EV-PHEV Feasibility Study Volume 2

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ELECTRIC VEHICLES & PLUGIN HYBRID ELECTRIC VEHICLES A FEASIBILITY STUDY FOR THE CITY & BOROUGH OF WRANGELL, ALASKA

April 26, 2013 Report – Volume 2

Alaska Energy Authority Grant Agreement Number 7040070

Volume 2

Appendix A. Wrangell Fleet Analysis Appendix B. Manufacturer Information Appendix C. EV Related Resources Appendix D. Safety and Permitting Appendix E. Fleet Charging Appendix F. Demand Control & Smart Grid Information Appendix G. Samples – DOE Vehicle Cost Calculator

Appendix A. Wrangell Fleet Analysis City and Borough of Wrangell Alaska Existing Vehicle Fleet by WHPacific, Inc. Analysis - Sort by USE

A B C D E F H L O P Q Model # of Is Vehicle Likely EV Likely PHEV 1 Year Make Model Body Type Use Seats Insured Value Garaged? Candidate? Reasons Candidate? 2 1986 Buick Hearse Van, Cargo 5 13,000 Y 3 1995 Ford Explorer Van, Pass City Admin 5 6,250 N 4 1984 GMC Line Truck Truck ELECTRICAL DEPT. 3 5,000 Y 5 2003 Ford Ambulance Ambulance FIRE 2 115,000 Y N Unfeasible 6 2008 Ford F450 4x4 Ambulance Ambulance FIRE 110,000 Y N Unfeasible 7 2004 Ford F250 Pickup Fire 2 5,000 Y 8 2004 Ford Expedition SUV FIRE 8 0 Y 9 2001 FORD SUV 4X4 SUV FIRE 4 yes 10 2002 Freightliner Fire Truck Truck FIRE 3 189,500 Y N Unfeasible N 11 1988 Seagrave Fire Truck Truck FIRE DEPT. 4 200,000 Y N Unfeasible N 12 1991 Ford Rescue/LM800 Truck FIRE DEPT. 2 300 Y N ? N 13 1998 Pierce Fire Truck Truck FIRE DEPT. 5 175,000 Y N Unfeasible N 14 1987 Ford Water Tanker Truck FIRE DEPT. 2 84,000 Y N Unfeasible N 15 1983 International Truck Truck FIRE/EMERGENCY 3 50,000 Y N Critical 16 1934 Ford Fire Truck Truck FIRE/PARADES 2 5,000 Y N Unfeasible N 16' Skiff w/ Mercury 40 1994 Stutz Boat HARBOR 0 N N NA N 17 hp OB 16' Skiff w/ 2009 1982 Stutz Boat HARBOR 0 N 18 Mercury 60 hp OB 19 1995 Ford Pickup HARBOR 3 5,000 N 20 2009 Ford F350 Pickup HARBOR 2 0 N 21 2009 Ford F350 Pickup Harbor 2 0 N 22 2007 Ford F350 Truck HARBOR 3 0 N 23 1977 Chevrolet Van Van, Pass HARBOR MAINT. 2 1,000 N 24 Artic Cat 366 ATV ATV harbor-snow plowing 1 5000 yes N 25 Yamaha ATV ATV harbor-snow plowing 1 5000 yes N 26 2011 Ford F250 Super Duty Pickup Light Dept 3 20,560 N 27 1989 Chevrolet S10 Pickup LINE DEPT. 2 1,000 N 28 2003 Ford Pickup LINE DEPT. 3 20,000 N 29 2010 BROOKS BROS. TRAILER Trailer LINE DEPT. NO N N 30 2008 Ford Line Truck Truck LINE DEPT. 3 110,000 Y N Unfeasible N 31 1999 International 4800 Digger Derrik Truck LINE DEPT. 2 65,000 Y N ? N 32 2000 International Line Truck Truck LINE DEPT. 3 20,000 Y 33 1986 Chevrolet S-10 Pickup PARKS DEPT. 2 0 34 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 35 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 36 1999 Ford CVP 4-door car Car POLICE 3 8,000 N 37 2008 Ford Crown Victoria Car POLICE 6 27,000 N N 38 2008 Ford Crown Victoria Car POLICE 6 27,000 N N 39 2006 Ford Crown Victoria Car POLICE 5 26,303 N 40 2008 Ford F350 Super Cab Pickup Police 6 30,000 N N 41 2001 Ford Expedition SUV POLICE 5 0 42 2007 Tarnell Full Trailer Trailer POLICE 0 N N NA N 43 2008 Ford F550 Truck POLICE 3 46,394 N N 44 2002 Dodge Durango Truck Police 2 0 N 45 1983 Chevrolet Camaro Pickup Police, DARE 5 1,000 N 46 2004 Ford Pickup Power&Light Co 2 20,000 N Crown Victoria 4-door 2000 Ford Car Public Works 5 10,000 N 47 car 48 1993 CHEVY PU Pickup PUBLIC WORKS 3 NO 49 1979 FORD PU Pickup PUBLIC WORKS 3 NO 50 1994 FORD PU Pickup PUBLIC WORKS 3 NO 51 1996 GMC PU Pickup PUBLIC WORKS 3 NO 52 1990 Ford Pickup Public Works 3 2,000 N 53 1992 Ford Pickup Public Works 3 3,000 N 54 1995 Ford 3/4 Ton Pickup Public Works 3 5,750 N 55 1997 Ford F350 Pickup Public Works 3 10,000 N 56 1997 Chevrolet Pickup Public Works 3 0 57 2007 Ford F550 Super Duty Pickup Public Works 3 0 N 58 2009 Ford F250 Pickup Public Works 2 0 N 59 1996 FORD BRONCO SUV PUBLIC WORKS 4 NO 60 2009 Elgin Street Sweeper Truck Public Works 2 0 N N Unfeasible N 61 1983 Mack Dump Truck Truck Public Works 2 10,000 Y 62 1991 Freightliner Water Truck Truck Public Works 2 15,000 Y Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150,000 N N Unfeasible N 63 Truck Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150,000 N N Unfeasible N 64 Truck 65 1994 Chevrolet Suburban Van, Pass WATER DEPT. 5 31,000 N 66 2012 Artic Cat 450 ATV Water Treatment plt.1 1 5000 YES N N

4/19/2013 Page 1 of 1 City and Borough of Wrangell Alaska Existing Vehicle Fleet by WHPacific, Inc. Analysis - Sort by TYPE

A B C D E F H L O P Q Model # of Is Vehicle Likely EV Likely PHEV 1 Year Make Model Body Type Use Seats Insured Value Garaged? Candidate? Reasons Candidate? 2 2003 Ford Ambulance Ambulance FIRE 2 115,000 Y N Unfeasible 3 2008 Ford F450 4x4 Ambulance Ambulance FIRE 110,000 Y N Unfeasible 4 Artic Cat 366 ATV ATV harbor-snow plowing 1 5000 yes N 5 Yamaha ATV ATV harbor-snow plowing 1 5000 yes N 6 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 7 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 8 2012 Artic Cat 450 ATV Water Treatment plt.1 1 5000 YES N N 16' Skiff w/ Mercury 40 1994 Stutz Boat HARBOR 0 N N NA N 9 hp OB 16' Skiff w/ 2009 1982 Stutz Boat HARBOR 0 N 10 Mercury 60 hp OB 11 1999 Ford CVP 4-door car Car POLICE 3 8,000 N Crown Victoria 4-door 12 2000 Ford Car Public Works 5 10,000 N car 13 2008 Ford Crown Victoria Car POLICE 6 27,000 N N 14 2008 Ford Crown Victoria Car POLICE 6 27,000 N N 15 2006 Ford Crown Victoria Car POLICE 5 26,303 N 16 1993 CHEVY PU Pickup PUBLIC WORKS 3 NO 17 1979 FORD PU Pickup PUBLIC WORKS 3 NO 18 1994 FORD PU Pickup PUBLIC WORKS 3 NO 19 1996 GMC PU Pickup PUBLIC WORKS 3 NO 20 2004 Ford F250 Pickup Fire 2 5,000 Y 21 1995 Ford Pickup HARBOR 3 5,000 N 22 2009 Ford F350 Pickup HARBOR 2 0 N 23 2009 Ford F350 Pickup Harbor 2 0 N 24 2011 Ford F250 Super Duty Pickup Light Dept 3 20,560 N 25 1989 Chevrolet S10 Pickup LINE DEPT. 2 1,000 N 26 2003 Ford Pickup LINE DEPT. 3 20,000 N 27 1986 Chevrolet S-10 Pickup PARKS DEPT. 2 0 28 2008 Ford F350 Super Cab Pickup Police 6 30,000 N N 29 1983 Chevrolet Camaro Pickup Police, DARE 5 1,000 N 30 2004 Ford Pickup Power&Light Co 2 20,000 N 31 1990 Ford Pickup Public Works 3 2,000 N 32 1992 Ford Pickup Public Works 3 3,000 N 33 1995 Ford 3/4 Ton Pickup Public Works 3 5,750 N 34 1997 Ford F350 Pickup Public Works 3 10,000 N 35 1997 Chevrolet Pickup Public Works 3 0 36 2007 Ford F550 Super Duty Pickup Public Works 3 0 N 37 2009 Ford F250 Pickup Public Works 2 0 N 38 2001 Ford Expedition SUV POLICE 5 0 39 2004 Ford Expedition SUV FIRE 8 0 Y 40 2001 FORD SUV 4X4 SUV FIRE 4 yes 41 1996 FORD BRONCO SUV PUBLIC WORKS 4 NO 42 2010 BROOKS BROS. TRAILER Trailer LINE DEPT. NO N N 43 2007 Tarnell Full Trailer Trailer POLICE 0 N N NA N 44 2008 Ford Line Truck Truck LINE DEPT. 3 110,000 Y N Unfeasible N 45 2008 Ford F550 Truck POLICE 3 46,394 N N 46 2009 Elgin Street Sweeper Truck Public Works 2 0 N N Unfeasible N 47 1934 Ford Fire Truck Truck FIRE/PARADES 2 5,000 Y N Unfeasible N 48 2002 Freightliner Fire Truck Truck FIRE 3 189,500 Y N Unfeasible N 49 1988 Seagrave Fire Truck Truck FIRE DEPT. 4 200,000 Y N Unfeasible N 50 1991 Ford Rescue/LM800 Truck FIRE DEPT. 2 300 Y N ? N 51 1998 Pierce Fire Truck Truck FIRE DEPT. 5 175,000 Y N Unfeasible N 52 1983 International Truck Truck FIRE/EMERGENCY 3 50,000 Y N Critical 53 2007 Ford F350 Truck HARBOR 3 0 N Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150,000 N N Unfeasible N 54 Truck Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150,000 N N Unfeasible N 55 Truck 56 1983 Mack Dump Truck Truck Public Works 2 10,000 Y 57 1984 GMC Line Truck Truck ELECTRICAL DEPT. 3 5,000 Y 58 1999 International 4800 Digger Derrik Truck LINE DEPT. 2 65,000 Y N ? N 59 2000 International Line Truck Truck LINE DEPT. 3 20,000 Y 60 2002 Dodge Durango Truck Police 2 0 N 61 1987 Ford Water Tanker Truck FIRE DEPT. 2 84,000 Y N Unfeasible N 62 1991 Freightliner Water Truck Truck Public Works 2 15,000 Y 63 1986 Buick Hearse Van, Cargo 5 13,000 Y 64 1995 Ford Explorer Van, Pass City Admin 5 6,250 N 65 1977 Chevrolet Van Van, Pass HARBOR MAINT. 2 1,000 N 66 1994 Chevrolet Suburban Van, Pass WATER DEPT. 5 31,000 N

4/19/2013 Page 1 of 1 City and Borough of Wrangell Alaska Existing Vehicle Fleet by WHPacific, Inc. Analysis - Sort by YEAR

A B C D E F H L O P Q Model # of Is Vehicle Likely EV Likely PHEV 1 Year Make Model Body Type Use Seats Insured Value Garaged? Candidate? Reasons Candidate? 2 2012 Artic Cat 450 ATV Water Treatment plt.1 1 5000 YES N N 3 2011 Ford F250 Super Duty Pickup Light Dept 3 20560 N Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150000 N N Unfeasible N 4 Truck Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150000 N N Unfeasible N 5 Truck 6 2010 BROOKS BROS. TRAILER Trailer LINE DEPT. NO N N 7 2009 Ford F350 Pickup HARBOR 2 0 N 8 2009 Ford F350 Pickup Harbor 2 0 N 9 2009 Ford F250 Pickup Public Works 2 0 N 10 2009 Elgin Street Sweeper Truck Public Works 2 0 N N Unfeasible N 11 2008 Ford F450 4x4 Ambulance Ambulance FIRE 110000 Y N Unfeasible 12 2008 Ford Line Truck Truck LINE DEPT. 3 110000 Y N Unfeasible N 13 2008 Ford F550 Truck POLICE 3 46394 N N 14 2008 Ford F350 Super Cab Pickup Police 6 30000 N N 15 2008 Ford Crown Victoria Car POLICE 6 27000 N N 16 2008 Ford Crown Victoria Car POLICE 6 27000 N N 17 2007 Ford F550 Super Duty Pickup Public Works 3 0 N 18 2007 Tarnell Full Trailer Trailer POLICE 0 N N NA N 19 2007 Ford F350 Truck HARBOR 3 0 N 20 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 21 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 22 2006 Ford Crown Victoria Car POLICE 5 26303 N 23 2004 Ford Pickup Power&Light Co 2 20000 N 24 2004 Ford F250 Pickup Fire 2 5000 Y 25 2004 Ford Expedition SUV FIRE 8 0 Y 26 2003 Ford Ambulance Ambulance FIRE 2 115000 Y N Unfeasible 27 2003 Ford Pickup LINE DEPT. 3 20000 N 28 2002 Freightliner Fire Truck Truck FIRE 3 189500 Y N Unfeasible N 29 2002 Dodge Durango Truck Police 2 0 N 30 2001 Ford Expedition SUV POLICE 5 0 31 2001 FORD SUV 4X4 SUV FIRE 4 yes 32 2000 International Line Truck Truck LINE DEPT. 3 20000 Y Crown Victoria 4-door 2000 Ford Car Public Works 5 10000 N 33 car 34 1999 International 4800 Digger Derrik Truck LINE DEPT. 2 65000 Y N ? N 35 1999 Ford CVP 4-door car Car POLICE 3 8000 N 36 1998 Pierce Fire Truck Truck FIRE DEPT. 5 175000 Y N Unfeasible N 37 1997 Ford F350 Pickup Public Works 3 10000 N 38 1997 Chevrolet Pickup Public Works 3 0 39 1996 GMC PU Pickup PUBLIC WORKS 3 NO 40 1996 FORD BRONCO SUV PUBLIC WORKS 4 NO 41 1995 Ford Explorer Van, Pass City Admin 5 6250 N 42 1995 Ford 3/4 Ton Pickup Public Works 3 5750 N 43 1995 Ford Pickup HARBOR 3 5000 N 44 1994 Chevrolet Suburban Van, Pass WATER DEPT. 5 31000 N 16' Skiff w/ Mercury 40 1994 Stutz Boat HARBOR 0 N N NA N 45 hp OB 46 1994 FORD PU Pickup PUBLIC WORKS 3 NO 47 1993 CHEVY PU Pickup PUBLIC WORKS 3 NO 48 1992 Ford Pickup Public Works 3 3000 N 49 1991 Freightliner Water Truck Truck Public Works 2 15000 Y 50 1991 Ford Rescue/LM800 Truck FIRE DEPT. 2 300 Y N ? N 51 1990 Ford Pickup Public Works 3 2000 N 52 1989 Chevrolet S10 Pickup LINE DEPT. 2 1000 N 53 1988 Seagrave Fire Truck Truck FIRE DEPT. 4 200000 Y N Unfeasible N 54 1987 Ford Water Tanker Truck FIRE DEPT. 2 84000 Y N Unfeasible N 55 1986 Buick Hearse Van, Cargo 5 13000 Y 56 1986 Chevrolet S-10 Pickup PARKS DEPT. 2 0 57 1984 GMC Line Truck Truck ELECTRICAL DEPT. 3 5000 Y 58 1983 International Truck Truck FIRE/EMERGENCY 3 50000 Y N Critical 59 1983 Mack Dump Truck Truck Public Works 2 10000 Y 60 1983 Chevrolet Camaro Pickup Police, DARE 5 1000 N 16' Skiff w/ 2009 1982 Stutz Boat HARBOR 0 N 61 Mercury 60 hp OB 62 1979 FORD PU Pickup PUBLIC WORKS 3 NO 63 1977 Chevrolet Van Van, Pass HARBOR MAINT. 2 1000 N 64 1934 Ford Fire Truck Truck FIRE/PARADES 2 5000 Y N Unfeasible N 65 Artic Cat 366 ATV ATV harbor-snow plowing 1 5000 yes N 66 Yamaha ATV ATV harbor-snow plowing 1 5000 yes N

4/19/2013 Page 1 of 1 City and Borough of Wrangell Alaska Existing Vehicle Fleet by WHPacific, Inc. Analysis - Sort by CANDIDATE

A B C D E F H L O P Q Model # of Is Vehicle Likely EV Likely PHEV 1 Year Make Model Body Type Use Seats Insured Value Garaged? Candidate? Reasons Candidate? 2 2003 Ford Ambulance Ambulance FIRE 2 115,000 Y N Unfeasible 3 2008 Ford F450 4x4 Ambulance Ambulance FIRE 110,000 Y N Unfeasible 4 Artic Cat 366 ATV ATV harbor-snow plowing 1 5000 yes N 5 Yamaha ATV ATV harbor-snow plowing 1 5000 yes N 6 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 7 2007 Yamaha GRIZZLY ATV POLICE 1 YES N N 8 2012 Artic Cat 450 ATV Water Treatment plt.1 1 5000 YES N N 16' Skiff w/ Mercury 40 1994 Stutz Boat HARBOR 0 N N NA N 9 hp OB 10 2008 Ford Crown Victoria Car POLICE 6 27,000 N N 11 2008 Ford Crown Victoria Car POLICE 6 27,000 N N 12 2008 Ford F350 Super Cab Pickup Police 6 30,000 N N 13 2010 BROOKS BROS. TRAILER Trailer LINE DEPT. NO N N 14 2007 Tarnell Full Trailer Trailer POLICE 0 N N NA N 15 2008 Ford Line Truck Truck LINE DEPT. 3 110,000 Y N Unfeasible N 16 2008 Ford F550 Truck POLICE 3 46,394 N N 17 2009 Elgin Street Sweeper Truck Public Works 2 0 N N Unfeasible N 18 1934 Ford Fire Truck Truck FIRE/PARADES 2 5,000 Y N Unfeasible N 19 2002 Freightliner Fire Truck Truck FIRE 3 189,500 Y N Unfeasible N 20 1988 Seagrave Fire Truck Truck FIRE DEPT. 4 200,000 Y N Unfeasible N 21 1991 Ford Rescue/LM800 Truck FIRE DEPT. 2 300 Y N ? N 22 1998 Pierce Fire Truck Truck FIRE DEPT. 5 175,000 Y N Unfeasible N 23 1983 International Truck Truck FIRE/EMERGENCY 3 50,000 Y N Critical Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150,000 N N Unfeasible N 24 Truck Model M2 Garbage 2010 Freightliner Truck SANITATION 3 150,000 N N Unfeasible N 25 Truck 26 1999 International 4800 Digger Derrik Truck LINE DEPT. 2 65,000 Y N ? N 27 1987 Ford Water Tanker Truck FIRE DEPT. 2 84,000 Y N Unfeasible N 16' Skiff w/ 2009 1982 Stutz Boat HARBOR 0 N N Unfeasible N 28 Mercury 60 hp OB 29 1999 Ford CVP 4-door car Car POLICE 3 8,000 N Crown Victoria 4-door 2000 Ford Car Public Works 5 10,000 N 30 car 31 2006 Ford Crown Victoria Car POLICE 5 26,303 N 32 1993 CHEVY PU Pickup PUBLIC WORKS 3 NO 33 1979 FORD PU Pickup PUBLIC WORKS 3 NO 34 1994 FORD PU Pickup PUBLIC WORKS 3 NO 35 1996 GMC PU Pickup PUBLIC WORKS 3 NO 36 2004 Ford F250 Pickup Fire 2 5,000 Y 37 1995 Ford Pickup HARBOR 3 5,000 N 38 2009 Ford F350 Pickup HARBOR 2 0 N 39 2009 Ford F350 Pickup Harbor 2 0 N 40 2011 Ford F250 Super Duty Pickup Light Dept 3 20,560 N 41 1989 Chevrolet S10 Pickup LINE DEPT. 2 1,000 N 42 2003 Ford Pickup LINE DEPT. 3 20,000 N 43 1986 Chevrolet S-10 Pickup PARKS DEPT. 2 0 44 1983 Chevrolet Camaro Pickup Police, DARE 5 1,000 N 45 2004 Ford Pickup Power&Light Co 2 20,000 N 46 1990 Ford Pickup Public Works 3 2,000 N 47 1992 Ford Pickup Public Works 3 3,000 N 48 1995 Ford 3/4 Ton Pickup Public Works 3 5,750 N 49 1997 Ford F350 Pickup Public Works 3 10,000 N 50 1997 Chevrolet Pickup Public Works 3 0 51 2007 Ford F550 Super Duty Pickup Public Works 3 0 N 52 2009 Ford F250 Pickup Public Works 2 0 N 53 2001 Ford Expedition SUV POLICE 5 0 54 2004 Ford Expedition SUV FIRE 8 0 Y 55 2001 FORD SUV 4X4 SUV FIRE 4 yes 56 1996 FORD BRONCO SUV PUBLIC WORKS 4 NO 57 2007 Ford F350 Truck HARBOR 3 0 N 58 1983 Mack Dump Truck Truck Public Works 2 10,000 Y 59 1984 GMC Line Truck Truck ELECTRICAL DEPT. 3 5,000 Y 60 2000 International Line Truck Truck LINE DEPT. 3 20,000 Y 61 2002 Dodge Durango Truck Police 2 0 N 62 1991 Freightliner Water Truck Truck Public Works 2 15,000 Y 63 1986 Buick Hearse Van, Cargo 5 13,000 Y 64 1995 Ford Explorer Van, Pass City Admin 5 6,250 N 65 1977 Chevrolet Van Van, Pass HARBOR MAINT. 2 1,000 N 66 1994 Chevrolet Suburban Van, Pass WATER DEPT. 5 31,000 N

4/19/2013 Page 1 of 1

Appendix B. Manufacturer Information New York's Police Department Buys 50 Chevy Volts - AutoTrader.com Page 1 of 1

New York's Police Department Buys 50 Chevy Volts

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The City of New York will buy 50 new Chevrolet Volts as part of an effort to combat pollution and gas usage within the city.

The Volt is now the first electric car to be used by the New York Police Department. The city also plans to purchase 20 additional electric vehicles, including a battery-powered version of Ford's Transit Connect transport van. New York now has largest municipal electric fleet in the country.

The purchase of these 70 electric vehicles is part of New York's 'PlaNYC' program that aims to make the city a more sustainable and cleaner place to live.

New York Mayor Mike Bloomberg released his own statement on the purchase. "We will continue to lead by example, but we also must provide New Yorkers with tools to make environmentally friendly choices in their own lives," Bloomberg said in the press release. "When provided with the facts, people become far more likely to choose an electric vehicle. Our job is to ensure the public has the facts, ensure they can make their own decisions and ensure that if they want to drive an electric vehicle, we are providing the infrastructure needed."

Unlike most hybrid cars, the Volt primarily operates using its electric motor. When its batteries are drained, a gasoline motor works as an on-board power generator that keeps the main batteries alive. This layout has an advantage over a full electric drivetrains because the car can continue to run as long as there is gasoline in the tank. An owner can simply refill the tank if the batteries are depleted, and then recharge the car when it is most convenient.

Encouraging the use of electric cars is a high priority for New York. In May, the city announced a plan to work with Nissan in order to produce an electric van that can replace the thousands of gasoline powered taxicabs buzzing around the city every day.

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J. MARK STERNBERG is an automotive journalist, car enthusiast and writer with a degree from the University of Arizona. Mark is a devoted Formula 1 fan and also enjoys boating, flying and attending the occasional track day.

http://www.autotrader.com/research/article/car-news/111007/new-yorks-police-department-buys-50-chev... 4/29/2013 DTE Energy - Electric Vehicle Calculator Page 1 of 1

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http://www.dteenergy.com/residentialCustomers/productsPrograms/electricVehicles/eVCalculator.html 4/18/2013 DTE Energy - Electric Vehicle Calculator Page 1 of 1

Residential Business About Us Help Center

My Account Billing/Payment Save Energy Start/Stop Service Problems/Safety Products/Programs Contact Us

Cents for Energy

Customer Choice

Generate My Own Power

GreenCurrents

SmartCurrents

SolarCurrents

BioGreenGas

Home Protection Plus

Electric Products / Service

Plug-In Electric Vehicles

An Overview

Get Plug-In Ready

PEV Rates

Charging Options

Apply Now

PEV Interactives

PEV Calculator

FAQs/Contact Us

Gas Products / Service

Community Events

Customer Support DTE Energy Company Subsidiaries Special Topics

http://www.dteenergy.com/residentialCustomers/productsPrograms/electricVehicles/eVCalculator.html 4/18/2013 Light Duty Vehicle ZERO EMISSIONS EVI’s Light Duty Vehicle, the eMega, can be customized for various applications. The eMega is capable of speeds up to 35mph. Vehicle options include CD stereo, heating and air conditioning, and right and left hand drive. The eMega comes standard with lithium iron phosphate batteries and a special drive train that has passed rigorous safety tests.

The E-MEGA is your key to zero emission transportation.

Applications Specifications EVI-LD applications BASIC SPECIFICATIONS include: Overall Length 10.9 FT Parking Enforcement Overall Width 5 FT University Campuses Overall Height 6 FT Business Properties Ground Clearance 7 IN Security Wheel Base 7.75 FT Unladen Vehicle Weight 1,350 LBS Facilities Management Minimum Turning Radius 19 FT Maximum Speed Up to 35 MPH Climbing Ability 22o Range Up To 50 Miles* Suspension (Front/Rear Wheel) McPherson-Strut Type Independent System Braking System (Front/Rear Wheel) Two Independent Circuits/Disc Type Hydraulic Brakes Supplementary Electromagnetic Brake For Automatic Hill-Hold Function and Parking Brake DRIVE TRAIN Motor 72V/21KW Charger A/C 110V Standard Plug (7 Hour Charge) Battery 76.8V/138 Ahr Valence Lithium Phosphate Lead Acid Batteries Available On Request

*May vary based on applications, driver habits, and road conditions.

Electric Vehicles International, LLC 1627 Army Court, Suite 1, Stockton, California 95206 T: 209.939.0405 | F: 209.939.0545 | [email protected] | www.EVI-USA.com ® Heavy-Duty Power PROPULSION SYSTEMS Heavy-Duty Savings Heavy-Duty Hybrid

HybriDrive® Parallel available on crane carrier company's let2 chassis:

• Hybrid electric propulsion • Significant fuel and brake savings while reducing harmful emissions • Lower cost and weight alternative to other hybrid technologies • Onboard power plant for a path to future electrification of the vehicle body • Complements both diesel and CNG engines HybriDrive® — The Heavy-Duty Hybrid™ was specifically designed for the rugged demands of the refuse vocation. HybriDrive® Parallel benefits from the stop-and-go nature of refuse collection, uniquely delivering significant fuel savings without compromising payload. HybriDrive® Parallel, a hybrid electric propulsion system, provides high power and torque, and superior drivability all in a safe lighter-weight package than competing hybrid technologies. crane carrier hdp 700/750/800

Product System Hybrid # of PTOs Model Max power Max torque Max power Max torque kW (Hp) Nm (ft-lb) kW (Hp) Nm (ft-lb) HDP 600 260 (350) 1015 (750) 70 (94) 400 (295) 1 HDP 700 260 (350) 1700 (1250) 70 (94) 400 (295) 3 HDP 750 260 (350) 1700 (1250) 110 (145) 800 (590) 3 HDP 800 400 (540) 2350 (1740) 110 (145) 800 (590) 3 Three basic components create a significant Integrated Drive Unit (IDU): fuel saving system The Integrated Drive Unit consists of a motor/generator and a hybrid BAE Systems’ HybriDrive® Parallel System is comprised of an Energy transmission. The IDU takes its direction from the IEU to blend the Storage System, Integrated Electronic Unit, and Integrated Drive engine and electric machine torque, maintaining the most efficient Unit all working together in the most efficient manner to provide your engine speed during acceleration events. Once the vehicle is up to vehicle with an average fuel economy improvement of 30 percent* speed and operating efficiently, the electrical power is phased out. As (average based on vehicle track testing). the vehicle decelerates, the energy is captured via the generator and stored in the ESS for the fore-mentioned use. Energy Storage System (ESS): Save Fuel with Engine Off: Energy is captured during deceleration and stored into the battery system; that stored energy is later used during acceleration for For additional fuel and emissions savings, the HybriDrive® system fuel savings. Power from the ESS gives the vehicle a boost without has an efficient “engine stop/start” capability. When the vehicle is at consuming more fuel. The Energy Storage System uses the an idle position, the IEU signals the engine to power off to eliminate latest in technology—prismatic lithium-ion cells. This Lithium-ion this unnecessary fuel consumption. technology was chosen by BAE Systems because it’s lighter, longer- lasting, easier to maintain, less expensive, and more efficient than competing battery alternatives. BAE Systems is a world leader in the design and production of hybrid electric technology. With more than 500 million miles of revenue Integrated Electronic Unit (IEU): service, more than 33 million gallons of fuel saved, and more than 460,000 tons of carbon dioxide emission prevented, the market- The Integrated Electronic Unit (IEU) is the control center and power leading HybriDrive Series System has proven itself to be one of the inverter for the system. Based on the vehicle speed, the controls most efficient hybrid systems for the transit bus sector. HybriDrive define when power is drawn from the batteries to supplement the series and parallel technologies both use simplified and proven conventional drive train, and efficiently blends this added power components and controls to delivery its capabilities. Learn more at to provide optimum fuel usage. The IEU also controls the system www.hybridrive.com to optimally store energy during deceleration, not only conserving energy but providing brake savings. Ask us to estimate your operational cost savings contact us today:

Larry Fuehrer Glen Pochocki BAE Systems This document gives only a general description of products and services Crane Carrier Company HybriDrive Solutions and except where expressly provided otherwise shall not form part of any 1925 N. Sheridan Rd. Apt 1006 contract. From time to time, changes may be made in the products Tulsa, OK 74115 1480 Gulf Blvd or conditions of supply. 918-836-1651 Clearwater, FL 33767 Published work © 2012 BAE SYSTEMS. All rights reserved. [email protected] [email protected] BAE SYSTEMS is a registered trade mark of BAE Systems plc. www.cranecarrier.com www.hybridrive.com 4.12.DA Founded in 1958, Northern Lights, Inc. is a leading manufacturer of marine-diesel generators, Lugger propulsion engines and Technicold marine systems. The company’s products are distributed through a global sales and service network to over 40 countries. Northern Lights manufactures a line of rugged Lugger propulsion engines, 40 to 525 Horsepower. Proven in commercialﬁ shing boats, high-mileage trawlers and high-performance yachts, Northern Lights products provide unmatched quality and reliability.

For More Information Contact: CORPORATE HEADQUARTERS 4420 NW 14th Avenue Seattle, WA 98107 Toll Free: 1-800-762-0165 [email protected] NORTHEAST BRANCH OFFICE 8 Connector Road Andover, MA 01810 Toll Free: 1-800-480-4223 SOUTHEAST BRANCH OFFICE 1419 W. Newport Center Drive Deerﬁ eld Beach, FL 33442 Toll Free: 1-800-843-6140

Huron Campus 1098 Clark Street Endicott, NY 13766 607.761.5728

® PROPULSION SYSTEMS

www.northern-lights.com www.hybridrive.com

HybriDrive® Marine System is the result of the collaboration between BAE Systems, an Optimized Engine Performance- Optimized Components- industry leading manufacturer of hybrid power and control systems; and Northern Lights, • The engine operates at its optimal fuel Reliable, durable, simple to use. • an internationally known provider of marine power and propulsion. curve at all times. The system helps ensure propulsion from a trusted name in The result of our combined knowledge, experience and expertise, HybriDrive® Marine that load demand is met without over or marine manufacturing. provides a highly reliable, versatile and green solution to the marine environment. underloading your ship’s power supply. • Proven hybrid components with millions

A SIMPLE, ROBUST PROPULSION SYSTEM – WITH HYBRID TECHNOLOGY • Maximum fuel efﬁ ciency. of trouble-free operational hours of • Designed for continous duty commercial service.

operation. • Sealed electric components require no

• Reduces engine usage. service with substantially reduced

• Lowers maintenance maintenance requirements.

requirements. • Modular component replacement if

• Proven reliability. needed. CLEAN, EFFICIENT, RELIABLE - BENEFITS OF THE HYBRID MARINE SYSTEM

Fuel Efﬁ cient - • Tested in harsh on-road environments, where continuous duty is the norm, the hybrid HybriDrive® Marine Systems marine system has saved 10 million gallons of diesel fuel.

provide clean, reliable power with world class

components. Based on a tested, reliable Clean Operation - • Meeting or exceeding all current emission standards, Lugger and hybrid technology ensure minimal impact to the environment where commercial boats operate. Lugger propulsion engine and a traction

generator, energy is held in a series of battery Flexible Architecture - packs and metered through a power control system. • Design the system for electric propulsion only, for electric propulsion with ship board power, or to power all of your vessel’s equipment and machinery. The traction motor provides power to the prop, while energy is stored for its most ef ﬁ cient

usage. Available in 3 phase, 60 or 50 Hertz con ﬁ gurations, the amount of power produced Reliable Performance - • Marine propulsion from a trusted name in the industry, packaged with the and stored can be customized to fit your vessel’s requirements. The entire package is state of the art in proven hybrid technology for unmatched durability.

designed to be clean, quiet, environmentally responsible and will reduce both energy waste

and fuel costs as soon as its installed. Driven: Protean Ford F-150 All-Electric Pickup Truck - PickupTrucks.com News Page 1 of 15

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• REPORT: Obama Spent Twice As by WYNTON HALL (/COLUMNISTS/WYNTON-HALL) 11 Mar 2013 25 POST A COMMENT (/BIG-GOVERNMENT/2013/03/11/AVERAGE-ELECTRIC-CAR-PRODUCES-MORE-CARBON-THAN- Much Time On Vacation/Golf As On GAS-POWERED-CAR#COMMENTS) VIEW DISCUSSION Economy (http://www.breitbart.com/Big- The U.S. government has pumped $5.5 billion in Government/2013/04/28/REPORT- federal grants and loans into manufacturing and Obama-Spent-Twice-As-Much-Time- On-Vacation-Golf-As-On-Economy) promoting electric cars and batteries. But research by 1046 comments · 0 minutes ago Bjorn Lomborg of the Copenhagen Consensus Center (http://www.copenhagenconsensus.com/CCC% • Pentagon Consults Anti-Christian Extremist to Develop Religious 20Home%20Page.aspx) finds that a typical electric car Tolerance Policy driven 50,000 miles over its lifetime emits more (http://www.breitbart.com/Big- Peace/2013/04/28/Pentagon-Consults carbon-dioxide than a similar-size gas-powered car -Extremist-Who-Calls-Christians- driven the same distance. Monsters-and-Enemies-of-the- Constitution-to-Develop-Religious- The reason: manufacturing electric cars, which involves mining for lithium, produces over Tolerance-Policy)

twice the amount of carbon-dioxide emissions (30,000 pounds for an electric car versus 532 comments · 1 minute ago 14,000 for a conventional vehicle) as gas-powered cars. • Palin Hammers 'Radically Pro- Lomborg says electric cars would have to be driven “a lot” to “get ahead environmentally,” Abortion' Obama for Planned and that is only if the driver somehow avoids coal-powered electricity. Even then, says Parenthood Speech (http://online.wsj.com/article/SB10001424127887324128504578346913994914472.html) (http://www.breitbart.com/Big- Lomborg, the gains would be minimal. Government/2013/04/26/Palin- Hammers-Obama-For-Supporting- Even if the electric car is driven for 90,000 miles and the owner stays away from coal- Planned-Parenthood) powered electricity, the car will cause just 24% less carbon-dioxide emission than its 2711 comments · 1 minute ago gas-powered cousin….Over its entire lifetime, the electric car will be responsible for • Biden: Economy kept McCain from 8.7 tons of carbon dioxide less than the average conventional car. victory over Obama Those 8.7 tons may sound like a considerable amount, but it's not…An optimistic (http://www.breitbart.com/system/wire/DA5TMD5G0)

assessment of the avoided carbon-dioxide associated with an electric car will allow the 1510 comments · 39 minutes ago owner to spare the world about $44 in climate damage.

Last month, the “father of the Prius,” Takeshi Uchiyamada declared that electric cars were BREITBART VIDEO PICKS simply “not viable.” "Because of its shortcomings--driving range, cost and recharging time- -the electric vehicle is not a viable replacement for most conventional cars," said Holder comes under fire for (http://www.reuters.com/article/2013/02/04/us-autos-electric-hydrogen- treatment of … idUSBRE91304Z20130204) Uchiyamada. "We need something entirely new." http://www.breitbart.com/Big-Government/2013/03/11/Average-Electric-Car-Produces-More-Carbon-Th... 4/29/2013 Electric Car Manufacturing's Massive Carbon Footprint Page 2 of 3

President Barack Obama previously promised to put one million electric cars on American roads by 2015, a statement Obama’s Energy Department has since quietly walked back. Fox News National "Whether we meet that goal in 2015 or 2016, that's less important than that we're on the right path to get many millions of these vehicles on the road," said Fingerprints, possible DNA collected in killing of 8-year-old California girl (http://www.reuters.com/article/2013/01/31/us-autos-greencars-chu- (http://feeds.foxnews.com/~r/foxnews/national/~3/STlBOecrpnc/) idUSBRE90U1B020130131) an Energy Department official. 29 Apr 2013, 7:03 AM PDT

Last year, electric car sales totaled just 50,000 units. Pending US home sales reach 3-year high in March According to the Congressional Budget Office, federal policies to prop up and promote (http://feeds.foxnews.com/~r/foxnews/national/~3/4kSG3zTkiHQ/) electric cars will cost (http://www.breitbart.com/Big-Government/2013/02/04/Father-of 29 Apr 2013, 7:01 AM PDT -the-Prius-Declares-Electric-Cars-Not-Viable) taxpayers $7.5 billion through 2019. Student shoots self in Ohio high school classroom, authorities say (http://feeds.foxnews.com/~r/foxnews/national/~3/yRmT2f5jpw8/) 29 Apr 2013, 6:48 AM PDT Sponsored Links

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NixLeftyRats • 2 months ago Weapons Threaten US Don't even need to be a scientist to figure THAT out! There's more the enviro-friendly (http://www.newsmax.com/Newswidget/US tree huger should know about these cars: -Syria/2013/04/28/id/501703? promo_code=11550- The ineffeciency of MANUFACTURE and life cycle are only the beginning. All cars get 1&utm_source=11550Breitbart&utm_medium=nmwidget&utm_campaign=widgetphase1) scrapped one day! There is a problem to the environment that is not cheap regarding the batteries and many components! Manchin: I'm Bringing Back Gun Control Government is just waiting for the chance to throw another tax on these cars for Bill administration of their disposal! (http://www.newsmax.com/Newswidget/US With such a small number of electric cars now it's not a problem--YET! -Gun-Control- Manchin/2013/04/28/id/501700? If you really love the earth and green and hate warming, gas, diesel and oil is still the best promo_code=11550- and cleanest for transportation in the USA. 1&utm_source=11550Breitbart&utm_medium=nmwidget&utm_campaign=widgetphase1) I love conservation (of resources) so hope some day a new, better, clearer engine and energy comes along! But a sure sign the electric cars are a boodoggel is: Government subsidy! Peter King: Russia Hid Information in Government subsidy!Government subsidy! Bombing Probe (http://www.newsmax.com/Newswidget/US The new REAL better system to come along will be easily marketed on it's own! -Boston-Marathon- Congressman/2013/04/29/id/501755? promo_code=11550- 1&utm_source=11550Breitbart&utm_medium=nmwidget&utm_campaign=widgetphase1)

• Reply • Share › Should Obama's Health Plan Be Overturned? Vote Here Now Michael Long> NixLeftyRats • 14 days ago (http://www.newsmax.com/surveys/Obama You know, of course, that electric car auto batteries are recycled and reused? -Policies/Should-Congress-Repeal-- They're not just scrapped. Obama-s-Health-Plan-and- • Reply • Share › Ot/id/13/kw/default?promo_code=11550- 1&utm_source=11550Breitbart&utm_medium=nmwidget&utm_campaign=widgetphase1) nowind • 2 months ago Bad science makes for bad politics and vice versa. Obama ‘Blunder’ Spawns Massive Profit • Reply • Share › Opportunity (http://w3.newsmax.com/newsletters/uwr/vi fmadsen • 2 months ago http://www.breitbart.com/Big-Government/2013/03/11/Average-Electric-Car-Produces-More-Carbon-Th... 4/29/2013

Appendix D. Safety and Permitting

Lorraine Carli National Fire Protection Association (617) 984-7275 [email protected]

Jeff R. Ennenga Alaska Division of Fire & Life Safety (907) 269-5789 [email protected]

NFPA and the Alaska Division of Fire and Life Safety Host Electric Vehicle Safety Training for First Responders

October 25, 2012 — First responders from Anchorage and the surrounding area will have the opportunity to learn more about essential guidelines for responding to emergency situations involving electric and hybrid vehicles. The Alaska Division of Fire and Life Safety and the National Fire Protection Association (NFPA) will host an in-classroom, train-the-trainer session on October 27th. The course, which is part of NFPA’s nationwide Electric Vehicle Safety Training Project, will provide local firefighters with information to help them respond safely and effectively to electric and hybrid vehicles emergencies on the road.

Participants will be able to use the new information and resources to prepare other firefighters and first responders throughout the state. Alaska is the 40th state to host NFPA’s train-the-trainer course, which began touring state fire training institutions in the summer of 2011 and was recently modified to serve the law enforcement community as well.

“NFPA’s program provides first responders with all the necessary information for safely handling emergency situations involving electric and hybrid vehicles,” said Jeff R. Ennenga, Director of Training for the Alaska Division of Fire and Life Safety. “Participants in NFPA’s course will receive first-hand experience working with the new technologies and risks posed by these vehicles. Most importantly, they can use the comprehensive training they receive to keep our community safe and to teach other first responders.”

For more than 100 years NFPA has been a leading voice for public safety. NFPA’s course is based on extensive research and findings from the Fire Protection Research Foundation. Since the Electric Vehicle Training Project was first announced, NFPA has worked with safety experts and auto manufacturers to provide a comprehensive curriculum of up-to-date information on the topic.

According to NFPA President James M. Shannon, standardized electric vehicle education based on best practices is critical to emergency training for first responders across the country.

“NFPA, along with state fire academies across the country, is supporting the large-scale introduction of electric and hybrid vehicles by helping ensure that firefighters and first responders are familiar with any new car coming down the road,” Shannon said. “Our goal is to provide first responders with all the information and materials necessary to respond to emergency situations involving these vehicles.”

-MORE- Page 2 of 2

The training also will feature a live training demonstration involving a Toyota Prius and Camry hybrid, provided by Kendall Toyota of Anchorage, and a Lexus RX 450 provided by Kendall Lexus of Alaska.

Participants will be able to experience first-hand the new technologies and special features included in these vehicles. During the 8-hour course, NFPA instructor Matt Paiss will cover a variety of topics specific to both hybrid and electric vehicles, including the extrication process, risk of electric shock, handling new types of batteries and challenges presented by charging stations.

In addition to the classroom experience and hands-on training, each participant will receive an instructor’s guide and quick reference manual regarding electric vehicles, as well as a multimedia disc containing all of the course content. Participants also receive a Certificate of Completion at the conclusion of the course.

This summer, NFPA released an online version of the electric vehicle safety course. The online, self- paced program – available on mobile devices and computers – covers the same content as the classroom training, providing first responders with the tools and information they need to safely handle emergency situations involving electric vehicles, plug-in electric vehicles and charging stations.

For more information about the electric vehicle training series, the online training and to register for upcoming sessions, visit: www.evsafetytraining.org/Training.

About the Alaska Division of Fire and Life Safety The Alaska Division of Fire and Life Safety is a division of the Alaska Department of Public Safety. The Division is committed to protecting all Alaskans from fire and explosion. The Director of the Alaska Division of Fire and Life Safety is State Fire Marshal Kelly Nicolello and is divided into three bureaus: Life Safety Inspection Bureau, Plans Review Bureau and the Training and Education Bureau.

About NFPA’s Electric Vehicle Safety Training Project NFPA’s Electric Vehicle Safety Training Project is a nationwide program designed to help firefighters and other first responders prepare for the growing number of electric vehicles on the road in the United States. The NFPA project, funded by a $4.4 million grant from the U.S. Department of Energy, provides first responders with information they need to most effectively deal with potential emergency situations involving electric vehicles.

About the National Fire Protection Association (NFPA) NFPA is a worldwide leader in fire, electrical, building and life safety. The mission of the international nonprofit organization founded in 1896 is to reduce the worldwide burden of fire and other hazards on the quality of life by providing and advocating consensus codes and standards, research, training and education. Visit NFPA’s website at www.nfpa.org for more information.

Subscribe to NFPA RSS News feeds Lorraine Carli NFPA Public Affairs (617) 984-7275 [email protected]

# # # Charging Station

Electrician Guide for Installing Electric Vehicle* Charging Stations at Single-Family Homes

* Light duty passenger electric vehicles

Preparing a home for electric vehicle charging and metering requires the collaboration of several parties to help customers make the right decisions for their individual situations. Southern California Edison (SCE), electricians, customers, and cities each play important roles in this process.

This guide provides useful information on the process for preparing electric vehicle customers’ single family residences for safe and reliable electric vehicle charging.

The process may include installing an electric vehicle charging station, second electrical panel, meter socket box, and/or two-socket panel to accommodate separate electric vehicle metering. Installing this equipment is optional and depends on the SCE rate plan the customer enrolls in and the level at which the customer chooses to charge the vehicle (120 volts or 240 volts). Each customer should select their rate plan and charging level before the electrician begins any electrical work on the house. Otherwise, customers and electricians alike run the risk of costly delays.

Before you assess your customers’ home panel and wiring needs, please ensure that customers who live in SCE’s service territory contact SCE to learn about their rate plan options and how each rate plan may affect their home panel, wiring, and electric vehicle charging options.

Direct customers to call: 1-800-4EV-INFO (800-438-4636) (Press “0” to be transferred to a customer service specialist)

Or visit: Electrician Guide for Installing Electric Vehicle www.sce.com/PEV Charging Stations at Single-Family Homes Last Updated: 12/3/2010

FOR OVER 100 YEARS...LIFE. POWERED BY EDISON. 1 Installation Process

The flowchart below illustrates the basic processes used by SCE to get customers in single-family homes “plug-in ready.” Also shown are the points at which electricians play an especially important role in moving the installation process forward.

“Dear Customer, please let me and SCE know when you’ve decided on the electrical work you’d like done.”*

Automaker/Dealer SCE Provides Electrician… Customer… Advises Electric Customer… • Confirms customer • Considers rate Vehicle Customer • Analysis of rate has contacted SCE plan and charging On… plan options • Assesses customer’s options • Charging • Description of each home wiring and • Selects rate plan preparation rate plan’s impact panel needs, with and panel wiring • Calling SCE about on home electrical customer’s rate plan approach rate plan options panel and wiring preference in mind • Informs SCE and needs • Provides price quote electrician to complete work for all applicable rate/ panel options

SCE… Electrician… SCE… • Dispatches Service • Obtains city permit(s) • Receives city Planner to verify • Completes installation inspection approval All adequacy of SCE of necessary home • Completes meter systems infrastructure and wiring, upgraded work (as needed) evaluate customer’s or new panel, and/ • Updates customer “go” for electrical plan, or electric vehicle as needed billing rate plan electric vehicle charging equipment (as needed) • Communicates • Arranges for city charging! results to customer inspection

* By reminding your customers to call both you and SCE after deciding on the electrical work, SCE can send a Service Planner to your customer’s home so you can finish your work as quickly as possible. Knowing each customer’s rate plan selection, electrical vehicle charging level, and planned panel configuration will allow SCE’s Service Planners to properly inspect the local transformer and service drops and evaluate the customer’s electrical plan.

Electrician Guide for Installing Electric Vehicle Charging Stations at Single-Family Homes Last Updated: 12/3/2010

2 Important Steps for Electrician

1. Confirm customer has contacted SCE about rate plan options and implications before conducting home assessment of electrical panel and wiring needs. If not, direct the customer to call 1-800-4EV-INFO (1-800-438-4636) M-F, 8:00 am - 5:00 pm. 2. Evaluate residential electrical panel and wiring for capacity to charge the electric vehicle. 3. Provide price quote to complete electrical work for all applicable rate/panel options. 4. Once SCE has approved the proposed electrical plan, upgrade the existing panel or add a second panel or meter socket box, as necessary, with customer’s rate plan choice in mind. 5. For Electric Vehicle Plan: install the appropriate panel option and remember that this power is for electric vehicle charging only. Note: SCE will install the second meter after the panel is installed and the city approves the installation. 6. Refer to SCE’s Electric Service Requirements (ESR) for complete panel configuration details (www.SCE.com/AboutSCE/Regulatory/DistributionManuals/ESR.htm).

Rate/Panel Options The combination of SCE electric vehicle rate plans and panel configurations yields 6 Rate/Panel options:

Rate Rate Plans Description Panel Choices

Use Existing Add 2nd Panel or Upgrade Existing Panel Meter Socket Box Panel

Residential Tiered Rate* Plan Home and electric N/A (D) vehicle loads measured Single Meter together Option #1 Option #2 (likely no meter (likely no meter change) change)

Home & Electric Time of Use Vehicle Plan Tiered Rate* N/A (TOU-D-TEV) Home and electric Single Meter vehicle loads measured together; rates higher Option #3 Option #4 during the day and (meter may need to (meter may need to lower at night be replaced) be replaced)

Electric Vehicle Time of Use Rate Plan Electric vehicle load N/A (TOU-EV-1) metered separately from Two Meters home load; home remains on current rate and meter; Option #5 Option #6 electric vehicle rate is (panel upgrade or addition must take place higher during the day before second meter is installed) and lower at night See page 4 for detailed panel configurations.

* With tiered rates, cost per kWh increases with the amount of electricity used.

Electrician Guide for Installing Electric Vehicle Charging Stations at Single-Family Homes Last Updated: 12/3/2010

3 Panel Configurations

Rate/Panel Options 5 and 6 require two meters and either a separate panel, meter socket box, or a two-socket panel to accommodate both meters. Several panel configurations are shown below:

Overhead Service Underground Service

Existing Home Panel Existing Home Panel Second Panel or Meter Socket Box with New IDR Meter New Riser and or New SmartConnect™ Meter Weatherhead OH Service Second Panel or Existing Entrance To EVSE Meter Socket Box M Home Meter M Existing with New IDR Meter Circuit M Home Meter M or New Protection SmartConnect™ Meter Pull Box Refer to EMT or ESR-3, for Pull Box Flex Conduit Requirements

To EVSE

Rate / Panel Option #5 Circuit UG Service Entrance Protection

Note: Where at all possible, the second panel or meter socket box shall be at the same location and directly adjacent to the existing metering.

New Upgraded Home Panel New Upgraded Home Panel

OH Service Entrance Existing M Home Meter New IDR Meter or New To EVSE Existing M SmartConnect™ Meter M Home Meter New IDR Meter or New To EVSE M SmartConnect™ Meter UG Service Entrance Rate / Panel Option #6

Note: SCE provides only a single service line for all panel configurations, regardless of whether one or two panels are installed.

Key For additional information about panel configurations, please refer to SCE’s Electric Service Requirements (ESR) available at UG: Underground OH: Overhead www.sce.com/AboutSCE/Regulatory/DistributionManuals/ESR.htm IDR: Interval Data Read EMT: Electrical Metallic Tubing EVSE: Electric Vehicle Service Equipment

Electrician Guide for Installing Electric Vehicle Charging Stations at Single-Family Homes Last Updated: 12/3/2010

Compliance with the following permit will allow the installation and operation of electric vehicle charging equipment at a residence in the City, State jurisdiction. This permit addresses one of the following situations: Only an additional branch circuit would be added at the residence A hard-wired charging station would be installed at the residence. The attached requirements for wiring the charging station are taken directly out of the 2011 edition of the National Electrical Code (NEC) NFPA 70, Article 625 Electric Vehicle Charging System. This article does not provide all of the information necessary for the installation of electric vehicle charging equipment. Please refer to the current edition of the electrical code adopted by the local jurisdiction for additional installation requirements. Reference to the 2011 NEC may be made at www.nfpa.org/70.

This permit contains a general reference to the NEC or electrical code used in the jurisdiction. All work and installed equipment will comply with the requirements of the NEC or the electrical code used in the jurisdiction. The jurisdiction maintains the authority/responsibility to conduct any inspections deemed necessary to protect public safety. The charging station installer shall also be responsible for notifying or coordinating any work with the utility company where needed.

Section 1 of the permit application requires basic identifying information be submitted. Note that there is a separate portion of the form requesting information on the property owner who may not be the individual requesting the installation.

Section 2 of the permit application identifies which code needs to be complied with depending on whether a branch circuit and meter or a hard-wired charging station is being installed.

The technical installation requirements address the following specific elements of electric vehicle charging station safety: Listing and labeling requirements Wiring methods Breakaway requirements Overcurrent protection Indoor siting Outdoor siting

Section 3 consists of standard certification statement that could be modified as needed by the jurisdiction. By signing the certification statement, the applicant agrees to comply with the standard permit conditions and other applicable requirements. This consent would give the jurisdiction the option of allowing the applicant to proceed with installation and operation of the charging equipment.

Section 4 of the document gives an example of a checklist the jurisdiction could develop to track key information on the application. The example under section 4 contains only a few items of the many that the jurisdiction might wish to track.

This permit package also includes a schematic drawing depicting a typical indoor installation. In this installation the wiring path follows the exterior of the structure, and the charging station is located indoors. The NEC allows for interior wiring and outdoor installations. The purpose of the schematic is only to show how the charging station equipment could be arranged and is not intended to convey any permit requirements.

Application for Installation of Electric Vehicle Charging Equipment

NOTICE: The system must be installed in compliance with NFPA 70, National Electric Code, Article 625 or applicable Electrical Code currently adopted and enforced within the jurisdiction of installation. All associated work with circuits, electrical service and meters shall be completed in compliance with NFPA 70, national electric code, or applicable electrical code currently adopted and enforced within the jurisdiction of installation.

Section 1: Permit Applicant Information

Name:

Installation Street Address (P.O. box not acceptable): Contact Person: Phone Number: ( ) - City: County: State: ZIP Code:

Owner Name: Street Address: Phone Number: ( ) - City: State: ZIP Code:

Submitter's Name/Company Street Address: Phone Number: ( ) - City: State: ZIP Code:

General description of equipment to be installed:

Section 2: Permit Code Information Requirements for wiring the charging station are taken directly out of the 2011 edition of the National Electrical Code® (NEC) ® NFPA 70, Article 625 Electric Vehicle Charging System. This article does not provide all of the information necessary for the installation of an electric vehicle charging equipment. Please refer to the current edition of the electrical code adopted by the local jurisdiction for additional installation requirements. Reference to the 2011 NEC may be made at www.nfpa.org/70.

NEC Chapter or DESCRIPTION Article Branch Circuit Chapter2 A new electrical box added on a branch circuit shall comply with NFPA 70 National Electrical Code® Chapter 2 Wiring and and 3 Protection and Chapter 3 Wiring Methods and Materials and all administrative requirements of the NEC or the electrical code in effect in the jurisdiction

VOLTAGES Unless other Voltages are specified, the nominal ac system voltages of 120, 120/240, 208Y/120, 240, 480Y/277, 480, 625.4 600Y/347, and 600 Volts shall be used to supply equipment LISTED OR LABELED 625.5 All electrical materials, devices, fittings, and associated equipment shall be listed or labeled.

WIRING METHODS The electric vehicle coupler shall comply with 625.9(A) through (F).

(A) Polarization. The electric vehicle coupler shall be polarized unless part of a system identified and listed as suitable for the purpose. (B) Noninterchangeability. The electric vehicle coupler shall have a configuration that is noninterchangeable with wiring devices in other electrical systems. Nongrounding-type electric vehicle couplers shall not be interchangeable with grounding-type electric vehicle couplers. (C) Construction and Installation. The electric vehicle coupler shall be constructed and installed so as to guard against 625.9 inadvertent contact by persons with parts made live from the electric vehicle supply equipment or the electric vehicle battery. (D) Unintentional Disconnection. The electric vehicle coupler shall be provided with a positive means to prevent unintentional disconnection. (E) Grounding Pole. The electric vehicle coupler shall be provided with a grounding pole, unless part of a system identified and listed as suitable for the purpose in accordance with Article 250. (F) Grounding Pole Requirements. If a grounding pole is provided, the electric vehicle coupler shall be so designed that the grounding pole connection is the first to make and the last to break contact.

ELECTRIC VEHICLE SUPPLY EQUIPMENT Electric vehicle supply equipment rated at 125 volts, single phase, 15 or 20 amperes or part of a system identified and listed as suitable for the purpose and meeting the requirements of 625.18, 625.19, and 625.29 shall be permitted to be cord-and- 625.13 plug-connected. All other electric vehicle supply equipment shall be permanently connected and fastened in place. This equipment shall have no exposed live parts. Rating 625.14 Electric vehicle supply equipment shall have sufficient rating to supply the load served. For the purposes of this article, electric vehicle charging loads shall be considered to be continuous loads. Markings The electric vehicle supply equipment shall comply with 625.15(A) through (C). (A) General. All electric vehicle supply equipment shall be marked by the manufacturer as follows: FOR USE WITH ELECTRIC VEHICLES (B) Ventilation Not Required. Where marking is required by 625.29(C), the electric vehicle supply equipment shall be 625.15 clearly marked by the manufacturer as follows: VENTILATION NOT REQUIRED The marking shall be located so as to be clearly visible after installation. (C) Ventilation Required. Where marking is required by 625.29(D), the electric vehicle supply equipment shall be clearly marked by the manufacturer, “Ventilation Required.” The marking shall be located so as to be clearly visible after installation. Means of Coupling 625.16 The means of coupling to the electric vehicle shall be either conductive or inductive. Attachment plugs, electric vehicle connectors, and electric vehicle inlets shall be listed or labeled for the purpose. Cable The electric vehicle supply equipment cable shall be Type EV, EVJ, EVE, EVJE, EVT, or EVJT flexible cable as specified in Article 400 and Table 400.4. Ampacities shall be as specified in Table 400.5(A)(1) for 10 AWG and smaller, and in Table 625.17 400.5(A)(2) for 8 AWG and larger. The overall length of the cable shall not exceed 7.5 m (25 ft) unless equipped with a cable management system that is listed as suitable for the purpose. Other cable types and assemblies listed as being suitable for the purpose, including optional hybrid communications, signal, and composite optical fiber cables, shall be permitted. Interlock Electric vehicle supply equipment shall be provided with an interlock that de-energizes the electric vehicle connector and its 625.18 cable whenever the electrical connector is uncoupled from the electric vehicle. An interlock shall not be required for portable cord-and-plug-connected electric vehicle supply equipment intended for connection to receptacle outlets rated at 125 volts, single phase, 15 and 20 amperes. Automatic De-Energization of Cable The electric vehicle supply equipment or the cable-connector combination of the equipment shall be provided with an automatic means to de-energize the cable conductors and electric vehicle connector upon exposure to strain that could result in either cable rupture or separation of the cable from the electric connector and exposure of live parts. Automatic means to 625.19 de-energize the cable conductors and electric vehicle connector shall not be required for portable cord-and-plug-connected electric vehicle supply equipment intended for connection to receptacle outlets rated at 125 volts, single phase, 15 and 20 amperes.

Overcurrent Protection Overcurrent protection for feeders and branch circuits supplying electric vehicle supply equipment shall be sized for 625.21 continuous duty and shall have a rating of not less than 125 percent of the maximum load of the electric vehicle supply equipment. Where noncontinuous loads are supplied from the same feeder or branch circuit, the overcurrent device shall have a rating of not less than the sum of the noncontinuous loads plus 125 percent of the continuous loads. Personnel Protection System The electric vehicle supply equipment shall have a listed system of protection against electric shock of personnel. The personnel protection system shall be composed of listed personnel protection devices and constructional features. Where 625.22 cord-and-plug-connected electric vehicle supply equipment is used, the interrupting device of a listed personnel protection system shall be provided and shall be an integral part of the attachment plug or shall be located in the power supply cable not more than 300 mm (12 in.) from the attachment plug. Disconnecting Means For electric vehicle supply equipment rated more than 60 amperes or more than 150 volts to ground, the disconnecting means shall be provided and installed in a readily accessible location. The disconnecting means shall be capable of being locked in 625.23 the open position. The provision for locking or adding a lock to the disconnecting means shall be installed on or at the switch or circuit breaker used as the disconnecting means and shall remain in place with or without the lock installed. Portable means for adding a lock to the switch or circuit breaker shall not be permitted. Loss of Primary Source 625.25 Means shall be provided such that, upon loss of voltage from the utility or other electrical system(s), energy cannot be back fed through the electric vehicle and the supply equipment to the premises wiring system unless permitted by 625.26. Interactive Systems Electric vehicle supply equipment and other parts of a system, either on-board or off-board the vehicle, that are identified for and intended to be interconnected to a vehicle and also serve as an optional standby system or an electric power production 625.26 source or provide for bi-directional power feed shall be listed as suitable for that purpose. When used as an optional standby system, the requirements of Article 702 shall apply, and when used as an electric power production source, the requirements of Article 705 shall apply. Hazardous (Classified) Locations 625.28 Where electric vehicle supply equipment or wiring is installed in a hazardous (classified) location, the requirements of Articles 500 through 516 shall apply. Indoor Sites Indoor sites shall include, but not be limited to, integral, attached, and detached residential garages; enclosed and underground parking structures; repair and nonrepair commercial garages; and agricultural buildings. (A) Location. The electric vehicle supply equipment shall be located to permit direct connection to the electric vehicle. (B) Height. Unless specifically listed for the purpose and location, the coupling means of the electric vehicle supply equipment shall be stored or located at a height of not less than 450 mm (18 in.) and not more than 1.2 m (4 ft) above the floor level. (C) Ventilation Not Required. Where electric vehicle nonvented storage batteries are used or where the electric vehicle supply equipment is listed or labeled as suitable for charging electric vehicles indoors without ventilation and marked in accordance with 625.15(B), mechanical ventilation shall not be required. (D) Ventilation Required. Where the electric vehicle supply equipment is listed or labeled as suitable for charging electric vehicles that require ventilation for indoor charging, and is marked in accordance with 625.15(C), mechanical ventilation, such as a fan, shall be provided. The ventilation shall include both supply and exhaust equipment and shall be permanently installed and located to intake from, and vent directly to, the outdoors. Positive pressure ventilation systems shall be 625.29 permitted only in buildings or areas that have been specifically designed and approved for that application. Mechanical ventilation requirements shall be determined by one of the methods specified in 625.29(D)(1) through (D)(4). (1) Table Values. For supply voltages and currents specified in Table 625.29(D)(1) or Table 625.29(D)(2), the minimum ventilation requirements shall be as specified in Table 625.29(D)(1) or Table 625.29(D)(2) for each of the total number of electric vehicles that can be charged at one time. (2) Other Values. For supply voltages and currents other than specified in Table 625.29(D)(1) or Table 625.29(D)(2), the minimum ventilation requirements shall be calculated by means of general formulas stated in article 625.39(D)(2). (3) Engineered Systems. For an electric vehicle supply equipment ventilation system designed by a person qualified to perform such calculations as an integral part of a building’s total ventilation system, the minimum ventilation requirements shall be permitted to be determined in accordance with calculations specified in the engineering study. (4) Supply Circuits. The supply circuit to the mechanical ventilation equipment shall be electrically interlocked with the electric vehicle supply equipment and shall remain energized during the entire electric vehicle charging cycle. Electric vehicle supply equipment shall be marked in accordance with 625.15. Electric vehicle supply equipment receptacles rated at 125 volts, single phase, 15 and 20 amperes shall be marked in accordance with 625.15(C) and shall be switched, and the mechanical ventilation system shall be electrically interlocked through the switch supply power to the receptacle.

Outdoor Sites Outdoor sites shall include but not be limited to residential carports and driveways, curbside, open parking structures, parking lots, and commercial charging facilities. 625.30 (A) Location. The electric vehicle supply equipment shall be located to permit direct connection to the electric vehicle. (B) Height. Unless specifically listed for the purpose and location, the coupling means of electric vehicle supply equipment shall be stored or located at a height of not less than 600 mm (24 in.) and not more than 1.2 m (4 ft) above the parking surface.

Section 3: Certification Statement I hereby certify that the electrical work described on this permit application shall be/has been installed in compliance with the conditions in this permit, NFPA 70, National Electrical Code , Article 625, or applicable electrical code currently adopted and enforced within the jurisdiction of installation. Furthermore, all associated work with circuits, electrical service and meters shall be/has been completed in compliance with NFPA 70, National Electrical Code , or applicable electrical code currently adopted and enforced within the jurisdiction of installation. By agreeing to the above requirements, the licensee or owner shall be permitted to install and operate the charging station. The licensee also insures that appropriate load calculations have been done to insure that the residence has adequate electrical capacity to support electric vehicle charging equipment.

Existing circuits provided for garages may supply other loads and may not have sufficient capacity for electric vehicle charging equipment.

In some older installations the residential electrical service may not have sufficient capacity to supply electric vehicle charging equipment. Capacity problems are likely to be encountered on 60 ampere services or on 100 ampere services with multiple 240 volt loads. In such cases load calculations must be performed to insure adequate capacity.

Signature of Licensee: Date:

Signature of Owner: Date:

Section 4: Jurisdiction Checklist Information each jurisdiction would add to permit: Date utility notified of work completed Information on installation sent to tax assessor Indoor/outdoor location Modification to existing service required Other items as determined by the jurisdiction

Figure 1. Typical Electric Vehicle Charging Equipment Installations

Plug-in Readiness Page 1 of 2

Connect Search

GET STARTED DRIVE ELECTRIC! ELECTRIC CARS CHARGING INCENTIVES FAQ & GLOSSARY NEWS & EVENTS ABOUT RESOURCES

Home > Drive Electric! > A New Driving Experience RESOURCES Plug-in Readiness BMW resources charging First Responders Charging Locator Chevrolet Volt For plug-in vehicles to be successful in the marketplace and achieve their true potential, it will Chevy Volt CODA Sedan Events Plug-in Readiness take a concerted effort across a broad range of stakeholders to accomplish this Fit EV Fleets Ford Focus Electric transformational change in the way we move people and goods. Many communities have Plug-In EV Basics Grid Electricity hands free Honda already formed plug-in vehicle readiness initiatives to help identify potential barriers to adoption Electrician Guide and come up with solutions and incentives. For municipalities, this might involve a review of Incentives for EV Buyers your permitting and inspection guidelines. The U.S. Department of Energy has created Mitsubishi i mobile Accessibility a template for a standard permit for residential charging stations that allows for quick, safe installation of EVSE. Businesses might work together to identify economic development Nissan LEAF Video Gallery opportunities and provide charging to entice customers, while employers might consider pluginday Prius Range RAV4 roadmap charging access for employees. Utilities will want to understand the potential impact to the Safety Showroom Tesla grid. Given the many stakeholders involved, it’s important for all them to find a way to work Tesla Model S Tesla Roadster together and collaborate in a plug-in readiness initiative. Toyota Various resources on plug-in readiness: Transit Connect Electric Vehicles

• Clean Cities TV: Community Readiness Workshop • Rocky Mountain Institute Project Get Ready • Advanced Energy’s Community Planning Document • Template from DOE's Alternative Fuels & Advanced Vehicles Data Center to develop a standard permit for residential charging

Regional Readiness Initiatives:

• California (Plug-in Electric Vehicle Collaborative) • Michigan • Oregon • Virginia • Central Florida

Utility Readiness Initiatives:

• Edison Electric Institute Pledge

http://www.goelectricdrive.com/index.php/plug-in-readiness 4/11/2013

Technical Article

UL vs. ETL Listing

Product: Leviton Wireless & Other Leviton Products Article ID: 012109-bf-01

Date: January 21, 2009

Summary: The purpose of this article is to clarify questions regarding the use and acceptance of ETL product certification versus UL certification on Leviton products.

Information: There have been some questions recently in regards to the ETL certification of our new wireless products rather then using UL. The FAQ’s below should answer any question regarding this issue. One of the key reasons we chose to use ETL is the timeframe in which they can test and certify products is usually much faster then UL. ETL tests to the same standards as UL and their certification has the same recognition by OHSA since they are both Nationally Recognized Testing Laboratories.

Frequently Asked Questions about the ETL Listed Mark

 Is the ETL Listed Mark legal equivalent to the UL and CSA Listed Marks? The true legal requirement to test and certify products for sale in the United States is a designation by the Occupational Safety and Health Administration (OSHA) as a Nationally Recognized Testing Laboratory (NRTL). An NRTL functions to provide independent evaluation, testing, and certification of any electrically operated or gas- and oil-fired product. ETL is recognized as an NRTL in the United States and, in a similar capacity, as a Testing Organization and Certifying Body in Canada by the Standards Council of Canada.

A product bearing the ETL Listed Mark is determined to have met the minimum requirements of prescribed product safety standards. Moreover, the mark indicates that the manufacturer's production site conforms to a range of compliance measures and is subject to periodic follow-up inspections to verify continued conformance.

 What's the difference between the UL, CSA, and ETL Listed Marks? Both marks demonstrate that the product that bears it has met the minimum requirements of widely accepted product safety standards as determined through the independent testing of a Nationally Recognized Testing Laboratory (NRTL). And, as part of that testing regimen, the product manufacturer has agreed to periodic follow-up inspections to verify continued compliance.

 What is an NRTL? A Nationally Recognized Testing Laboratory (NRTL) is an independent laboratory recognized by the Occupational Safety and Health Administration (OSHA) to test products to the specifications of applicable product safety standards – such as those from Underwriters Laboratories (UL) and other standards-writing bodies. An NRTL's function is to provide an independent evaluation, testing, and certification of any electrically operated or gas- and oil-fired products.

Leviton Mfg. Co., Inc. Lighting Management Systems 20497 SW Teton Avenue, Portland, OR 97062 1-800-736-6682 Tech Line: 1-800-959-6004 Fax: 503-404-5594 www.leviton.com/lms © 2008 Leviton Manufacturing Co., Inc. All rights reserved. Subject to change without notice. PL-PD-F007 Rev. 1 06/23/2008

TECHNICAL ARTICLE

UL vs. ETL Listing (cont’d)

 What are the specifics of the NRTL program? The NRTL program is part of OSHA's Directorate of Technical Support. As part of OSHA's directive to ensure that products are safe for use in the U.S. workplace, the NRTL program recognizes the capabilities of private sector organizations to determine if specific products meet consensus safety standards. OSHA safety standards are United States law and can be found in Title 29 of the Code of Federal Regulations (CFR). More specifically, the provisions for NRTL certification can be found within Part 1910 of the CFR (29 CFR Part 1910). It is important to note that OSHA's recognition of an NRTL is not a grant of government authority, but rather an acknowledgment of the organization's ability to perform product safety testing and certification within the scope of its OSHA recognition.

 Aren't manufacturers required to use UL for their compliance testing? Isn't this mandated by the standards themselves? The simple answer to both questions is "no." In fact, this misconception has misled many manufacturers to believe that they don't have a choice in their third-party testing partner. To satisfy the prerequisite of having your products tested by an independent organization, the true legal requirement is that the laboratory which performs the testing be a Nationally Recognized Testing Laboratory (NRTL) recognized by OSHA.

 What does the ETL Listed Mark mean when displayed on my product? In short, the ETL Listed Mark indicates that your product has been tested by a NRTL, found in compliance with accepted national standards, and meets the minimal requirements required for sale or distribution. To your distributors, retailers, and customers, the ETL Mark is assurance that the product is compliant with safety standards, having been tested and certified by a third-party organization.

 Will retailers accept my product if it bears the ETL Listed Mark? Yes. Since the ETL Listed Mark is an accepted and recognized demonstration of product compliance, and testing is performed by an NRTL, there is no reason why retailers should not accept products bearing the ETL Listed Mark. Any indication otherwise by an individual retailer or distributor likely stems from misinformation in the marketplace—the same misinformation that has led some manufacturers to believe they don't have a choice in their third-party testing organization.

 What should I tell my clients who aren't familiar with the ETL Listed Mark? There is no standard formula for better acquainting clients and customers with the ETL Listed Mark. Depending on the background, circumstances, and other details of a given situation, the correct approach will be unique from one instance to another. Others may erroneously believe that the UL Mark is the only acceptable demonstration of product compliance and require a more thorough explanation of the true legal requirements behind third party product safety testing. It is important to listen closely to your client's issues and provide them with real answers to their concerns. Inform them about the NRTL program. Explain to them how our Product Safety Certification Program includes the same testing, listing, labeling, and follow-up inspection services as UL, and that we're accredited by the same organizations, agencies, and regulatory bodies.

Leviton Mfg. Co., Inc. Lighting Management Systems 20497 SW Teton Avenue, Tualatin, OR 97062 1-800-736-6682 Tech Line: 1-800-959-6004 Fax: 503-404-5594 www.leviton.com/lms © 2008 Leviton Manufacturing Co., Inc. All rights reserved. Subject to change without notice. PL-PD-F007 Rev. 1 06/23/2008

TECHNICAL ARTICLE

UL vs. ETL Listing (cont’d)

 What countries accept the ETL Mark? The ETL Mark is an accepted demonstration of product compliance in both the United States and Canada.

 Do local inspectors know the ETL Listed Mark? Yes. The ETL Listed Mark is recognized by local inspectors and Authorities Having Jurisdiction (AHJs) throughout North America and also in some areas of South America. A an NRTL recognized by OSHA, the ETL Listed Mark is an accepted alternative to UL and, as such, inspectors and AHJs recognize, acknowledge, and accept the mark as proof of product compliance.

 Is ETL Listed Mark is accepted throughout North America? Amway Corp, JCPenney, Sam’s Club, Sears, and the list goes on. Since the ETL Listed Mark is a recognized and accepted indicator of a product’s compliance to safety standards, retailers, inspectors, or Authorities Having Jurisdiction (AHJs) all accept ETL Listed Products.

 How long has the ETL Listed Mark Been Around? “ETL” has been around over 100 years. In fact, the original Electrical Testing Labs (ETL) was founded by Thomas Edison in 1896.

 Electrical Testing Labs was formed to address concerns of lamp safety and performance issues. Edison’s vision was to provide assurance to consumers, through various types of product performance and safety tests. The basic principles of Edison’s third-party lamp testing methods remain the same today. Experts monitored lamps and bulbs to determine how long they would burn, the luminous intensity, and if everything burned as it should – without combustibility or explosion.

 What are the variations of the ETL Listed Mark? A product bearing the ETL Listed mark with the "us" identifier at the 4 o'clock position has been tested and deemed compliant to U.S. product safety standards only. An ETL Listed mark with a "c" identifier at the 8 o'clock position means the product bearing it complies with Canadian product safety standards only. And an ETL Listed mark with both "us" and "c" identifiers at the 4 o'clock and 8 o'clock positions respectively, signifies that the product bearing the mark complies with both U.S. and Canadian product safety standards.

Contact: If you have any questions or concerns, please call LMS technical support at (800) 959-6004.

Appendix E. Fleet Charging Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 2 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Photo from George Beard, Portland State University, NREL/PIX 18564

Clean Cities Helps Establish PEV Table of Contents Charging Stations Introduction ...... 3 Establishing plug-in electric vehicle (PEV) PEV Basics ...... 4 charging stations requires unique knowledge Charging Basics ...... 6 and skills . If you need help, contact your local Clean Cities coordinator . Clean Cities is the Benefits and Costs of U .S . Department of Energy’s flagship alterna- Hosting a Charging Station ...... 9 tive-transportation deployment initiative . It is Charging Station supported by a diverse and capable team of Locations and Hosts ...... 12 stakeholders from private companies, utilities, government agencies, vehicle manufacturers, Ownership and Payment Models . . . . 14 national laboratories, and other transporta- Installing and Maintaining tion-related organizations . These stakehold- Charging Stations ...... 15 ers, organized into nearly 100 Clean Cities Electrifying the Future ...... 19 coalitions nationwide, are ready to help with specific charging station challenges . Contact your local coordinator by visiting the Clean Acknowledgement

Cities website at www.cleancities.energy.gov . Thanks to the Electric Vehicle Infrastructure Training Program for assisting with the production of this handbook . See www.eere.energy.gov/cleancities/evitp.html .

Disclaimer

This report was prepared as an account of work sponsored by an agency of the United States government . Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the ac- curacy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights . Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof . The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof . Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 3

Introduction

You’ve heard about the new generation of plug-in electric vehicles (PEVs) like the Chevy Volt and Nissan Leaf. You manage a location that could host a PEV charging station — such as a retail business, office or municipal building, utility, or parking garage — and you’re wondering how you can be part of the electric transportation revo- lution. This handbook is for you. If you have a property suitable for hosting an electric charging station, you are perfectly positioned to contribute to — and benefit from — the fast-growing PEV sector. This handbook answers your basic ques- Photo from Electric Vehicle Infrastructure Training Program tions about PEVs and charging infrastructure and points you to the additional information you need to Key Acronyms decide about participating in this new venture. EVs (all-electric vehicles) are powered only by one More than 100 years ago, all-electric vehicles (EVs) or more electric motors . They receive electricity by held much of the U.S. car market, but their popularity plugging into the grid and store it in batteries . They waned as the interest in conventional cars with inter- consume no petroleum-based fuel while driving nal combustion engines (ICEs) rose. The ICE vehicle and produce no tailpipe emissions . had a longer driving range, petroleum fuel costs were EVSE (electric vehicle supply equipment) deliv- declining, and the introduction of the electric starter ers electrical energy from an electricity source to and manufacturing assembly line improved the usabil- charge a PEV’s batteries . It communicates with the ity and affordability of ICE vehicles. Gasoline- and PEV to ensure that an appropriate and safe flow of diesel-powered ICE vehicles ended up dominating electricity is supplied . EVSE units are commonly transportation in the 20th century. referred to as “charging stations ”.

However, concerns about the environmental impacts HEVs (hybrid electric vehicles) combine an ICE or of conventional ICE vehicles sparked a PEV renais- other propulsion source with batteries, regenerative sance at the end of the 20th century. In 1990, Cali- braking, and an electric motor to provide high fuel fornia passed the nation’s first zero emission vehicle economy . They rely on a petroleum-based or an mandate, putting the state at the forefront of that alternative fuel for power and are not plugged decade’s deployment of PEVs such as the General in to charge . HEV batteries are charged by the Motors EV1, Chrysler EPIC, Ford Ranger EV, and ICE or other propulsion source and during regen- Toyota RAV4 EV. Many vehicles from this genera- erative braking . tion were discontinued in the early 2000s, and the number of non-residential charging stations — which ICEs (internal combustion engines) generate had peaked at nearly 900 in 2002 — dwindled to mechanical power by burning a liquid fuel (such as about 400 by 2008. However, California’s vision gasoline, diesel, or biofuels) or a gaseous fuel (such helped set the stage for the next generation of PEVs as compressed natural gas) . They are the dominant and charging stations. power source for on-road vehicles today . PEVs (plug-in electric vehicles) derive all or part of Today, PEVs are back and ready to compete their power from electricity supplied by the electric with — and complement — the ubiquitous ICE tech- grid . They include EVs and PHEVs . nology. First, advances in electric-drive technologies enabled commercialization of hybrid electric vehi- PHEVs (plug-in hybrid electric vehicles) use batteries cles (HEVs), which integrate an ICE or other power to power an electric motor, plug into the electric grid source with batteries, regenerative braking, and an to charge, and use a petroleum-based or an alterna- electric motor to boost fuel economy. Continued tive fuel to power an ICE or other propulsion source . technological advances have spawned plug-in HEVs 4 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

(PHEVs), which integrate small ICEs (or other power President Obama set a goal of having 1 million PEVs sources) and large, grid-chargeable batteries that enable on the road by 2015. Many of these vehicles will charge all-electric driving ranges of 10 to 40 miles or more. primarily at drivers’ homes, but a large and widely dis- Advanced technologies have also enabled manufactur- tributed network of public and workplace charging sta- ers to introduce a new generation of EVs that don’t use tions is essential for providing the convenience, range, an ICE at all. At the same time, charging station tech- and confidence required by the majority of drivers. The nologies have evolved to facilitate a range of charging proliferation of non-residential charging units has accel- options and business models. erated already — surpassing 7,000 in 2012 — with the help of government-supported deployment projects. As Only a few models of new-generation PEVs are available a potential station owner or host, you have the opportu- today. However, because of the benefits they offer, PEV nity to benefit from this trend while helping drive PEV market penetration and availability are growing quickly. deployment in the United States.

PEV Basics

Before learning about charging stations, it’s useful to learn a little about the vehicles and drivers that will use them. What makes a PEV a PEV is the ability to charge from an off-board electric power source — PEVs can be “plugged in.” This feature distinguishes them from HEVs, which supplement power from an ICE or other propulsion source with battery power but cannot be plugged in. There are two basic types of PEVs: EVs and PHEVs.

All-Electric Vehicles (EVs)

EVs (also called battery-electric vehicles, or BEVs) use batteries to store the electrical energy that powers one or more motors. The batteries are charged by plugging the vehicle into an electric power source. In addition, EVs can be charged in part by regenerative braking, which Under the hood of a Nissan Leaf . An EV contains no ICE; instead, generates electricity from some of the energy the battery supplies electricity to the electric motor . Photo from normally lost when braking. It’s as simple as Margaret Smith, DOE, NREL/PIX 18215 that — EVs have no ICEs and produce no tailpipe emissions. Neighborhood electric vehicles (NEVs), also called low- Today’s EVs typically have a shorter range than conven- speed vehicles, are a type of EV with range and speed tional vehicles have. Most light-, medium-, and heavy- limitations. NEVs are commonly used for neighbor- duty EVs are targeting a range of about 100 miles on hood commuting, light hauling, and delivery. They are a fully charged battery. The range depends in part on often limited to use on roads with speed limits up to 35 driving conditions and habits. miles per hour, making them ideal for college campuses and similar applications. There are also specialty The time required to charge depleted batteries — which EVs, such as airport ground support equipment and can range from less than 30 minutes to almost a full personal transporters, which are not intended for road day — depends on the size and type of the batteries, use. Although these types of vehicles are valuable for as well as the type of charging equipment used. Learn the niches they serve, this handbook focuses on EVs more about charging in the Charging Basics section. designed for highway use. Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 5

Why Drivers Choose PEVs

The reasons drivers choose PEVs range from a desire to improve the world to a desire to save money . The following list of PEV benefits illustrates why the demand for PEVs — and thus for charging stations — has been growing rapidly . High Fuel Economy, Low Operating Cost: PEVs are highly efficient, and they have much lower operating costs compared with conventional gasoline and diesel vehicles . Flexible Fueling: Compared with conventional vehicles, PEVs offer additional fueling options, including charging at home, work, commercial charging stations, other public locations, private fleet facilities, or a combination of these sites . In all-electric mode, PEVs produce no tailpipe emissions . High Performance: Today’s PEVs are state-of-the- PEV life cycle emissions are minimized when their source of art highway vehicles ready to match or surpass the electricity comes from nonpolluting resources like wind and performance of their conventional gasoline and sunlight . Photo from Atlantic County Utilities Authority, NREL/PIX 18311 diesel counterparts . Low Emissions: Compared with conventional vehicles, gas, and renewable sources, using PEVs instead of PEVs typically produce lower levels of smog-forming conventional vehicles reduces U .S . dependence on emissions (such as nitrogen oxides), other pollutants imported petroleum . harmful to human health, and greenhouse gases . Compliance with Fleet Requirements: PEVs can Energy Security: Because almost all U .S . electricity is help fleets comply with federal, state, and local trans- produced from domestic coal, nuclear power, natural portation policies .

Plug-In Hybrid Electric Vehicles (PHEVs) intensive heating or air conditioning is required. Some heavy-duty PHEVs work the opposite way, with the ICE PHEVs (sometimes called extended range electric used for driving to and from a job site and electricity vehicles, or EREVs) use batteries to power an electric used to power the vehicle’s equipment or control the motor and use another fuel, such as gasoline or diesel, cab’s climate while at the job site. Because the vehicle to power an ICE or other propulsion source. Powering would otherwise be idling at the job site for powering the vehicle some of the time with electricity from the equipment or climate control, this PHEV strategy can grid cuts petroleum consumption and tailpipe emissions, result in significant fuel savings. compared with conventional vehicles. When running on gasoline, PHEVs, like HEVs, consume less fuel and typi- Like EVs, PHEVs can be plugged into the grid and cally produce lower emissions than similar ICE vehicles. charged, although the time required to charge depleted batteries is typically shorter for PHEVs, because most PHEVs have larger battery packs than HEVs, providing have smaller battery packs. In addition, battery charge is an all-electric driving range of about 10 to 40-plus miles augmented by a PHEV’s ICE and regenerative braking. for current light-duty models. During typical urban driving, most of a PHEV’s power can be drawn from PHEV fuel consumption depends on the distance driven stored electricity. For some urban fleet applications, a between battery charges. For example, if the vehicle is PHEV could be driven on all-electric power all day and never plugged in to charge, fuel economy will be about then charged at night or even during a down time like the same as for a similarly sized HEV. If the vehicle is lunch. The ICE powers the vehicle when the battery is driven less than its all-electric range and plugged in to mostly depleted, during rapid acceleration, or when charge, it may be possible to use only electric power. 6 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

PEV Availability A larger number of medium- and heavy-duty PEV models are currently available, most of which are EVs. As of the time this handbook was written, only a Applications include delivery trucks, step vans, transit few light-duty PEVs were commercially available. and shuttle buses, and utility trucks. To find currently PEV technology is just beginning to make inroads available medium- and heavy-duty PEVs, use the AFDC into the U.S. vehicle market, but the number of avail- Heavy-Duty Vehicle and Engine Search (www.afdc. able vehicles is predicted to grow quickly. For com- energy.gov/afdc/vehicles/search/heavy). parison, only two HEV models were available in the late 1990s, compared with 29 models today. To find In addition to a limited number of PEV models, early currently available PEVs, use the AFDC Light-Duty PEV introductions (starting in 2010) have been limited Vehicle Search (www.afdc.energy.gov/afdc/vehicles/ to select geographic areas to match dealer and service search/light). Learn about anticipated PEV introduc- preparation. However, it is expected that at least some tions from the Electric Drive Transportation Associa- PEVs will soon be available from select dealerships tion (www.electricdrive.org) and FuelEconomy.gov in all 50 states. Because of the popularity and limited (www.fueleconomy.gov/feg/phevnews.shtml and initial production of PEVs, there may be a wait time www.fueleconomy.gov/feg/evnews.shtml). involved in obtaining these vehicles.

Figure 1. A Chevy Volt charges up with public Level 2 EVSE at Los Angeles International Airport . Photo from Coulomb Technologies

Charging Basics

If you want to establish a charging station, you need to know about electric vehicle supply equipment (EVSE, Typical Charging Rates Figure 1). There are various types of EVSE —which differ based on communication capabilities and how quickly The rate at which charging adds range to a PEV they can charge a vehicle — and EVSE can be installed at depends on the vehicle, the battery type, and the homes, workplaces, private fleet facilities, and public sta- type of EVSE . The following are typical rates for a tions. This section describes the typical EVSE options. light-duty vehicle: Level 1: 2 to 5 miles of range per hour of charging Types of Charging Equipment (EVSE) Level 2: 10 to 20 miles of range per hour of EVSE is the equipment used to deliver electrical energy charging from an electricity source (such as the electricity DC fast charging: 60 to 80 miles of range in 20 running to the electrical outlets at a business) to a PEV. minutes of charging EVSE communicates with the PEV to ensure that an appropriate and safe flow of electricity is supplied. Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 7

EVSE for PEVs is classified into several categories installation of charging equipment and a dedicated by the rate at which the batteries are charged. Two circuit of 20 to 80 amp (A) depending on the EVSE types — Level 1 and Level 2 — provide alternating- requirements (Figure 2). Level 2 equipment uses the current (AC) electricity to the vehicle, with the vehicle’s same connector on the vehicle as Level 1 equipment. onboard equipment (charger) converting AC to the Based on the battery type, charger configuration, and direct current (DC) needed to charge the batteries. circuit capacity, Level 2 charging adds about 10 to 20 The other type — DC fast charging — provides DC miles of range to a PEV per hour of charging time. electricity directly to the vehicle. Charging times range from less than 30 minutes to 20 hours or more, based DC Fast Charging on the type or level of EVSE; the type of battery, its energy capacity, and how depleted it is; and the size DC fast-charging EVSE (480-V AC input to the EVSE) of the vehicle’s internal charger. EVs generally have enables rapid charging at sites such as heavy traffic cor- more battery capacity than PHEVs, so charging a ridors and public fueling stations (Figure 3, next page). fully depleted EV takes longer than charging a fully A DC fast charger can add 60 to 80 miles of range to a depleted PHEV. PEV in 20 minutes.

Many medium- and heavy-duty PEV manufacturers are adopting light-duty charging standards or commercially available standards developed for other uses. Utility However, some manufacturers are introducing alter- 240-V AC native charging configurations in their medium- and heavy-duty PEVs, so EVSE options and performance Control Device may be different for these vehicles.

Level 1 Cord EVSE EV Level 1 EVSE provides charging through a 120-volt Connector Coupler (V) AC plug and requires electrical installation per the Inlet National Electrical Code. Most, if not all, PEVs will come with a Level 1 EVSE cordset so that no additional charging equipment is required. On one end of the cord Charger is a standard, three-prong household plug (NEMA 5-15 connector). On the other end is a J1772 standard con- Battery nector (see the Connectors and Plugs section on page 8), which plugs into the vehicle.

Level 1 typically is used for charging when there is only a 120-V outlet available, such as at some residential locations. Based on the battery type and vehicle, Level 1 charging adds about 2 to 5 miles of range to a PEV per hour of charging time.

Level 2

Level 2 EVSE can easily charge a typical EV battery overnight, and it will be a common installation for home, workplace, fleet, and public facilities. Level Figure 2. Level 2 charging schematic . 2 EVSE offers charging through a 240-V (typical in residential applications) or 208-V (typical in commer- Source: eTec (2010), Electric Vehicle Charging Infrastructure Deploy- cial applications) electrical service. These installations ment Guidelines for the Oregon I-5 Metro Areas of Portland, Salem, are generally hard-wired for safe operation (although a Corvallis and Eugene. EV Project publication (www.theevproject.com/ wall plug connection is possible). Level 2 EVSE requires documents.php). Illustration by Dean Armstrong, NREL 8 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Utility 480-V 3-Phase

Charger

Cord DC Fast EVSE Charging Connector EV Coupler DC Fast Charging Inlet

Figure 4. The standard SAE J1772 EVSE connector fits into the standard SAE J1772 receptacle . Photo by Andrew Hudgins, NREL/PIX 17634 Battery

Figure 3. DC fast charging schematic . Figure 5. The standard J1772 receptacle (right) can receive Source: eTec (2010). Electric Vehicle Charging Infrastructure Deploy- charge from Level 1 or Level 2 equipment . The CHAdeMO ment Guidelines for the Oregon I-5 Metro Areas of Portland, Salem, DC fast charge receptacle (left) uses a different type of Corvallis and Eugene. EV Project publication, www.theevproject.com/ connector . Photo by Andrew Hudgins, NREL/PIX 19558 documents.php. Illustration by Dean Armstrong, NREL vehicle with this receptacle can use any Level 1 or Inductive Charging Level 2 EVSE. All major vehicle and charging system manufacturers support this standard, which should Inductive-charging EVSE, which uses an electromag- eliminate drivers’ concerns about whether their vehicles netic field to transfer electricity to a PEV without a are compatible with available charging infrastructure. cord, is still being used in some areas where it was Most currently available PEVs that are equipped to installed for EVs in the 1990s. Currently available PEVs accept DC fast charging are using the CHAdeMO con- cannot use inductive charging, although SAE Interna- nector, developed in coordination with Tokyo Electric tional is working on a standard that may apply to PEVs Power Company, which is not standard in the United in the future. States. Manufacturers may offer the CHAdeMO DC fast charge receptacle (Figure 5) as an option on fast- Connectors and Plugs charge capable vehicles until a standard is in place. SAE International is also working on a “hybrid connector” Most modern EVSE and PEVs have a standard con- standard for fast charging that adds high-voltage DC nector and receptacle based on the SAE J1772 stan- power contact pins to the J1772 connector, enabling use dard developed by SAE International (Figure 4). Any of the same receptacle for all levels of charging. Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 9

Benefits and Costs of Hosting a Charging Station

Now that you know the basics about PEVs and charging infrastructure, this section helps you explore the benefits and costs of hosting a charging station.1 To tailor this benefit-cost exploration to your situation, use the Rocky Mountain Institute’s Project Get Ready Charging Infrastructure Tool, available at www.rmi.org/ pgr_resources#infrastructure.

Charging Station Benefits

There are many benefits to owning or hosting a charging station, which depend on your site characteristics as well as your goals and values. For example, a retail business may host a charging station to increase customer visits and revenue, whereas a municipality may host a station for the public health benefits associated with increased PEV use. Each benefit in the following list is — or may become — available to one or more types of station host.

Customer Attraction and Retention, Corporate Branding

Offering charging is a direct way to attract and retain new, PEV-driving customers. In addition, many consumers believe it is important to purchase products with environmental benefits and to frequent environmentally responsible companies. Hosting a charging station is a highly visible way to state your organization’s environmental values, which may help contribute to a “green” image that attracts and retains customers who share these values. Raleigh, North Carolina, is among the many U .S . cities User Charging and Parking Fees installing EVSE in public places . Photo from Kathy Boyer, Triangle Clean Cities Coalition, NREL/PIX 18520 Charging-station hosts have the opportunity to generate revenue directly from people who use their services. Although the selling of electricity by non-utility organi- such as subscription-based, pay-per-charge, and pay- zations is prohibited in most parts of the United States, for-parking systems. Using these types of systems typi- there are various ways to collect revenue for charging, cally requires installation of advanced EVSE products.

1. This discussion of benefits and costs is primarily drawn from Rocky Employee Attraction and Retention Mountain Institute (2009). Plugging In: A Stakeholder Investment Guide for Public Electric-Vehicle Charging Infrastructure (www.rmi.org/ Companies that offer charging may be able to attract and pgr_resources#infrastructure) and BC3 (2011). Electrify Your Business: retain employees who want to charge PEVs during the Moving Forward with Electric Vehicles—A Bay Area Business Guide day. In addition, it is very important to many employ- (www.bc3sfbay.org/ev-guide-for-businesses.html). See those reports ees — even those who don’t drive PEVs — that their for additional details. employers are proactive with transportation planning. 10 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Fleet Cost Savings

An organization may want to serve its own fleet with charging stations in addition to serving the public. A PEV fleet can realize substantial operating- cost savings.

Advertising Opportunities

Each time a PEV driver visits a charging station is an opportunity to advertise to that driver. A station host could advertise its own products or services in this way or sell advertising space to another organization.

Contribution to LEED Certification

Public charging stations that incorporate renewable Installing a charging station contributes toward attain- energy, such as these solar panels, can be particularly ing LEED (Leadership in Energy and Environmental appealing to environmentally conscious drivers . Photo from Design) certification. LEED is an internationally recog- IKEA Orlando, NREL/PIX 18709 nized system for rating the energy and environmental performance of buildings. Becoming LEED certified may contribute to improving an organization’s image Equipment and thus attract environmentally conscious customers and employees. EVSE products vary in the types of features they offer and the corresponding prices.2 Prices shown here are for Value of Avoided Carbon Emissions equipment only and do not include installation costs. The price of Level 2 EVSE is approximately $1,000 to With a growing number of local and regional carbon- $7,000 (before incentives) depending on the level of reduction policies, charging station owners may be able sophistication. The most basic Level 2 products have to benefit from the value of carbon emissions offset by only standard safety features and status lights. More their stations. advanced, “smart” Level 2 products have features such as enhanced displays, charging timers, commu- Improved Public Health nications capabilities, and keypads. “Intelligent” or networked Level 2 products have enhanced durability Governments have a responsibility to protect public and ergonomics as well as features like payment card health, and facilitating the pollution-reduction benefits readers, billing software, advanced displays, wireless of PEVs (depending on the source of electricity) by communication, automated diagnostics, computer- hosting charging stations can contribute to this aim. controlled power flow, internal metering, and smart- grid compatibility. DC fast-charging products are Increased Energy Security similar to intelligent or networked Level 2 products but cost substantially more (typically $20,000 to Many station owners have an interest in promoting $50,000) because of the additional hardware require- the energy-security benefits of PEVs by making charg- ments associated with their high-power operation. ing stations available. See the Why Drivers Choose However, manufacturers are working to decrease PEVs section. costs substantially.

Charging Station Costs 2. This discussion is primarily drawn from Rocky Mountain Institute (2009). Plugging In: A Stakeholder Investment Guide for Public The costs of owning and operating a charging station Electric-Vehicle Charging Infrastructure (www.rmi.org/pgr_ include equipment, installation, maintenance, and resources#infrastructure) and BC3 (2011). Electrify Your Business: electricity costs. You can reduce these costs by taking Moving Forward with Electric Vehicles—A Bay Area Business Guide advantage of discounts and incentives. (www.bc3sfbay.org/ev-guide-for-businesses.html). Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 11

EVSE location

PEV parking signs

Wheel stop

Figure 6. Example public charging station design showing EVSE, wheel stop, and sign locations . Source: eTec (2010), Electric Vehicle Charging Infrastructure Deployment Guidelines for the Oregon I-5 Metro Areas of Portland, Salem, Corvallis and Eugene. EV Project publication, www.theevproject.com/documents.php. Illustration by Dean Armstrong, NREL

Installation station, the estimate increases to $65,000 to $70,000.4 EVSE installation costs vary considerably, so be Another’s estimate is $12,000 for a station with one sure to do your homework and get a number of price Level 2 EVSE unit (plus $4,000 to $8,000 per additional quotes before moving forward. For example, the City unit) and $45,000 to $100,000 or more for a station of Houston reported installation costs of $860 to $7,400 with one DC fast-charging EVSE unit.5 These prices per EVSE unit, not including the cost of the units them- are expected to trend downward as EVSE production selves.3 Factors affecting the cost (and installation time) volumes increase. include the number of circuits and EVSE units installed, indoor versus outdoor installation, required electri- Maintenance cal upgrades, required ventilation, and the use of DC fast-charging EVSE. If required, trenching and adding Typically, there are relatively few EVSE maintenance electrical service or panels add the most cost. requirements. In general, the charging cord should be stored securely so it is not damaged, the accessible Total Installed Cost Estimates EVSE parts should be checked periodically for wear, and the system should be kept clean. See the EVSE man- Various organizations have estimated the total cost of ufacturer’s guidelines for specific requirements. Periodic installing a typical public charging station, including inspection, testing, and preventive maintenance by a equipment and installation costs. One organization’s qualified electrical contractor may be recommended. estimate is $15,000 to $18,000 for a Level 2 station One estimate of annual maintenance costs ranges from like the one shown in Figure 6; for a DC fast-charging $25 to $50 per EVSE unit.6

3. See the Project Get Ready website (www.rmi.org/pgr_resources# 5. From BC3 (2011). Electrify Your Business: Moving Forward with infrastructure). Electric Vehicles—A Bay Area Business Guide (www.bc3sfbay.org/ 4. Estimates and figure from eTec (2010). Electric Vehicle Charging ev-guide-for-businesses.html). Infrastructure Deployment Guidelines for the Oregon I-5 Metro 6. From Rocky Mountain Institute (2009). Plugging In: A Stakeholder Areas of Portland, Salem, Corvallis and Eugene. EV Project publica- Investment Guide for Public Electric-Vehicle Charging Infrastructure tion (www.theevproject.com/documents.php). (www.rmi.org/pgr_resources#infrastructure). 12 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Electricity

Electricity costs will depend on the type of EVSE installed at a charging station as well as the amount and timing of PEV charging. For example, a station at a retail store might charge vehicles for short periods that include peak hours, i.e., the hours at which the utility may charge the highest electricity rate. On the other hand, a parking- garage station might charge vehicles for longer periods covering peak and off-peak hours. It is important to discuss the effects of PEV charging on electricity rates and loads with your utility. The advanced capabilities of some EVSE products can be useful for optimizing load management. In general, charging-station electricity costs are lower than equipment and installation costs.7

Discounts and Incentives

Discounts and incentives can lower charging station costs. You may be eligible for incentives from the state, city, or utility. To find current incentives, search the The AFDC’s Federal and State Incentives and Laws database lists currently available incentives that can reduce the cost of EVSE. AFDC’s Federal and State Incentives and Laws database (www.afdc.energy.gov/afdc/laws). For even more information about incentives in your area, contact your such as convenience stores, coffee shops, drug stores, local Clean Cities coalition (www.cleancities.energy.gov), and fast food restaurants. state energy office www.naseo.org/members/states/( default.aspx), and utility. Types of Station Hosts

This section explores considerations relevant to several Charging Station Locations potential station owners and hosts.7 These are only examples. Many other organizations and locations and Hosts could host charging stations as well.

Various business and government sites are suitable for Retail Stores hosting a charging station. An ideal station location is convenient and highly visible to a large number of Retail stores can reap many of the benefits discussed in potential or actual PEV drivers. It is also important to the Charging Station Benefits section, including cus- align the location and capabilities of the EVSE with the tomer and employee attraction and retention, corporate characteristics of the drivers visiting the station and branding, user charging and parking fees, fleet cost the goals of the station host. For example, visitors to a savings, advertising opportunities, and contribution to retail store may park for several hours while shopping, LEED certification. Each retailer must decide which and encouraging an extended stay benefits the business. benefits are most important and design its station and Thus, Level 2 charging, which provides a substantial business model accordingly. For example, some may charge over several hours, is well suited to retail stores offer free charging to maximize customer attraction, as well as other locations with similar characteristics, whereas others may generate revenue directly via charg- such as restaurants, theaters, hotels, shopping malls, ing or parking fees. and museums. Level 2, or even Level 1, charging may be appropriate to long-term-parking locations, such 7. This discussion is largely summarized from Rocky Mountain as office parks, airports, parking garages, and parking Institute (2009). Plugging In: A Stakeholder Investment Guide lots. Stations with DC fast charging are most suitable for Public Electric-Vehicle Charging Infrastructure (www.rmi.org/ for places where drivers park for less than a half hour, pgr_resources#infrastructure). Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 13

Some fleets with PEVs may make their EVSE available to the public, while other fleets may charge their PEVs using private EVSE and public charging stations . Photo from Southern California Edison, NREL/PIX 19664

Parking Garages Home Owners’ Associations

Because they already charge customers for parking, Like office parks, multi-family housing units host long- parking garages are ideally situated to generate revenue term parking. Level 2 or even low-cost Level 1 EVSE may directly from PEV-driving customers. In addition, the be appropriate for meeting overnight charging needs. existing electrical wiring and structure (e.g., walls and The presence of charging stations could add value to the low ceilings) of many garages can reduce station instal- residences and entice environmentally conscious buyers. lation complexity and cost. However, because not all residents benefit directly from the charging stations, home owners’ associations have to Office Parks determine how to distribute the costs equitably.

As noted in the Charging Station Benefits section, Governments charging stations can help companies attract and retain employees, enhance “green” corporate branding, and Government entities have led the early development of serve their own fleet of PEVs. Employees based at office PEV charging infrastructure. Although governments parks are likely to charge for several uninterrupted install charging stations to benefit their jurisdictions hours consistently, which should make charging station rather than generate profits, they may charge fees as a use relatively predictable. way to offset costs of station installation and operation.

Utilities Existing Station Network

Utilities have a vested interest in guiding the develop- When thinking about establishing a charging station, ment of PEV charging infrastructure, and they are knowing the location of existing stations is important. implementing various charging-related strategies. Although the current availability of public charging sta- Utilities that are not required to decouple electric- tions is limited, it is increasing rapidly. Publicly and pri- ity sales may receive direct financial benefits from vately funded projects are accelerating the deployment increased PEV charging and may even establish their of public stations, including several supported by the own charging stations. “Smart-charging” incentives U.S. Department of Energy. For more information, visit provide PEV owners with convenient, low-cost charg- the AFDC’s Deployment page (www.afdc.energy.gov/ ing in exchange for giving the utility some control over afdc/vehicles/electric_deployment.html). To find charging the charging schedule for grid-stabilization purposes. stations near you, visit the AFDC’s Alternative Fueling When designing charging strategies, utilities must work Station locator (www.afdc.energy.gov/afdc/fuels/stations. within the restrictions created by their state Public html), or access the locator with a mobile device at www. Utility Commissions. afdc.energy.gov/afdc/locator/m/stations. 14 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Ownership and Payment Models

Today, many charging stations are publicly funded and equipment, installation, and maintenance costs and offer free charging to encourage early adopters of PEVs. manages the logistics in return for lease payments or a However, many public stations will evolve toward a share of the station’s revenue. This model minimizes the pay-for-use system as PEVs become more mainstream. host’s upfront costs and administrative responsibilities. In most parts of the United States, only utilities are For example, a retail business wanting the customer- allowed to sell electricity directly, so most non-utility- attraction benefits of hosting a station without handling owned stations likely will charge a service fee instead all the details might contract with a third party to of charging for electricity use. A number of payment install and operate a station on its property. models are being explored, all designed to make paying for charging simple and convenient. Drivers might subscribe to a charging service, swipe their credit card, enter a charging account number, or insert coins or bills into a meter to charge their PEVs. In many cases, drivers will only be charged a single fee for parking and charging. “Smart cards” or radio-frequency identification (RFID) devices programmed with user information enable the station host to collect usage data in addition to payment.

Charging station ownership models also vary. Some charging station hosts may purchase, install, and operate stations themselves. This model gives the host or owner control of the station and allows them to keep all revenues. For example, a parking lot owner might buy and operate a pay-for-use charging station as a central part of its business strategy. Other organizations will contract with a third party who pays the station

Two Payment Models Through its ChargePoint Network, Coulomb Technologies supports charging stations hosted by Coulomb Technologies and NRG Energy exemplify various organizations worldwide . Photo by Andrew Hudgins, two different charging station payment models . NREL/PIX 17834 Coulomb supports a network of charging stations — the ChargePoint Network — hosted by various NRG Energy’s eVgo charging station network is being organizations worldwide . For a fee, Coulomb provides deployed initially in the Houston and Dallas/Fort turnkey services to collect, process, and forward Worth areas . In this model, PEV drivers subscribe to payments from PEV drivers to the station hosts . This eVgo for a flat monthly fee . The most comprehensive allows each host to set the station’s pricing system subscription package provides installation of home based on parameters such as amount of charging EVSE, a three-year service agreement, unlimited time, amount of electricity consumed, time of day, charging at eVgo network stations, and unlimited and day of week . For example, a municipal station charging at home with no additional electricity cost might set one price per hour of charging during during non-peak hours . Public eVgo stations are business hours and a second price after hours, while hosted at retail, workplace, and multi-family housing giving free access to municipal vehicles at all times . locations . NRG manages the station installation and PEV drivers can pay for charging at these stations maintenance . Station hosts are responsible for few or with major credit cards or Coulomb’s ChargePass no upfront costs but pay a monthly membership fee . smart card . For more information, visit the Coulomb For more information, visit the eVgo website (www. website (www.coulombtech.com) . evgonetwork.com) . Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 15

Installing and Maintaining Charging Stations

PEVs, one option is to install a variety of EVSE products at these stations when possible. You can also discuss EVSE options with your electrical contractor and utility. If you choose an EVSE provider before choosing an electrical contractor, you can discuss potential electrical contractors with your EVSE provider — they likely will have a preferred-contractor list for your area. A viable EVSE product should be listed by a nationally recognized testing laboratory, such as Underwriters Laboratories or CSA International. Find links to EVSE provider websites on the AFDC’s Related Links page (www.afdc.energy.gov/afdc/related_links.html). In addition, Plug In America lists EVSE products on its Acces- sory Tracker page (www.pluginamerica.org/accessories). To find licensed electrical contractors trained in EVSE installation, contact the Electric Vehicle Infrastructure Training Program at [email protected]. In addition, your state’s licensing board likely will provide a list of licensed electrical contractors (though not specifically The Electric Vehicle Infrastructure Training Program is those that have received EVSE training). one of the organizations that trains electrical contractors in EVSE installation . Photo from Electric Vehicle Infrastructure Energy Audit Training Program Before planning and installing a charging station, it may be useful to have an audit of your site’s entire Public charging station installations range from the energy footprint. An audit can identify opportunities simple to the complex. Figure 7 (next page) summarizes for energy savings in your facility, and these savings the processes for installing EVSE at a public station, could be used to offset the increased electricity load and the following sections address some of the consider- associated with adding a charging station. An audit ations related to establishing and operating public sta- may also help ensure that your station works well in 8 tions. As Figure 7 shows, it is important to consult with your facility’s energy system. your utility, governing authority, electrical contractor, PEV provider, EVSE provider, and other stakeholders EVSE and Electrical Upgrades early in the EVSE installation process. For additional details about installing EVSE, see the Clean Cities For charging stations that will serve multiple vehicles, it Plug-in Electric Vehicle Handbook for Electrical Con- is important to project EVSE requirements over several tractors. Also see the Raleigh, North Carolina, public years. If expansion of EVSE use is projected, the addi- charging station installation video at www.youtube.com/ tion of extra circuits, electrical capacity, and conduit watch?v=jvPLvsg9y2o. from the electrical panel to future EVSE locations should be considered. It is less expensive to install extra Choosing an EVSE Provider and Electrical panel and conduit capacity during initial construction Contractor 8. These recommendations are primarily summarized from Pacific Gas Several companies manufacture and sell EVSE. Some & Electric’s Electric Vehicle Supply Equipment Installation Manual have partnered with a PEV manufacturer to become a (http://pge.com/mybusiness/environment/pge/electricvehicles) “preferred EVSE provider,” so one way people choose and eTec’s Electric Vehicle Charging Infrastructure Deployment EVSE is to use the companies recommended by the Guidelines for the Oregon I-5 Metro Areas of Portland, Salem, manufacturers or dealers of the PEVs that will be Corvallis and Eugene (www.theevproject.com/documents.php). served. Because public stations will serve a variety of See those documents for additional details. 16 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Utility Considerations Governing Authority Considerations 1 . PEV Rate Structure 1 . Public Planning 2 . Availability of Power Consultation Consultation 2 . Funding/Grant Requirements with Utility with Governing 3 .M etering 3 . Public Siting Locations Authority 4 . Total Load Management 4 . Traffic Patterns 5 . Smart Grid 5 . Public Street Signage 6 . Level 2 and/or DC Fast 6 . Other Requirements Charging

OEM Considerations 1 . Level 2 or DC Fast Charging 2 . Current and Future PEV Needs Enthusiasts Considerations Consultation Consultation 3 . Determination of Number of 1 .Lo cation with PEV with PEV and Chargers Required 2 .P romotion/Advertising Enthusiasts EVSE Suppliers 4 . Determination of Location of Parking Areas 5 . Determination of Electrical Loads 6 . User Payment Options

Business Owner Considerations Consultation Consultation Contractor Considerations with Local with Electrical 1 . Quantity of EVSE 1 . Site Assessment/Load Calculation Business Contractor 2 . Location of EVSE Station(s) Owners 2 . Proximity to Utility Service Panel 3 . Ownership Concerns 3 . Standing Water/Flood Issues 4 . Cost Sharing 4 . Safety and Accessibility 5 . Maintenance Responsibilities Considerations 6 . User Payment for Service 5 . Avoidance of Tripping Hazard 7 .V andalism PEV Promoter/ 6 . Installation Meets Building Code 8 . Lighting/Shelter Property Owner Requirements 9 . Advertisement 7 . Installation Meets Local Zoning Requirements 10 . Smart Grid/Load Sharing 8 . Additional Lighting Requirements 9 . Load Sharing Options

Site Plan Contractor Considerations Developed 1 . Drawing of EVSE Location 2 . Electrical Plan Including New Circuit 3 . Additional Meter Requirements, if Obtain Permits Necessary 4 . Concrete Cutting, Trenching, Landscape Considerations Utility Service Conduct 5 . Contractor Estimate Upgrade Installation Completed Approving Authority Considerations 1 . All Building Codes Satisfied Installation Completed, 2 . Qualified and Certified Contractor Final Inspection and Approval

Figure 7. General process for installing EVSE at a public facility . Source: eTec (2010). Electric Vehicle Charging Infrastructure Deployment Guidelines for the Oregon I-5 Metro Areas of Portland, Salem, Corvallis and Eugene. EV Project publication (www.theevproject.com/documents.php). Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 17

than to modify the site later. Electricity and charging- time needs can be analyzed by estimating electricity- use and time requirements for all the PEVs that will be served. This will enable assessment of electrical- upgrade needs and determination of the appropriate number and type of EVSE units. Whether installing one or many EVSE units, the electrical contractor should conduct a thorough site assessment and load calculation to make a proper and safe determination of service capacity and prospective power needs. If upgrades to your electrical service are required, discuss the process and cost implications with your electric utility as soon as possible.

Engineering and Construction Charging stations may soon become a common sight along U .S . streets . Photo from Coulomb Technologies Because EVSE installations involve specialty equipment and extensive electrical work — in addition to Consult PEV manufacturer guidance for information standard civil engineering work — select well-qualified about the required EVSE and learn the specifications contractors with experience in the relevant engineering before purchasing equipment and electric services. and construction areas. The condition and location of existing electrical equipment will determine the com- In many areas, a site installation plan must be submit- plexity of the required electrical installations. If the ted to the permitting authority for approval before existing electrical system does not support the required EVSE installation can proceed. A plan describes the EVSE input voltage range, an isolation transformer use and locations of elements such as electrical system is required to step electricity down to Level 2 or up components, hazardous materials, EVSE, lighting, to DC fast-charging voltage. To learn more about the vehicle and pedestrian traffic flow, ventilation, signage types of considerations contractors must address, see and striping, safety and accessibility measures, and the Clean Cities Plug-in Electric Vehicle Handbook for landscaping. You may want to work with your contrac- Electrical Contractors. tor to develop the plan.

Complying with Regulations Site and Equipment Considerations

Charging station installations must comply with local, The following are some of the site and equipment state, and national codes and regulations, and instal- issues you should consider when installing a charging lation requires a licensed contractor. Your contractor station. Discuss these and other issues applicable to should know the relevant codes and standards and your specific installation with your contractors, utility, obtain approval from the local building, fire, envi- and EVSE provider. ronmental, and electrical inspecting and permitting authorities before installing EVSE. Convenience

You can learn about codes and standards typically used Locate EVSE and associated PEV parking as close as for U.S. PEV and infrastructure projects on the AFDC’s possible to the electric service while accommodating Codes and Standards Resources page (www.afdc.energy. other activities at the site. Keep in mind that PEVs can gov/afdc/codes_standards.html). To determine which be parked for hours at a time for charging. codes and standards apply to your project, identify those that are in effect within your local jurisdiction. Avoiding Hazards Some jurisdictions also have unique ordinances or regulations. EVSE is considered a continuous load by the Cords and wires associated with EVSE should not inter- National Electrical Code (NEC). An electrical contrac- fere with pedestrian traffic or present tripping hazards. tor’s knowledge and application of the current NEC is PEV charging spaces should not be located near poten- required for a safe and code-compliant installation. tially hazardous areas. 18 Plug-In Electric Vehicle Handbook for Public Charging Station Hosts

Ventilation Accessibility

Although most of today’s advanced batteries do not Evaluate and address requirements for complying require ventilation during charging, some older types with the Americans with Disabilities Act, as well as emit gases during charging. If your station will be state, local, and organizational accessibility policies. enclosed, there must be adequate ventilation, which Compliance measures may include adjusting connec- may include installation of fans, ducts, and air han- tor and receptacle heights, cutting curbs, and providing dlers. Depending on the installation, the NEC may also accessible parking spaces. require ventilation. Verify the requirements with the PEV manufacturer’s documentation. Lighting and Shelter

Battery Temperature Limits Provide lighting and shelter as necessary for the safety, comfort, and convenience of EVSE users. Lighting Because some PEV batteries have operating- and should enable EVSE users to read signs and instructions charging-temperature limits, EVSE may need to be and to operate the EVSE easily. Although not typically located within an enclosed, climate-controlled area in required for outdoor-rated EVSE, shelter that blocks extreme climates. rain, snow, and wind can increase convenience and comfort associated with using EVSE. Pooled Water and Irrigation Payment for Charging Services EVSE is designed to operate safely in wet areas. However, users will be more comfortable if it is not If the station will require payment for charging, a located where water pools or where irrigation payment system must be established (see the Ownership systems spray. and Payment Models section). A payment system also can be used to collect data on station use. Some EVSE Preventing Impact products have integrated payment and data collection/ communication systems. EVSE products with billing Curbs, wheel stops, and setbacks should be used to capability (and many others) will require network com- prevent PEVs from colliding with EVSE (Figure 6). munications. Be sure to verify whether the EVSE needs However, accessibility issues must also be considered Ethernet (Cat5 or Cat6) or cell network access and plan when using these strategies. accordingly.

Vandalism Aesthetics

Assess the risk of vandalism and minimize risk The aesthetics of charging stations can be important, through use of preventive strategies, such as motion especially for businesses trying to portray a positive detectors, security lighting, tamper alarms, locked image to customers. Where necessary, landscaping or enclosures, anti-vandalism hardware, and graffiti- walls can be used to screen equipment from view. resistant coatings. Trouble Reporting Signage Station users who have trouble with the EVSE should Signs are particularly important for public charging be able to report it or contact support. For example, stations. Mark PEV parking/charging areas clearly with you could post your organization’s telephone number distinctive patterns on the ground and signs that can be or the number of a service that monitors multiple public seen over parked vehicles. stations, or you could direct customers needing help to a specific office or store location. Plug-In Electric Vehicle Handbook for Public Charging Station Hosts 19

Electrifying the Future

You now know the basics about PEVs and public charging stations. In a time of volatile petroleum prices and heightened environmental concerns, many people may see PEVs as a convenient way to reduce driving costs while being environmentally responsible. The number of available PEV models and the number of PEVs on the street are growing rapidly, as is the need for additional charging stations. Now may be a good time to consider hosting a charging station and becoming part of the electric transportation future. To keep up with new PEV developments, visit the AFDC (www.afdc.energy.gov/afdc/vehicles/electric. html) and FuelEconomy.gov (www. fueleconomy.gov) frequently.

Illustration from iStock/15052491

Clean Cities Can Help

If you need help with your PEV project, contact your local Clean Cities coordinator by visiting www.cleancities.energy.gov . Clean Cities Technical Response Service 800-254-6735 [email protected]

Prepared by the National Renewable Energy Laboratory (NREL), a national laboratory of the U .S . Department of Energy, Office of Energy Efficiency and Renewable Energy; operated by the Alliance for Sustainable Energy, LLC .

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Printed with a renewable-source ink on paper containing at least 50% wastepaper, including 10% post consumer waste .

Cover photos clockwise from right: by Pat Corkery, NREL/PIX 18182, from iStock/17799403, from iStock/16703194 Office of Sustainability and Environment - Built Environment Page 1 of 2

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Top electric vehicle links Seattle City Light Single & Multi-family charging stations Client Assistance Memo (DPD) Washington Electric Vehicle Laws and Incentives Puget Sound Clean Cities Coalition

The EV Project Nissan Leaf electric vehicle by Mariordo59

City of Seattle Fleets Progress on Electric Vehicles Climate Protection Electric Vehicles Energy Seattle is one of a handful of cities 44 all-electric vehicles replaced less efficient vehicles since mid-2011 Green Building participating in the nation’s largest electric Over 1,600 gallons of fuel saved as vehicle demonstration, the EV Project. Transportation With the help of millions in federal stimulus a result Lifetime savings of $3-4K with EV dollars, the City of Seattle is collaborating Electric Vehicles over hybrid or conventional vehicle with Puget Sound local governments, businesses, non-profits, Seattle awarded 2010’s Top Green Food and electric vehicle enthusiasts, to create a robust regional Fleet award from 100 Best Fleets Waste and Toxics charging infrastructure for EVs. Reduction Promoting electric vehicles an important part of the City’s efforts to reduce greenhouse gases from cars Water and Urban and trucks on Seattle’s roads, which make up 40 percent of our city-wide footprint and are the single Trees largest source of emissions. To reduce our transportation footprint, the City is pursuing a two-part strategy. Learn and Lower Your The first part focuses on increasing transportation choices so that residents and businesses can walk, bike, or take transit. The second part focuses on improving vehicle efficiency so that the remaining cars and Impact trucks on Seattle roads have a smaller greenhouse gas impact. Your Greener Government Plug-in electric vehicles are an exciting step forward in efficiency, especially here in Seattle where the Community vehicles will be powered by the clean energy of Seattle City Light . In fact, if the average Seattleite switched to an electric car, it would eliminate more than four tons of greenhouse gas emissions every year. Connections

Plans and Documents Read the FAQ or visit some of the other pages below.

Getting Seattle Plug-In Ready

The City has been working to ensure that Seattle is “plug-in ready.” The Plug-in Ready Team is working to:

Streamline the permitting process and provide consumer information for installing home and commercial charging stations. Identify code changes for new construction to make it easier to install charging stations. Developing charging stations on City property for city fleets and public charging. Coordinate with surrounding cities and King County to develop a regional EV infrastructure strategy. Explore market demand for plug-in vehicles, and the infrastructure needs for likely EV purchasers. Provide education on the benefits of electric vehicles.

Funding for EV infrastructure

Funding for Seattle’s EV charging infrastructure is coming from federal stimulus funds. On the private property side, ECOtality North America is working on installation of charging stations for homes and at local businesses. For public property, the Puget Sound Clean Cities Coalition was awarded funds for the City of Seattle to install up to 50 EV charging stations for the City’s fleet and for public access on public property, http://www.seattle.gov/environment/ev.htm 4/30/2013 Office of Sustainability and Environment - Built Environment Page 2 of 2

such as the Seattle Center and the Central Library garages.

Electric vehicle links

Seattle Electric Vehicle Association

The EV Project

Western Washington Clean Cities

EV Guide by Western Washington Clean Cities

King County - Plug and Ride Electric Vehicle Pilot Project

Electric Drive Washington

Washington Electric Vehicle Laws and Incentives

How an Electric Vehicle Works

US Department of Energy – Alternative Fuels and Advanced Vehicles

EV icon by Washington Dept. of Transportation.

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BMW Public/Commercial Charging Share Charging charging Overview Charging Locator Chevrolet Volt Charging your electric vehicle, when needed, at Chevy Volt CODA Sedan Events Charging Station one of the growing number of public and Fit EV Fleets Ford Focus Electric Locator commercial charging stations is easy and cost- Grid Electricity hands free Honda effective. Prices for public charging are at the Home Charging discretion of the charging site owner, within Incentives for EV Buyers limits established by utility regulators. Payment Workplace Charging Mitsubishi i mobile methods include subscriptions, credit and debit Nissan LEAF Public/Commercial cards, pre-paid smart cards, radio or infrared pluginday Prius Range RAV4 roadmap Charging identification tags, cash or another payment method. Charging can be included as part of Safety Showroom Tesla the parking fee. It’s sometimes free at retail or Fleet Charging Tesla Model S Tesla Roadster mall locations, to encourage plug-in car owners Toyota Utility Resources to shop at their stores. Transit Connect Electric Vehicles Charging Safety and Power While You Shop, Play or Explore PEVs can easily be charged at a public charging station while you shop, attend events or Standards see the sights. At a 240-volt electric charging station, plug-in hybrids and extended-range Charging Station vehicles can take one to four hours to charge, depending on how much battery power has Showroom been expended. Local governments are planning to install charging stations in parking garages, shopping centers and at curbsides. Find an EV Charger The number of public and commercial charging stations is expected to grow exponentially in the next few years. The U.S. Department of Energy has provided more than $115 million to fund construction of charging infrastructure in major cities in seven regions of the U.S. In conjunction with Nissan and General Motors, the EV Project includes provisions for public and private 240-volt electric power charging stations, along with roadside fast-charging units, in anticipation of the rapid growth of plug-in vehicles. Utilities and municipal governments across the U.S. and Canada are also undertaking initiatives to support electric vehicles.

Charging in the Fast Lane Advances in technology are making the possibility of faster charging at public and commercial charging stations a reality. Fast-charging technology for electric vehicles can recharge batteries four to six times faster than conventional chargers. Once safely connected to a fast charger your vehicle controls the charging process, determining the charging rate.

Additional Questions about PEV Public and Commercial Charging Stations

1. How much will it cost to charge my vehicle at a public or commercial charging station? The cost of public charging is determined by the charging site owner, usually within limits established by utility regulators or municipal authorities. Some public stations may provide free electric vehicle charging to attract customers to nearby businesses. Electric car owners may be able to pay by credit or debit card, a service subscription, pre-paid smart card, radio or infrared identification tags, cash or another payment method.

2. How can I find a public charging station in my area? Online resources, such as Clean Car Maps, direct drivers to charging stations in their area. Many new tools are being developed that will locate compatible charging stations, provide cost information and pay for charging on your mobile phone or PDA. For some vehicles, onboard services provided by the automaker will locate charging stations for you.

For more information on PEV home charging, charging stations and charging costs, please visit these organizations’ websites: • The Electric Drive Transportation Association • Clean Car Maps http://www.goelectricdrive.com/index.php/public-commercial-charging 4/11/2013 Management of electric vehicle fleet charging

March 2011 / White paper by Maël Cazals and Gilles Vidalenche

Make the most of your energy Table of contents

Introduction ...... p 2

What is an electric vehicle? ...... p 4

How are electric vehicles recharged? ...... p 5

What to use as a basis for management of an electric vehicle fleet...... p 7

How are electric vehicles made available? ...... p 8

... Whilst at the same time managing your energy bill? ...... p 9

Recharging vehicles outside the company ...... p 11

Associated services ...... p 12

Conclusion ...... p 13

Glossary ...... p 14 Management of electric vehicle fleet charging

Introduction

In France, company vehicle fleets represent approximately a third of the overall number of vehicles registered, i.e. 850,000 vehicles in 2010(1).

With no gas emission, no discharge of particles and silent operation, the electric vehicle offers an effective, concrete solution to reduce the ecological footprint of transport.

It forms the last missing link in the panorama of sustainable urban mobility (train, tramway, bus, bicycle) and perfectly matches the needs of drivers travelling less than 20 km daily, essentially within urban areas. This average distance covered each day corresponds to the needs of private individuals using their vehicles for the home-work run and also to most trips made using vehicles from company fleets.

Using an electric vehicle regularly requires safe, easy-to-use charging systems. These charging infrastructures must also allow the user to charge his vehicle during his usual journeys and not force him to stop specifically to do this. The innovative concept of electric vehicle charging is the possibility to charge it where the user usually parks instead of having to stop specially to charge it as is the case for vehicles with combustion engines which need to stop in service stations.

Environmental initiatives developed on a nation-wide scale are raising the awareness of companies to the importance represented by the arrival of more ecological shared, alternative and multi-mode means of transport.

For this reason several large French companies, the State and the local authorities have undertaken to acquire between 50,000 and 100,000 electric vehicles by 2015. This purchasing process will subsequently be widened to include companies with smaller fleets.

The electric vehicle is more environmentally-friendly than vehicles with combustion engines and provides an effective, concrete solution to reduce the impact of transport on the environment, particularly for short urban or suburban journeys. However, implementing electric vehicles in a company fleet requires the following conditions to be fully met:

• guarantee electric vehicle availability, • set up a fleet management system or integrate an existing one, • have an optimised charging infrastructure allowing efficient energy management.

The key factors for successful electric vehicle fleet management are therefore:

• set up efficient vehicle fleet management: journey organisation, rotation and sharing of vehicles, consumption monitoring, battery autonomy, etc. • availability of a charging infrastructure: the company must ensure that the employee has access to a space and a charging station for his vehicle. • Include charging station energy management in the management of the overall energy efficiency of the building.

(1) source - Ministry for Ecology, Sustainable Development, Transport and Housing

White Paper | 02 Electric vehicle fleets Management of electric vehicle fleet charging

What is an electric vehicle? The motor

2 The car is generally fitted with one or more electric motors with a total power ranging from 4 15 to 100 kW depending on the size, usage and 3 desired performance.

E.g. 48 kW (65 hp.) for a small 4-seater saloon. 1

1 > Connection plug for charging 2 > Built-in charger 3 > Battery bank for energy storage Batteries and range 4 > UPS and traction motor(s)

The battery bank supplies energy provided:

• either by recharging from an external source via cable • or by vehicle deceleration, where the engine works as a generator.

The battery capacity is within a range of 5 to 40 kWh, with a total voltage of between 300 and 500V.

The vehicle's range depends directly on the battery’s capacity and also on the type of journey (flat, varied, urban, etc.), the driving mode and the accessories used (headlights, heating, air-conditioning, windscreen wipers, other accessories). The manufacturers announce an average driving range of 150km.

White Paper | 04 Management of electric vehicle fleet charging

How are electric vehicles charged? Charging modes

Mode 2: connection to a domestic socket Connection of the electric vehicle to the building's electrical distribution system via connector bases which plug into domestic single phase or three AC COM phase AC sockets with earth and power supply domestic socket conductors. A charging control function is either built into the (Communicating checking device built into the cable) plug or into a unit ﬁtted to the cable. Charging is restricted to 10A.

Mode 3: connection to a specific socket Connection of the electric vehicle to the building's AC electrical distribution network via connector bases Terminal which plug into speciﬁc sockets on a dedicated AC circuit. A charging control function is built into the plug base. For reasons of safety, Schneider Electric only offers this solution. (Checking device built into the charging stations)

Mode 3 guarantees users the highest level of Pilot wire safety and the best performance. Danger may Two wires in the charging cable establish arise from: communication between the charging station • a faulty system (damaged cable, faulty or aging and the charger in the car. The purpose of the installation, etc;) information exchanged is: • mishandling by users (a child putting its ﬁngers into the socket, etc.) • For the charging station: • incorrect usage (the user plugs the connector to only establish the voltage if the vehicle is into the wrong socket, etc.) connected, it is correctly connected to the

In mode 3, the personal protection functions charging station earth and is ready for charging. (e.g. differential circuit breaker) are in the ﬁxed For the charger: part, whereas in mode 2 they are built into the • to restrict the current called to the maximum cable. This means that in mode 2, if the cable authorised by the charging station (only mode 3). is damaged, there is no guarantee that these functions will not be affected. In all cases, property protection (e.g. lightning conductor) is not built into the cable.

Mode 4: DC connection DC Connection of the electric vehicle to an external charger ﬁtted with a speciﬁc cable and delivering direct current. The charger incorporates the control function and electrical protection.

White Paper | 05 Management of electric vehicle fleet charging

Time to recharge

The time required for optimum charging of the Time to fully vehicle's battery is directly linked to the electric charge (hours) power injected into the vehicle.

12 If the vehicle is connected to a domestic socket on the building's standard electrical distribution 11 network (mode 2), charging will be restricted 10 to 10A, which means a longer time to charge it (around 10 to 12 hours). 9

8 If it is connected to a dedicated electrical circuit

(mode 3), the time to charge is between 7 1 hour (three-phase, 63A) and 8 hours 6 10-12 h (single-phase, 16A).

5 In addition, quick charging stations (mode 4) 4 6-8 h delivering 500C/125A in AC allow the battery to be recharged to 80% of its capacity in only 3 15 minutes. 2 2-4 h

1 1-2 h

15-20 mn 10 A 16 A 32A 32A 125 A Mode 2 Mode 3 single phase three phase Mode 4 Power available at charging station outlet

White Paper | 06 Management of electric vehicle fleet charging

What to use as a basis for management of an electric vehicle fleet

To be more efficient, management of an electric In most cases, the daily trips made by employees vehicle fleet must take into account different in a company are less than 100km but have very factors regarding the vehicle (battery autonomy, specific usage constraints: time to recharge, etc.), the building (available • the vehicles may be used at set times energy, power of the installation, etc.) and the (home-company run, rounds, deliveries, etc.) company (vehicle availability, cost of operating or the times may be random (on call, the vehicles and the infrastructure, etc.). emergencies, etc.), • the distance travelled by the vehicles may To ensure vehicle availability, the fleet manager: be short (targeted interventions, breakdown assistance) or very long (vehicle used by • manages user priority, a sales rep or for rounds), • manages the rate of occupation of the charging • the sales rep vehicle departures may infrastructure, be planned in advance or last minute. • optimises the energy costs.

For this purpose, the fleet manager will need to use a certain number of parameters regarding e.g.

• the charging infrastructure (maximum power, electricity contract subscribed to, etc.), • the vehicles (type of vehicle, category, registration,maintenance dates, battery autonomy, etc.), • the charging stations (number of stations, maximum power delivered, charging in progress, vehicle not connected, etc.), • the drivers (profile, identifier, etc.), • the reservation system (date and time of departure and arrival of the vehicle, distance travelled, etc.).

White Paper | 07 Management of electric vehicle fleet charging

How are electric vehicles made available? ...

Different strategies can be adopted by the fleet manager: 1 / first come - first served whatever the 3 / range required for the intervention charge the vehicle still has left The vehicle charging strategy depends on the The employee leaves his vehicle in a free information in the vehicle reservation system parking space and connects it up. It immediately (time slots for use, mission, etc.). The following starts charging if the power available on the information is required: infrastructure allows it. If the power is not • range remaining on the vehicle, available, charging will be deferred. • range required for the mission, • the date when the vehicle will be made available. Disadvantages: there is no guarantee that the The automatic system managing the charging vehicle will be available when the user wants it station infrastructure will distribute the power as there is no knowing when charging will start of the installation to satisfy the scheduled and end. Therefore the range of the vehicle is not reservations. known when it is taken out. Advantages: the vehicles are guaranteed to be available at all times. The system takes into 2 / charging according to the range left account the characteristics of the journey (season, in the vehicle. type of journey, preconditioning of the vehicle, This strategy involves charging the vehicles with length). the lowest range first. This means the range Disadvantage: a reservation system is required. each vehicle has left must be fed back to the infrastructure. The vehicle with the lowest range 4 / group of top priority vehicles will be charged first. This strategy can be used in addition to the Advantage: charging of the vehicles with the previous ones. lowest charge starts as soon as possible. These are vehicles whose battery must always Disadvantages: there is no guarantee that the have a minimum charge. The installation must vehicle will be available when the user wants be capable of charging all the top priority vehicles it as there is no knowing when charging simultaneously. is supposed to end. e.g. utility vehicles intended for urgent interventions or on-call situations.

Implementation

Two technical criteria must be taken into account: No system is used to distribute the charging power between the vehicles. The electrical installation • the power available on the installation to charge is only used for a few hours during the day. This the vehicles, means the infrastructure will be oversized in terms • the maximum charging power of the vehicle of power and the costs of the electricity contract (normal charging 3kW, express charging 22kW, will be high. quick charging 43kW). • a charging infrastructure allowing the vehicles Two approaches can thus be adopted when to be charged by distributing the charging power setting up the infrastructure: over time: A system is used to manage the available power. • a charging infrastructure allowing all the vehicles The electricity installation and electricity contract to be charged at the same time. are accurately sized.

White Paper | 08 Management of electric vehicle fleet charging

... whilst at the same time managing your energy bill

Optimising operating costs for an electric vehicle fleet depends on several factors.

1 / tariff bands 2 / the source of the energy supplied The fleet management system takes into account The fleet management system takes into account Low-carbon the energy supplier's tariff bands when charging information from the energy supplier with regard energy is the vehicles. to the type of energy (low-carbon electricity) produced in a depending on the times of day. way which does Two ways of doing this: Two ways of doing this: not generate CO . • disabling charging during certain tariff bands 2 on one, several or all the charging stations. • disable charging when the energy is not low- Disadvantages: difficult to combine energy savings carbon on one, several or all the charging stations. with vehicle availability. Disadvantages: difficult to combine periods of low-carbon energy with vehicle availability. • spread vehicle charging over the time slots to ensure they are available at the cheapest cost. • distribute vehicle charging, restricting charging Advantages: the vehicles will be charged first and when the energy supplied is not low-carbon. foremost during the cheapest time slots. Advantages: vehicles will be charged first and foremost during low-carbon periods.

White Paper | 09 The charging infrastructure, the key success factor for electric vehicles Management of electric vehicle fleet charging

Charging vehicles outside the company

Although the vehicle is normally charged on In this context, the fleet manager will need to have the company car park, the vehicle may require a way of tracing the charges and journeys carried charging outside this location. In this case, the out outside the company to allow him to know the different types of charging infrastructure will allow charge of the fleet at any given moment: full charging of the vehicle to fit in with the user's habits with regard to places and length of stops. • what vehicle has been charged? • where did this take place? • For long stops (night at home, day at the work • what power was delivered? place), a full charge of between 6 and 8 hours • how much did the charging cost? can be done on a domestic installation or on a car park installation (company). • For shorter stops of 1 or 2 hours (e.g. during lunch or a meeting), the driver can top up his charge on a car park, a shopping centre or at the roadside. • Finally for quick charging lasting 15 to 20 minutes, charging will be carried out in a service station (e.g. in case of emergency).It is possible to install a quick charging station on fleet car parks Residential car parks Charging in 6 to 8 hours for ambulances or taxis for example. Solutions to manage all energy expenses.

Residential garage Charging in 6 to 8 hours Private company car parks Installed by a professional Charging in 3 to 8 hours with guaranteed safety Free or paying service for employees for people and equipment. and visitors with supervision and video-surveillance.

Covered paying car parks Charging to 25%

minimum in 2 hours

DC Remote or centrally AC controlled installations. Quick charging terminal Charging in 15 to 30 minutes A reliable, fast solution in an emergency.

t rke rma Supe

EX Shopping centre car parks IT Charging to 25% minimum in 2 hours Robust, locking, vandal-proof solution.

€ Supervision and charging level services. M With or without payment system. MAIL

Car park for vehicle ﬂeet Road-side parking Charging in 3 to 8 hours Charging to 25 % minimum in 2 hours Vehicle eet management and supervision solution to save energy. Weather-proof, impact-resistant systems with payment option.

White Paper | 11 Management of electric vehicle fleet charging

Associated services

The charging stations transfer operating Management information via a hard-wired connection to interface the cabinet containing the automatic charging management system. The data is stored on a database to be used by the management system which may be located either: • locally: if a system is already operational and adapted for electric vehicle management, • remotely: if operation is off-site or Data sub-contracted to a service provider. base

Services for the electric vehicle fleet manager

Reservations management: • ensure each vehicle has the necessary range for the type of missions to be carried out.

Vehicle management (administrative, technical and fi nancial management): Charging • electricity consumption of each vehicle management • state of health of the battery (age, number automation of charging cycles carried out, level of charge remaining, etc.) and maintenance calendar. Terminals

Supervision of stations installed on one or more sites with energy, user and infrastructure management.

Services for the driver

Mobile applications communicating with the Moreover, the position determination functions system database provide information regarding available via the vehicle GPS and smartphones the state of the batteries and allow the electricity allow the range required for the next trip to be consumption of the vehicle to be remotely calculated, nearby charging stations to be located consulted, give the remaining charging time, the or the places where the vehicles are parked parking time, the level of CO saved, the cost of 2 to be memorised. the vehicle per km, including the battery rental.

Position determination by smartphone application

White Paper | 12 Management of electric vehicle fleet charging

Conclusion

The increasing use of electric vehicle fleets is a response to the political commitment to reducing the carbon footprint of the transport sector. Several car manufacturers already produce 100% electric cars but their inclusion in a company fleet means mobility needs to be radically restructured, particularly with regard to the concept of car-sharing.

Suppliers of intelligent charging solutions, aware of the issues linked to the sector, provide their expertise and support companies in the process of integrating electric vehicles into a fleet.

Indeed, for the political aims to be put into practice, it is essential for companies that the cost (TCO) of a fleet of electric vehicles should be close or identical to that of a fleet of combustion vehicles. As the initial cost is greater, intelligent management of the charging infrastructure and vehicle availability is necessary for the company to see a return on the investment.

More than ever, the charging infrastructure is a key success factor for the electric vehicle.

White Paper | 13 Management of electric vehicle fleet charging

Glossary

• Fleet manager: person managing the company vehicle fleet

• Automatic vehicle fleet charging management: technical measure controlling electric vehicle charging via the charging stations (based on criteria such as tariff bands, available power, vehicle priority and reservation slots booked by the drivers).

• Station or hub: technical device to which the vehicle is connected to charge it.

• Cable: technical device used to connect the vehicle to the station.

• Key cupboard: technical device delivering the keys of the vehicle booked by the driver when he comes to get it

• Server: technical device which recovers, stores and transfers data

• Web service: utility which processes and formats data from the server for a user

• Reservation manager: technical measure allowing the driver to book a vehicle via an interface

• Station manager: technical measure managing the power supply to the stations and energy management

White Paper | 14 CCFC’s Moving Ahead with Plug-in Electric Ve- REGULATORY AND POLICY hicles (PEV)  Does your community need to update local zoning codes to allow or require charging stations for residential, multifamily, businesses, parking lots and parking garages?  Have you reviewed sample language available from local Guide sheet governments in other states to inform amendments to local ordinances? for Government/  Do you offer certification or participate in regional certification efforts for contractors to be approved electric vehicle supply equipment (EVSE) installers? Public Sector  Could you offer local incentives for residents or businesses to purchase PEVs or install EVSE?  Has your public safety department looked into training opportunities for firefighters and first responders for Government agencies have many emergencies with PEVs and EVSE equipment? opportunities to participate in  Have you explored opportunities to bring assisting the roll-out of PEVs in their PEV-related jobs and industry to the local area? local area. The CFCC is leading the organized expansion of PEVs to help INFRASTRUCTURE improve the region’s air quality and  Have you developed a list of priority sites for public energy efficiency.CC FC’s leadership charging? will also reduce governmental  Have you researched and/or selected a preferred vendor(s) costs by eliminating redundancy of for charging stations?  Have you explored the options for public charging efforts. Based on work by national stations? leaders with municipalities at the  Have you asked for an engineering analysis of any forefront of electric transportation, necessary upgrades to electrical capacity, conduit, or this guide sheet provides a summary concrete work for preferred sites?  Have you assessed your need for wireless networking, soft- of considerations as you move ware and billing system processes? forward.  Are you able to meet the required engineering and planning approvals needed?  Have you identified a local electrical contractor?  Has your contractor installed other charging stations in your city or town?  Have you addressed American with Disabilities Act (ADA) compliance issues and provided EVSE in handicap- accessible parking spaces, if required?  Have you considered if or how you might price the use of charging stations?  Who will maintain the public charging stations?  Have you consulted with legal counsel to determine if there are any potential liability issues?

The Centralina Clean Fuels Coalition (CCFC) is a U.S. FLEETS Dept. of Energy Clean Cities program.  Are you familiar with your company’s procurement policies? continued Guide sheet  Do you know the current PEV makes and models available in for Government/ your area?  Has your fleet manager reserved cars through local dealerships or the manufacturers’ websites for purchase or lease? Public Sector  Can you wait for vehicles to become available?  Have you considered the cost to replace cars and whether it makes sense to lease vs purchase?  Have you calculated the costs of electricity versus your current gasoline costs?  Have you obtained tax advice regarding rebate and tax-related opportunities?  Do you understand the various original equipment manufacturer (OEM) warranties offered?  Have you considered battery life—and are you aware of recycling options?  Have you calculated and budgeted for the cost of installing higher capacity ESVE in government vehicle lots?  Do you have resources to train staff on vehicle use, charging, maintenance and safety?

PUBLIC/PRIVATE OUTREACH

 Can you leverage existing communications outlets to communicate regional PEV readiness efforts to citizenry and business community/private sector?  Will you upload the locations of public charging stations in your area to the national database and/or provide a map for your community?  Are you able to keep your web information current?  Can you assess and promote PEV jobs and economic opportunities through city marketing or economic development offices?

LEARN MORE

There is a learning curve to purchasing and operating a PEV but you’re Don’t not alone—we’re here to help. forget  Links to Useful websites to sign up for CCFC PEV  e-newsletter at Go4PEV.ORG/HOME VGo4PE .org  www.duke-energy.com/plugin  Learn more about the technology and resources at www. advancedenergy.org/transportation  www.GoElectricdrive.com  www.afdc.energy.gov/afdc/locator/stations/ national database to add public charging stations.  www.evsafetytraining.org 5. EV CHARGING AT FLEET FACILITIES

Government, utility, and private fleets are currently the largest market for EVs. Federal and Cali- fornia clean air regulations specifically target fleets in their attempts to increase the number of clean air vehicles. PG&E has been a leader in introducing both EVs and natural gas vehicles into their fleet and can provide considerable assistance to other organizations attempting to meet clean air mandates.

The process of establishing EV charging infrastructure in fleet facilities is more complicated than in residential settings but many of the underlying issues are the same. This chapter outlines issues that are specific to fleet applications.

A. Site Planning Many siting issues influence the successful planning of a charging facility:

1. Number of EVs and Chargers Planners must be realistic when determining the number of EVs a fleet will include, because that number will determine each facility’s charging requirements. Estimates must include the number of fleet vehicles to be added over the next three to five years, with special attention to meeting upcoming state and federal AFV mandates. The facility operator should also consider planned flexibility that allows the site to grow with developing technologies or changes in charging requirements. Planners should seriously consider installing extra circuits and additional electrical capacity during initial construction, when costs are minimal.

Fleet managers should analyze what the fleet’s charging schedule will be by developing a charging curve for each vehicle in the fleet (see next page). The curve matches the time of day a vehicle is recharged with the amount of energy used. After developing a curve for each vehicle, they can be aggregated to get a facility-wide fueling curve. This calculation will determine the frequency of charging and the energy required to service the entire facility. It will also facilitate equipment scheduling by helping determine the amount of time needed to recharge each vehicle. Based on the information taken from the charging curve, a facility manager can plan: charging needs (number of chargers), facility energy needs, and the necessary mix of Level 2 and Level 3 charging. The vehicle manufacturer and EVSE supplier can provide fleet managers with sample charging time and electricity consumption figures in order to develop a charging curve.

Several factors must be considered when deciding between Level 2 or Level 3 charging. Because of the length of time necessary to complete Level 2 charging, a facility will most likely need one charger per vehicle, as charging will take place overnight. This scenario may require additional land, island construction, cabling, and transformers—and will require the installation of appropriate EVSE. These factors can increase capital costs significantly. Installing Level 3 charging will raise costs for cabling, transformers, and chargers, but possibly lower land and construction costs.

EV Infrastructure Installation Guide 27 How a fleet uses its vehicles will determine the appropriate charging method. Vehicles requiring expanded range may require a fast mid-day charge, requiring rapid Level 3 charging. However, Level 3 charging will raise equipment and electricity costs. In addition, some EV manufacturers will void the vehicle’s warranty if the owner uses Level 3 charging. Each facility manager must carefully assess their fleet use and weigh the cost differences before deciding on using one charging level or a combination of both.

As mentioned earlier in this section, the following table shows a sample aggregated charging curve for a fleet facility.

Time Number Type of Electricity Charge Total charge of vehi- vehicle dispensed level time per vehicles (kWh) cle* 1:00 2:00 3:00 4:00 5:00 6:00 2 Shuttle 200 3 1 hr. each buses 7:00 8:00 9:00 10:00 11:00 12:00 2 Pass. cars 50 3 15 min. each 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 4 Pickups 100 2 4.2 hrs. each 21:00 22:00 23:00 2 Pass. cars 50 4.2 hrs each 24:00 Total 400 kWh 27.7 hrs. * Charge time is determined by vehicle charging algorithm.

2. Convenience Locate the charging station so that it accommodates other activities within the fleet facility. It is advisable to locate the station in a low-traffic area of the facility, because EVs may be required to remain parked for several hours at a time and therefore could block the movement of other fleet vehicles.

EV Infrastructure Installation Guide 28 3. Cable Management Cords and cables associated with charging equipment should not cross sidewalks or pedestrian traffic patterns.

4. Ventilation Needs As discussed in Chapter 2, most of today’s advanced batteries do not require ventilation during charging. However, some earlier battery types do produce and emit gases during charging as a result of electrolysis. Due to the concerns related to these older battery types, the facility manager should ensure that adequate ventilation is in place when older battery types that do emit gases are included in their fleet.

The cost of ventilation equipment, including fans, ducts, and air handlers, ranges from $400 for a 320 cfm centrifugal roof exhauster to $2,550 for a 1000 cfm industrial exhauster. Equipment should be based on the specific enclosure and the number of chargers installed.

5. Battery Operating and Charging Temperature Limits Some EV batteries have operating and charging temperature limits, so under some circumstances (such as cold climate conditions) it may be necessary to site the EVSE in an enclosed area.

6. Standing Water and Irrigation Even though all EVSE have been designed for safe operation in wet areas, user comfort will be increased by not placing equipment in locations where water pools or within the spraying area of irrigation systems.

7. Curbs, Wheel Stops, and Setbacks To avoid vehicles from inadvertently driving into the EVSE, provide curbs, wheel stops, and setbacks. Consider user access and mobility issues when installing this equipment (see section 10 in this chapter – Disabled Access).

8. Vandalism Planners should site EVSE to avoid the risks of vandalism or tampering. Consider including motion detectors, security lighting, tamper alarms, locked enclosures, and fences. The level of protection required will depend on the location of the EVSE, whether access is public or private, and the overall security requirements of the facility.

9. Signs Fleet operators may want signage to designate EV-only parking spaces. These should be positioned high enough to be seen over parked vehicles.

10. Disabled Access ADA Compliance: Connector and receptacle heights, special curb cutouts, and disabled parking access are some of the measures that may be necessary to make a charging station fully accessible for the disabled. Each operator must assess their compliance with the federal Americans with Disabilities Act, as well as state and company policies regarding disabled access.

EV Infrastructure Installation Guide 29 The State of California’s Division of the State Architect has issued “Interim Disabled Access Guidelines for Electric Vehicle Charging Stations” (Policy #97-03). EV charging stations are required to be accessible because they offer a service to the general public. When EV charging is coupled with regular parking, the EV charging is considered the primary service. The following table should be used in determining the required number of accessible chargers:

Number of Chargers Pro- Number of Accessible Charger vided at a Site Spaces Required 1 to 25 1 26 to 50 2 51 to 75 3 76 to 100 4

A 9-foot wide space by 18-foot deep space is required. An access aisle of 5 feet on the passenger side is also required. One in every eight accessible chargers, but not less than one, should be van accessible with an 8-foot access aisle. Accessible charging spaces are not reserved exclusively for people with disabilities. It is also recommended that accessible spaces be located in close proximity to the facility they serve. For new construction, an accessible path from the charger to the other services provided at the site is required.

B. Checklist for Fleet Facility EVSE Siting Facility planners should answer the following facility planning questions before proceeding fur- ther:

What level of charging will be used? What are the charger requirements? Is the existing electricity supply adequate for fleet needs? What is the location of the electrical service relative to the charging equipment siting? What will be the impact of electricity rates on choosing alternative approaches to fleet EV charging? What are the cost trade-offs between charging levels and equipment locations? Have I addressed all of the relevant federal, state, and local code requirements?

C. Engineering and Construction Many pieces of equipment are unique to EV charging facilities, and fleet managers should be careful to select contractors familiar with their specifications. In addition to the standard civil engineering work required to construct any fueling facility, EV facilities will require considerably more electrical service and electrical equipment installation.

A primary consideration for the site designer and the facility manager is the condition and location of the existing electric utility equipment. These factors will govern the number and size of

EV Infrastructure Installation Guide 30 transformers, necessary trenching or overhead cabling, conduits, amount of cabling, and associated installation costs.

The key component in the interface between the existing electrical system and the EVSE is the transformer. To provide adequate power for Level 2 charging equipment, existing electrical service must be stepped down to a level that can work with Level 2 charging equipment: 208– 240 volts. If not already available at the site, it will be necessary to install an isolation transformer capable of stepping electricity to 208–240 volts for Level 2 charging, or up to 480 volts for Level 3 charging. Isolation transformers can cost between $7,200 to $8,500.

D. Charging Equipment As discussed in Chapter 2, charging equipment decisions depend on the EV charging designation: inductive or conductive, Level 2 or Level 3. Until the market determines which charging technology dominates, it is likely that both inductive and conductive charging will develop in parallel. Until a charger and connector standard evolves, some fleets may select a mix of inductive and conductive chargers, depending on what their fleet EVs require.

Presently, there are several different manufacturers supplying different types of connectors for conductive charging equipment. Facility managers should ascertain that the connector is compatible with the receptacle on the vehicle. Vehicle manufacturers can supply the proper connector specifications for their vehicles.

E. Fleet Recharge Management Systems Another component of a charging facility will be its Fleet Recharge Management System (FRMS). An FRMS is an integrated, computerized charging system that is designed to eliminate the costly process of managing electric vehicle charging for fleet applications by automatically sequencing multiple chargers. These systems are designed to accomplish the following goals:

Automate recharging of fleet vehicles, thereby reducing the need for human intervention in the process Eliminate redundant charging infrastructure at charging locations where more than one vehicle will be charged Reduce overall fleet management labor costs Reduce electric charging costs through load management Reduce electric utility infrastructure needs, thereby lowering the cost to serve the load Allow fleet operators to choose all charging parameters

The key to an FRMS is its ability to manage charger sequencing. This functionality will determine the ultimate value of any system that is developed. It is likely that any successful system will be computer-controlled and be able to communicate with the local utility to take advantage of time-of-use rates or real-time pricing. By managing the electrical load in this manner, the FRMS will use electricity economically and will optimize fleet energy use.

EV Infrastructure Installation Guide 31 One FRMS is currently under development by Southern California Edison and has been demon- strated using existing hardware. The goal of this pilot is to study the feasibility of the system, determine its strengths and weaknesses, determine fleet operator needs, and transform those needs into algorithms that can be improved in the future. This knowledge will be used to develop hardware that can be easily mass-produced to lower overall system costs.

The key component of this FRMS is the charge controller that automates the charging process. Through a PC-compatible computer, the controller distributes enough charge to maintain low overall peak electricity costs, while keeping connected vehicles in a state of full charge. It acts by interfacing with individual charging meters to perform the following tasks:

Report on the required charge of each vehicle Determine the initial charge level of each plugged-in vehicle Determine the energy flow through the system Receive synchronization commands from the local utility through a communications device Display historical and real-time information Provide diagnostics

Other utilities are investigating different load management devices. The Electric Vehicle Re- search Network has sponsored a study of charge management systems in conjunction with Nor- vik. This system is a charge sequencer for fast chargers and does not have some of the enhanced features mentioned above.

The full costs of FRMS have yet to be determined but could be minimized by the use of existing computers, meters, communication devices, and kiosks. It is estimated that costs for a complete FRMS will range from $4,000 to $10,000 depending on the number and level of chargers. For more information on the SCE system, please contact Sam Katagi at (626-302-9515).

F. Metering and Billing Systems While metering/billing systems are most often associated with public refueling systems, fleets may also want to investigate their use. Along with the FRMS, these systems can be very helpful in matching electricity consumption to individual vehicles. A typical system could incorporate advanced billing capabilities to help generate detailed monthly statements, including tracking by vehicle identification number. This system would allow fleet managers to track EV use, charging times, and associated energy costs. Several system options are available to fleet operators and are designed to accommodate individual access and reporting policies, including direct utility billing or point-of-sale billing. Metering and billing system prices vary, depending on which features are included. Prices range from $800 for a debit card system to $2,700 for a cashless voucher system to $14,000 for a TECH-21 proprietary card system. Fleet managers should assess their needs in this area to choose the appropriate system. Because the current billing systems are most compatible with gasoline and diesel fuels, charging equipment manufacturers would have to modify their systems for EV use. Recently, EVSE manufacturers have begun to make their equipment compatible with existing metering and billing systems.

EV Infrastructure Installation Guide 32 G. Electrical Service Generally, one charger will be required for each EV for overnight recharge (Level 2). The typical electrical demand for original equipment manufacturer vehicles using 240V single-phase service is 7 kW while charging for buses and fast chargers (using 480V three-phase service) can have demand levels of 50 kW or more. Actual kW demand is determined by the individual charging algorithm required by the vehicle. PG&E can help the fleet manager determine electricity requirements and compare them to existing service. If the feeder line must be upgraded and new transformers added, the organization should add sufficient capacity to meet the site's EV charging needs for several years. If the fleet manager plans to install Level 3 fast chargers, the electrical service requirements should also meet this load. When evaluating electrical service, managers should examine the following issues:

Service Level. Determine the location, capacity and types of service panels and on-site transformers. Distances Between Equipment. Determine the distance between service entrance, transformers, panels, subpanels, and parking locations. Identification of Potential Hazards. Ensure that EV charging spaces are not located near potentially hazardous sites such as gasoline fueling areas.

When determining electrical needs for recharging, the fleet manager should contact PG&E to determine if existing feeder lines and equipment can provide the service, or if they must be upgraded.

Other factors to be considered include the costs of running three-phase power to the site and stepping it down to single phase, or using high-voltage single phase and a step-down transformer to the appropriate voltage. Again, local utilities will be able to assist facility planners in determining what service changes or upgrades will be necessary.

H. Electric Rates The additional electrical demand for each EV charging during peak-demand periods may move a customer into a higher rate category. Charging multiple EVs may also trigger a surcharge for the reactive component of energy consumed. Fleet managers should discuss the impact of EV charging on rates with a PG&E representative. During the planning process, it is also important to discuss potential loads so that PG&E can assess their impact on PG&E’s overall system. Fleet charging may have some effect on peak power demand, especially when Level 3 charging is used. The integration of an FRMS at the fleet site can manage and minimize demand by scheduling charging at off-peak times whenever possible.

I. Site Installation Plan Many municipalities require EV fleets to develop and submit an installation plan for engineering review and approval. Fleet managers may want to hire an electrical contractor for this task. A site plan typically describes:

EV Infrastructure Installation Guide 33 Location of the main electrical panel, branch circuits, and conduits Location of hazardous materials Location of charging stations Lighting Traffic flow Ventilation (if necessary) Description and locations of signs Curbing, wheel stops, cutouts, setbacks, and bumper guards Parking spaces, striping, driveways, and walkways Landscaping

J. Building Permits Building and electrical permits are required for EVSE installations (see Chapter 3). Some utilities will not energize new charging circuits until they have passed inspection and the city or county notifies the utility. The cost of the permit and installation varies by municipality and depends on the scale of the upgrade.

K. Costs The cost of installing fleet charging facilities can vary dramatically depending on the following factors:

The number of circuits and chargers installed Whether the facility is indoors or outdoors The need to upgrade electrical service to the charging facility Whether ventilation is or is not required Whether Level 3 fast charge equipment is used or not Availability of discounts, tax deductions, and rebates from air districts and others.

In general, the cost to its fleet customers of installing EVSE range from $500 per vehicle per site to more than $5,000 per vehicle per site. The average cost per vehicle is $2,000.

For reference only, the following table lists some sample costs for specific components. Actual costs will vary and all costs may not apply to all installations. The costs quoted are applicable for fleet, public access, and multifamily charging installations.

EV Infrastructure Installation Guide 34 Sample EV Charging Installation Costs for Public, Fleet, or Multifamily Buildings (all estimates are for installed costs)

Item Cost Power Distribution Sub-Panel $1,435 * -200A, 120/240 VAC single phase; three wires with main circuit breaker; six 40A/2P branch circuit breakers Transformer 50 kVA, 480/277 VAC primary, 120/240 VAC; 3 wires secondary; dry type NEMA 1 $ 3,975 * enclosure

If power comes directly from utility distribution system: transformer pad; NEMA 3R, 200A, 120/240 VAC; 3 wires combination meter/main service and panelboard; ground $ 5,300 rod (PG&E can furnish and install the transformer.) Cables/Conduits a) 40A branch circuit - Above ground installation $3.85/linear ft ** - Underground installation $6.85/linear ft ** b) 200A feeder circuit - Above ground installation $13.25/linear ft ** - Underground installation $21.00/linear ft ** Lighting 250 watt, metal halide, parking lot lighting a) Wall or ceiling mounting $640 each * b) On 16 ft galvanized steel pole, concrete base $2,750 each * Concrete Island In-place concrete island 6 in thick reinforced $7.20/ft2 ** Concrete Steel Pipe (Transformer or EVSE protection) Concrete fill steel pipe, 8 ft high, set 4 ft in ground, rounded top, painted $155 each * Concrete Bumper (EVSE protection) 4 ft long precast concrete bumper $88 each * Paving a) Demolition $1.95/ft2 ** b) Asphalt paving composite $33.00/ft2 ** Signs 24 in x 24 in reflective signs; 2 in galvanized steel pole $200 each *

Landscaping 2 Soil preparation, irrigation system, sod (excludes trees and shrubs) $6.10/ft ** * Sample costs only. Actual cost may differ significantly depending on location, site requirements, installation, and equipment specification. ** Sample costs provided by Ocampo Esta Corporation. Actual cost may differ significantly.

EV Infrastructure Installation Guide 35 L. Checklist for Vehicle Fleet Charging Estimate 3–5 year EV purchase plans.

Determine recharging locations.

Estimate the electrical load at those locations. Determine whether to use Level 2 or 3 charging and type of charging to be used: inductive and/or conductive Obtain charger requirements from vehicle and charger suppliers Develop charging curves Determine the appropriate number of chargers

4. Contact vehicle and charger suppliers. Confirm charging needs and types Identify any special ventilation requirements Identify any other special considerations for the specific equipment

5. Contact PG&E. Assess existing electricity supply Determine necessary electrical service upgrades Review metering requirements Determine the impacts of rates on choosing alternative charging methods Determine if any other special requirements exist

6. Develop a detailed facility site plan. Develop and review wiring diagrams Develop and review ventilation diagrams Determine if there are hazardous material locations at site Review traffic, pedestrian flow, parking requirements, and ADA compliance issues Determine additional retrofit needs, including landscaping

7. Contact pertinent permitting agencies. Identify special local fire, construction, environmental, or building requirements Obtain all applications Determine additional permitting costs Determine site plan requirements

8. Hire the prime contractor and verify contractor subcontractor credentials.

Obtain all pertinent building and use permits.

EV Infrastructure Installation Guide 36

Perform any necessary electrical upgrades, install EVSE, and complete all site prepara- tions.

Have the site inspected by pertinent building, fire, environmental, and electrical authorities. Comply with any change order, if necessary Notify PG&E that site has passed all inspections

12. Begin charging operations.

EV Infrastructure Installation Guide 37 The following flowchart illustrates the process of installing EVSE infrastructure at a fleet facility:

1. Estimate 3-5 Year EV Purchase Plans

2. Determine EVSE Locations

• Obtain charger requirements from EV/charger suppliers 3. Estimate Electrical • Level 2 and/or Level 3? Load at Locations • Number of chargers

• Is electricity supply adequate? 4. Contact PG&E • Metering? • Impact on rates? • Special requirements?

• Conductive and/or inductive? 5. Contact EV/EVSE • Ventilation required? Suppliers • Special requirements?

• Local requirements? • Application form 6. Contact Building •Cost? Permit Office • Site plan requirements

7. Hire Contractor • Electric service upgrading,if any • Wiring diagrams • Ventilation diagrams if required • Hazardous material sites 8. Develop Site Plan • Traffic and pedestrian flow and parking • Landscaping • Compliance with special requirements 9. Obtain Building Permit

10. Install EVSE and Prepare Site

City notifies PG&E that EVSE 11. Building Department Comply with change orders passed inspection Inspections

PG&E installs EVSE 12. Charge Vehicles metering equipment

EV Infrastructure Installation Guide 38

Appendix F. Demand Control & Smart Grid Information

Utility Resources Page 1 of 2

Connect Search

GET STARTED DRIVE ELECTRIC! ELECTRIC CARS CHARGING INCENTIVES FAQ & GLOSSARY NEWS & EVENTS ABOUT RESOURCES

Home > Charging CHARGING

BMW Utility Resources Share Charging charging Overview Charging Locator Chevrolet Volt Chevy Volt CODA Sedan Events Charging Station Fit EV Fleets Locator Ford Focus Electric Grid Electricity hands free Honda Home Charging Incentives for EV Buyers Workplace Charging Mitsubishi i mobile Nissan LEAF Public/Commercial pluginday Prius Range RAV4 roadmap Charging Safety Showroom Tesla Fleet Charging Tesla Model S Tesla Roadster Toyota Utility Resources Transit Connect Electric Vehicles Charging Safety and Standards

Charging Station Showroom Utilities Role and Resources Utilities are working hard to prepare for the adoption of PEVs among their customers. If drivers Find an EV Charger charge their PEVs at night, when demand is low and the utilities have adequate generating capacity, utilities will increase their electricity sales and make more efficient use of their existing power plants. However, if most drivers recharge their cars during the day, when demand is twice as high, utilities could have to generate or purchase extra electricity when it is most costly.

In some states, utilities have already begun investing in technology that will leverage the benefits of plug-in vehicles: "smart" utility meters that will allow both utilities and customers to track power use by purpose and time of day. The meters will permit utilities to move toward variable rates for electricity, charging higher rates during peak demand in the daytime while offering less expensive rates at night. The plan is to encourage PEV owners to charge their cars at night or off peak times.

Smart Grid Utilities are devising energy efficiency improvement strategies through the development of PEV and utility communications technologies and standards to facilitate customer incentive programs to control and reduce the anticipated impact to the nation’s grid. These efforts will help avoid the large capital investment for more generation plants.

The Administration has provided the legislation and the funding to catalyze the development of the strategies, technologies, and standards for a more energy efficient electric grid. The Department of Energy (DOE) has chartered the National Institute of Standards and Technology (NIST) to coordinate the implementation of the Smart Grid Roadmap and Architecture. The NIST Smart Grid Interoperability Collaboration is addressing the determination of requirements, specifications, and standards for more effective load to grid integrated communications and control systems. The electric transportation smart grid interface standards, including PEV load measurements, monitoring, communications and control are being addressed as part of this effort. Smart grid technologies and standards are still in the development phase with implementation planned over the next several years.

Charging Costs The various rate options for charging your electric vehicle depend on the availability of rates at each individual utility. Some utilities will not offer any additional rate options. In this situation, the customer will simply add the vehicle usage to the existing rate schedule as he or she would add any end use device to their home. The pricing could be as simple as a flat price per kWh or http://www.goelectricdrive.com/index.php/utility-resources 4/11/2013 Utility Resources Page 2 of 2

it could have different prices depending on the seasons. Some seasonal pricing includes declining rate blocks (the more electricity you use the cheaper it gets), which would imply that the vehicle is charging on the cheapest portion of the rate; however, the schedule could also include inclining blocks (the more you use, the more expensive it gets).

Additional Questions about Utility Resources

What are the first steps for letting my utility know I am interested in charging my PEV? You can contact your utility to get information on discount rates, demand response programs, meter options, and an electricity cost assessment for the added PEV load. Utilities are interested in knowing where charging stations are being installed to help them assess the load impact on their local grid distribution system.

Can the grid handle an influx of PEVs? Yes. Numerous studies have shown that the grid can support a large number of PEVs. Total capacity is not an issue. Rather, utilities are working to forecast and manage their local distribution system to accommodate the load requirements in neighborhoods and cities where there may be high concentrations of PEVs.

http://www.goelectricdrive.com/index.php/utility-resources 4/11/2013 EMS Overview | GridPoint Page 1 of 2

Solutions Industries About Us

EMS Overview Hardware Software Services Case Studies

GridPoint Energy Management System

The GridPoint Energy Management System (EMS) is a complete hardware, software, and services solution that delivers the visibility, analysis, and control capabilities to manage your facility’s energy endpoints, from HVAC and lighting, to refrigerators and more. With the GridPoint EMS, information captured about energy and facility environmental conditions provides the insights and recommendations to finetune your sites to optimize energy efficiency and site operations.

GridPoint Energy Management Systems have been deployed at more than 11,000 sites to date, and can average 1020% energy savings per site per month, with a corresponding 1824 month return on investment per site.

Questions? Our energy solution experts are here to help. Ask now

System Components

Control GridPoint Energy Manager http://www.gridpoint.com/ems-overview/ems-overview 4/11/2013 EMS Overview | GridPoint Page 2 of 2

Quickly evaluate and act on energy endpoint Gain detailed visibility into site operations and performance. Establish setpoints and schedules energy usage with a variety of reports and alarms across a diverse footprint. presented through an intuitive, webbased user interface.

Monitoring with Submetering Energy Advisory Services Optimize energy savings activities with granular, Make the most out of your energy data with equipmentlevel monitoring of endpoints ranging proactive tracking, management and evaluation of from lighting and HVAC, to gas and water meters. critical energy issues by our team of data analysts.

Benefits

Intelligent controls, realtime submetering, and enhanced monitoring devices Generate immediate and offer continuous insight into critical equipment and environmental conditions, sustainable savings opportunities ensuring predictable energy spend, as well as immediate and longterm cost savings.

Seamlessly control temperature and lighting schedules across thousands of sites Boost staff productivity and from a single, integrated dashboard. Comprehensively monitor energy activity efficiency and prioritize needs, saving valuable time.

Ensure equipment is functioning Equipment–level visibility allows you to understand individual unit performance, properly and avoid costly repairs identify costly issues, and quickly perform preventative maintenance.

Whether you are just getting started or have an EMS in place, the GridPoint EMS Integrate systems with ease is designed to work with existing control and monitoring infrastructures, eliminating the need for a costly rip and replace process.

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FOR ENTERPRISES Retail Corporate Overview Energy Management Systems Restaurant News & Events Solar Energy Systems Grocery Management Team Convenience Store Board of Directors FOR UTILITIES Government Investors Enterprise (C&I) Energy Efficiency Other Careers Customer Engagement Platform Load and Storage Management

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Meet Bert Story of Mass Control Why Bert? Measurement IT Requirements Specifications Meet Bert®

Bert® can help you measure, analyze and control plug load throughout your facility. Using your existing Wi-Fi network and Bert’s unique plug load management system you can finally gain control of the hundreds of plug-based loads across your facility. The Bert® Plug Load Management System

Contact Bert

The Bert® plug load management system consists of the Bertbrain 1000M control software, your Wi-Fi network, and a virtually unlimited number of Berts®. Each Bert® contains a small microprocessor that measures instantaneous energy consumption and connects as a device on your network. Connect Bert® to water coolers, copiers, TVs, vending machines… just about anything that is plugged into a 15 AMP/ 120 Volt outlet. Each Bert® is named, and can be scheduled individually or in groups. Read About Bert®

Click on the link below to read a white paper describing how the Bert® plug load management system can help control energy costs in your facility.

http://www.bertbrain.com/about 4/18/2013

Appendix G. Samples – DOE Vehicle Cost Calculator Alternative Fuels Data Center: Vehicle Cost Calculator Page 1 of 2

U.S. Department of Energy - Energy Efficiency and Renewable Energy Alternative Fuels Data Center Vehicle Cost Calculator This tool uses basic information about your driving habits to calculate total cost of ownership and emissions for makes and models of most vehicles, including alternative fuel and advanced technology vehicles. Also see the cost calculator ASSUMPTIONS widgets.

Choose vehicles to compare EDIT Clear all

2013 Make Model

Create Custom Vehicle

Fuel Economy Fuel Vehicle Price (City/Hwy) Type

2013 Chevrolet Volt 35/40 mpg Plug-in 4cyl 1.4L Automatic (variable gear ratios) $ 33/36 kWh/100m Hybrid Plug-in Hybrid Tax credit?

2013 Toyota Prius Plug-in Hybrid 51/49 mpg Plug-in 4cyl 1.8L Automatic (variable gear ratios) $ 26/33 kWh/100m Hybrid Plug-in Hybrid Tax credit?

2013 Ford C-MAX PHEV FWD 44/41 mpg Plug-in 4cyl 2.0L Automatic (variable gear ratios) $ 31/37 kWh/100m Hybrid Plug-in Hybrid Tax credit?

2013 Mitsubishi i-MiEV 27/34 kWh/100m Electric Automatic (A1) EV $ Tax credit?

2013 CODA Automotive CODA 44/50 kWh/100m Electric Automatic (A1) EV $ Tax credit?

2013 Ford Fusion AWD 22/31 mpg Gasoline 4cyl 2.0L Automatic (S6) Gasoline $

2013 Toyota Highlander 4WD 17/22 mpg Gasoline 6cyl 3.5L Automatic (S5) Gasoline $

2013 Chevrolet Cruze 22/35 mpg Gasoline 4cyl 1.8L Automatic (S6) Gasoline $

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Fuel Prices Gasoline $ /gal

Tell us how you use your car EDIT

Normal Daily Use Other Trips

Average daily driving distance miles Annual mileage miles

Days per week Percent highway

Weeks per year 49

Electricity Use Percent highway Enter your ZIP code so we can find the electricity price and calculate the emissions from generating electricity in your area. Annual Driving Distance 9800 miles City Distance 9800 miles ZIP Code Highway Distance 0 miles

How often do you plug in your vehicle during normal daily use? Twice a day Daily Every other day

http://www.afdc.energy.gov/calc/ 4/24/2013 Alternative Fuels Data Center: Vehicle Cost Calculator Page 2 of 2

GET RESULTS

Results

Annual Annual Annual Annual Annual Fuel Electricity Fuel/Elec Operating Cost Per Emissions (lbs Vehicle Use Use Cost Cost Mile CO2) 2013 Chevrolet Volt Plug-in Hybrid 14 gal 3,072 $408 $2,551 $0.26 347 kWh 2013 Toyota Prius Plug-in Hybrid Plug-in Hybrid 139 gal 701 kWh $774 $2,917 $0.30 3,449

2013 Ford C-MAX PHEV FWD Plug-in Hybrid 106 gal 1,595 $704 $2,848 $0.29 2,619 kWh 2013 Mitsubishi i-MiEV EV 0 gal 2,646 $291 $2,309 $0.24 0 kWh 2013 CODA Automotive CODA EV 0 gal 4,312 $474 $2,492 $0.25 0 kWh 2013 Ford Fusion AWD Gasoline 445 gal 0 kWh $2,227 $4,371 $0.45 11,029

2013 Toyota Highlander 4WD Gasoline 576 gal 0 kWh $2,882 $5,026 $0.51 14,273

2013 Chevrolet Cruze Gasoline 445 gal 0 kWh $2,227 $4,371 $0.45 11,029

Cumulative Cost of Ownership by Year (Dollars)

This graph shows the cumulative cost of ownership by year for each vehicle, including fuel, tires, maintenance, registration, license, insurance, and loan payment. The tool assumes a five-year loan with a 10% down payment. Year one on the graph represents the 10 percent down payment plus the first year's total operating costs. For more information on this graph and other calculations, see the assumptions page.

Disclaimer: The U.S. Department of Energy (DOE) and the National Renewable Energy Laboratory (NREL) do not endorse any companies or products described on the Vehicle Cost Calculator. Vehicle prices and specifications change frequently. Not all data have been verified by DOE or NREL, which manages the site. Consult a dealer or vehicle manufacturer before making purchasing decisions.

The AFDC is a resource of the U.S. Department of Energy's Clean Cities program.

Contacts | Web Site Policies | U.S. Department of Energy | USA.gov Content Last Updated: 04/24/2013

http://www.afdc.energy.gov/calc/ 4/24/2013 Alternative Fuels Data Center: Vehicle Cost Calculator Page 1 of 2

Choose vehicles to compare EDIT Clear all

2013 Make Model

Create Custom Vehicle

Fuel Economy Fuel Vehicle Price (City/Hwy) Type

2013 Ford F150 Pickup 4WD FFV 16/21 mpg Flex Fuel 6cyl 3.7L Automatic 6-spd FFV $ 11/15 mpg E85 Tax credit?

2013 Ford Expedition 4WD FFV 13/18 mpg Flex Fuel 8cyl 5.4L Automatic 6-spd FFV $ 9/13 mpg E85 Tax credit?

2013 Ford Explorer AWD FFV 17/23 mpg Flex Fuel 6cyl 3.5L Automatic (S6) FFV $ 12/17 mpg E85 Tax credit?

2013 Chevrolet Suburban 1500 4WD 15/21 mpg Flex Fuel 8cyl 5.3L Automatic 6-spd FFV $ 11/16 mpg E85 Tax credit?

2013 Toyota Tundra 4WD FFV 13/18 mpg Flex Fuel 8cyl 5.7L Automatic (S6) FFV $ 9/12 mpg E85 Tax credit?

Clear all

Fuel Prices Gasoline E85 $ /gal $ /gal

Tell us how you use your car EDIT

Normal Daily Use Other Trips

Average daily driving distance miles Annual mileage miles

Days per week Percent highway

Weeks per year 49

E85 Ethanol Use Percent highway For flex fuel vehicles that run on either E85 or gasoline, how often do you anticipate using E85?

Annual Driving Distance 9800 miles Percent E85 use % City Distance 9800 miles Highway Distance 0 miles

GET RESULTS

Results

Annual Annual Annual Annual Annual Fuel Electricity Fuel/Elec Operating Cost Per Emissions (lbs Vehicle Use Use Cost Cost Mile CO2) 2013 Ford F150 Pickup 4WD FFV 613 gal 0 kWh $3,063 $5,206 $0.53 15,166

2013 Ford Expedition 4WD FFV 754 gal 0 kWh $3,769 $5,912 $0.60 18,665

2013 Ford Explorer AWD FFV 576 gal 0 kWh $2,882 $5,026 $0.51 14,273

2013 Chevrolet Suburban 1500 4WD FFV 653 gal 0 kWh $3,267 $5,410 $0.55 16,177

2013 Toyota Tundra 4WD FFV 754 gal 0 kWh $3,769 $5,912 $0.60 18,665

http://www.afdc.energy.gov/calc/ 4/24/2013 Alternative Fuels Data Center: Vehicle Cost Calculator Page 2 of 2

Cumulative Cost of Ownership by Year (Dollars)

The AFDC is a resource of the U.S. Department of Energy's Clean Cities program.

Contacts | Web Site Policies | U.S. Department of Energy | USA.gov Content Last Updated: 04/24/2013

http://www.afdc.energy.gov/calc/ 4/24/2013