Combining Charging Station Installation with Energy Efficiency Upgrades

ELECTRI International—The Foundation for Electrical Construction, Inc.

NEW BUSINESS SECTOR

Combining Charging Station Installation with Energy Efﬁciency Upgrades: An Emerging Market

California Polytechnic State University Lonny Simonian, PE Dr. Thomas Korman, PE David Phillips ELECTRI International The Foundation for Electrical Construction, Inc.

Combining Charging Station Installation with Energy Efﬁciency Upgrades: An Emerging Market

California Polytechnic State University Lonny Simonian, PE Dr. Thomas Korman, PE David Phillips

ELECTRI Council ELECTRI International—The Foundation for Electrical Construction, Inc.

As of June 2012

PRESIDENT’S COUNSEL Jerrold H. Nixon, d. ELECTRI Council 1995–2009 $1,000,000 or more Eric F. Nixon Hugh D. ‘Buz’ Allison, d. ELECTRI Council 1995-2011 Maron Electric Co., Illinois Hugh D. ‘Buz’ and Irene E. ‘Betty’ Allison Trust, Washington NECA Chapters and Afﬁliates Richard W. McBride* Chicago & Cook County The Richard W. and Darlene Y. McBride Trust, California New York City* Albert G. Wendt* Northeastern Illinois Cannon & Wendt Electric Company Northern California Al and Margaret Wendt Trust, Arizona Northern Indiana Puget Sound National Electrical Contractors Association* Southeastern Michigan* Square D/Schneider Electric Western Pennsylvania

PROGRAM GUARANTOR Manufacturers $500,000 or more Eaton Electrical Electrical Contractors Trust of Alameda County Thomas & Betts Corporation McCormick Systems GOVERNORS The Okonite Company $150,000 or more Contractors DIPLOMAT $350,000 or more Arthur Ashley Ferndale Electric Co., Michigan Contractors Stephen Bender Timothy McBride Bana Electric Corporation, New York Southern Contracting Company, California Brian Christopher Oregon City, Oregon NECA Chapters and Afﬁliates Larry Cogburn Boston Chapter Ron L. Cogburn San Diego County Chapter Cogburn Bros. Electric, Inc., Florida Manufacturers and Distributors Rex A. Ferry VEC Inc., Ohio Accubid Systems Clyde Jones Graybar Center Line Electric, Inc., Michigan

Michael Lindheim* ENVOY The Lindheim Family, California $300,000 or more Walter T. Parkes* Maxwell Systems O’Connell Electric Company, New York Robert L. Pfeil, d. ELECTRI Council 1991-2007 REGENTS Richard R. Pieper, Sr.* $250,000 or more PPC Partners, Inc., Wisconsin Contractors Dennis F. Quebe H.E. “Buck” Autrey* Chapel Electric Company, Ohio Ron Autrey James A. Ranck Miller Electric Company, Florida J. Ranck Electric, Inc., Michigan John R. Colson Stephen J. Reiten Houston, Texas M. J. Electric, LLC, Michigan Robert E. and Sharon Doran* Greg E. Stewart Capital Electric Construction, Kansas, Superior Group, A Division of Electrical Specialists, Ohio In memory of Robert E. Doran, Jr. Dan Walsh United Electric Company, Inc., Kentucky

* denotes founding member of ELECTRI’21 COUNCIL (1989–1990) iii COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

NECA Chapters and Afﬁliates Tom Curran Cascade Tom and Alana Curran, Piedmont, California Central Indiana Ben D’Alessandro Illinois* L.K. Comstock & Co., Inc. New York Kansas City Gene W. Dennis Los Angeles County Universal Systems, Michigan Northeastern Line Constructors Robert DiFazio Northern New Jersey DiFazio Electric, Inc., New York Oregon-Columbia Dan Divane Oregon Paciﬁc-Cascade Santa Clara Valley Divane Bros. Electric Co., Illinois, In memory of William T. Divane, Sr. South Florida and Daniel J. Divane III South Texas Randy Fehlman* Gregg Electric, Inc., California Manufacturers and Distributors John S. Frantz Panduit Corporation Sidney Electric Company, Ohio Bradley S. Giles FOUNDERS Giles Electric Company, Inc., Florida $100,000 or more Darrell Gossett ERMCO, Indiana Contractors Frank Gurtz Michael C. Abbott Gurtz Electric Company, Illinois, In honor of Gerald Gurtz Abbott Electric, Inc., Ohio John F. Hahn, Jr.* Gina M. Addeo Peter D. Furness Electric Co., Delaware ADCO Electrical Corporation, New York Michael Hanson John Amaya Hunt Electric Corporation, Minnesota Amaya Electric, Washington Jarrett Hayes Carlos Anastas United Electric Company Inc., Georgia ARS Proyectos, Mexico Ted C. Anton Michael J. Holmes Newkirk Electric Associates, Inc., Michigan Holmes Electric Company. Washington Benjamin Appiah Eddie E. Horton Patraba Electrical Systems, Missouri Dallas, Texas Ted N. Baker Mark A. Huston Baker Electric, Inc., California Lone Star Electric, Texas Troy Beall Brian Imsand* B&D Industries Inc., New Mexico Dillard Smith Construction Company, Tennessee Michael Boggs Thomas G. Ispas Boggs Electric Company Inc., Texas Daniel’s Electrical Construction Company, Inc., California Spencer Bolgard Mark Ketchel Cooper U.S., Texas Truland Walker Seal Transportation Virginia D. R. “Rod” Borden, Jr.* Max N. Landon Tri-City Electric Co., Inc., Florida McCoy Electric, Oregon Daniel Bozick Donald W. Leslie, Sr., d. ELECTRI Council 1994-2010 Daniel’s Electrical Construction Company, Inc., California Johnson Electrical Construction Corporation, New York Scott Bringmann David MacKay Alcan Electrical & Engineering, Inc., Alaska Edward G. Sawyer Company, Inc., Massachusetts Larry Brookshire* Richard J. Martin* Fisk Acquisition, Inc., Texas Motor City Electric Co., Michigan Jay H. Bruce Roy C. Martin Bruce & Merrilees Electric Co., Pennsylvania Triangle Electric, Michigan Richard L. Burns* Howard Mayers Burns Electric Company, Inc., New York Mayers Electric Company, Ohio Lawrence H. Clennon Mark J. Mazur Clennon Electric, Inc., Illinois MJM Electric Inc., Florida Ben Cook Ben and Jolene Cook, Brownwood, Texas James C. Mc Atee Electric Power Equipment Company, Ohio Michael G. Curran Edward T. McPhee, Jr. Red Top Electric Company Emeryville, Inc., California, In honor of George McPhee, Ltd., Connecticut T. and Mary K. Curran iv ELECTRI Council

David McKay Jack W. Welborn MONA Electric Group, Maryland Electrical Corporation of America, Missouri Todd A. Mikec David A. Witz Lighthouse Electric Company, Inc., Pennsylvania Continental Electrical Construction Co., Illinois William R. Miller Robert M. Zahn Miller Electrical Construction, Inc., Pennsylvania Chewning & Wilmer, Virginia Thomas Morgan, Sr. Harrington Electric Co., Ohio NECA Chapters and Afﬁliates Harvey Morrison Alaska Pritchard Electric Co., West Virginia AMERIC Foundation (Mexico) Joel Moryn American Line Builders Chapter Parsons Electric Company, Minnesota Arizona Skip Perley Atlanta TEC-Corp/Thompson Electric Co., Iowa Canadian Electrical Contractors Association In memory of Alfred C. Thompson Central Ohio David Pinter Dakotas Zwicker Electric Company, Inc., New York Eastern Illinois Carl J. Privitera, Sr. Electrical Contractors Trust of Solano & Napa Counties Mark One Electric Company, Inc., Missouri Greater Cleveland Sonja Rheaume Greater Sacramento Christenson Electric, Inc., Oregon Greater Toronto Electrical Contractors Phillip G. Rose Kansas Roman Electric Company, Wisconsin Long Island Franklin D. Russell Michigan Bagby & Russell Electric Co., Alabama, In memory of Milwaukee Robert L. Russell Minneapolis Tim Russell Missouri Valley Line Constructors R.W. Leet Electric, Inc., Michigan North Central Ohio Frederic B. Sargent North Florida Sargent Electric Co., Pennsylvania North Texas Joe Satterﬁeld Penn-Del-Jersey Allison Smith Company LLC, Georgia San Francisco Tim Schultheis Southeastern Line Constructors Schultheis Electric/TSB Inc., Pennsylvania UNCE-Union Nacional de Contructores Rocky Sharp Electromecanicos, A.C.(Mexico) Carl T. Madsen, Inc., Washington Washington D.C. Travis A Smith West Virginia-Ohio Valley Jordan-Smith Electric, West Virginia Western Line Constructors Pepper Snyder Wisconsin Sprig Electric Company, Inc., California Herbert P. Spiegel A tribute in memory of Flora Spiegel, Corona Industrial Manufacturers and Distributors Electric, California Advance/Philips Electronics Robert Spinardi Crescent Electric Supply St. Francis Electric, California GE Lighting Jeff Thiede Greenlee / A Textron Company Oregon Electric Construction, Oregon Legrand North America Leviton Manufacturing Ronald J. Toomer Lutron Electronics Co., Inc. Toomer Electrical Co., Inc., Louisiana Milwaukee Electric Tool Corporation Rob Truland Ruud Lighting Truland Systens Corporation, Virginia Thomas Industries, Inc. Gary A. Tucci Werner Company Potelco, Inc., Washington Robert J. Turner II Other Partners Turner Electric Service, Inc., Michigan Focus Investments Advisors Angelo Veanes MCA, Inc. Ferguson Electric Construction Co., New York Oles Morrison Rinker & Baker LLP Steve Watts San Diego Gas & Electric CSI Electrical Contractors Inc., California Brad Weir Kelso-Burnett Company, Illinois

v COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

Acknowledgements

The authors wish to thank the electrical contractors who participated on the Task Force for this research. Task Force members include:

Benjamin Appiah Patraba Electric Jennifer Mefford Southeastern Michigan LMCC Jeff Cardwell Huston Electric Todd Mikec Lighthouse Electric Hansy Charlier Thomas and Betts Mir Mustafa NECA Brian Damant Central Ohio Chapter NECA Larry Navarrete Excellence Electric Jim Feeney Thomas & Betts Dennis F. Quebe Chapel Electric Co. LLC John Frantz Sidney Electric Alan Rader Leviton Pete Gray Square D/Schneider Electric Sonja Rheaume Christenson Electric Steven Horst Graybar Tim Speno Milwaukee Tool Mike Jurewicz Santa Clara Valley Chapter, NECA; Sprig Electric Greg Stewart The Superior Group Ken MacDougall Penn-Del-Jersey Chapter NECA Erika Teneyck NAED Giovanni Marcelli Accubid Systems

This ELECTRI International research project has been conducted under the auspices of the Research Center. ©2012 ELECTRI International—The Foundation for Electrical Construction, Inc. All Rights Reserved The material in this publication is copyright protected and may not be reproduced without the permission of ELECTRI International.

vi Table of Contents

1. Background ...... 1 1.1 Introduction ...... 1 1.2 Growth Forecast ...... 1 1.3 EV and PHEV Charging Stations ...... 3 1.4 Current Industry Speciﬁcations ...... 4 1.5 Research Goals ...... 9 2. Identify Potential Clients and Locations ...... 11 2.1 Scope ...... 11 2.2 Approach ...... 11 3. Develop a Marketing Plan and Pricing Model ...... 17 3.1 Scope and Approach ...... 17 3.2 On-Site Energy Generation Options ...... 26 4. Support a Framework for Education and Training ...... 31 4.1 Scope and Approach ...... 31 4.2 Impact of Electric Vehicles to Existing Codes ...... 32 4.3 Training and Education for Charging Equipment Installation ...... 36 References ...... 39

Appendicies are available online at www.electri.org/research/chargingstation

vii

1. Background

1.1 Introduction Plug-in vehicles fall into one of two main categories: Plug-in Hybrid Electric Vehicles (PHEVs) or Plug-in Electric Vehicles (PEVs) sometimes referred to as Battery Electric Vehicle (BEVs). PEVs / BEVs are all-electric vehicles with no internal combustion engine (ICE). Collectively, all of these are more commonly referred to as Electric Vehicles (EVs). Both categories of electric vehicles differ from fossil fuel-powered vehicles in that they are able to consume electricity which could be generated from a wide range of sources, including fossil fuels, nuclear power, renewable sources (such as tidal, solar, or wind power) or any combination of these. A plug-in hybrid’s all-electric range is designated as PHEV-[miles] or PHEV [kilometers] km in which the number represents the distance the vehicle can travel on battery power alone. For example, a PHEV-20, also designated as a PHEV32km, can travel twenty miles (32 km) without using its combustion engine. The Energy Independence and Security Act of 2007 deﬁnes a plug-in electric drive vehicle as one that: draws motive power from a battery with a capacity of at least 4 kilowatt hours can be recharged from an external source of electricity for motive power, and is a light-, medium-, or heavy-duty motor vehicle or non-road vehicle. This distinguishes PHEVs from regular hybrid cars mass marketed today, which do not use any electricity from the grid. The Institute of Electrical and Electronics Engineers (IEEE) deﬁnes PHEVs similarly, but also requires that hybrid electric vehicle have the ability to be driven at least ten miles (16 km) in all-electric mode (PHEV-10; PHEV16km), while consuming no gasoline or diesel fuel. General Motors is referring to its Chevrolet Volt series plug-in hybrid as an “Extended-Range Electric Vehicle”.

1.2 Growth Forecast A recent study by Pike Research1 forecasts that almost one million PHEV and PEV charge points will need to be installed in the United States by 2015, with approximately one-third of these being non-residential charging units. By comparison, the EV Charger Maps website2 states that as of the end of 2010, California contained less than 400 non- residential charging stations. A list of manufacturers and car models3 (current and projected) for both PEVs and PHEVs is shown in Table 1-1 (next page). According to the Solar Energy Industries Association (SEIA) Year in Review, April 2009, the total U.S. solar electric capacity exceeded 2,000 megawatts (MW) in 2009, as installations added 481 MW of capacity. Despite the economic downturn, the pace of new installations grew 37% in 2009 over 2008, and more than 6,000 MW of installations were in

1 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

the pipeline at the beginning of 2010. SEIA also reports that photovoltaic module prices have fallen 40% in less than two years, from $3.50–$4.00 per watt in mid-2008 to $1.85–$2.25 per watt in the ﬁrst quarter of 2010. The cost of installation

Table 1-1: Manufacturer Release of PEVs and PHEVs

Year Manufacturer/Model 2010 2011 2012 2013 2016 Plug-in Electric Vehicles (PEV) s-ITSUBISHII X s.ISSAN,%!& X s&ORD42!.3)4CONNECTELECTRIC X s4ESLA-OTORS2OADSTER3PORT X s:ERO-OTORCYCLES:ERO3 X s"RAMMO%NERTIA X s4(.+#ITY X s#ODA!UTOMOTIVE3EDAN X s4ESLA-OTORS-ODEL3 X s&ORD&OCUSELECTRIC X s"-7!CTIVE% X s&IATMINICAR X s!UDIE TRON X s(ONDA&IT%6 X s!UDI2%6 X s-ERCEDES3,3% #ELL!-' X s6OLKSWAGEN'OLF"LUE E MOTION X s"-7I X s4ESLA-OTORS%6 X Plug-in Hybrid Electric Vehicles (PHEV) s#HEVY6OLT%XTENDED2ANGE%6 X s4OYOTA0LUG IN(YBRID X s"9$&$-0LUG IN(YBRID X s4OYOTA0RIUS0LUG IN(YBRID X s"RIGHT!UTOMOTIVE)$%!0LUG IN(YBRID X s&ORD%SCAPE0LUG IN(YBRID X s&ORD# -!8%NERGI X s"-76ISION X s"-7I X s#ADILLAC#ONVERJ X

2 1. BACKGROUND

has also fallen by about 10%, and incentives from all levels of government have further defrayed costs. The cost of PV system electricity has dropped, with grid-connected PV systems selling for approximately $0.20-0.50 cents per kWh. With the decreased cost for installation of PV’s and the expected exponential growth of PHEV charging stations, a sizeable market for electrical construction contractors exist when combining the installation of these charging stations with additional services. Residential charging stations are forecast to increase by more than 650,000 units over the next five years and will offer great potential for smaller contracting firms when combining this work with a photovoltaic system installation. However, even more opportunity exists for installation of commercial charging stations, where electrical contractors could assist building owners by concurrently conducting facility energy audits while installing vehicle-charging stations. The cost to an owner to install the stations could be more than offset by the energy efficiency savings, and the charging stations could be an incentive for customers who drive electric vehicles, thereby generating additional income. Due to the increase in PV efficiency, owners and facility managers will see a decrease in the installed cost of PVs, and these installations can be a visible reminder of a company’s commitment to the environment. Furthermore, due to the rapid charging capability of the latest Level 3, 480 volt charging stations–that can boost a typical electric car most of the way to full in just 30 minutes–potential new markets for business development exist with rental car agencies and retail facilities, including: hotels, supermarkets, restaurants, coffee shops, shopping malls, etc., as drivers will need locations to charge their vehicles. Cracker Barrel restaurants are taking the lead with 24 electric charging stations (half of them DC Level 2 / DC Fast Charging) in a Tennessee triangle that includes Nashville, Knoxville and Chattanooga. This study will focus upon analyzing market sectors for businesses that have locations where an energy audit can be conducted, and PV modules and electric charging stations for PHEV can be installed. According to Zpryme Reports4, the number of electric vehicle charging stations (with multiple charge points) is expected to grow by 40% annually within the next five years. The projection demand for Level 2 and 3 charging stations is shown in Table 1-2. Annual new charging service users are projected to grow by 40.4% annually from 2011 to 2016, from 27,600 to 150,400. The cumulative total number of charging service users is projected to grow from 39,800 in 2011 to 574,900 million in 2016.

1.3 EV and PHEV Charging Stations Electric vehicles typically charge from conventional power outlets or dedicated charging stations. Depending on the voltage and current type available, the process may take only a fraction of an hour to several hours. Charging industry standards are addressed in Section 1.4. Since the charging voltage is limited to 240V for residential applications, the process will usually occur overnight for many hours. If a large proportion of private vehicles were to convert to grid electricity it would increase the demand for generation and transmission, and consequent emissions; however, overall energy

Table 1-2: Growth of US Electric Vehicle Charging Stations

Number of Charging Stations Type of Charging 2011 2016 Annual % Home (level 2) 25,400 125,900 38 Public (level 2) 13,600 81,300 43 Fast (level 3) 2,200 13,500 44

3 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

consumption and emissions would diminish because of the higher efficiency of electric vehicles. It is conceivable that the existing power plant generation and transmission infrastructure has sufficient capacity, assuming that most charging would occur overnight, using the most efficient off-peak base load sources. One concern, however, is that the distribution system, and specifically distribution system transformers, will be undersized to accommodate the needs of EV nighttime charging. Both the Chevy Volt and Nissan Leaf ship with a 120V cable that plugs into a standard outlet. 240V Level 2 charging is only attained through installation of a charging station, and this trend may well carry on to the other manufacturers who are beginning to enter the market. Both manufactures recommend having a licensed electrician install the Level 2 station, and charging stations are provided by a third party partner, AeroVironment in the case of the Leaf5 and SPX in the case of the Volt6. Due to the rapid charging capability projected for a DC Level 2 or DC Fast Charging stations—charging a typical electric car in under 30 minutes—a large commercial growth is forecast for rental car agencies and retail facilities, including: hotels, supermarkets, restaurants, coffee shops, shopping malls, etc., as drivers will need locations to charge their vehicles.

1.4 Current Industry Speciﬁcations

1.4.1 Standards and Levels In 1994, EPRI defined three EV charging levels: Level 1 is 120 VAC, 12A or 16A, Level 2 is 240VAC, 40A, and Level 3 is 480 VAC7. Today, however, there is debate as to the definition of current charging “levels”. For example, the “Plug In Michigan” website8 lists specifications for AC and DC levels 1 and 2, but claims Level 3 is TBD for both currents. Other sources, such an article from EVS249 indicate that level 3 is DC up to 500A and 600V, however, the plugin cars web site contends that “today, Level 3 means proprietary DC charging hardware.”10 This paper uses the SAE terminology below. The Society of Automotive Engineers (SAE) Standard J 1722, “Electric Vehicle Conductive Charge Coupler”, released January 2010, defines AC Level 1 as 120V single phase, 12A or 16A; AC Level 2 as 240V single phase up to 80A, and AC Level 3 as TBD11, The SAE also has identified DC level 1 charging as 200-450V DC up to 80A, DC Level 2 charging as 200- 450V DC up to 200A, and DC Level 3 charging as 200-600V DC (tentative) up to 400A (tentative)12. Another standard is the International Electrotechnical Commission (IEC) 61851. This standard defines 4 charging “modes” with VAC up to 690V and VDC up to 1,000V13. Finally, there is also a DC charging system called “CHAdeMO” (an abbreviation of “CHArge de Move”, equivalent to “charge for moving”) which is the trade name of a quick charging method for battery electric vehicles that is in use in Japan. This system allows VDC up to 500V and 125A. CHAdeMO has suggested that SAE adopt their system as a DC Fast-Charging standard. These standards are summarized in Table 1-3.

1.4.2 Battery Capacity and Charging Speed The Nissan Leaf is a PEV while the 2012 Prius is available as a PHEV; the Chevy Volt is a PHEV, but conﬁgured more toward electric operation than the Prius. The Ford Transit Connect EV is a commercial utility van PEV. Battery sizing varies by size and type of vehicle:

4 1. BACKGROUND

Table 1-3: Current Industry Speciﬁcations

Standard Level EPRI SAE (AC) SAE (DC) IEC CHAdeMO 1 120 VAC, 120V single phase, 200-450 V 12A or 16A Conﬁguration current 12A16A Rated current 80A Conﬁguration power 1.441.92 kW Rated power 36 kW 4 charging 2 240VAC, 240V single phase 200-450 V “modes” with VDC up to 40A Rated current 80A Rated current 200A VAC up to 500V and Rated power 19.2 kW Rated power 90 kW 690V and VDC 125A 3 480 VAC TBD 200-600 V? up to 1,000V Single or three phase? Rated current 400A? Rated power 240 kW?

Transit Connect EV has the largest battery at 28 kWhr Leaf at 24kWhr Volt at 16kWhr, and Prius slated for 5.2kWhr. By comparison, a more limited production specialty car, such as the Tesla Roadster, might have a battery as large as 56kWhr14. By comparison, a representative street legal electric motorcycle, the Zero S, has a much smaller 4.4kWhr battery pack. The range associated with the above electric-only vehicles, based on product literature, is as follows: 50 to 80 miles for the Transit Connect EV15 62 to 138 miles for the Leaf16, 245 miles for the Tesla, and 43 miles for the Zero S17. As stated in the Leaf’s specifications, the range can vary greatly depending on driving habits, use of accessories such as air conditioning, and environmental conditions. By comparison, ranges of 200 to 400 miles for combustion engine only cars and vans, and 100 to 200 miles for motorcycles, are typical. The Leaf has a 3.3kW onboard charger for its first year of production, and the option to install a 50kW DC charging port that is compatible with CHAdeMO. The Leaf is scheduled to have a 6.6kW charger for its second year, and its home- installed charger–currently rated at 40A – is expected to remain the same for the second production year. For comparison, the Tesla has a 70A charger, the Transit Connect EV’s is 30A18, and the Volt’s is 16A. Based on a stated charge time of about 7 hrs using the Leaf’s 3.3kW charger, the 6.6kW should charge a fully depleted battery in about 3.5hrs. This is similar to the stated charging time of 4 hrs for the Volt’s Level 2 charger, and 3.5 hrs for the Tesla’s Level 2 “High Power Wall Connector.” The Transit Connect EV takes 6 to 8 hours for a full charge19 with the Level 2 charger, while the Zero S takes 2.3 to 4 hours, depending on the vehicle options. A summary of the above PEV vehicle specifications are shown in Table 1-4 and PHEV specifications are shown in Table 1-5 (next page).

5 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

1.4.3 Speculative Analysis As noted above, with the exception of the Tesla, the current PEVs’ range is about one-quarter to one-half of what would probably be expected from an ICE counterpart. As electrical energy storage technology progresses, manufacturers may aim for ranges similar to those of ICE vehicles, to ease customers’ “range anxiety.”22 Assuming efficiency does not increase significantly, this will require energy capacities of around 50 to 70kW-hr. If these target capacities are met, AC Level 2 chargers will require approximately 6 to 12kW of power to meet the common 6 to 8 hour charging time, and 12 to 24kW to meet the more aggressive 3 to 4 hour times. The upper end of the latter power requirements exceeds the current SAE AC Level 2 rating. These increased charging requirements will impose a significantly higher load challenge on homes and the grid. The CHAdeMO standard can provide 62.5kW, which would require more than 1 hour to recharge a fully depleted battery at the upper end of the predicted scale. If manufactures attempt to achieve recharging times comparable to ICE vehicle refueling, charging power greater than 100 kW may be necessary. JFE engineering claims to be developing a system that has a charging current of 500 to 600A and will charge current PEVs to 50% of battery capacity in 3 minutes and 70% in 5 minutes. The system uses two batteries for charging; one that is capable of a rapid discharge, coupled with another high-capacity battery that continuously draws energy from the grid at a lower rate, reportedly 20kW, and feeds this energy to the rapid discharge battery.23

1.4.4 Electrical Infrastructure Implications Load management will be a critical concern and will vary between geographical areas. For example, a comparison was made of the amount of PEV registration from 2004 to 2008 for two different locations served by the same utility. The

Table 1-4: Summary of PEV Vehicle Speciﬁcations

Charge Power Vehicle Type Battery Capacity (max rated capacity / Charge Time Range stated charge time) Zero S Motorcycle 4.4kWhr (1.9)kW 2.3hrs 43mi Leaf Sedan 24kWhr 3.3 to 6.6 (3 to 6.8kW 3.5hrs 62 to 138mi Transit Connect EV Van 28kWhr (3.5 to 4.7)kW 6 to 8hrs 50 to 80 mi Tesla Sports Car 56kWhr (16)kW 3.5hrs 245mi

Table 1-5: Summary of PHEV Vehicle Speciﬁcations

Charge Power [max rated Total Range per Battery Capacity Charge Time Vehicle Type capacity / stated charge time] Tank (Electric (useable) (Level 1) (based on useable) Only) [EPA] Volt Sedan 16 (10.4)kWhr 3.3 [4 (2.6)] kW 4hrs 375 ([35])mi Prius Sedan 5.2 (3.8)kWhr [3.47 (2.53)] kW 1.5hrs 475 (14)mi F3DM20,21 Sedan 16kWhr [2] kW (8)hrs 360 (40-60)mi

6 1. BACKGROUND

towns are located less than 200 miles apart, however, the amount and percentage of registration indicate a significant variation, as shown in Table 1-6. Furthermore, research24 has shown that when offered a choice, customers prefer a quicker, Level 2 charge at a greater ampacity, rather than an extended charge time, as shown in Figure 1-1. This figure indicates that while the typical Level 1 charge draws less than 50% of the typical power (1.5 kW) of a Berkeley customer, a Level 2, 30A charge draws about the same amount of power (6.5 kW) as a customer located in Fresno. Assuming that EVs will be in located in geographical clusters (per Table 1-6), localized distribution stresses may occur. This situation will be compounded if customers elect to have quicker, Level 2 charging stations at a greater ampacity (per Figure 1-1). If the electrical grid is set up for two-way electricity exchange, then this impact may be mitigated. Charging habits also will be influenced by Time of Use (TOU) metering rates. If commercial stations with rapid charging (in excess of the current SAE Level 2 rating) adopt battery systems similar to the two battery system described in Section 1.4.3, and

Table 1-6: Comparison of PEV Registration in Two Locations

Amount of New Amount of PEV Percentage of PEV to Median Amount of PEV Location Registrations Registrations New Registrations Registrations Within Zip Code Fresno, CA 83,000 2,000 2.4% 11 Berkeley, CA 14,000 2,500 18% 212

Figure 1-1: Prius Charging and Increase in Electrical Load for PG&E Customers

7 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

they are conﬁgured for two-way exchange of power, then this capacity may also help ease local electrical distribution problems. Another factor of consideration is the implications of households with more than one EV. Will this increase the likelihood of both vehicles being charged from Level 2 stations? Since it takes most of the overnight hours to charge one vehicle using a Level 1 charging station, will two EV’s drive most households toward back-to-back Level 2 overnight charging? Or would this scenario result in multiple single-family charging stations with the ensuing safety implications from the increased demand such situations would induce? Finally, the type of rate structure allowed by the local utility is also a factor of consideration. Within the PG&E service territory25, two electric vehicle rate options are available for PEV or PHEV customers: E-9A: Single meter option providing one baseline amount and rate that is shared by both the home and vehicle, as shown in Figure 1-2. E-9B: Two meter option providing two baselines, and two potentially different rates; one for the home and a second meter for the vehicle, as shown in Figure 1-3. The single meter option is predominately preferred by the majority of customers due to the large initial expense ($2k-10k) required for the additional meter and support equipment. Modiﬁcations to PG&E EV rates were recently submitted and have been approved by the California Public Utility Commission (CPUC). These rate changes may affect the decision by customers in choosing between the two metering options.

Figure 1-2: Residential Single Meter Option

8 1. BACKGROUND

The geographical clustering of charging stations, charging voltage / duration preferences, and rate structure / metering options collectively result in the potential for a wide range of implications for electrical infrastructure wiring, overcurrent protection, and load management. Hopefully, clarity will develop as battery technology improves, utility costs are determined, and customer desires become more deﬁned.

1.5 Research Goals The overall goal of the research is to analyze market sectors for businesses that have multiples locations where energy audits can be conducted and where PVs and electric charging stations for PHEVs can be installed. The research will be conducted with the following research objectives: 1. Identify potential clients and locations, 2. Develop a marketing plan and pricing model for electrical contractors for marketing purposes, and 3. Develop a framework for a certiﬁcation program that would be created to certify PHEV charging station installers

Figure 1-3: Residential Two Meter Option

2. Identify Potential Clients and Locations

2.1 Scope Our ﬁrst objective was to identify potential clients and locations that may beneﬁt from energy audits: where an energy audit can be conducted, PV’s can be installed, and electric charging stations for PHEVs can be installed. According to Walmart CEO Lee Scott26, “Imagine your customers pulling into your parking lot, and seeing wind turbines and solar panels, and being able to charge their cars while they shop. I think that would make them feel good about shopping at your stores.”

2.2 Approach The project team leveraged the work already completed under the DOE grant for public charging stations installations, where approximately 15,000 charging station will be installed in Arizona, California, Oregon, Tennessee, Texas, Washington state, and Washington D.C. The DOE grant will deploy more than 8,000 electric vehicles, and those who buy the electric vehicles are eligible to have free charging stations installed in their homes. The data collected from the DOE study includes the owner of the charging station, location, whether the station is public or privately owned, and EV charging level. Research activities included: Determining the total amount of PHEV charging stations currently installed Compiling a database of these existing stations, sorting by owner, location (address, city, state, and zip code), public versus private ownership, and EV charging level Determining the total amount of new charging stations that will need to be installed, based upon projections from automobile manufacturers, PHEV charging station manufacturers, and industry analysts Conducting an internet survey to identify companies that are deploying public access electric vehicle supply equipment (EVSE) to determine the amount of resources being devoted, the motive, and the likelihood of accelerated deployment in the future. 2.2.1 Amount of EV Charging Stations A list of electric vehicle charging stations planned for 2012 is available at: http://www.nissanusa.com/leaf-electric-car/ index#/leaf-electric-car/chargingMap/index. A good resource for the current number of installed charging stations can be found at http://www.afdc.energy.gov/afdc/fuels/stations_counts.html. This is the US Department of Energy’s (DOE) Alternative Fuels and Advanced Vehicles Data Center (AFDC) website. The site counts stations that have Level 1 or 2 stations that conform to the NEMA 5-15, NEMA 5-20, or J1772 standards, and excludes residential stations. The data

11 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

comes from the DOE’s National Renewable Energy Laboratory (NREL). Stations are contacted before they are added to the database initially, and the NREL contacts them once a year thereafter to verify the location is still a valid charging station. Appendix B (available at www.electri.org/research/charging station) includes a database from AFDC data. As of July 31, 2011, the AFDC reports that there are 3,154 installed stations. This can be contrasted with the earlier ﬁgure of 13,600 installed public stations, as cited in the Zpryme report, to show the wide range of station numbers data. Some of this discrepancy is due to the different criteria by which stations are counted, and more rigorous sites such as ADFC will report fewer stations then a less rigorous, more user-driven site like http://www.evchargernews.com/. The driver of charging station installations is PEV and PHEV sales, and projection estimates of these vary widely as well. Zpryme estimates 104,200 in 2011 and 730,700 in 2016. The DOE’s One Million Electric Vehicles status report estimates 45,600 EVs in 2011 and 1,222,200 by 201527. Finally, a report by the Center for Automotive Research (CAR) drew upon estimates by JD Power and HIS Global Insight to forecast 27,000 vehicles for 2011 and 496,000 for 2015. Pike Research estimates that there will be just fewer than 1 million charging locations in the US by 2015, and 1.5 million by 201728, and that 64% of these will be residential. This can be compared to the Zpryme estimate of 220,700 AC and DC Level 2 stations by 2016, about 57% of which are home-based. The data in the previous two paragraphs can be correlated by dividing the number of vehicles by the number of charging stations, yielding a range of 1.04 to 2.52 PEVs / station based on the Pike Research estimate of total charging locations. A report by Accenture estimates 2 stations per vehicle at full deployment. It is difﬁcult to make this comparison to the AFDC or Zpryme data because they exclude residential and Level 1 stations, respectively. Table 2-1 uses the

Table 2-1: Charging Station Forecast

12 2. IDENTIFY POTENTIAL CLIENTS AND LOCATIONS

correlation to establish the range boundaries for the number of charging stations forecast. The number of cars from each estimate is used as a base, and then multiplied by 2.5. The Pike Research data is used without modiﬁcation.

2.2.2 Location of EV Charging Stations According to the AFDC data, the largest concentration of EVs by state is located in California, which has almost 32% of the total. The next largest concentration by state is located in Washington, which has just over 10% of the total. The CAR report makes the case that initially, the manufacturers will set the location of the vehicle introductions, and thus the locations of charging stations, based on their preferred release markets. As the vehicles become available over a greater area, interest in adoption of the technology by consumers will determine where the vehicles end up. The CAR report also makes the case that PEVs and PHEVs may follow a similar adoption pattern as the HEVs in the early stages of HEV adoptions. Figure 2-1, below, uses data taken from the CAR report and is a visual representation of HEV registrations as a percentage of the total HEV fleet. By normalizing the data, adoption of PEVs and PHEVs by state can be adopted based on any of the growth forecasts in Section 2.2.1. Appendix C (available at www.electri.org/research/chargingstation) is a forecast of charging installations by state using this methodology. More specific location data on clusters of charging stations can be found using Google Maps through various websites, which tailor to maps based on each sites database. Google entered into a partnership with the DOE and charging stations in the NREL’s database can be displayed on Google Maps.29 When this feature is accessed through the AFDC website, it appears to filter the data differently than doing a search in Google Maps. It seems to display only the sites within the NREL database. The Google Maps website will display anything with similar keywords.

Table 2-1: Percent of Vehicle Registrations

13 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

A third website, http://www.evchargernews.com/ also uses Google Maps to display charging station locations. It returns similar results to a Google Maps search, but allows the user to select the charging system. It also has a database that appears user driven. Figures 2-2 to 2-4 demonstrate the different output of the various websites discussed above.

2.2.3 Commercial Adoption of Charging Stations An internet survey was performed to identify companies that are deploying public access electric vehicle supply equipment (EVSE). The goal was to ascertain the amount of resources being devoted, the motive, and the likelihood of accelerated deployment in the future. Marriott30 has deployed a total of 23 Level 2 charging stations at 12 different hotels, and it plans to add 10 more stations to eight more hotels by the end of 2011. Furthermore, Marriott said “every possible effort” would be made to accommodate customers that request Level 1 charging where Level 2 is not available31. The Sacramento Bee quotes Rob Bahl, Marriott’s vice president of engineering and facilities in the Americas as saying: “Marriott is excited about the advancements in green travel options and we want to support our guests who are making electric vehicle choices. Adding EV charging stations is just one of Marriott’s initiatives supporting our ‘Spirit to Preserve’ environmental efforts/goals.”32 Tampa Bay Online reports that Publix Super Markets has installed a charging station at one of its locations and plans to install 10 more in 2011. The company “is anticipating future demand for electric vehicles locally.”33 As noted in Section 1.2, Cracker Barrel is also installing multiple charging stations.

Figure 2-2: Nissan USA Charging Station Locations (Source: Google Maps)

14 2. IDENTIFY POTENTIAL CLIENTS AND LOCATIONS

Figure 2-3: DOE Alternative Fuels and Advanced Vehicles Data Center Charging Station Locations (Source: Google Maps)

Figure 2-4: EV Charger Station Locations (Source: Google Maps)

15 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

Hertz and Enterprise both rent PEVs and PHEVs. This indicates that these companies will need to add charging stations to their facilities as they expand availability of the vehicles.

2.2.4 Charging Station Manufacturers As mentioned earlier, Chevy and Nissan offer AC Level 2 chargers from a third party. Ford appears to be doing the same thing with its Focus Electric, with an AC Level 2 charger offered through Best Buy.34 Each manufacturer offers a variety of chargers. For example, SPX has two Volt speciﬁc options, a permanent mounted charging station, and a station that plugs into a 240V outlet. They also offer two additional charging stations that are only available through incentive programs.35 In addition to AeroVironment, many other manufacturers are now offering EVSE, such as charging stations, including: EVSE Inc. at http://evse.controlmod.com/ Control Module Industries at http://www.controlmod.com/ Plugless Power at http://www.pluglesspower.com/unleash/# Some of these manufacturers, such as Plugless Power appear to be going for a unique product. In their case, it is a wireless drive on charging system, in which the PEV or PHEV is ﬁtted with an inductive charging system, and a drive- over mat is installed in the customer’s garage.36 Other manufacturers, like AeroVironment, are offering a wide variety of charging stations for residential, commercial, and industrial settings. Some companies, such as GE37 and Mitsubishi38, are developing and deploying carports with grid-tied PV and EV charging stations integrated. The PV energy offsets the EV and carport lighting energy draw, and any excess energy is supplied to the grid.

16 3. Develop a Marketing Plan and Pricing Model

3.1 Scope and Approach Our second objective was to develop a marketing plan and pricing model for electrical contractors for marketing purposes. To accomplish this objective we: Gathered data from rental car agencies on typical driving patterns and analyzing the rental car data Examined retail businesses that have shown an interest in promoting PHEV charging stations; current businesses have included restaurants (such as Cracker Barrel), warehouse retail (such as Costco and Walmart), big box/ shopping mall (such as Best Buy). Examined other retail businesses which may be a good ﬁt for PHEV charging station installation, such as hotels, supermarkets, and coffee shops Explored partnering opportunities amongst different retail customers Developed cost models for installations of PV modules (by facility type, square footage, etc.) Developed pricing models 3.1.1 Charging Station Costs Some cost data from a survey of news items about level 2 AC charging station installations are provided below. The chargers in Florida were funded by the ChargePoint America program and the installation costs were paid by the city. The West Virginia chargers were paid by the owner, and the New Jersey charge stations were paid with grants. Clearwater, FL–$8,000 for a two-vehicle unit and $1,500 for installation at a parking garage39 Huntington, W. Va–$6,385 for two charging stations at a McDonalds restaurant40 New Jersey–$5,000 per unit41 at various locations For comparison, unit and installation costs for level 2 AC residential charging stations are given below: Charge station developed with Leviton for the Ford Focus Electric–$1,499 estimated Voltec home charging station for the Chevy Volt–$490 unit price, $1,475 installation AeroVironment charger for the Nissan LEAF–$220042 Finally, the GE carports with EV charging and PV panels mentioned in the Charging Station Manufacturers section are reported to cost between $29,000 and $1.18 million43. As noted above, some current charging station installations are being funded by grants or other resources. Some examples of these programs are listed below.

17 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

The DOE offered $5 million to local governments and private companies to deploy EV infrastructure44 ChargePoint America is establishing EV charging infrastructure in nine regions and that is funded by the Transportation Electriﬁcation Initiative, which is administered by the DOE with funds from the American Recovery and Reinvestment Act45 The EV Project was started in 2009 to deploy approximately 14,000 chargers. This program is operated by ECOtality and is one-half funded by the DOE.46 3.1.2 Driving Habits and Travel Distance The DOE’s 2008 Charging Infrastructure Review47 based upon the 2001 National Household Travel Survey calculates that the average PHEV would need to have approximately 40 miles of charge-depleting range to avoid gasoline-only operation during the average household’s daily driving routine, assuming no charging stations are available other than in the home. While the average overall daily trip is only 32.73 vehicle miles per driver, the report considered the trend that newer vehicles are driven farther on average to reach the 40 mile estimate. The report also notes that a charge depleting range of only 13 miles is estimated to be needed if public charging infrastructure is available. The average daily vehicle miles traveled (VMT) has actually decreased in the 2009 survey to 28.97 miles, so the 40 mile range is probably still valid, and may be conservative48. Most of the PEVs intended for personal use currently available or planned will be capable of traveling the full 40 miles without needing a charge. A 2003 report on holiday travel habits49 found that 56% of the holiday travels in personal vehicles was for distances greater than 100 miles. Mean trip length is reported as 261 miles. In general, PEVs would require at least one charging station en route to complete trips of this length. Vehicle rental businesses that rent electric vehicles and cater to holiday travel may have incentives to support public charging infrastructure along popular routes for this reason.

3.1.3 Land Use Trip Generation Trip Generation is a collection of information about vehicular traffic that is generated by different land uses. There are many sources of trip generation; however, the most prominent being the Institute of Transportation Engineers (ITE), which has conducted many studies to determine how many vehicles enter and exit a site devoted to a particular land use. The process for a typical trip generation study includes a selection of several (usually four to seven) sites that can be categorized as having the same land use. Next, data regarding various characteristics of these sites is collected. Data collection varies according to the specifics of the subject land use. The collected data includes several different physical parameters attributed to the subject site such as location, lot size, structure size, number of employees, and other units of interest. Individual sites are then isolated and traffic counters are placed at every entrance and exit point of these sites. The traffic counts are taken for a period of up to seven days. The results of these counts are compiled to determine daily and peak hour trip generation rates per the independent variable(s) for the subject use. Depending on the specific land use, the independent variable(s) may be square feet, acre, number of employees, dwelling units, rooms, etc. Additional data include the proportion of trips made in the morning and afternoon peak periods and the proportion of peak trips that entered and exited the sites. Tables 3-1 through 3-6 present the vehicle trip rates by land use. Site selection for charging stations should be based on the average length of stay of the location as shown in Table 3-7 (page 21). For overnight locations battery storage capacity may be recommended to obtain net zero energy usage.

18 3. DEVELOP A MARKETING PLAN AND PRICING MODEL

Table 3-1: Commercial-Retail

Category Vehicle Trip Generation Rate Average Length of Stay (hours) Convenience Market 25 trips/1,000 sq. ft. .25 Discount Store/Discount Club 40 trips/1,000 sq. ft. .50 Drugstore 40 trips/1,000 sq. ft. .20 Furniture Store 5.4 trips/1,000 sq. ft. 1.0 Lumber/Home Improvement Store 27 trips/1000 sq. ft. .30 Nursery 36 trips/1,000 sq. ft. .50 Restaurant: Quality 40 trips/1,000 sq. ft. 3 Restaurant: High Turnover (sit-down) 40 trips/1,000 sq. ft. .75 Restaurant: Fast Food (with or without drive- 40 trips/1,000 sq. ft. .35 through) Shopping Center: Neighborhood (30,000 sq. ft. or 60 trips/1,000 sq. ft. 2.0 more GLA on 4 or more acres) Shopping Center: Community (100,000 sq. ft. or 70 trips/1,000 sq. ft. 2.5 more GLA on 10 or more acres) Shopping Center: Regional (300,000 sq. ft. or more GLA) 3.0 Specialty Retail Center/Strip Commercial 36 trips/1,000 sq. ft. .75 Supermarket 40 trips/acre .75

Table 3-2: Education

Category Vehicle Trip Generation Rate Average Length of Stay (hours) Day Care Center 80 trips/1,000 sq. ft. .25 Elementary School 39 trips/1,000 sq. ft. .15 Junior High/Middle School 12 trips/1,000 sq. ft. .1 High School 11 trips/1,000 sq. ft. .1 Community College (2 years) 18 trips/1,000 sq. ft. 3.5 University (4 years or higher) 100 trips/acre 8

Table 3-3: Health Care/Residential

Category Vehicle Trip Generation Rate Average Length of Stay (hours) Convalescent/Nursing 3 trips/bed 2.5 General 20 trips/1,000 sq. ft. 2.0 Physically Disabled Residence 4.5 trips/dwelling unit 3.0 Residential Care Facility 2 trips/bed 2.0 Retirement/Senior Citizen Housing 4 trips/dwelling unit 3.5 Substance Rehabilitation Center 4 trips/bed 2

19 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

Table 3-4: Lodging

Category Vehicle Trip Generation Rate Average Length of Stay (hours) Hotel* (w/convention facilities/restaurant) 10 trips/room 10 Motel* 9 trips/room 8 Resort* Hotel 8 trips/room 12 Notes: *Vehicle charging typically to occur after 6:00 PM

Table 3-5: Ofﬁce

Category Vehicle Trip Generation Rate Average Length of Stay (hours) Corporate Headquarters/Single Tenant Office 10 trips/1,000 sq. ft. 8 Court Facility 40 trips/1,000 sq. ft. 6 Government Office (Civic Center): Less than 100,000 sq. ft. 20 trips/1,000 sq. ft. 2 Government Office (Civic Center): 100,000 sq. ft. or more 16 trips/1,000 sq. ft. 2 Medical Office: Less than 100,000 sq. ft. 20 trips/1,000 sq. ft. 2 Medical Office: 100,000 sq. ft. or more 16 trips/1,000 sq. ft. 2.5 Research and Development 18 trips/1,000 sq. ft. 8

20 3. DEVELOP A MARKETING PLAN AND PRICING MODEL

Table 3-6: Community/Recreation Category Vehicle Trip Generation Rate Average Length of Stay Amusement Park 80 trips/acre 8 Auditorium* 0.6 trip/1,000 sq. ft. 4 Bowling Center* 30 trips/lane 4 Cemetery 5 trips/acre 3 Golf Course 600 trips/course 5 Library: Less than 100,000 sq. ft. 20 trips/1,000 sq. ft. 4 Library: 100,000 sq. ft. or more 16 trips/1,000 sq. ft. 4 Marina 4 trips/berth 6 Movie Theater* 80 trips/1,000 sq. ft.; 1.8 trips/seat 3.5 Park & Ride Lots 400 trips/acre; 600 trips/paved acre 9 Park: Beach, Ocean or Bay 600 trips/1,000 sq. ft. of shoreline 9 Park: Developed 50 trips/acre 2 Park: Undeveloped 5 trips/acre 5 Racquetball/Tennis/Health Club 40 trips/1,000 sq. ft. 2.5 Senior Citizen’s Center 2 trips/parking space 3 Skating Rink (Ice/Roller) 40 trips/1,000 sq. ft. 0.3 Sport Facility: Indoor 30 trips/acre 3 Sport Facility: Outdoor 50 trips/acre 2 Sport Facility: Swimming Pool 3.1 trips/parking space 2.5 Zoo 115 trips/acre 7.0 Notes: *Vehicle charging typically to occur after 6:00 PM

Table 3-7: Recommended Charging Station Level Sorted by Visit Length

Length of Stay Charging Station Level 0 to 1 hour Level 3 1 hour to 4 hours Level 2 4 or more hours Level 2/Level 1 8 hours or more Level 1

21 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

Table 3-8: Selected Deﬁnitions for Land Uses

A fast-food restaurant is one where a high percentage of the meals are for the carry-out or take- home patrons. The restaurant may also have a seating area. The food is usually precooked, possibly Fast Food wrapped and often sitting under heat lamps ready for quick service to the customer. Examples are Jack-in-the-Box, McDonald’s, and Taco Bell. A community shopping center typically has a gross leasable floor area of 100,000 square feet or more, located on 10 or more acres. The leading retail outlets are usually a discount store (i.e., Wal- Community Mart, Kmart, T J Maxx, Ross, and Home Depot), and may also include a grocery store or drug- Shopping Center store. The trading radius can be three miles or more and serve a population area of about 25,000 people. A retail establishment displaying and selling residential furniture items, typically having a small Furniture Store staff in relation to total square feet. Home Improvement A retail establishment selling home improvement and related supplies in one location. Store Lumber Store A retail establishment selling lumber, home improvement and related supplies in one location. A neighborhood shopping center typically has a gross leasable floor area of 30,000 square feet or Neighborhood more, located on at least four or more acres. The principal retail outlet may be a supermarket sup- Shopping Center ported by a drugstore and/or some other smaller retail store(s). The trading radius is usually less than three miles and serves a population of roughly 5,000-10,000 people. Nursery A nursery is a place where plants and flowers are grown for sale. A quality restaurant is an eating establishment with low turnover rates of generally one hour or Quality longer. All meals are served to customers who are seated at tables or booths. Examples are Mister (Low-Turnover) A’s, The Marine Room, and Black Angus. A regional shopping center typically has a gross leasable floor area of 300,000 square feet or more. Regional Shopping The center is usually under one management which has a regional service area and two or more Center major department stores, supported by a number of specialty retail stores. A shopping center is a conglomerate of individual businesses designed for the retail sale of a large spectrum of products ranging from clothing to jewelry, art, etc. Shopping centers normally Shopping Center contain specialty shops, eating establishments, and department stores. Some services such as travel agencies, insurance offices, beauty salons, etc. may also be located in a shopping center. All stores normally have a common parking area. Sit-down restaurants usually serve meals at tables, although the customers may go through a line Sit-Down to pick up the meal. A turnover of less than one hour is typical. An entire meal is usually ordered, (High Turnover) as opposed to only a beverage. Many small ethnic restaurants fit in this category.

22 3. DEVELOP A MARKETING PLAN AND PRICING MODEL

A freestanding retail store is a single building with separate parking where merchandise is sold to the end user, usually in small quantities. Minor auxiliary services that are independently owned and operated from the major store can be a part of the retail facility. Freestanding retail stores may be of Specialty Retail any size but usually are a function of the merchandise sold, and the locality. In general, as the gross Center/Strip ﬂoor area approaches 100,000 square feet, the stores lose their “freestanding” character and become Commercial part of a shopping center. The number of employees in freestanding retail stores is a function of the sales volume and land acreage and depends on the store type, size, and attractiveness to the consumer. Supermarkets, convenience stores, discount stores, lumber stores and furniture stores are typically not included in this category (as they are treated individually for trip generation). A supermarket is a freestanding, self-service store, which sells food, beverages, and household Supermarket items.

The average length of stay was determined using calculations typically used for parking turnover rates, which is the use of a parking space. It is calculated as the number of vehicles parked in a space over the course of the day.

3.1.4 Conventional Parking Standards Various professional organizations, such as the Institute of Transportation Engineers and the American Planning Association, publish recommended minimum parking standards such as those shown in the table below. This provides an index or parking ratio value (a reference value used to calculate the number of parking spaces required at a particular location) based on some reference unit, such as dwelling units, employees, or building ﬂoor area.

Table 3-9: Recommended Minimum Parking Standards

Land-Use Category Unit Index (85th Percentile) Peak Parking Period Single-family housing Dwelling unit 2.0 Evening Multifamily housing Dwelling unit 1.5 Evening Elderly housing Dwelling unit 0.5 Weekday Hotel Guest room 1.0 Weekday evening Hospital 100 square meters per bed 5/2.6 Weekday day Health spa 100 square meters GLA 6.8 Weekday Retail/shopping center 100 square meters GLA 5.0 Saturday-day Ofﬁce building 100 square meters GFA per employee 3.3/0.9 Weekday day Light industry 100 square meters GFA per employee 2.2/1.0 Weekday day Heavy industry 100 square meters GFA per employee 1.7/0.6 Weekday day Fast food restaurant Seat 0.85 Weekday Church/synagogue/mosque Seat 0.2 Sunday/Saturday/Friday Movie theater Seat 0.25 Saturday evening Note: GLA = gross leasable area; GFA = gross ﬂoor area.

23 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

3.1.5 Decision Tree Analysis Using Figure 3-1 as a reference, the process for combining electric vehicle charging stations with energy upgrades is described.

Step 1 The ﬁrst step is to determine the number of charging stations installations that is practical for the site. This requires evaluating the conventional parking standards by land use type from the table above. Once this has been determined, a comparison with the vehicle registrations in the area should be consulted to determine the percentage of vehicles that are capable of taking advantage of electric charging stations. This percentage should be multiplied by the total number of existing parking spaces at site factoring in the expected growth in electric vehicles expected for the area and the cliental that frequents the establishment.

Step 2 To determine the best practical charging level requires evaluating the land used trip generation tables. The use of these tables assists in determining the average length of stay in hours to various establishments which are categorized by land used and includes data on vehicle trip generation rates. Once the average length of stay is determined the charging station level can be selected by consulting the average length of visit. This assumes that a customer will expected a full charging of the vehicle. Lower levels can be selected is a full charge is not expected.

Step 3 Step 3 involves two components. First determining the installation type and second determining the cost of charging station installation. Use Table X above, the type of installation selected should be matched the site conditions and constraints. A detailed estimate can then be performed which include utility service cost for electrical service upgrades, if needed, and permitting fees, as required by the local jurisdiction.

Step 4 Step 4 involves computing the energy consumption directly related from the usage electric vehicle charging stations and well as demining the cost of the energy usage directly related from the usage electric vehicle charging stations.

Step 5 Step 5 involves performing an energy audit of the facility to determine potential energy savings from energy efﬁcient improvements that can be performed in parallel with the installation of the electric vehicle charging stations.

Step 6 Step 6 involves providing the following options to the client for selection.

Option1: Charge for Charging The client selects the options in which the proprietor will charge their clients for the use the electric vehicle charging station based on the kWh consumer by their client. The charging station alone is a draw to the business but in order to recoup the cost of the installation, the proprietor may which to charge a base charge for the use of the charging station.

24 3. DEVELOP A MARKETING PLAN AND PRICING MODEL

Figure 3-1: Installation Options

Option 2: Baseline Energy Consumption The Baseline Energy Consumption option involves selecting the most cost efﬁcient energy options upgrades to offset the energy consumption from the electric vehicle charging station. The option can be also be obtained by the

25 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

installation of various on-site energy generation options discussed in the appendix. The proprietor then has the option of providing the use of the electric vehicle charging stations as an incentive for their clients.

Option 3: Net Zero Energy Consumption The New Zero Energy Consumption option involves implementing all the energy efﬁcient upgrades to cover all the energy usage from the establishment including the additional energy consumption from the electric vehicle charging stations. The proprietor then has the option of providing the use of the electric vehicle charging stations as an incentive for their clients and/or charging for the use of the electric vehicle charging stations.

3.1.6 Energy Efﬁcient Upgrades For energy efﬁcient audits and upgrade options, we suggest the using the EI report Facilities Energy Audit Education Program authored by Bernie Kotlier.

3.2 On-Site Energy Generation Options On-site energy efﬁciency generation options include small-scale generation of heat and/or power by individual customers, small businesses, and communities to meet their own needs and as alternatives to traditional centralized grid- connected power. Microgeneration of energy includes the generation of energy from solar, wind, fuel cell, and other sources by consumers, not by an electric utility. Although this may be motivated by practical considerations, such as unreliable grid power or a long distance from the grid, the term is mainly used currently for environmentally-conscious approaches that aspire to zero or low-carbon footprints. Currently, the most common forms of microgeneration technologies include: Photovoltaic Small scale wind turbine Micro hydro Fuel cell Plant microbial fuel cell Micro Combined Heat and Power (MicroCHP) Emergency generators, including diesel fueled and to a lesser degree propane and natural gas fueled, are commonly installed whenever emergency power is required for a facility. Electrical co-generation refers to on-site generation equipment that may be used during peak hours to supply either a customer’s facility load or the electric grid. A review of these technologies is provided below.

3.2.1 Photovoltaics Photovoltaics (PV) is a method of generating electrical power by converting solar radiation into direct current electricity using semiconductors that exhibit a photovoltaic effect. Photovoltaic power generation employs solar panels comprising a number of cells containing a photovoltaic material. Photovoltaic arrays are often associated with buildings: either integrated into them, mounted on them, or mounted nearby on the ground. Arrays are most often retroﬁtted into existing buildings, usually mounted on top of the existing roof structure or on existing walls. Alternatively, an array can be located separate from a building but connected via cabling to supply power to the building. Building-integrated Photovoltaics (BIPV) are increasingly incorporated into new domestic and industrial buildings as a principal or ancillary source of electrical power. Typically, an array is incorporated into the roof or walls of a building. Roof tiles with integrated PV cells are also becoming more common.

26 3. DEVELOP A MARKETING PLAN AND PRICING MODEL

3.2.2 Small scale wind turbines Wind turbines provide a means for the conversion of wind energy into electricity. Small-scale wind power is the name given to wind generation systems with the capacity to produce up to 50 kW of electrical power. Buildings that might otherwise rely on diesel generators may use wind turbines to displace diesel fuel consumption. Individuals may purchase these systems to reduce or eliminate their dependence on grid electricity for economic or other reasons, or to reduce their carbon footprint. Wind turbines are becoming more frequently used for household electricity generation in conjunction with battery storage. Grid-connected wind turbines may use grid energy storage, displacing purchased energy with local production when available. Off-grid system users can either adapt to intermittent power or use batteries, photovoltaic, or diesel systems to supplement the wind turbine. Equipment such as parking meters or wireless internet gateways may be powered by a wind turbine that charges a small battery, replacing the need for a connection to the power grid.

3.2.3 Micro hydro Micro hydro is a term used for hydroelectric power installations that typically produce up to 100 kW of power. These installations can provide power to an isolated home or small community, or are sometimes connected to electric power networks. There are many of these installations around the world, particularly in developing nations as they can provide an economical source of energy without the purchase of fuel. Micro hydro systems complement photovoltaic solar energy systems because in many areas, water ﬂow, and thus available hydro power, is highest in the winter when solar energy is at a minimum. Micro hydro is frequently accomplished with a pelton wheel for high head, low ﬂow water supply. The installation is often just a small dammed pool, at the top of a waterfall, with several hundred feet of pipe leading to small generator housing. Through the use of power control devices, it is becoming easier to operate generators at an arbitrary frequency and feed the output through an inverter which produces output at grid frequency. Power electronics now also allow the use of permanent magnet alternators that produce variable AC that can be stabilized. This approach allows low speed / low head water turbines to be competitive; they can run at an optimum speed for extraction of energy and the frequency conversion is controlled by power electronics instead of the generator. Very small installations–a few kilowatts or smaller–may generate direct current and charge batteries for peak use times.

3.2.4 Fuel Cells Electrochemical devices called fuel cells were invented about the same time as the battery. Fuel cell development has increased in recent years due to an attempt to increase conversion efficiency of chemical energy stored in hydrocarbon or convert hydrogen fuels into electricity. A fuel cell is an electrochemical cell that converts a source fuel into an electric current. It generates electricity inside a cell through a reaction between a fuel and an oxidant, triggered in the presence of an electrolyte. The reactants flow into the cell, and the reaction products flow out of it, while the electrolyte remains within it. Fuel cells can operate continuously as long as the necessary reactant and oxidant flows are maintained. Many combinations of fuels and oxidants are possible. A hydrogen fuel cell uses hydrogen as its fuel and oxygen (usually from air) as its oxidant. Other fuels include hydrocarbons and alcohols. Other oxidants include chlorine and chlorine dioxide.

3.2.5 Plant microbial fuel cells A Microbial Fuel Cell (MFC) is a device that converts chemical energy to electrical energy by the catalytic reaction of microorganisms. A typical microbial fuel cell consists of anode and cathode compartments separated by a cation

27 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

(positively charged ion) specific membrane. In the anode compartment, fuel is oxidized by microorganisms, generating electrons and protons. Electrons are transferred to the cathode compartment through an external electric circuit, and the protons are transferred to the cathode compartment through the membrane. Electrons and protons are consumed in the cathode compartment, combining with oxygen to form water. In general, there are two types of microbial fuel cells: mediator and mediator-less microbial fuel cells. Microbial fuel cells have a number of potential uses. The first and most obvious is harvesting the electricity produced for a power source. Virtually any organic material could be used to ‘feed’ a fuel cell. It is conceivable that MFCs could be installed in septic tanks, where bacteria would consume waste material from the water and produce supplementary power for a building. MFCs are a clean and efficient method of energy production.50

3.2.6 Combined Heat and Power (CHP) and Micro CHP (MicroCHP) Installations Combined Heat and Power (CHP) fuel cells have demonstrated superior efficiency for years in industrial plants, universities, hotels, and hospitals. Residential and small-scale commercial fuel cells are now becoming available to fulfill both electricity and heat demand from one system. Fuel cell technology in a compact system is currently available to convert natural gas or propane into both electricity and heat. In the future, new developments in fuel cell technologies will likely allow these power systems to be fueled from biomass instead of fossil fuels, directly converting a home fuel cell into a renewable energy technology. Micro Combined Heat and Power (MicroCHP) systems such as home fuel cells and co-generation for office buildings and factories are currently in development. The system generates constant electric power (selling excess power back to the grid when it is not consumed), and produces hot air and water from the waste heat. MicroCHPs are usually less than 5 kWh for a residential or commercial building fuel cell. Most residential fuel cells fit either inside a mechanical room or outside a home or business, and can be discreetly sited to fit within a building’s design. The system operates like a combination furnace, hot water heater and electricity provider—all in one compact unit. Some of the newer home fuel cells can generate anywhere between 1 to 5 kilowatt- hours (3.6 to 18 MJ)—optimal for larger homes (of 4,000 sq. ft. or more), especially if pools, spas, and radiant floor heating are planned. Other uses include a back-up source of power for essential loads like refrigerator/freezers and computer electronics. Deploying a system’s heat energy efficiently to a residence or business for hot water applications displaces the electricity or gas otherwise burned to create that heat, further reducing overall energy bills. Retail outlets like fast food chains, coffee bars, and health clubs gain operational savings from hot water heating.51 Many residential fuel cells are designed to operate 24 hours a day, 7 days a week. Connected to the utility grid through a residence’s main service panel and using net metering, residential fuel cells are designed to integrate with existing electrical and hydronic systems. In the event of an interruption of electric power via the grid, the system automatically switches to a grid-independent operational mode to provide continuous backup power for dedicated circuits in a residence while the grid is down. Most designs also allow for off-the-grid operation. These Energy Microgeneration and Generation System technologies have many potential impacts upon safety principals embedded within the NEC. These include: Requirements for system interconnection Additional notification and safety devices required to alert personnel to and protect them from the presence of two way power Protection for chemical conversion of hydrocarbon fuels into electrical energy

28 3. DEVELOP A MARKETING PLAN AND PRICING MODEL

Direct current output from an EMGS to a building Accommodations for manual disconnect switches Interconnection of the grounding system Shutoff and/or dummy-load devices for wind power generation during high winds, or when power generated exceeds requirements / storage system capacity Manual overrides of automatically controlled circuits Use of direct current by consumers directly from their EMGS Conversion of DC generated power into AC as required for many appliances, or for feeding excess power into a commercial power grid via an inverter or grid-interactive inverter Limiting harmonics that may be introduced into the electric grid by inverters, especially in residential applications where grid-adjacent houses may use different inverters Wiring Methods Overcurrent and overload protection Certiﬁed / listed equipment

4. Support a Framework for Education and Training

4.1 Scope and Approach Our third objective was to support a framework for Education and Training. To accomplish this objective we built upon the foundation created by California Plug-In Electric Vehicle Collaborative (PEV), Electric Vehicle Association of the America’s (EVAA), California Electric Transportation Coalition (CalETC), and IBEW/NECA, NFPA, NEC. Our work was structured to facilitate the types of training and areas of concern for the installation of Electric Vehicle Supply Equipment (EVSE) across Residential and Commercial/Public markets. The framework was developed by examining the literature available from the EVITP consortium of stakeholders, including Automobile Manufacturers, Investor-Owned and Municipal Utilities, Electric Vehicle Supply Equipment Manufacturers, Electrical Energy Storage Device Manufacturers, State and Local Electrical Inspectors, Electrical Contractors, Electrical Workers, and First Responders. Tasks related to this objective included: Reviewing existing codes and standards, as well as proposed draft documents, to determine those code articles which would have an effect on the deployment of electric vehicles and recommend code changes to ensure the safety of electrical installers. Referencing the work developed by other third parties in the areas of Permitting, Inspection, Education, and Training that would facilitate code compliance 4.1.1 Survey of General Requirements Requirements on who may perform electrical work vary from state to state, and local requirements may apply as well. Using California as an example52, only persons with an Electrical Contractors License are allowed to work on projects with an aggregate contract price of over $500.53 The contractor does not need an additional certification unless working as a sub-contractor. Employees of the contractor must have certifications. In California, the certifications are: general electrician, residential electrician, fire/life/safety technician, voice data video technician, and non-residential lighting technician.54 For comparison, Texas requires an electrical contractor to be or employ a master electrician, so the contractor may not be allowed to perform work without supervision. Texas also has different licenses: master electrician, sign electrician, residential wireman, maintenance electrician, and residential appliance installer55. Both states have requirements based on duration of experience in the field before licenses can be applied for. The experience requirements for specialty licenses, such as residential wireman or voice data video technician, are shorter than those for the general license, but have limitations on the allowed scope of work. Installers of EVSE will have to meet requirements on a state by state basis for the scope of work which the installation falls under.

31 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

4.1.2 Survey of Fast Charging Installations As of this writing, SAE has not ﬁnalized any of the DC charging levels or AC level 3. However, chargers other than AC levels 1 and 2 are currently being installed. For example, a company called 350Green LLC is installing 73 EFACEC DC quick chargers, made by Efacec USA, Inc., in Chicago.56 The Efacec chargers are 50kW, and compliant with IEC 61851-1 and CHAdeMO standards.57 They are listed by ELT. This would place them within the SAE’s DC level 2 range, in terms of power. The West Coast Green Highway58 project plans to install fast charging stations every 25 to 60 miles along Interstate 5. AeroVironment Inc. was selected to provide 8 fast chargers in the southern Oregon as part of an early phase of the project. AeroVironment’s EV50 Public Fast Charging Station is a 50kW DC charging station that can be conﬁgured for CHAdeMO compatibility.59 The 50kW power rating puts it into the SAE’s proposed level 2 category. The EV50’s maximum output voltage is listed as 100 to 500V, while the SAE’s DC level 2 voltage is 200-450V.

4.2 Impact of Electric Vehicles to Existing Codes The potential impact from increased deployment of PEVs, PHEVs, and their associated charging systems were analyzed for overlaps with the safety principles embedded in the NEC and other NFPA standards. The following areas were identified: Dramatic increase in load relative to typical residential usage Dramatic increase in load relative to typical commercial usage in some cases, such as where charging is offered to customers and/or employees Infrastructure upgrades necessitated by geographic grouping of PEVs and PHEVs Increased communication wiring, especially if two-way power exchange becomes common Interface between charging stations and smart meters or EMS Revised venting requirements due to different battery chemistries Overcurrent protection Load management Harmonics induced by charging stations (located in the vehicle for AC charging or the EVSE for DC charging) Voltage flicker due to charging station load DC charging installations, especially where DC generation or storage, such as where Photovoltaic Cells (PV) are present A preliminary assessment of gaps or inconsistencies within the U.S. fire and electrical safety regulatory framework was prepared. The NFPA standards that were reviewed included the following: NFPA 70, The National Electric Code NFPA 70E, Electrical Safety in the Workplace 4.2.1 NFPA 70 Based upon an assessment of the concerning current and emerging technologies related to PHEVs and PEVs, a review of the 2011 edition of the NFPA 70 was performed. This review identified the following code articles as potential candidates for revision.

4.2.1.1 Article 210 Branch Circuits 210.2 Table 210.2 Speciﬁc-Purpose Branch Circuits Recommendation – add EV and PHEV Charging Stations.

32 4. SUPPORT A FRAMEWORK FOR EDUCATION AND TRAINING

Substantiation – dedicated branch circuits should be used for these receptacles. 210.19(A) Informational Note Reference The Fire Protection Research Foundation 1/30/2011 Interim Report60 210.19(A) Informational Note No. 4: “Informational Note No. 4: Conductors for branch circuits as defined in Article 100, sized to prevent a voltage drop exceeding 3 percent at the farthest outlet of power, heating, and lighting loads, or combinations of such loads, and where the maximum total voltage drop on both feeders and branch circuits to the farthest outlet does not exceed 5 percent, provide reasonable efficiency of operation. See Informational Note No. 2 of 215.2(A)(3) for voltage drop on feeder conductors.” Recommendation: Add Informational Note No. 5 in 210.19(A): Where the major portion of the load consists of nonlinear loads, harmonics currents may increase the resistivity of the conductor leading to higher voltage drops. Substantiation: High harmonic penetration might cause temperature increase in the conductor, which increases the resistance and the voltage drop (Sankaran 2002 and De La Rosa 2006).” EMS switching of loads may generate additional harmonics. 210.52 Dwelling Unit Receptacle Outlets “(E) Outdoor Outlets. Outdoor receptacle outlets shall be installed in accordance with (E)(1) through (E)(3). [See 210.8(A)(3).]” Recommendation – consider adding a note to 210.52 (E) for EV and PHEV receptacles. Substantiation – adding a dedicated receptacle for EVs and PHEVs would accommodate future charging requirements. 4.2.1.2 Article 215 Feeders 215.2(A)(4)Informational Note Reference The Fire Protection Research Foundation 1/30/2011 Interim Report61 215.2(A)(4) Informational Note No.2 “(4) Individual Dwelling Unit or Mobile Home Conductors. Feeder conductors for individual dwelling units or mobile homes need not be larger than service conductors. Paragraph 310.15(B)(6) shall be permitted to be used for conductor size. Informational Note No. 1: See Examples D1 through D11 in Informative Annex D. Informational Note No. 2: Conductors for feeders as defined in Article 100, sized to prevent a voltage drop exceeding 3 percent at the farthest outlet of power, heating, and lighting loads, or combinations of such loads, and where the maximum total voltage drop on both feeders and branch circuits to the farthest outlet does not exceed 5 percent, will provide reasonable efficiency of operation. Informational Note No. 3: See 210.19(A), Informational Note No. 4, for voltage drop for branch circuits.” Recommendation #1: Add Informational Note No. 4 in 215.2(A)(4): Where the major portion of the load consists of nonlinear loads, harmonics currents may increase the resistivity of the conductor leading to higher voltage drops. Substantiation #1: High harmonic penetration might cause temperature increase in the conductor, which increases the resistance and the voltage drop (Sankaran 2002 and De La Rosa 2006).” EMS switching of loads may generate additional harmonics.

33 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

Recommendation #2: Consider impact of two meter residential option; one for the home and a second meter for the vehicle Substantiation #2: Refer to as Figure 2-3 4.2.1.3 Article 220 Branch Circuit, Feeder, and Service Calculations 220.3 Table 220.3 Additional Load Calculation References Recommendation – add EV and PHEV charging stations. Substantiation – other specialty devices and equipment are currently listed. 220.14 Other Loads–All Occupancies “(L) Other Outlets. Other outlets not covered in 220.14(A) through (K) shall be calculated based on 180 volt-amperes per outlet.” Recommendation – add 220.14 (M) EV and PHEV Receptacles Outlets. An outlet for EV and PHEV shall be calculated based on the ampere rating of the EV and PHEV equipment served. Substantiation – minimum load requirements should be specified. 220.44 Receptacle Loads–Other Than Dwelling Units Recommendation – consider adding Commercial EV and PHEV charging stations to Table 220.44. Substantiation – this will address load demand factors for equipment. 4.2.1.4 Article 230 Services 230.82 Equipment Connected to the Supply Side of Service Disconnect Recommendation – consider adding EV and PHEV vehicle-to-grid configuration as power providers, and refer to all of these systems as “alternate power sources.” Substantiation – code section currently lists new generation systems and vehicle-to –grid is a potential source of generation 4.2.1.5 Article 240 Overcurrent Protection 240.3 Table 240.3 Other Articles Recommendation – add EV and PHEV charging stations (625). Substantiation – other specialty devices and equipment are currently listed. 4.2.1.6 Article 250 Grounding and Bonding 250.3 Table 250.3 Additional Grounding and Bonding Requirements Recommendation – add EV and PHEV charging stations. Substantiation – other specialty devices and equipment are currently listed. 4.2.1.7 Article 625 Electric Vehicle Charging Stations 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 source or provide for bi-directional power feed shall be listed as suitable for that

34 4. SUPPORT A FRAMEWORK FOR EDUCATION AND TRAINING

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.” Recommendation: Provide clarity as to whether a PEV, when connected to its charging system, can be considered an electric power production source, as opposed to an energy storage device. Alternate recommendation: Add code provisions, such as ceasing to supply power upon loss of the primary source, for the system when providing for bi-directional power feed. Substantiation: Both articles 702 and 705 refer to generation rather than storage. 702.2 states “Optional standby systems are intended to supply on-site generated power to selected loads…”, and 705.1 states “This article covers installation of one or more electric power production sources…”. A PEV connected to its charging station would probably be identiﬁed as a storage device, but not a generation device. If bi-directional power feed is allowed as separate from the requirements of either article 702 or 705, then some provisions similar to those in 702 and 705 should be added. This may just be an issue of clarity. 4.2.2 NFPA 70E

4.2.2.1 Article 120 Establishing an Electrically Safe Work Condition 120.1 Process of Achieving an Electrically Safe Work Condition Recommendation – add (7): Disconnecting means to be provided to disconnect/isolate electrical equipment and the potential personnel hazards from equipment that may be operated remotely. Substantiation – on-site generation may be remotely controlled to power-up or – down depending upon the kW- hr cost of electricity. 4.2.2.2 Article 320 Safety Requirements Related to Batteries and Battery Rooms 320.3 (H) (1) (1) Abnormal Battery Connections for vented batteries Recommendation – add (e): Alarm condition for overcharging. Substantiation – Frequent charging/discharging of batteries due to increased supply of power to the grid may result in overcharging conditions. 4.2.3 Identiﬁcation of Other Standards

4.2.3.1 Underwriters Laboratories, Inc (UL) UL 2202 Standard for Electric Vehicle (EV) Charging System Equipment UL 2231, Standard for Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits UL 2251 Standard for Plugs, Receptacles and Couplers for Electric Vehicles UL 2271 Batteries for use in Light Electric Vehicle (LEV) Applications UL 2594 Electric Vehicle Supply Equipment 4.2.3.2 The Society of Automotive Engineers (SAE) J1772™ – SAE Electric Vehicle and Plug in Hybrid Electric Vehicle Conductive Charge Coupler

35 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

4.3 Training and Education for Charging Equipment Installation

4.3.1 U.S. National Electric Vehicle Safety Standards The U.S. National Electric Vehicle Safety Standards Summit Summary Report includes a summary of speciﬁc key issues identiﬁed by the Summit Working Groups in the areas of Training and Education (including Permitting and Inspection)62. The issues cited in this report include:

“4. PERMITTING AND INSPECTION 4.1. GENERAL ISSUES 4.1.1. Facilitate Permitting and Inspection Process – Promote dialogue, training and education with inspectors and enforcers; engage key constituents including IAEI (International Association of Electrical Inspectors), NRTLs (Nationally Recognized Testing Laboratories), state/local licensing boards, permitting representatives, etc… Consider approaches to streamline, with a goal for a single day process, e.g. educating car dealers on permitting/ load issues and having a contractor on retainer, or OEM providing turn-key supply (including upgrading the electrical system in the full cost estimate). 4.1.2. Inspection Mechanisms – Utilize existing state and other jurisdictional based inspection mechanisms that have been proven effective, e.g. transfer of ownership title as an inspection checkpoint. 4.1.3. Installer Qualifications – Clarify the qualification requirements for the installer of charging stations and/or electric vehicle supply equipment (e.g. new branch circuits), and the need for a licensed electrician depending on state and local jurisdiction. 4.2. SPECIFIC CONCERNS 4.2.1. Damaged Cords and Plugs – Address on-going inspection needs for shock and fire hazards for highly vulnerable components such as damaged cords and plugs at service stations and from residential cords and plugs. Clarify equipment inspection frequencies. 4.2.2. Component Hazard Protection – Consider all potential hazards of vehicle components subject to permitting in buildings, including requirements for manufacturing, recycling and service facilities. Provide fire protection based on MAQs (Maximum Allowable Quantities).

5. TRAINING AND EDUCATION 5.1. GENERAL TRAINING AND EDUCATION ISSUES 5.1.1. Training and Education – Development of education and training in both directions, based on dialogue, networking and collaboration that continue from this summit. Training, information, and awareness are essential. This should address key safety issues such as shutdown methods for emergency responders. Provide better dissemination of training and education materials, through collaboration, based on existing and new standards information. 5.1.2. Non-Passenger Vehicle Applications – Consideration of issues applicable to motorcycles, all-terrain vehicles and neighborhood EVs

36 4. SUPPORT A FRAMEWORK FOR EDUCATION AND TRAINING

5.1.3. Non-Battery Based Electric Vehicles – Consider electric vehicles that are not based on storage batteries as their primary source of power, such as hydrogen fuel cell vehicles. 5.2. CONTENT DEVELOPMENT 5.2.1. Standardized Training and Education Process – Provide a centralized location for critical emergency responder information such as ERGs, to promote standardized training and education information. Continually update this information to add new and revised information as vehicles change. 5.2.2. Loss and Failure Analysis – Provide case studies of crash reports and similar emergency events, with statistical summaries and detailed case study analysis. 5.2.3. Data Collection – Establish robust data collection protocols, including data recorder methods, telematics, accident reports for multiple uses and venues. Address proprietary and privacy considerations as needed. 5.3. SPECIFIC EMERGENCY FIRST RESPONDER ISSUES 5.3.1. Effectiveness of Extrication Tools – Consider composites and materials being used in electric vehicles and other new vehicles that introduce new challenges to emergency responders, such as high strength metal alloys to reduce vehicle weight but are resistant to conventional cutting and extrication tools. 5.3.2. Battery Hazards – Promote training on technology, including what happens when batteries are overheated, overcharged, or burn. Clarify specific hazards with specific batteries, e.g., there is no lithium hazards associated with lithium-ion batteries. 5.3.3. Shutdown Procedures – Promote training on shutdown procedures, including vehicles at charging stations supplied from one or more alternative power sources, (generators, PV, wind, etc.), to provide responders with sufficient information to facilitate the disconnection of all sources that supply the vehicle. 5.4. TRAINING AND EDUCATION FOR OTHERS 5.4.1. Vehicle Service Providers – Address the qualification of mechanics, as well as methods for investigation and other concerns for vehicle insurers. 5.4.2. Consumer Training –Provide consumer training for fueling/charging that covers the spectrum of fueling/ charging options. Develop training and education information for use in driver’s education programs.”

4.3.2 Underwriters Laboratories Underwriters Laboratories (UL)63 has launched a new initiative to develop and launch electric vehicle installation training programs aimed at furthering the development and installation of electric vehicle charging equipment. Offered through UL University, UL's new training programs will provide a platform for various stakeholders who are involved in the design, construction, installation and inspection of electric vehicle charging equipment. A training module, as well as a hands-on testing component, will allow participants to demonstrate their understanding of relevant National Electric Code (NEC) articles, various installation requirements, UL electric vehicle safety standards and emerging electric vehicle infrastructure technology. UL is also developing programs for code ofﬁcials and inspectors, installers and designers. In addition to the general training program for installers, UL will also be creating company-speciﬁc training programs which will allow for infrastructure equipment manufacturers to have installers trained on their equipment. UL is also

37 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

developing a webinar on UL's electric vehicle safety standards. This webinar will focus on the relevant electric vehicle standards for off-board equipment as well as offer a brief overview of the relevant international standards.

4.3.3 U.S. Department of Energy The U.S. Department of Energy, Energy Efﬁciency and Renewable Energy, includes a Permit for Charging Equipment Installation, Electric Vehicle Supply Equipment (EVSE). This information is shown in Appendix D (available online at www.electri.org/research/chargingstation).

38 References

1 http://www.pikeresearch.com/newsroom/64-percent-of-electric-vehicle-charge-points-in-the-united-states-to-be-residential-units 2 http://www.evchargermaps.com/ 3 http://www.electricdrive.org 4 http://www.4evriders.org/2010/12/electric-vehicle-charging-station-us-market-to-exceed-4b-by-2016-zpryme-reports/ 5 http://www.avinc.com/resources/press_release/nissan_north_america_selects_aerovironment_to_install_home-charging_station 6 http://www.mychevroletvolt.com/chevrolet-volt-level-2-charging-equipment-240v-installation-costs-rebates-and-incentives 7 US DoE Vehicle Technologies Program – Advanced Vehicle Testing Activity. Plug-in Hybrid Electric Vehicle Charging Infrastructure Review 8 ibid 9 “Fast Charging vs. Slow Charging: Pros and cons for the New Age of Electric Vehicles” by Charles Botsford et al. 10 http://www.plugincars.com/fast-vehicle-charging-goes-many-names-49817.html 11 “Plug-In Power” by Mark Venables. Engineering and Technology, February 2011 12 http://www.sae.org/smartgrid/chargingspeeds.pdf 13 “Trends and Development Status of IEC Global Electric Vehicle Standards” by Peter Van den Bossche et al. Journal of Asian Electric Vehicles, Vol 8, Number 2, December 2010. 14 http://www.teslamotors.com/roadster/technology/battery 15 http://www.futurepundit.com/archives/007014.html 16 http://www.nissanusa.com/leaf-electric-car/index#/leaf-electric-car/theBasicsRange/index 17 http://www.zeromotorcycles.com/zero-s/specs.php 18 http://www.azuredynamics.com/products/documents/SPC50107A_TCE_Speciﬁcations_and_Ordering_Guide.pdf 19 http://www.fordinthenews.com/ford-delivers-ﬁrst-transit-connect-electric-vehicle/ 20 http://www.nytimes.com/2011/02/20/automobiles/autoreviews/byd-f3-dm-review.html?pagewanted=1&_r=1 21 http://en.wikipedia.org/wiki/BYD_F3DM 22 http://blogs.wsj.com/drivers-seat/2010/09/01/general-motors-wants-trademark-for-range-anxiety/ 23 http://techon.nikkeibp.co.jp/english/NEWS_EN/20100621/183598/ 24 PG &E Utility Bulletin: TD-7001B-002 Publication Date: 01/21/2011 Rev: 2 25 http://green.autoblog.com/2008/01/24/walmart-ceo-there-is-a-place-for-wal-mart-in-the-hybrid-electr/ 26 http://www1.eere.energy.gov/vehiclesandfuels/pdfs/1_million_electric_vehicles_rpt.pdf 27 http://www.pikeresearch.com/research/electric-vehicle-charging-equipment

39 COMBINING CHARGING STATION INSTALLATION WITH ENERGY EFFICIENCY UPGRADES

28 http://venturebeat.com/2011/03/15/google-maps-electric-car-charging/ 29 http://www.environmentalleader.com 30 http://www.environmentalleader.com/2011/09/02/marriott-opens-23-ev-charging-stations/ 31 http://www.sacbee.com/2011/09/01/3877823/marriott-gets-the-power.html 32 http://www2.tbo.com/business/breaking-news/2011/sep/01/1/publix-installs-its-first-florida-car-charging-sta-ar-254660/ 33 http://corporate.ford.com/news-center/news/press-releases/press-releases-detail/pr-ford-working-with-best-buy-to-33772 34 https://www.homecharging.spx.com/Volt/Display.aspx?id=6&menu=2 35 http://www.pluglesspower.com/unleash/images/Plugin_2011_brochure.pdf 36 http://www.marketwatch.com/story/inovateus-solar-and-ge-energy-industrial-solutions-announce-oem-partnership-agreement-to-build- scalable-solar-carport-charging-stations-2011-10-13 37 http://www.care2.com/causes/mitsubishi-launches-a-solar-powered-charging-station.html 38 http://www.tampabay.com/news/localgovernment/article1201092.ece 39 http://online.wsj.com/article/SB10001424052970203405504576599060894172004.html 40 http://www.reuters.com/article/2011/11/19/us-electric-cars-idUSTRE7AI08N20111119 41 http://www.gizmag.com/ford-home-focus-electric-charging-station/17601/ 42 http://www.greencarreports.com/news/1068093_ge-becomes-solar-powered-electric-car-charging-station-champion 43 http://www.nrel.gov/vehiclesandfuels/news/2011/974.html 44 http://chargepointamerica.com/program-info.php 45 http://www.theevproject.com/overview.php 46 ibid 47 US Department of Transportation, Federal Highway Administration. 2009 National Household Travel Survey, Summary of Travel Trends. 48 “America on the Go… Findings from the National Household Travel Survey” – by the US Department of Transportation and Bureau of Transportation Statistics, November 2003. 49 Allen, R.M. and Bennetto, H.P. 1993. Microbial fuel cells—Electricity production from carbohydrates. Appl. Biochem. Biotechnology, 39/40, pp. 27–40 50 What is microgeneration? Jeremy Harrison, Claverton Energy Group Conference, Bath, Oct 24th 2008 51 http://www.contractor-licensing.com/california/electrical-license.html 52 http://www.cslb.ca.gov/GeneralInformation/FAQs/BuildingOfficialInformationGuide.asp 53 http://www.dir.ca.gov/DAS/ECU/EleCat.html#1 54 http://www.license.state.tx.us/electricians/elecfaq.htm 55 http://articles.chicagotribune.com/2011-12-07/business/ct-biz-1207-charging-stations-20111207_1_350green-llc-mariana-gerzanych-installation 56 http://www.efacecusa.com/Transportation.aspx 57 http://westcoastgreenhighway.com/electrichighways.htm 58 http://evsolutions.avinc.com/uploads/products/AV_EV50-PS_0610_10124.pdf 59 Evaluation of the Impact on Non-Linear Power on Wiring Requirements for Commercial Buildings, Jens Schoene, EnerNex Project Number 1092 60 ibid 61 http://www.nfpa.org/assets/files/pdf/research/rfusnevsssummit.pdf 62 http://apps1.eere.energy.gov/news/news_detail.cfm/news_id=16236 63 http://www.eere.energy.gov/

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