380 -400 Per gasoline fill-up range)
Connector Type: J1772
Website: http://www.chevrolet.com/volt-electric-car.html
Availability: Now
Price: $39,145 (also lease option starting at $299/month)
Description:
GM's EREV, extended range electric vehicle, with a 16.5kWh Li-ion battery from LG Chem, giving the Volt a 38 mi all electric range and 379 mi total range. In hybrid mode, the Volt will achieve 37 MPG and in electric mode the Volt will consume 35kWh/100 mi (98 MPG equivalent). The Volt is a 4-door, 4-seater hatchback powered by a 120 hp electric motor and a 1.4L gasoline engine, which supplements the electric motor once the batteries have been depleted.
Source: www.pluginamerica.org
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Manufacturer/Model: Polaris Ranger EV
Location: USA and Worldwide
Types: ATV
Drivetrain: 30 HP 48V, AC electric motor
Range: 50 miles
Connector Type: 110 volt plugin
Availability: Now
Price: $10,999 (base, accessories extra)
Description:
Polaris is making an all-electric version of their Ranger side by side utility vehicle. Capable of carrying 2 people, it has a 500lb capacity bed box and can tow 1250lbs. It uses a 30hp, 48V AC induction motor powered by 8 common automotive type 12vdc lead-acid batteries, with combined output power of 11.7Kwh, to push it up to 50 miles in one charge. Charging is accomplished by plugging into a standard 110vac outlet and takes approximately 8 hours with the provided charger. Starting cost is $10,999 for the basic vehicle. Polaris offers a full line of accessories including plows, cabs, and a quick charge kit that utilizes a 220V, 30Acircuit and reduces charging time by 40%.
Source: wwwhttp://www.polaris.com/en-us/commercial-vehicles/electric-utv/ranger-ev/features
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Manufacturer: Zap Jonway
Location: Santa Rosa, California (headquarters)
Types: Cars, Trucks (2 passenger), SUVs, Vans
Drivetrain: EV
Range: 40 miles XL truck and 100 miles SUV
Connector Type: Level 1, 110V (onboard) and Level 2, 240V
Availability: Now (ZAPTRUCK XL) Other vehicles are in development.
Maximum Gradeability: up to 40% (SUV)
Operating Conditions: –30°F to 120°F
Price: $14,995 for XL truck
Description:
The Zaptruck XL has a cab for two and a convertible bed/platform for moving large loads of cargo.
Note: According to the regional sales representative, the SUV and Shuttle Vans are going through US DOT testing for sales in the US.
Source: http://www.zapworld.com/
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Manufacturer: Tiger Truck Industries International, Inc.
Location: Poteau, OK
Types: Light-duty trucks and vans
Drivetrain: EV (72 volt AC)
Range: 18 (mail truck) - 48 miles
Connector Type: Level 1, 110V (onboard)
Availability: Special order (no 4WD)
Maximum Gradeability: 22%
Operating Conditions: reduced range in cold weather
Price: $18,995 (excl. freight)
Description:
Standard on all electric models is an on-board battery (deionized) watering system with in-cab flow monitoring.
Source: http://www.tigertruck.com
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Manufacturer: BAE Systems / HybriDrive Propulsion Systems
Location: Various
Types: Conversion for Medium to Heavy-Duty Truck platforms including refuse collection and construction
Drivetrain: Diesel electric systems
Range: NA
Connector Type: NA
Website: www.hybridrive.com
Availability: Now
Price: Contact manufacturer
Description:
BAE Systems has created a new product in its HybriDrive® family of heavy-duty hybrid electric propulsion systems to address lowering emissions and increasing fuel and energy savings in the vocational truck market. This new system is scalable to meet a wide range of heavy-duty truck platforms, vocations, and duty cycles, to equip hybrid construction trucks, hybrid utility trucks, hybrid refuse trucks and hybrid delivery trucks.
HybriDrive® Parallel diesel electric truck is based on a single electric machine integrated with the engine and the transmission and can be installed with minimal impact to the vehicle. Propulsion is enhanced through an optimized blending of power from a conventional power source and from the electrical power source.
BAE also provides a marine version of its HybriDrive System teaming with NORTHERN LIGHTS. Its website states that it provides marine-diesel generators, Lugger propulsion engines and Technicold marine systems for commercial and pleasure crafts. It is headquartered in Seattle Washington.
Source: www.hybridrive.com
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b. Charging A charger converts AC supply power to DC and uses it to charge the vehicle batteries. Many modern plug-in vehicles have an on-board charger. This can be its own discrete unit, or the electronics can be integrated into the drivetrain or another component. Chargers can also exist off the vehicle, as in the case of DC quick chargers.
Electric Vehicle Supply Equipment (EVSE) refers to any off-board equipment used to supply charging energy to the vehicle. EVSE can take the form of a cord; a station mounted to a wall, pedestal or pole, and even the different outlets and plugs that make up the circuit. This equipment should prevent energizing of the charge plug until it is seated in a vehicle port. It should monitor for safety hazards. It communicates to the vehicle the amount of current that can be provided by the circuit and gets information about area ventilation requirements.
Three types of charger categories provide AC current to the vehicle with the vehicles on-board charger to convert the AC to DC needed to charge the batteries.
Charging times can range from 30 minutes to 20 hours or more based on the type and level of EVSE, battery type, capacity, depletion and type of vehicle charging system.
Level 1 EVSE – 120V AC plug and requires electric installation according to the NEC. Most PEVs will come with this including a cord set – on one end is a 3-prong household plug (NEMA 5-15 connector) and the other end a J1772 standard connector. Level 1 charging can add 2 to 5 miles of driving range to a PEV per hour of charging time.
Level 2 EVSE – 240V (residential) or 208V (commercial) and typically requires hard-wired installation of charging equipment and dedicated circuit of 20 to 80 amps. Level 2 charging can add 10 to 20 miles of driving range to a PEV per hour of charging time.
DC Fast Charging EVSE – 480V input to the EVSE and is typically scene in rapid charging sites such as heavy traffic corridors and public fueling stations. A DC fast charger can add 60 to 80 miles of driving range to a PEV in 20 minutes.
Charger Level Classifications
Voltage in Charger Level Charge Load Alternating Time Current (VAC) Level 1 (Home) 1.1-1.8 kW 6-10 hours 120 Level 2
(Home and Work) 3.3 kW 3-4 hours 208/240 Level 2+ 30 min. – (Home and Work) 6.6-19.2 kW 2 hours Level 3 15-30 (Recharging Station) 50-150 kW minutes 480
Source: National Electrical Code Article 625
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CHARGING STATIONS
Manufacturer: Zap Jonway
Type: Level 1 and 2
Max Amps: contact mfg.
Max Single Port Output: contact mfg.
Price: request quote
Description:
According to Zap website, the zChargeTM Networked EV Charging Infrastructure Technology handles a wide variety of charging scenarios with advanced features for ease of use and the latest in mobile client services; provides access charge status; locates available charge stations via the web. Each zCharge handles two vehicles at once in normal or rapid charging configurations. zCharge Station System E-Mobility Platform is an electric mobility platform developed by Better World. It is a complete set of applications that interact together with grids, charging stations (EVCE), electric vehicles, utilities, mobile phones and any Internet browser to give full functional coverage to the management of electric mobility networks.
Compatible with normal 110-120v US household charging or EV industry standard connectors like the J1722.
Source: www.zapworld.com/zcharge-electric-vehicle-charging-station-ev-infrastructure-technology
Manufacturer: Leviton Guide Light GFCI Receptacle
Type: Level 1, Charge Station NEMA
Max Amps: 15
Max Single Port Output: 1.80 kW
Price: $30
Description:
Leviton's home charging station wall receptacle features a single receptacle with a guide light that is photo-sensor controlled, making it easier to locate the receptacle when it is dark. It is built on Leviton's SmartlockPRO® GFCI Safety Wall Receptacle platform, and can accommodate the repetitive insertions experienced with plug-in vehicle charging. Meets NEC Code requirements for use with electric vehicle charging systems.
Source: http://honda.leviton.com/product/gfci
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Manufacturer: GM Voltec EVSE
Type: Level 2, Charge Station SAE J-1772
Max Amps: 240V/15A
Price: $490
Description:
According to GM website, this is a 240V home charging station made for the Chevrolet Volt. This station can recharge the Volt battery from depleted to full in about four hours.
The station is optional for Volt owners, as the vehicle comes standard with a Level 1 charge cord, which can charge the battery in about ten hours.
Source: www.cleanfleetreport.com and www.pluginamerica.org
Manufacturer: Coulomb Technologies CT2100
Type: Charge Station Level 1 & 2; SAE J-1772
Max Amps: 30
Max Single Port Output: 7.2 kW
Price: starting at $1,200
Description:
UL Listed. This is a Level 1 and 2 combination charging station. Level 1 is 16A output (NEMA 5- 20), Level 2 is 30A (SAE J1772).
Coulomb has established the ChargePoint America program to provide electric vehicle charging infrastructure to nine selected regions in the United States.
Manufacturer: Eaton Pow-R Station Level 2 EVSE
Type: Charge Station Level 2; SAE J-1772
Max Amps: 30 and 70 amp units
Max Single Port Output: not available
Price: $999 (30 amp unit)
Description:
ETL listed. Eaton's Pow-R-Station line can talk to a facility's Energy Management System. Features NEMA 3R (Steel) enclosure; SAE J1772, UL 2594, 2231, 1998 compliance; Ethernet, Serial (RS-232), ModBus (RS485/4-wire), Wi-Fi, Cellular (optional); SD memory card for data storage CSV format; Cord length: 20 feet.
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Manufacturer: Legrand Level 2
Type: Charge Station SAE J-1772
Max Amps: 16
Max Single Port Output: 3.8kW @ 16A 208/240V
Price: $749
Description:
Level 2 station and features auto reset; Wall, Pedestal mount; Status Lights; Compliance with SAE J1772, UL 2202, 2231, 2251, and 2594; NEMA 3S enclosure
.
Manufacturer: Success Charging
Type: Level 2 Charging Stations
Success Charging establishes collaborative efforts with global industry leaders, enabling mass penetration of new PEVs and charging infrastructure into the global market.
Price: “Free”
Description:
Success Charging claims it will install fully equipped charging stations, completely free of charge at both private residences and commercial businesses. This includes free maintenance and management and for businesses – free promotion and back office support such as billing and reports. Success Charging retains ownership of the stations while the host profits from its use. Homeowners benefit from the convenience of a home charging unit, while business owners benefit from the increased customer traffic that charging stations provide as well as improving their image by supporting a cleaner environment.
Source: http://www.successcharging.com/company
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c. Batteries Battery life should be considered when calculating the extended cost of ownership, as all batteries eventually wear out and must be replaced. The rate at which they expire depends on the type of battery technology and how they are used — many types of batteries are damaged by depleting them beyond a certain level. Lithium-ion batteries degrade faster when stored at higher temperatures.
An important question to ask is, “How often do I have to replace the batteries?” Plug In America (PIA) website offers the following response.
“Not for many years. GM and Nissan offer warranties covering 8 years or 100,000 miles of driving on the lithium-ion batteries in the Volt or the Leaf. Nickel-metal hydride batteries (NiMH) in the previous generation of EVs are proving to have very long lives. Several electric cars with over 100,000 miles have been reported with virtually no range degradation.”
Regarding battery recycling, PIA also states, “Car battery recycling is a success story. More than 98% of conventional car batteries already get recycled, and the same (or better) should be true of EV batteries. But let's start at the beginning -- creating EV batteries is much less damaging to the planet than drilling for oil to run gas cars, according to a study by the Swiss EMPA Institute, which focuses on material sciences and technology development.
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d. Maintenance Electric cars have expensive batteries that must be replaced but otherwise incur very low maintenance costs, particularly in the case of current lithium-based designs.
Information provided by Plug In America (PIA) gives us practical insight regarding maintenance.
Electric cars are very reliable. No oil changes, no tune ups. EVs have 10 times fewer moving parts than a gasoline powered car. There's no engine, transmission, spark plugs, valves, fuel tank, tailpipe, distributor, starter, clutch, muffler or catalytic converter.
“Battery electric vehicles are the most dependable vehicles. Well-made production EVs have the potential to last as long or longer than gasoline automobiles, with less regular maintenance. There are many fewer moving parts in an EV, and therefore less ongoing preventative maintenance. Brake life is significantly extended since the motor is used to slow the car, recapturing the kinetic energy and storing it back in the battery. Electric motors will outlast the body of the vehicle. Major automakers are offering warranties on the batteries of 8 years or 100,000 miles of driving.”4
Statements made by those who promote and enjoy the virtues of electric vehicles must also be tempered accordingly. A practical concern for a community such as Wrangell is the availability of certified maintenance and access to service equipment and parts. This certainly must be a topic explored with prospective vehicle manufacturers and become an integral part of Wrangell’s strategic plan.
e. Energy Efficiency and Power Requirements Electric motors are more efficient than ICE in converting stored energy into driving a vehicle, and electric drive vehicles do not consume energy while at rest or coasting, and some of the energy lost when braking is captured and reused through regenerative braking, which captures as much as one fifth of the energy normally lost during braking. Typically, conventional gasoline engines effectively use only 15% of the fuel energy content to move the vehicle or to power accessories, and diesel engines can reach on-board efficiencies of 20%, while electric drive vehicles have on-board efficiency of around 80%.
Production and conversion electric cars typically use 10 to 23 kWh/100 km (0.17 to 0.37 kWh/mi).Approximately 20% of this power consumption is due to inefficiencies in charging the batteries. Tesla Motors indicates that the vehicle efficiency (including charging inefficiencies) of their lithium-ion battery powered vehicle is 12.7 kW·h/100 km (0.21 kW·h/mi) and the well-to-wheels efficiency (assuming the electricity is generated from natural gas) is 24.4 kWh/100 km (0.39 kWh/mi).
4www.pluginamerica.org
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f. Infrastructure Charging stations for electric vehicles may require limited infrastructure improvements depending on the level of deployment and influx of EV in a community. Charging stations can leverage the existing electrical grid and home recharging is an option.
Most driving is local over short distances which reduces the need for charging mid-trip. In the USA, for example, 78% of commutes are less than 40 miles (64 km) round-trip. One challenge in such infrastructure is the level of demand: an isolated station along a busy highway may see hundreds of customers per hour if every passing electric vehicle has to stop there to complete the trip.
Wrangell has an area of 70.8 square miles and 60 miles of roadways, 11 of which are paved. It is assumed and very likely that the charging equipment would be concentrated within the city-proper with few remote locations required.
Factors that will determine type, quantity, enclosure and locations will greatly depend upon the quantity of EV/PHEVs in the community, existing power distribution along roadways and any critical requirements such as those for emergency requirements (e.g. medical, fire, police).
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5. Codes and Standards
a. National Electrical Code (NEC) Requirements,
The NEC, National Electric Code, is part of the National Fire Code and is mandated by most state or local law in the USA. The code covers all wiring in and around structures. The NEC article 625 covers the wires and equipment used to supply electricity for charging an electric vehicle. It covers the charging process to the end of the connector that plugs into the vehicle. It does not cover whatever happens with that power once it enters the vehicle.
1999 was the first edition of the NEC to include article 625 about Electric Vehicle Charging. Coincidently, this is the first edition after the introduction of the GM EV1 vehicles. Minor changes have been made over the years. The following notes are based on the 2008 edition.
If the charging power source is 120 volts and is powered by a 15 or 20 amp standard ground fault protected outlet NEC article 625 has no other requirements... The 120 Volt power and lower power is safer and allows emergency charging anyplace. The switch for the outlet is an extra level of safety. The switch for the outlet is turned off when not in use, before the extension cord is connected to the vehicle and before the extension cord is disconnected from the vehicle. It improves safety in a potentially wet environment. If the voltage or current exceeds 120 volts or 20 amps, the other requirements of NEC article 625 apply.
Electric Vehicle Charging System
Article 625 of the NEC covers EV Charging Systems – “couplers” the plug – has to be non- interchangeable with other systems, such as the J1772 configuration. They require positive means to disconnect. Anything over 120V, 20A has to be hardwired. Below 120 volts it can be a portable charger that plugs into an existing 120V outlet. There are requirements for ventilation when charging indoors, ventilation rate depending on charging load. There is a ventilation rate table in the section.
There are requirements for the connector: • It must be polarized • It cannot be interchanged with any standard connector • It must be touch-safe when in use and not in use. • It must have a latch to prevent unintentional disconnection • It must have a grounding connection that makes first and brakes last • All of these requirements are covered by using a SAE J1772 compliant connector and communications
Electrified Truck Parking Spaces
Article 626 discusses the requirements pertaining to the Electrified Truck Parking Spaces. This article has more specific requirements covering load calculations, cable management, and other details, and has a demand factor for feeder sizes that depends on climate – a cold climate would help in this regard.
• Article 626 covers the electrical equipment and conductors external to the truck [626.1].
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• Article 626 modifies other applicable NEC sections. Where there's a conflict, Article 626 applies [626.3] • Article 626 does not apply to loading equipment or the truck facility in general [626.4]. It applies to the parking space electrical system, only. • If supplying from a 208Y/120 source, the wiring system must be grounded (a four wire system) [626.10].
Demand factors are set by reviewing the Climatic Temperature Zone (USA Hardiness Zone, please see the following website: http://www.ars.usda.gov/is/pr/2012/120125.htm
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b. Local Requirements
The City of Wrangell Electrical department requires permits for all new construction and most remodels. Permits are issued at the Wrangell Municipal Light & Power (WMLP) Office. A copy of the permit is available on the WMLP website.
The Public Works Superintendent will issue the permit and be able to answer any questions you may have regarding the building requirements. The Zoning Administrator/Electrical Superintendent may also need to sign the permit to confirm compliance with the codes.
Construction and installation of electrical services will require following local electrical codes which are based on the NEC. Special provisions for electric vehicles and charging equipment installations were described above.
c. Environmental
The US Department of Energy – Alternative Fuels Data Center – lists numerous incentives, laws, regulations and programs.
Based on a cursory review of these sources coupled with the potential implementation of EV systems in Wrangell, it appears there are no specific concerns regarding environmental impact. In fact, just the opposite is the case since electric propulsion, especially when the power source is hydroelectric, greatly reduces carbon emissions. However, it is advisable that the City makes a thorough review and contacts the US DOE and EPA offices for assistance.
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6. Electrical Power Grid
a. Black and Veatch Study The Southeast Alaska Integrated Resource Plan (SEAIRP), published in July 2012 by the Black & Veatch Corporation, is a source used in this feasibility study. Following are highlights and summaries of pertinent information from the SEAIRP for the purpose of considering future energy demands in the Wrangell area regarding the use of EV and PHEV.
The Tyee Lake project consists of two generators; each rated 10 MW for total generation of 20 MW. Power transmission is facilitated via a substation with two 11.25 MVA transformers. There is provision for a third turbine at the site. The Swan Lake Project houses two generators with total rated capacity of 22 MW. Power sales to the connected communities of Wrangell, Petersburg and Ketchikan are governed by the SEAPA Power Sales Agreement (PSA). Under the PSA, member utilities are required to purchase firm power from the agency, but are not committed to any minimum level of purchase nor are they billed for power not delivered.
b. Existing Capacity The City and Borough of Wrangell Alaska requested a feasibility study for potentially using electric vehicles (EV) and plug-in hybrid electric vehicles (PHEV) to replace and/or supplement to utilize excess hydroelectric generation from the Southeast Alaska Power Agency (SEAPA) electric grid.
Peak electrical load in Wrangell, which occurred during winter 2012-2013, was 9.3 MW. Minimum winter demand is 3.1 MW, minimum summer demand is 2.3 MW. Present annual energy consumption is approximately 30.6 GWh with an average electrical demand of 3.5 MW. A load projection produced by Black & Veach (Southeast Alaska Resource Plan) predicts an annual energy consumption of approximately 33 GWh, average demand of 3.8 MW, and peak demand of 10.6 MW by 2050.
c. Impact of EV and PHEV Based on the research conducted for this specific study, as it applies to Wrangell, there will be no immediate negative impact to the electric grid. This is based on both the forecasted growth of EV/PHEV being very low combined with the fact that very few vehicles in Wrangell’s current fleet are reasonable candidates for replacement. The EV/PHEV market offers few classes of vehicles that are cost effective. While just about any vehicle can be converted to electric propulsion, the cost to do so would be at a very high premium. Presently, cars and ATVs are the only vehicles that would apply. Only when the community of Wrangell begins to purchase EV/PHEVs would a reassessment of power capacity, distribution and load management be necessary.
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7. Smart Grid and Demand Side Management of Electric Power
a. Summary Currently the City and Borough of Wrangell does not have a load management issue except during peak demand times that occur during the coldest winter months, primarily due to electric heating. While there is no present concern, as more heating load and other new loads are added to the electric grid, a load management plan will need to be developed.
Wrangell Electricity
The City and Borough of Wrangell has an existing electric grid that consists of a primary distribution voltage of 12,470 volts with single-phase and three-phase throughout the City and Borough of Wrangell. The secondary voltages range from 120, 208, 240, and 480 volt depending on the needs of the customers. Most of the existing electrical grid is over-head (OH) distribution with small amount of underground (UG) services dedicated to pre-existing commercial customers that bought into the service at the time of construction.
Government Policy
The opportunities of smart grid from DOE/OE related policies have good implications for the City and Borough of Wrangell’s electrical grid regarding the Energy Independence and Security Act of 2007 (EISA), Title XIII, Section 1306(a). From EISA there are federal matching funds for smart grid investment costs in which 20% of qualifying smart grid investments will be reimbursed by the grant program. Qualifying investments that are provided for in section 1306(b) include certain household appliances, specialized electricity-using equipment like motors and drivers, metering devices and transmission and distribution equipment. Computer software that enables devices to engage in Smart Grid functions are also considered qualifying investments, as well as hybrid vehicles.
Also, there are State considerations for smart grid, from EISA, Section 1307 provides that electric utilities in individual states should consider and report to the state on investing in a qualified smart grid system based on a variety of economic, social, and technological factors. These factors listed in Sec. 1307(a)(16)(A) include the total costs and cost-effectiveness, "improved reliability, security, system performance and societal benefit". State electric utilities are also permitted in Sec. 1307(a)(16)(B) to recover any capital, operating expenditure, or other costs of the electric utility relating to the deployment of smart grid, from ratepayers. Electricity purchasers are likewise entitled to direct access to information from their electricity provider on smart grid such as prices, usage, intervals and projections, and sources from which their power was generated.
The Grid
"The grid," refers to the electric grid, a network of transmission lines, substations, transformers and more that deliver electricity from the power plant to your home or business. It’s what you plug into when you flip on your light switch or power up your computer. Our current electric grid was built in the 1890s and improved upon as technology advanced through each decade. Today, it consists of more than 9,200 electric generating units with more than 1 million megawatts of generating capacity connected to more than 300,000 miles of transmission lines.
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What Makes the Grid Smart?
A smart grid is an electrical grid that uses information and communications technology to gather and act on information, such as information about the behaviors of suppliers and consumers, in an automated fashion to improve the efficiency, reliability, economics, and sustainability of the production and distribution of electricity. In short, the digital technology that allows for two-way communication between the utility and its customers, and the sensing along the transmission lines is what makes the grid smart. Like the Internet, the Smart Grid will consist of controls, computers, automation, and new technologies and equipment working together, but in this case, these technologies will work with the electrical grid to respond digitally to any changing electric demand.
A study provided by Electric Power Research Institute (EPRI), in 2012 stated that deployment of smart grid technology from U.S. utility control centers and power networks to consumers' homes is estimated to cost between $338 billion and $476 billion over the next 20 years, but will deliver $1.3 trillion to $2 trillion in benefits over that period. The benefits will include greater grid reliability, integration of wind generation, solar rooftop generation, and plug-in vehicles, reductions in electricity demand, and stronger cyber security. The projected costs of deploying digital controls and applications on the grid, averaging $17 billion to $24 billion a year, will fall most heavily on utility distribution systems that deliver power to retail customers. About 70 percent of the total investment in the higher-cost estimate would be required to upgrade substations, lines, poles, meters, billing and communication systems on the retail side to enable smart grid technologies and replace aging equipment, the study says. The EPRI study assumes that by 2030, 10 million plug-in vehicles will be on the road, and smart grid technologies will permit plug-in vehicles not only to take recharging power from the grid, but to feed power back in from their batteries to help meet sudden changes in electricity demand.
b. Load Management
Load management also known as demand side management (DSM), is the process of balancing the supply of electricity on the network with the electrical load by adjusting or controlling the load rather than the power station output. This can be achieved by direct intervention of the utility in real time, by the use of frequency sensitive relays triggering circuit breakers (ripple control), by time clocks, or by using special tariffs to influence consumer behavior. Load management allows utilities to reduce demand for electricity during peak usage times, which can, in turn, reduce costs by eliminating the need for peaking power plants. In addition, peaking power plants also often require hours to bring on- line, presenting challenges should a plant go off-line unexpectedly. Load management can also help reduce harmful emission, since peaking plants or backup generators are often dirtier and less efficient than base load power plants. New load-management technologies are constantly under development — both by private industry and public entities.
The following are two examples of load management systems available in the marketplace.
BERT plug Load Management System
This system is typically used in small facilities and buildings and includes a full reporting database that permits capturing and analyzing historical usage of power by hour, day, month, year or any user defined period. Plug load consumption can be measured and analyzed by device i.e. individual electric vehicle, all electric vehicles, or just electric vehicles in a particular building such as
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elementary schools and public garages. The system can even be used as a data logger to establish the base level of plug load consumption to be used for savings calculations and investment grade audits. Measuring and verifying energy savings for performance management contracts can be done remotely.
GridPoint Energy Management System
The GridPoint Energy Management System (EMS) is a complete hardware, software, and services solution that deliver the visibility, analysis, and control capabilities to manage a facility’s energy endpoints, from HVAC and lighting, to refrigerators and vehicle charging stations for plug-in vehicles. This EMS captures information about energy and facility environmental conditions, provides the insights and recommendations to fine-tune and optimize energy efficiency and site operations.
According to GridPoint, their system can average 10-20% energy savings per site per month, with a corresponding 18-24 month return on investment per site.
c. Fleet Recharge Management System As the City and Borough of Wrangell considers moving toward changing the vehicle fleet to electric vehicles and plug-in hybrid electric vehicles there will be a need to consider developing an efficient management system taking into account different factors including battery autonomy, time to recharge, the building or facility it affects, vehicle availability, cost of operating the vehicles and associated infrastructure.
Suppliers of intelligent charging solutions, aware of the issues linked to the transportation industry, have provided their expertise and support to companies in the process of integrating electric vehicles into a business or fleets. As the initial cost is greater, intelligent management of the charging infrastructure and vehicle availability is necessary to see a return on the investment.
d. Infrastructure Infrastructure considerations can include existing capacity and coverage of electric utility; developed and undeveloped land and roadways; existing structures in urban areas; existing parking facilities; and existing power at desired charging locations. Costs for infrastructure will also include design, construction and installation of equipment and facilities to support and secure the charging locations.
The goal is to provide complete range of stations across the areas where you operate. That means placing charging stations both in urban centers and in locations extending outward along remote areas and other strategic destination points. Towards this goal Wrangell will need to develop a plan that includes how their fleet operates: destinations, frequency of travel, distances traveled, remote locations, availability of power at desired location; existing parking spaces; distributed versus centralized charging facilities.
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8. Economic Evaluation
a. Summary Wrangell has a fleet of sixty-four vehicles. We have categorized these vehicles based on the practicality and availability of an equivalent EV/PHEV replacement.
There are options for converting diesel powered vehicles to electric-diesel hybrid systems. However, we limited our evaluation to currently marketed EV and PHEVs.
It is important to note that daily driving habits, use of the vehicle, weather, road conditions, daily and annual mileage among other factors will affect the cost of ownership.
Provided below is a summary of cost estimates, where available, for equipment most applicable to Wrangell. Cost estimates do not include vehicle options, accessories and specialty equipment (e.g. plow, winch).
Vehicle Estimates
• EV Cars: $38,145 (CODA) - $49,800 (Toyota RAV4 EV) • PHEV Cars: $39,145 (Chevy Volt) • EV Light Duty Trucks: $14,995 (Zap XL) - $18,995 (Tiger Trucks) • PHEV Pickup Trucks: $80,000 (VIA Motors VTrux) • EV Small Commercial Vans: $57,000 (Ford Transit EV)
Charging Equipment Estimates1
• Public Charging Station (equipment only): Level 2 EVSE; $1,000 - $7,000 • Public Charging Station Installation: Level 2 EVSE; $860 - $7,400 • Total Installed Cost Estimates: Level 2 EVSE (2 stations); $15,000 - $18,000
Fuel and Efficiency Estimates
• Wrangell’s average electricity rate of $0.11/kWh and cost of gasoline avg. $5.00 per gallon. • Energy Cost per mile: $0.25 (CODA all EV) - $0.26 (Chevy Volt) • Miles on a charge (EV): 38 (Chevy Volt) – 103 (Toyota RAV4 EV) • Extended range miles (PHEV): 380 (Chevy Volt) – 400 (VIA Motors VTrux) • Annual Fuel/Electricity Costs: $408 (Chevy Volt) - $474 (CODA) • Annual Operating Costs: $2,492 (CODA) - $2,551 (Chevy Volt)
Cost Impact to Wrangell Electric Grid
There are no economic impacts to the electrical grid now or in the foreseeable future. If EV and PHEV begin to emerge in the Wrangell community, then WMLP and the City must re-evaluate their conditions and use this study as a reference and source for support of EV and PHEV electrical supplies.
1 US DOE PHEV Handbook for Public Charging Station Hosts
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Smart Grid and Load Management Costs
Likewise, this technology does not have any cost implications at this time nor in the foreseeable future. Furthermore, this technology will independently become part of our nation’s grid as the federal government, industry and utilities continue to grapple with policies to address the many issues regarding availability, quality and stability of power on our nation’s grid.
b. Additional Economic Information Vehicle Maintenance
All-electric vehicles typically require less maintenance than conventional vehicles because: • The battery, motor, and associated electronics require little to no regular maintenance • There are fewer fluids to change • Brake wear is significantly reduced, due to regenerative braking • There are far fewer moving parts, relative to a conventional gasoline engine.
Plug-in hybrid electric vehicles have internal combustion engines and therefore, maintenance requirements are similar to those of conventional vehicles. However, similar to EVs, the electrical system (battery, motor, and associated electronics) will likely require minimal scheduled maintenance. Due to the effects of regenerative braking, brake systems on these vehicles typically last longer than those on conventional vehicles.
Based on US Department of Energy sources, general vehicle maintenance including tires, cleaning and upkeep are estimated to be $0.041 – $0.0538 per mile for EV/PHEVs.
Energy Fuel Prices for EV and PHEV
Wrangell Municipal Light and Power electricity rates presently available for EV and PHEV vehicle charging:
• Residential $0.08 - $0.126 per kWh • Small Commercial $0.116 per kWh • Large Commercial $0.103 - $0.107 per kWh
Approximate cost of liquid fuel for PHEV vehicles is as volatile as is the world market. Recent inquiry at a local gas station in Wrangell quoted $4.65 per gallon, unleaded gasoline as of April 18, 2013. (For the purposes of this report a value of $5.00 per gallon was used)
Battery Maintenance
The batteries in electric drive vehicles are designed to last for the expected lifetime of the vehicle. For example, the Toyota Prius HEV, which has been sold in the United States since 2001, has had less than 0.003% battery failures (source: HybridCars.com). Several manufacturers offer 8-year/100,000 mile warranties for their EV and PHEV batteries.
Manufacturers have not published pricing for replacement batteries, but if the battery does need to be replaced outside the warranty, it is expected to be a significant expense. Battery prices are expected to decline as technology improves and production volumes increase.
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To provide perspective, a company states it provides certain re-manufactured batteries for hybrid cars for an approximate cost of $1875.
Vehicle Cost Calculator
The US Department of Energy provides a Vehicle Cost Calculator under their Alternative Fuels Data Center website. While the database is not comprehensive, it does offer a variety of makes and models of most vehicles including EV, PHEV, Flex Fuel and gasoline vehicles. The vehicle types can be chosen that are reasonable equivalents to vehicles the City of Wrangell would likely consider. Sample charts and graphs are provided in Appendix G.
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9. Conclusions This feasibility study focuses on helping answer the essential question of, “should we proceed with the proposed project idea?” All activities of the study are directed toward helping answer this question.
WHPacific has examined the issues and assessed the probability of a successful implementation for electric vehicle use for the City and Borough of Wrangell. However, the reader of this feasibility study must use it in the manner intended; to offer reasonable conclusions and recommendations to decide whether or not to proceed with a business plan to purchase electric vehicles and the necessary equipment and resources to support these vehicles.
We conducted this study with these feasibility study elements in mind:
• Provide focus to the project and outline alternatives. • Narrow business alternatives • Identify new opportunities through the investigative process. • Identify reasons not to proceed. • Enhance the probability of success by addressing and mitigating factors early on that could affect the project. • Provide quality information for decision making. • Provide documentation that the project initiative was thoroughly investigated. • Help in securing funding from lending institutions and other monetary sources.
a. General Summary of Research
• Manufacturers – Most suppliers are new to the market place. Few have experience or track record to evaluate. Internet presence is very helpful but glitzy websites and bold claims have little substance to back them. Most are located in the lower 48 states and are concentrating their efforts in the warmer regions. For this reason, a rural community like Wrangell will struggle with vehicle support and servicing and depending on vehicle manufacturer, could require long distance servicing especially for warranty purposes. Selecting the best supplier who is interested in negotiating with a small community will be essential to secure the best-value.
• Government – Both federal and state governments are developing policy. Legislation continues to be introduced to create a palatable environment for consumers and businesses alike. However, incentives are few and do not nearly offset the high price tags of most vehicles. Consumer demand will continue to force pricing downward but this is projected to be a slow process (ref. Black and Veatch Study).
• Regional Considerations – Weather is always a factor for EVs. Fortunately southeastern Alaska has a climate similar to the Washington state coastline. Wrangell’s weather patterns should not be a major concern. EVs and PHEVs are successfully used in cold-weather locations (e.g. Vermont, Michigan.)
• Vehicles – Most vehicle costs are high. Cars have the largest presence in the market and therefore, have a longer history and track record to evaluate. Trucks are beginning to emerge but have little history to evaluate. Niche markets are plentiful as well with small, light-duty trucks gaining traction, especially for small communities and applications that do not require highway
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driving, large payloads or heavy hauling. Electric drivetrain conversions of large refuse trucks, busses and dump trucks are available but appear to target large fleets in metropolitan areas and are quite costly.
• Cost of Ownership – Current and near term, total cost of owning and operating an EV is high compared to gasoline vehicles. Energy cost will fluctuate, causing better or worse conditions that influence buying decisions. Maintenance and operating costs are very favorable for EVs. But the purchase price and unknown battery replacement costs in the future could create a negative cost/benefit as compared to gasoline vehicles.
• Charging Equipment – There is a broad spectrum of equipment and services available. Simple charging system appears feasible given Wrangell’s current and short-term needs should they decide to enter EV market. No high-tech, costly purchases necessary. Future volume and distribution will require re-evaluation.
• Infrastructure – installation and construction of charging equipment greatly depends on the proliferation of EVs in a community. Wrangell may only require simple changes to existing power receptacles in existing garages at low costs. More sophisticated, remote charging stations could be minimized and strategically located for the greatest benefit and lowest cost.
• Impact to Electric Utility – demand on local supplies is not an immediate concern. Based on the SEAIRP and Wrangell’s 35 candidate vehicles, it is assumed there would not be a problem supporting the potential load demand from simultaneous charging of EV/PHEV (35 EVs x 3.3kW Level 2 charging for 4 hours). Game-changers would be an increased number of vehicles if the total demand exceeds WMLP allowable limits as well as the location and concentration of charging stations. In this case, consulting with WMLP would be necessary to plan accordingly and include these costs in the business plan. Off-peak time period is assumed to be the main time period for charging. Therefore off-peak utility capacity is higher, further reducing any negative impact to area supplies.
• Smart Grid & Demand (Load) Management – based on the current and short term forecast (SEAIRP) for Wrangell’s population and potential penetration of the EV/PHEV market, it is very unlikely this technology would be necessary to address the demand related to electric vehicle equipment. In the future, these technologies will be a necessary consideration for WMLP as national policies and legislation will drive state and local requirements to control and stabilize load demands on the national grid.
General Reasons to Proceed
• Cost effective power. Hydroelectric power is available in abundance and will grow in the future with the potential of kWh rates being lowered.
• Efficiency. Electricity cost per mile is considerably lower than gasoline and diesel cost per mile.
• Simple, clean infrastructure. Charging stations are clean, quiet and have minimal maintenance costs.
• Adopt a simple, strategic replacement of older vehicles one by one. This would allow for: adaptation to new technology; time for market demand to drive down vehicle cost; time to
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work out operational “bugs”; and time to reevaluate and adjust the city’s plans according to the needs of the community.
• Lead by example. To whatever level of implementation, Wrangell can provide its community with a solid example of being good stewards of the environment and resources.
• Quiet operation. Wrangell is located in a beautiful, forested, coastal area full of wildlife with tourists wanting to get away from the demands of a world full of noise.
General Reasons not to Proceed or to Proceed with caution
• Capital cost of EV and PHEVs. With few exceptions, until electric vehicles become a competing transportation of choice, their purchase price versus a gasoline or diesel vehicle will continue to be quite high.
• Uncertain electrical rate structures keeping pace with petroleum costs. While an abundance of power may exist, utilities might struggle to offer lower rates given many factors, not the least of which is a flat economic growth in the area and the leveling, if not declining, population forecast for the region (ref. Black and Veatch Study).
• Cold climate operation will reduce range and efficiency. All vehicles suffer declining efficiencies in cold temperatures. So this must not be given more weight than is practical. Wrangell temperatures are quite mild in comparison to lower 48 states such as Montana, Minnesota and the Dakotas. That said, EV range is de-rated according to extreme temperature conditions (both hot and cold) and therefore, cost per kWh/mile increases.
• Infrastructure. Installing and maintaining electric vehicle support systems in rural areas could become a costly venture. Fortunately, in the short term, it appears that Wrangell should not require much investment in this area.
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b. Specific Conclusions Vehicle Analysis
The Wrangell fleet inventory is comprised of 63 vehicles. Each vehicle was placed in one of eight categories according to their type (Figure 1.).
Figure 1. Wrangell Vehicle Fleet - by Type
25 22
20 19
15
10
Quantity of Vehicles 5 5 5 4 4
2 2
0 Pickup Large Truck ATV Car SUV Van Ambulance Boat
Assumptions were made to categorize vehicles according to four classes. They include cars, pickup trucks (light, medium and heavy duty), SUV/Vans, and specialty vehicles (ATV, line truck, garbage, sweeper, dump truck, fire truck, water tanker, ambulance, digger derrick, boat).
Of the 63 total vehicles, thirty-five (35) vehicles (Figure 2.) have the potential for replacement with an equivalent EV/PHEV, however; only ten (10) were identified as candidates. These ten candidate vehicles were based strictly on the current availability of either an EV or PHEV of comparable make and model. They include five cars and five ATVs. All other potential vehicles have an equivalent vehicle requiring special order due to need for conversion of an existing vehicle platform and at a very high price.
Figure 2. Wrangell Vehicles – Potential Replacement and Candidate Selection
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The following page contains Table 1 – Vehicle Analysis (by Class) – and was developed to provide Wrangell with information important for consideration in developing their business plans. The table was populated with product and cost data from government, private and non-profit sources.
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EV 1st Yr EV Annual PHEV Annual PHEV Annual ICE Annual ICE Annual Model EV/PHEV EV/PHEV Suitable EV EV PHEV ICE ICE Electricity Operating Fuel/Electric Operating Liquid Fuel Operating EV/PHEV Year Current Make Current Model Class Current Use Available Replacement Brand Brand/Model Cost Brand/Model PHEV Cost Brand/Model Cost Cost Cost Cost Cost Cost Cost Range (miles) 5-passenger Sedan 4-door 1999 Ford CVP 4-door car Car POLICE Y CODA Sedan 38,145 Chevrolet Volt 39,145 Ford Fusion AWD 32,200 474 2,492 408 2,551 2,227 4,371 88-125 CODA EV Crown Victoria 4-door 5-passenger Sedan 4-door 2000 Ford Car Public Works Y CODA Sedan 38,145 Chevrolet Volt 39,145 Ford Taurus AWD 32,200 474 2,492 408 2,551 2,227 4,371 88-125 car CODA EV 5-passenger Sedan 4-door 2008 Ford Crown Victoria Car POLICE Y CODA Sedan 38,145 Chevrolet Volt 39,145 Ford Taurus AWD 32,200 474 2,492 408 2,551 2,227 4,371 88-125 CODA EV 5-passenger Sedan 4-door 2008 Ford Crown Victoria Car POLICE Y CODA Sedan 38,145 Chevrolet Volt 39,145 Ford Taurus AWD 32,200 474 2,492 408 2,551 2,227 4,371 88-125 CODA EV 5-passenger Sedan 4-door 2006 Ford Crown Victoria Car POLICE Y CODA Sedan 38,145 Chevrolet Volt 39,145 Ford Taurus AWD 32,200 474 2,492 408 2,551 2,227 4,371 88-125 CODA EV VIA (GM) VTRUX various 40 El. (300 1993 CHEVY PU Pickup Truck PUBLIC WORKS Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 El. (300 1979 FORD PU Pickup Truck PUBLIC WORKS Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 El. (300 1994 FORD PU Pickup Truck PUBLIC WORKS Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 El. (300 1996 GMC PU Pickup Truck PUBLIC WORKS Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas)
2004 Ford F250 Pickup Truck Fire C Ford F-250 XL 30,000
VIA (GM) VTRUX various 40 El. (300 1995 Ford Pickup Truck HARBOR Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas)
2009 Ford F350 Pickup Truck HARBOR Y* Ford F-350 XL 31,000
2009 Ford F350 Pickup Truck Harbor Y* Ford F-350 XL 31,000
2011 Ford F250 Super Duty Pickup Truck Light Dept Y* Ford F-250 XL 30,000
VIA (GM) VTRUX various 40 El. (300 1989 Chevrolet S10 Pickup Truck LINE DEPT. Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 el (300 2003 Ford Pickup Truck LINE DEPT. Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 el (300 1986 Chevrolet S-10 Pickup Truck PARKS DEPT. Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) Ford F-350 XL 2008 Ford F350 Super Cab Pickup Truck Police C 35,000 Supercab VIA (GM) VTRUX various 40 el (300 2004 Ford Pickup Truck Power&Light Co Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 el (300 1990 Ford Pickup Truck Public Works Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 el (300 1992 Ford Pickup Truck Public Works Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas) VIA (GM) VTRUX various 40 el (300 1995 Ford 3/4 Ton Pickup Truck Public Works Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas)
1997 Ford F350 Pickup Truck Public Works C Ford F-350 XL 31,000
VIA (GM) VTRUX various 40 el (300 1997 Chevrolet Pickup Truck Public Works Y* VIA VTRUX 80,000 Ford F-150 XL FFV 30,000 unavailable unavailable unavailable 3,063 5,206 configurations el/gas)
2007 Ford F550 Super Duty Pickup Truck Public Works C Ford F-450 XL 51,000
2009 Ford F250 Pickup Truck Public Works C Ford F-250 XL 30,000
2008 Ford F550 Pickup Truck POLICE C
2007 Ford F350 Pickup Truck HARBOR C
VIA (GM) VTRUX various Ford Expedition 40 el (300 2001 Ford Expedition SUV/Van POLICE Y* VIA VTRUX 80,000 43,000 unavailable unavailable unavailable 3,769 5,912 configurations 4WD FFV el/gas) VIA (GM) VTRUX various Ford Expedition 40 el (300 2004 Ford Expedition SUV/Van FIRE Y* VIA VTRUX 80,000 43,000 unavailable unavailable unavailable 3,769 5,912 configurations 4WD FFV el/gas) VIA (GM) VTRUX various Ford Explorer 40 el (300 2001 FORD SUV 4X4 SUV/Van FIRE Y* VIA VTRUX 80,000 32,000 unavailable unavailable unavailable 2,882 5,026 configurations AWD FFV el/gas) VIA (GM) VTRUX various Ford Explorer 40 el (300 1996 FORD BRONCO SUV/Van PUBLIC WORKS Y* VIA VTRUX 80,000 32,000 unavailable unavailable unavailable 2,882 5,026 configurations AWD FFV el/gas) VIA (GM) VTRUX various Ford Explorer 40 el (300 2002 Dodge Durango SUV/Van Police Y* VIA VTRUX 80,000 32,000 unavailable unavailable unavailable 2,882 5,026 configurations AWD FFV el/gas) VIA (GM) VTRUX various Ford Explorer 40 el (300 1995 Ford Explorer SUV/Van City Admin Y* VIA VTRUX 80,000 32,000 unavailable unavailable unavailable 2,882 5,026 configurations AWD FFV el/gas) Chevrolet VIA (GM) VTRUX various 40 el (300 1994 Chevrolet Suburban SUV/Van WATER DEPT. Y* VIA VTRUX 80,000 Suburban 1500 46,000 unavailable unavailable unavailable 3,267 5,410 configurations el/gas) 4WD FFV
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EV 1st Yr EV Annual PHEV Annual PHEV Annual ICE Annual ICE Annual Model EV/PHEV EV/PHEV Suitable EV EV PHEV ICE ICE Electricity Operating Fuel/Electric Operating Liquid Fuel Operating EV/PHEV Year Current Make Current Model Class Current Use Available Replacement Brand Brand/Model Cost Brand/Model PHEV Cost Brand/Model Cost Cost Cost Cost Cost Cost Cost Range (miles)
2008 Ford Line Truck Specialty Vehicle LINE DEPT. Y* ZeroTruck; EVI Varies unavailable
1984 GMC Line Truck Specialty Vehicle ELECTRICAL DEPT. Y* ZeroTruck; EVI Varies unavailable
2000 International Line Truck Specialty Vehicle LINE DEPT. Y* ZeroTruck; EVI Varies unavailable
VIA (GM) VTRUX various 40 el (300 1986 Buick Hearse (Cargo van) Specialty Vehicle Y VIA VTRUX 80000 unavailable unavailable unavailable configurations el/gas) VIA (GM) VTRUX various 40 el (300 1977 Chevrolet Van Specialty Vehicle HARBOR MAINT. Y VIA VTRUX 80000 unavailable unavailable unavailable configurations el/gas)
Artic Cat 366 ATV Specialty Vehicle harbor-snow plowing Y Polaris AWD Polaris Ranger EV 10,999 unavailable unavailable unavailable
Yamaha ATV Specialty Vehicle harbor-snow plowing Y Polaris AWD Polaris Ranger EV 10,999 unavailable unavailable unavailable
2007 Yamaha ATV GRIZZLY Specialty Vehicle POLICE Y Polaris AWD Polaris Ranger EV 10,999 unavailable unavailable unavailable
2007 Yamaha ATV GRIZZLY Specialty Vehicle POLICE Y Polaris AWD Polaris Ranger EV 10,999 unavailable unavailable unavailable
2012 Artic Cat ATV 450 Specialty Vehicle Water Treatment plt.1 Y Polaris AWD Polaris Ranger EV 10,999 unavailable unavailable unavailable
2003 Ford Ambulance Specialty Vehicle FIRE C
2008 Ford F450 4x4 Ambulance Specialty Vehicle FIRE C
1987 Ford Water Tanker Specialty Vehicle FIRE DEPT. C
1991 Freightliner Water Truck Specialty Vehicle Public Works C
Boat 16' Skiff w/ 1994 Stutz Specialty Vehicle HARBOR C Mercury 40 hp OB Boat 16' Skiff w/ 2009 1982 Stutz Specialty Vehicle HARBOR C Mercury 60 hp OB
1983 Chevrolet Pickup ? Camaro Specialty Vehicle Police, DARE C
2009 Elgin Street Sweeper Specialty Vehicle Public Works C
1934 Ford Fire Truck Specialty Vehicle FIRE/PARADES C
2002 Freightliner Fire Truck Specialty Vehicle FIRE C
1988 Seagrave Fire Truck Specialty Vehicle FIRE DEPT. C
1991 Ford Rescue/LM800 Specialty Vehicle FIRE DEPT. C
1998 Pierce Fire Truck Specialty Vehicle FIRE DEPT. C
1983 International Truck Specialty Vehicle FIRE/EMERGENCY C
Model M2 Garbage 2010 Freightliner Specialty Vehicle SANITATION C Truck Model M2 Garbage 2010 Freightliner Specialty Vehicle SANITATION C Truck
1983 Mack Dump Truck Specialty Vehicle Public Works C
1999 International 4800 Digger Derrik Specialty Vehicle LINE DEPT. C
Legend for "EV/PHEV Avaiable" column: Legend for Other Information: Y - Available Fuel Rates Used: Electricity $0.12/kWh Gasoline $5.00/gallon Y* - Made to order. Assume actual price to be very high. ICE - Internal Combustion Engine C - Specialized conversion necessary. Assume actual price to be very high. EV - Electric Vehicle PHEV - Plug-in Hybrid Electric Vehicle All Costs are Estimates based on US DOE, EPA and Manufacturer Sources
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Based on the analysis presented in this section, the following specific conclusions are made.
The EV and PHEVs considered in this study (cars only) have purchase prices approximately 22% higher than their gasoline equivalents. Annual operating costs (inclusive of fuel, tires, maintenance, registration, license and insurance) are 43% lower than internal combustion engine (ICE) car equivalents. Fuel costs alone for EVs are 79% lower than ICEs and PHEVs are 82% lower.
Pricing for EV and PHEV equivalent vehicles for pick-up trucks, specialty vehicles and SUV/Van classes of vehicles are high and variable, depending on factors with each manufacturer.
Charging Station equipment and installation costs for the vehicles identified in this report as the most likely candidates for Wrangell’s consideration could range from $500 for Level 1 (120V receptacle for EV) to $14,000 for Level 2 equipment and depend greatly on locations where electrical service and capacity are available.
Costs for Electric Grid Changes are not likely to be required or necessary for a long period of time to come. This is a reasonable conclusion based on the related information found in the SEAIRP (Black and Veatch). However, re-evaluation will be required if EV and PHEV presence begin to grow in the community.
Cost of Smart Grid and Load Management product and services, similar to electric grid concerns, are not likely to be required or necessary at this time or in the short term. If and when there is an increase of EV and PHEVs into the community then a re-evaluation would be necessary. And this should be the first step for WMLP to consider while planning for future expansion of capacity, transmission and distribution.
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10. Recommendations This report provides information on a broad range of topics related to the EV and PHEV market.
The challenge for the City of Wrangell is to take this information and develop a strategy for implementation should they decide to implement an electric vehicle purchase plan.
General Recommendations
Based on our research of the EV/PHEV market and information from the City of Wrangell, we advise the city to develop strategy in the following manner.
1. Presently
Review and weigh the pros and cons of EV and PHEV presented in this study. The economic costs versus benefits are not favorable. However, costs should also be viewed as an investment in the community and could result in spinoff businesses that support an EV presence, thereby bringing additional revenue to the city. Private residential use of EV/PHEVs along with the tourist market can also be a source of revenue from payment when using public charging stations.
2. Short term (1-5 years)
During this period of time, state and local legislation should be pursued to advance incentives for both private and public purchase of EVs. Examples of states with electric vehicle legislation and policy advances that can be used as leverage in approaching Alaska government entities include Vermont, California, and North Carolina.
This feasibility study provides rough order of magnitude estimates (ROM) based on available sources of information. Published pricing is limited. Therefore, it is necessary to re-visit manufacturer sources for developments in the areas of 4W drive SUV and pickup trucks along with their availability and pricing.
If Wrangell decides to proceed with a implementation of EV/PHEVs then a specific scope of work must be developed. A phased approach would permit proof-of-benefits of vehicle application, true cost of operation (measurement and verification of C/B), and establish a list of inevitable pitfalls and issues that will arise.
Re-visit this feasibility study at some point in this time frame. Stay current with the inevitable changes that will take place. Products will improve, problems will be resolved, costs will (hopefully) decline such that it will be more attractive to invest.
3. Long Term (5 years and beyond)
Similar to other ‘smart’ technology such as cell phones and wireless communications, electric vehicle markets will cause products available today to become obsolete. Vehicles and related products and services will emerge that are not currently available. Cold weather operation and battery issues will continue to be improved and offer some of the greatest economic benefits.
Smart grid services and load management of electrical generation, transmission and distribution will concurrently advance in general due to the need for national grid stability. Wrangell should continue to be aware of these advances and modify their growth plans accordingly.
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For these reasons, a continuous improvement approach to EV/PHEV must remain a key element in the city’s year-to-year planning process.
Specific Recommendations
In the short term, the best strategy for Wrangell is to determine how they might introduce this technology into their operations with minimal risk while enjoying the benefits of electric vehicle ownership.
Therefore, an entry-level approach would include selecting vehicles that meet the following criteria:
1. Implement vehicles that have a practical application and are low-risk, proven reliability
2. Lowest capital cost
3. Simple, low-cost charging method
4. No significant infrastructure changes
5. Willingness of the manufacturer to negotiate and work with the city, promoting a win-win relationship. Wrangell models good stewardship of its resources to the community and visitors. Manufacturer gains recognition and market entry that leads to other opportunities in southeastern Alaska.
6. Seek help from State of Alaska to take advantage of emerging incentives (e.g. grants) and incentives to manufacturers to reduce costs for sales to local government fleets.
Based on these criteria, this study concludes that specific automobiles and ATVs hold the best opportunity for successful implementation at this time. Other vehicle types are simply not developed to the point that these criteria would be fulfilled. An update to this study is highly recommended at least within the next 2-5 years to re-evaluate the market.
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