RMEL Distribution Workshop Electric Vehicle Load Factors and Design

Home , Load factor (electrical)

Kevin Chandra, E.I.T. Power Systems Engineer, Austin Energy

1. EV Charging 101 2. Austin Energy Story 3. Load Factors 4. Design Considerations 5. Wrap-Up

4 Two Types of Electric Vehicles

BEV: Battery Electric Vehicle

PHEV: Plug-In Hybrid Electric Vehicle

5 Charging Levels

Low Cost Leverages existing 1 kW infrastructure Home, Workplaces

Med Cost $8,000-$12,000 6 kW Home, Workplaces, Public

50- 150- High Cost ~$150,000 including grid 125 300 upgrades kW kW Public, Heavy-duty Fleet

6 •l

Level 1 Level 2 Fast Charger 7 Vehicles and EVSE •Industry Standards •SAE • J1772 • AC Level 1 and Level 2 • DC Level 1 and Level 2 • J2954 • Wireless Charging • J3068 • Three Phase Charging • J3105 • Mechanized Coupler Charging •CHAdeMO • IEEE 2030.1.1 • DCFC

8 Design and Construction • EVES Requirements o Level 1 (15 Amps) – Single 20 A Breaker . 1.8 kW (120 V) o Level 2 (32 Amps) – Double pole 40 A breaker . 7.7 kW (240 V) . 6.7 kW (208 V) o DC Fast (80+ Amps) – 3Ph, 480V . 50 – 350+ kW

• Site Equipment o Transformer Capacity – Distribution transformer must be large enough to supply peak load demand o Main Breaker – Must be sized large enough to supply the peak coincident demand from all branch circuits o Panel Capacity – Spare breaker positions must be available o Circuit Breaker – NEC 625.41: overcurrent protection shall be rated for 125% of the maximum EVSE load

Source: NREL* 9 Austin Area Plug-In Electric Vehicles

Photos from: pluginamerica.org/vehicles/

10 Many Options

11 One new vehicle can spike adoption

12 Delivery Vehicle Electrification

Left: UPS Electric Delivery Truck, Right: Ikea Electric Delivery Truck

13 Electric Delivery Vans - Medium

Top: Mercedes-Benz eSprinter, Chanje V8100, Mercedes-Benz eVito Bottom: Workhorse NGEN, Boulder DV-500, Nissan e-NV200

14 Electric Delivery Trucks - Large

Top: Daimler Freightliner eM2 106, Volvo FL Electric, Daimler Mitsubishi FUSO eCanter Bottom: Isuzu NPR-HD, Thor Trucks medium-duty, Peterbilt E220EV (medium-duty)

15 Utility Services

Repeated Routes The pattern of the routes are predictable making this a great candidate for electrification.

Left: San Francisco Garbage Truck, Right: Seattle Garbage Truck

16 Electric Bucket Trucks?

Left: LADWP, Right: PG&E

17 Austin Energy Story

18 Overall Strategy and Vision

City of Austin • Lead by example to reduce greenhouse gas emissions • Set ambitious goals and organize a coordinated strategy • Improve sustainability, affordability, and livability in Austin • Support adoption of shared, electric, and autonomous mobility

Austin Energy’s Electric Vehicles Team • Support the City’s goals by encouraging EV adoption • Remove barriers to adoption, including cost and range anxiety

• Reduce CO2 in the transportation sector, currently the second largest emitter

19 “Transportation Electrification was assumed to start slowly but grow exponentially…” - Source ERCOT 2018 Long-Term System Assessment (LTSA)

20 Network Growth 2011-2019 2011 2012

Starting Point 2013 City of Austin applied for and received a Department of Energy 2014 grant which provided 113 charging stations to be deployed. 2015 2016 2017 2018 2019

21 Network Growth 2011-2019 2011 2012

Selection Criteria 2013 Site selection process involved placing infrastructure in places 2014 where vehicles were not yet part of the conversation. 2015 2016 2017 2018 2019

22 Network Growth 2011-2019 2011 2012

Barriers to Deployment 2013 Implementation can take multiple years. Delays occur from 2014 permitting issues, staff constraints, non-committal hosts, 2015 and electrical panel restrictions. 2016 2017 2018 2019

23 Network Growth 2011-2019 2011 2012

Incentivize Infrastructure 2013 Austin Energy expanded the Plug-In Everywhere rebate 2014 program to allow for a market- driven approach for charging 2015 station development. 2016 2017 2018 2019

24 Network Growth 2011-2019 2011 2012

Multi-Family Pilot 2013 Increased the financial incentive for 20 multi-family properties to 2014 bring charging infrastructure to hard-reach communities. 2015 2016 2017 2018 2019

25 Network Growth 2011-2019 2011 2012

Smart Cities Challenge 2013 Working group of the Mayor, City Council, Austin Energy, and 2014 Austin Transportation Department created a mobility 2015 marketplace strategy to connect underserved communities to 2016 economic opportunities and reduce the spread of poverty. 2017 2018 2019

26 Network Growth 2011-2019 2011 2012

Fast Charger Introduced 2013 Electric Drive Project was launched providing fast charging 2014 in downtown Austin. Smart mobility project that included DC 2015 Fast, level 2 charger, and a solar kiosk for e-bike charging. 2016 2017 2018 2019

27 Network Growth 2011-2019 2011 2012

Mobility Services 2013 ExecuTesla, MavenGig, and other high-mileage participants 2014 brought the need for increased fast charger. City of Austin was 2015 awarded a grant to expand fast charging infrastructure. 2016 2017 2018 2019

28 Network Growth 2011-2019 2011 2012 2013 2014 2015 2016 2017 2018 2019

29 DA(6 Austin EV Adoption

8,697 (April 2019)

*Data provided from EPRI for Travis and Williamson counties. 30 Slide 30

DA(6 This slide and several others have fade in animations, but I can't remove them. Why? Donnelly, Allison (Contractor), 9/11/2019 Plug-In EVerywhere (PIE) Timeline TCEQ Grant Plug-In Everywhere Grows FY2018 Plug-In EVerywhere Plug-In EVerywhere FY2013 AE awarded $1.6 million PIE Network sees 392 subscribers/ drivers EV360 Launched to provide DC Fast stations Continues to Grow Stations Installed and 186 charging port installations by FY2013 Summer 2016 June 2019 Late 2011 AE offered residential customers EVs for Schools PIE Network sees 2,480 The first stations of the newly Subscriber Count Grows an off-peak charging pilot April 2018 subscribers/ drivers formed network were installed March 2015 program that includes AE installed EV and 834 charging ports PIE Network sees 791 access to the PIE Network charging ports at installations subscribers/ drivers 4 local schools

Pre 2012 2012 2013 2014 2015 2016 2017 2018 2019

City Fleet Rollout 1st DC Fast 2018 Station on the 330 EVs will replace Plug-In Partners Plug-In EVerywhere Network gas fleet vehicles 2008 Rebates Launched April 2014 through 2020 AE Plans Expanding Austin Energy formed FY2012 PIE drivers gained access DC Fast Infrastructure partnerships with vehicle E-Ride, home charging station to DC Fast charging st manufacturers to demonstrate 1 AE Owned 2019 and host owned charging station Plug-In EVerywhere DC Fast Station AE launches site plans and a commitment to electric rebates offered by AE vehicle adoption Network Doubles March 2017 design of its CIP funded DC Fast Station deployment Station Count AE launched an experiential Plug-In EVerywhere FY2015 display of electric vehicle Grant Objectives met 405 charging ports serve technology with Electric Drive Sept 2012 Austin area EV drivers and a DC Fast station at the Seaholm Eco district 113 Initial grant funded, AE owned charging ports installed and operated by AE City Code Updated 2018 AE led the City’s utility code update enabling 3rd party for-profit electric vehicle charging port enterprises 31 Austin Energy EV Programs

• Plug-In EVerywhere™ Driver Program GreenChoice • $4.17/mo unlimited charging at all 800+ ports for members • $2/hr at Level-2 stations for non-members • $0.21/min at DC Fast stations for non-members ® 100% renewablewind • Plug-In EVerywhere™ EVSE Rebate Program power • Up to $1,200 rebate for home Level-2 stations • Up to $4,000 rebate for commercial Level-2 stations • Up to $10,000 rebate for public DC Fast stations  Fleet and make ready pilots coming soon

• EV360 Pilot- A Residential Subscription Rate for EV Charging • Flat rate of $30/mo for off peak home charging • Includes access to Plug-In EVerywhere

• E-Ride Program - Up to $400 rebate from the purchase of electric bikes, scooters & fleets

• EVs are for EVeryone - a new program for our low to moderate income customers

• EVs for Schools • EV charging stations for staff, students, parents, and visitors • Curriculum included

32 33 34 Austin’s EV Charging Ecosystem 2019

• 84% of charging happens at home, behind the meter on tiered rates • PIE DC Fast charging represented just 0.2% of charging in Austin. • All DC Fast charging represented just over 7% of charging in Austin.

92.6% of charging typically *Estimated using data for happens at home! March 2019 35 Load Factors

36 Questions for EV Load Evaluation 01 What will the EV load be in the next 5 – 10 years?

Which feeders or service transformers pose a risk for 02 overloading? 03 What is the commute cycle and vehicle types in the area?

What are the load shapes associated with each particular 04 variation of electric transportation?

37 Projecting to 2023 – Adoption

•Estimated 52,300 EVs in Austin by 2023 • ERCOT LTSA estimates Texas EV 2023: 250,000 EVs in Texas adoption as 250,000 in 2023 • Austin has held 21% of Texas’ EVs market share for the last 2.5 years • At least 85% of these will be pure ERCOT 2018 Long-Term System Assessment – battery-electric vehicles estimated EV adoption in Texas This is over a 5x increase in the number of EVs in Austin Sources: ERCOT LTSA; EPRI EV registration data 38 ERCOT Long-Term System Assessment Expectations for Short Haul/Buses + Long Haul Trucks

80,000 Short Haul/Buses in 200,000 Long-Haul ERCOT Region in ERCOT Region

Adoption of Short-Haul/Buses from 2019 - 2033 Adoption of Long-Haul from 2019 - 2033

• Local Delivery Fleets / Transit Authority • Intrastate Trucks Travel (Texas Triangle) • 1/2x Expected Peak Demand (kW) • 2x Expected Peak Demand (kW) • 20x Expected Energy / Vehicle (kWh) • 30x Expected Energy / Vehicle (kWh)

*Comparisons of Expected Peak Demand and Energy are to Cars 39 Charging Events are NOT equal

Source: Rocky Mountain Institute 40 PIE Demand Curves 4CP Contribution – June 2018

PIE peak: ~600 kW, 9:30 a.m. 4CP: 5:00 p.m. AE: 2551 MW PIE: ~285kW

June 27, 2018 EV Peak Demand

41 PIE Demand Curves 4CP Contribution – July 2018

PIE peak: ~700 kW, 9:30 a.m. 4CP: 5:00 p.m. AE: 2648 MW PIE: ~330 kW

July 19, 2018 EV Peak Demand

42 PIE Demand Curves 4CP Contribution – August 2018

PIE peak: ~780 kW, 10:00 a.m. 4CP: 4:45 p.m. AE: 2664 MW PIE: ~300 kW

August 23, 2018 EV Peak Demand

43 PIE Demand Curves 4CP Contribution – September 2018

PIE peak: ~680 kW, 9:00 a.m. 4CP: 5:00 p.m. AE: 2320 MW PIE: ~280 kW

September 19, 2018 EV Peak Demand

44 Weekend vs. Weekday

Source: McKinsey & Company45 Feeder Circuit Load Example

Source: McKinsey & Company46 Reliability •Public EV Stations do Break! •DC Fast stations are the most critical

47 EV Residential Load Profile in Mueller

Source: Pecan Street Lab 48 EV Residential Load Profile in Mueller

Source: Pecan Street Lab 49 Late Night Scheduled Charging

Addressing Utility Concerns Research grid challenges early on the process. EV charging is rooted in human behavior and application need. Encouraging “good” charging etiquette is as important as infrastructure. Source: Pecan Street Lab 50 Short-Range BEV Feeder Load Analysis

Source: FleetCarma 51 Long-Range BEV Feeder Load Analysis

Source: FleetCarma 52 Long-Range BEV Feeder Load Analysis

Source: FleetCarma 53 Comparison of Throttled vs. Predicted Charging

Source: FleetCarma 54 Vehicle-to-Grid Shared Value 10 kW / 40 kWh Mobile Battery Storage: Customer and Utility Value

Available to grid when plugged in

Reserved for customer transportation 30 mi 12 kWh

55 Design Considerations

56 Design Thought Process

1. Identify the charging infrastructure that is expected to be installed.

WHAT 2. Determine the supported “use case” for transportation electrification.

1. Determine if the EV load exceeds the current capacity of the service transformer. 2. Estimate the load contribution to coincidence factor.

LOAD 3. Check if there are behavior trends or rate options that influences charging behavior. 4. Evaluate the impact of future load growth or high-density demand.

1. Ensure the capacity of the feeder is able to support the demand. 2. Size the transformer to include the appropriate diversity factor for the charging scenario. SIZE 3. Protection equipment and fusing sized properly. (Customer-side - NEC 625)

57 A Typical DC Fast Charging Hub

Example: 8 DCFast Stations is a new commercial customer that can generate high Demand (450+ kW) on small footprints (1,000 sf).

58 Fast Charger Infrastructure

Transformers sized for SERVICE future charging expansion ENTRANCE

TO DC FAST CHARGER

480:120V 500VA ENCAPSULATED TRANSORMER IN NEMA 3R ENCLOSURE

Transformer to DC Station One-Line Diagram Concrete Pad for Charger

59 Example of Fast Charging Hub

60 Fleet Services: Design Plan

• Design, construct, and energize charging stations at City-owned Sites

Plan for the Future Don’t just design for yesterday’s needs but design for tomorrow’s challenges.

AE Distribution North (Kramer C) – Scope of Work

61 Multi-Family Infrastructure

• 150 kVA EV-Dedicated XFMR • 300 kVA switchboard dedication • Remote Metering • Diversity Factor of 1 • Conduits centralized • Below and above grade

5th and West Condos 62 EV360 TOU Program

Simplified Diagram for Level 2 (<10 kW) for “typical” EV System (with TOU Meter) Pilot is fully subscribed 63 Parking?

Dedicated + Handicapped for EV Parking Clear Path Accessibility

64 Bus Electrification – Charging Depot

• Identify required clearances • Estimate Peak Demand / Load Factor • Size transformer

Proposed Site Clearances 65 eGSE at Austin-Bergstrom International Airport

• Improve air quality by replacing aging gas and diesel ground support equipment (GSE) • Currently 20 charging stations • 12 plug-in baggage trucks and belt loaders • Divert power to greatest need • Tie to Jet Bridge Circuit

Public-Private Partnership Delta, Southwest, and United Airlines took the charger partnered with ABIA to reduce their vehicle emissions by electrifying transportation.

Source: United Airlines eGSE 66 Level 1 Charging Opportunities

“Right Size” Infrastructure Understand the use cases of your fleet and explore cost-benefits.

Source: St. Elmo Yard & CTEC 67 Emergency Preparedness

• Safety Training for First Responders (ex: What happens if a vehicle runs over a station? How to respond?) • De-energization Procedures (ex: How can a troubleshooter de-energize equipment in case of a hazardous situation?) • Customer Education (How should a customer handle an emergency situation on their property?) • Maintenance Methods (What is the maintenance plan and cycle for equipment?) • Distribution Planning for Load Growth (Feeder capacity for additional load, reduction in load factor, etc.)

68 Key Take-Ways/ Conclusions

1. Rapid electric vehicle adoption is a “When” not an “If” 2. EVs can provide kWh load growth and annual revenue to utilities. 3. Third-party chargers are excellent commercial accounts and supporting infrastructure is a positive to the community. 4. Smart or managed level 2 charging can prevent disruptions to the grid. 5. High-density fast charging can be disruptive to the distribution network. 6. Right-size the charging speed for the appropriate charging need. 7. Equipment can be over-sized to meet future adoption and growth.

69 70 71 Thank You! Questions? [email protected] https://www.youtube.com/austinenergy