plugging into the future: the challenge and opportunity … challenge and opportunity of residential...

Vision 2 Action ndash Plugging into the Future ndash September 2015

Copyright 2015 by Northwest EcoBuilding Guild EV White Paper ndash Final Draft Vision2Action Symposium Series page 1

Plugging into the Future The Challenge and Opportunity of Residential

Electric Vehicle Infrastructure Prepared by Scott Morgan Cairn Sustainability Consulting Services

The Puget Sound region enjoys a uniquely favorable environment for the adoption and use of

electric drive vehicles Ideally located along the electrified I-5 corridor that runs from

Vancouver BC into California and drawing upon low-cost low emission regional hydropower

local EV owners may enjoy all the benefits of EV ownership with few down sides Given the

distinctively local blend of high-tech and environmental values along with inexpensive local

hydropower itrsquos no surprise that the

Puget Sound region leads the state for

plug-in electric vehicle [PEV]

ownership

Whether driven by desires for clean air

and a healthy environment local

economic development disaffection

with volatile fuel costs or State-level

incentives and requirements the Puget

Sound region can expect to see a

continued increase in privately-owned

electric vehicles and new demands

upon existing electrical and parking

infrastructure

After considering code requirements for

residential EV charging infrastructure

in new construction [June 2014] the

Tacoma City Council chose to step

back and engage with their community

to ldquodevelop an appropriate mix of

incentives and requirements for both

on-street and off-street electric vehicle

parking to ensure a coordinated and

comprehensive approach to the

creation of a cost-effective efficient EV

infrastructure systemrdquo (City of

Tacoma 2014)

This Vision2Action Symposium will

help us explore both the challenges and

opportunities presented by the on-going

growth in EV ownership This joint

effort will maximize the opportunities The West Coast Green Highway

(WA State Department of Transportation)



and minimize the challenges for the businesses jurisdictions and residents of Pierce County

involved in developing and utilizing EV charging infrastructure You will have the opportunity

to explore and discuss the best balance of public and private actions to facilitate the benefits and

minimize the costs of EV ownership for all involved

Given the nature of recharging EV charging infrastructure is often best fitted for locations where

vehicles are parked for long periods of time particularly at home The question before the

participants of this symposium is how to best facilitate home charging in both existing and new

residential construction At its core how do we best connect new electrical infrastructure to

provide the freedom for EV users to charge at home without creating complicating costs for

builders developers and utilities

Electric-drive Vehicles in Washington State

In January of 2014 there were 7896 electric vehicles registered in the state of Washington [PEVs

produced by major automakers since about 2011] By December of 2014 there were 12351

electric vehicles registered in the state Pierce County registrations climbed from 642 to 977

during that twelve month period

Chart 1 - (Washington State Department of Transportation 2015)

Nationally new EV sales have doubled from 2010 through 2014 and aggregate EV sales have

been hovering around 35 of all vehicle sales for the past three years (Electric Drive

Transportation Association 2015) While Washington is one of the top states for electric drive

vehicle sales the market is still very young and the total proportion of electric drive vehicles to

all vehicles [new and old] on the road remains very low roughly 04 of over 28 million

licensed automobiles in Washington State [both publicly and privately owned cars 2013]

(Federal Highway Administration) If sales trends continue however electric drive vehicles will

become much more common particularly within urban environments where driving distances fit

the vehiclesrsquo functional range and public charging infrastructure is readily accessible



Year Total National Electric Drive Vehicle Sales of all Vehicle Sales

2010 274555 237

2011 284064 223

2012 487480 338

2013 592232 384

2014 570475 347

2015 (Jan ndash Apr) 149231 292 Table 1 - (Electric Drive Transportation Association 2015)

Unlike gasoline or diesel fueled vehicles PEVs [whether battery or hybrid] require a different

kind of fueling infrastructure Recharging may require anything from 20 minutes to many hours

for a full charge [depending upon the power of the charger] so electric chargers are not likely to

pop up alongside or replace fuel pumps at gas stations With the exception of high-voltage fast

charging stations along major transportation corridors recharging is often a better fit at locations

where vehicles can be left sitting for longer periods of time in parking lots at work or other

destinations and at home

The number of both

public and workplace

charging stations are

growing steadily There

are over 50 publicly-

available charging

locations in and around

Tacoma as of April

2015 We can also

presume that there are at

least a few hundred other

private residential and

workplace stations based

on the number of PEV

registrations in the

county (Many EV

owners however

comfortably recharge

from a conventional 110-

volt outlet at home more

on that soon) C

Chart 2 - (PlugShare)



The Benefits and Opportunities of EV Ownership

There are multiple private and public benefits attendant with the use of electric drive vehicles in

our region These benefits are likely to continue to drive EV adoption beyond the early-adopters

and given the complementary public benefits are also likely to stimulate policies supporting EV

adoption

For EV owners total cost of ownership is generally less for an EV than an internal combustion

engine [ICE] vehicle Although purchase costs are higher long-term fuel and maintenance costs

are often substantially less Total five-year cost of ownership for a Nissan Leaf is over $2000

less than for a comparable Nissan Versa even before taking the tax credit With the credit a Leaf

will cost almost $10000 less than a Versa in the first five years of ownership [assuming identical

locations financing rates and driving habits] Total five-year cost of ownership for a Leaf

[$29860 MSRP] is roughly $22300 [nearly $30000 without the $7500 tax credit] and $32200

for a Versa [$11990 MSRP]

Fuel Costs ndash Nissan Leaf and Versa

Leaf Versa

Mileage 34 kWh per 100 miles 30 mpg

Fuel rate per mile 034 kWh 0033 gallons

Fuel cost per unit [Home charging] $ 007kWh $300gallon

$ per mile $ 002 $ 010 Table 2 ndash (US Department of Energy 2015)

Chart 3 - (Edmundscom)

The public benefits of EV ownership are quite specifically related to the reduced purchase and

combustion of gasoline or diesel fuels



1 Local Economy ndash Fuel dollars that were leaving the state are re-allocated to [mostly]

local utilities and cost savings that translate to greater personal spending capacity for EV

owners The Department of Transportationrsquos analysis below is conservative but

illustrates the point

2 Improved Regional Air Quality ndash With zero lsquotailpipersquo emissions while in electric drive

mode EVrsquos have a much smaller impact on public health costs [Brake and tire wear still

contribute to airborne small particulate matter and water run-off contaminants]

3 Improved Regional Water Quality ndash Without a need for use and handling of gasoline or

diesel fuels and engine oil the associated runoffdrainage of petroleum pollutants can be

reduced

4 Fewer GHG Emissions ndash Drawing upon an electrical grid supplied primarily by

hydroelectric and other renewable power sources with little or no combustion by-

products when driven electric drive vehicles realize their full potential as lsquozerorsquo emission

vehicles in the Puget Sound Region

An estimated 9300 metric tons [20502966 lbs] of petroleum flow into the Puget Sound

each year as a result of motor oil drips and leaks improper disposal of motor oil and

gasoline spillage during fueling (WA State Department of Ecology and King County

2011)

Non-GHG Air Pollution Costs [2007 $ per Vehicle Mile Traveled]

Vehicle Class Urban Peak Driving Urban off-Peak Driving

Average Car 0062 0052

Compact Car 0051 0042

Electric Vehicles 0016 0013 Table 3 - (Victoria Transport Policy Institute 2013)

Assuming 15000 vehicle miles travelled per year average car emissions cost the public

$780 ndash 930 per year per car pollution from a compact car ranges from $630 ndash 765 in cost

while pollution from an EV costs from $195 ndash 240 per year per car The 977 EVrsquos currently

registered in Pierce County are saving someplace between $425000 [compact off-peak

minus EV off-peak] and $674000 [average car peak minus EV peak] in annual air pollution

costs [All costs in 2007 dollars]

The economic activity represented by the 12351 PEVs now registered in Washington Dec

2014 represents putting about $360 million in clean energy investment to work in

Washington With each vehicle driven an annual average of 9000 miles these vehicles

combined will drive 100 million miles per year on pure electricity Compared to a 50 mpg

gas car EV drivers will save two million gallons of gasoline At an average cost of $250

per gallon of gas saved $5 million dollars is being recycled into Washingtonrsquos economy

instead of going out of the state to oil companies (Washington State Department of

Transportation 2015)



Public Challenges of Residential EV Charging Infrastructure

The legislature further finds that it has given utilities other policy directives to

promote energy conservation which do not make the benefits of building out

electric vehicle infrastructure as well as any subsequent increase in energy

consumption readily apparent (SHB 1853)

State and local-level policy support for electric drive vehicles driven by public health and

greenhouse gas reduction benefits are creating unintended complications with active energy

conservation and renewable energy priorities While any single 240-volt Level 2 charging

station is basically just a large electrical appliance the aggregate demand from multiple chargers

is likely to change usage patterns and demand levels within local distribution grids potentially

overloading discrete lines or substations Demand management within a region may also be

affected considering that the most probable charging times are also peak electrical demand times

[upon arrival at work and again in the evening at home]

A 2008 study by Oak Ridge National Laboratories found that the Western Electricity

Coordinating Council ndash Northwest Power Pool Area [Washington Oregon Wyoming Idaho

and most of Nevada Utah and Montana] should have plenty of regional generation capacity to

satisfy any EV charging demand pattern through 2030 by which time we can expect more

reliance upon natural gas-powered plants to meet peak demands But the study also found that

Increased electricity demand will extend the time during which electricity generators

work at full capacity It will accelerate amortization increase opportunity costs of power

plant withdrawals for planned operation and maintenance checks and change the mix of

marginal generators The transmission grid will sway away from its customary

ldquoconservativerdquo mode of operation to a fully loaded one To assure reliability new

technology that is able to respond more quickly to changes in electrical properties of the

line might be required (Oak Ridge National Laboratories 2008)

While these study findings are mostly positive at a very large scale therersquos no evidence that any

changes in precipitation patterns [loss of snow pack] were included in the models nor is the

study sufficiently detailed to address utility-scale concerns Locally EV charging demand wasnrsquot

even mentioned in Tacoma Public Utilitiesrsquo 2013 Integrated Resource Plan but it has risen to a

listed concern in 2015 (Tacoma Public Utilities 2015) [Also reference PNNL-19165 Technical

Challenges of Plug-in Hybrid Electric Vehicles and Impacts to the US Power System

Distribution System Analysis]

The Union of Concerned Scientists calculated that a Nissan Leaf charging from a hydro-

powered grid has the well-to-wheels [from extraction to manufacture to use] fuel-related

greenhouse gas emissions of a gasoline vehicle that gets 5800 miles per gallon This means

it would take 215 Leafs in Tacoma to generate the same greenhouse gas emissions as one

27 mpg passenger car (Union of Concerned Scientists 2012)



Private Challenges of Residential EV Charging Infrastructure

Access to sufficient electrical service is the primary perceived barrier to home-based charging

infrastructure Location is a secondary barrier particularly for lsquogarage-orphanedrsquo homes with

curbside or driveway parking and in multi-family apartment or condominium residences In such

situations it becomes more complicated and expensive to both provide electrical service and

dedicate parking spaces for charging infrastructure The total cost of installation for home

chargers therefore will vary widely depending upon the available service location of the

charger and whatrsquos being installed

The Ecotality EV Project tracked the cost of single-family residence Level 2 EV charger

installations in the SeattleTacoma region from 2010 ndash 2013 [new owners of the Nissan Leaf or

Chevy Volt] The average total installation cost was $1338 with a maximum cost of $4465

The average permit fee cost was $8079 6 of the total installation cost on average (Idaho

National Laboratory 2015) It should be noted that the costs of the charging units have dropped

significantly since then

How do we best facilitate the freedom for EV owners to charge at home

The Idaho National Laboratoriesrsquo analysis of EV Project residential installations identified the

following features of an lsquoidealrsquo charger installation (Idaho National Laboratories 2015)

Utilizing a charger that plugs in rather than being hard-wired

Electrical service panel with at least two open spaces and at least 200 amps total service

capacity

Charger installation space within 8 feet of the electrical panel

Clear wall amp floor space around the charger installation location

Additional lsquoidealrsquo features include

Internet access via either Ethernet or wireless modem

Separate dedicated meter for charger(s)

Given that lsquoIdealrsquo often means lsquoeffortless with all the bells and whistlesrsquo itrsquos possible to simplify

those criteria slightly

1 Simple connectivity between the charger and panel whether it is hard-wired or plug-in

2 Service capacity that includes at least one dedicated 40 amp circuit for a charging station

3 Either a short or facilitated (conduit) wire run between the charger space and the wall

panel

4 Clear wall amp floor space around the potential charger installation space

Internet access and dedicated meters may be handy but are hardly necessary for a fully

functional charging installation

There are also a number of non-ideal installations The full range includes all the permutations of

the following conditions



Structure status _______________________________

Existing residence remodelrenovation or new construction

Type ____________________________

Single-family w garage garage orphan [driveway or curbside parking] or multi-family

residences

Charging technology _________________________

Level 1 Level 2 or new technology [wireless battery pack other evolving technology]

Subsequent owner experience since the rollout of the Nissan Leaf however has given cause to

question some of the key assumptions around home-based charging First the common habit of

driving a petroleum-fueled vehicle until the fuel tank is nearly empty then filling up had shaped

many early assumptions on EV charging In reality however itrsquos not only easier but also

desirable to recharge the vehicle battery daily whether the battery is significantly depleted or

not This charging behavior is supported further by the fact that most EV ownersrsquo daily driving

habits are well within the vehicle range and do not fully drain the vehicle charge Those factors

combined have called into question the assumption that Level 2 chargers are needed at home or

work (Bruninga) Many EV owners are comfortably topping off their charge from conventional

wall outlets overnight at home

Relative Charging Rates by Charging Level

Charging Level Power LevelCircuit Rating Miles per Hour of Charging

Level 1 110120 VAC 15 or 20 Amps ~ 4-6 mileshr charge

Level 2 Low (33 kW) 208240 VAC 30 Amps 8-12 mileshr charge

Level 2 Med (66 kW) 208240 VAC 40 Amps 16-24 mileshr charge

Level 2 High (96 kW) 208240 VAC 50 Amps 24-36 mileshr charge

Level 2 Highest (192 kW) 208240 VAC 100 Amps gt 60 mileshr charge Table 4 - (California Plug In Electric Vehicle Collaborative 2013) [Level 3 DC fast chargers draw upon 3-phase

power and would be a very uncommon expensive and mostly unnecessary option for residential charging]

EV owners are now finding that installing EV chargers can be as simple as running an extension

cord or adding another outlet Level 1 charging [standard 110-volt wall outlet] is sufficient to top

off most electric-drive vehicles after daily use While most newer-model hybrids and battery-

electric vehicles require a 240-volt Level 2 connection to fully recharge in 4 ndash 8 hours common

experience is that most privately-owned vehicles spend 8 ndash 12 hrs at home each day and full

recharges are seldom a daily requirement for most drivers Plugging into a standard wall outlet

overnight may replenish from 32 (4 mihr charge x 8 hrs) to 72 (6 mihr charge x 12 hrs) miles of

range

Some situations will be clearly unsuitable for EV charger installations but communities can

facilitate the growth of ownership and residential charging demand through a suite of solutions to

broadly stimulate and effectively manage the development of residential EV charging Some of

this work has been done elsewhere and we can draw upon other models used to stimulate similar

new infrastructure changes Following is a short list of key models that could be applied to




Incentive-based Policy Solutions

o One-stop shop connecting dealers buyers and installers

o Fast track permitting process[es]

o Simplified or reduced permit fees

o Business return for developers

Code-based Policy Solutions (also refer to Municipal Research and Services Center

Planning for Electric Vehicles)

o Review for zoning electric andor building code-based restrictions and change to

allow for charging infrastructure (refer to Puget Sound Regional Council model

ordnance guidance)

o Streamline and clearly document permitting processes (refer to City of Seattle

Department of Planning and Development Tip 132 Seattle City Light Electric

Vehicles City of Seattle Office of Sustainability amp Environment)

o Require lsquoEV readyrsquo new construction (refer to Mountlake Terrace Municipal

Code 19126)

Market-based Solutions

o Existing residences ndash those who can afford it can do it

o Multi-family residences ndash Some public charging networks have developed leasing

models for multi-family property managers that are supported by customer

charging fees (ChargePoint 2015) (nrg EVgo 2015)

o Demand-based charging ndash time of day differential electrical rates where utilized

allow utilities to incentivize off-peak residential charging (Idaho National

Laboratories 2015)

Strategic Compensation Solutions

o On-site renewable energy generation ndash Not a lower cost solution but potentially

viable in some situations

o Apply building energy conservation measures to free up electrical load ndash most

effective for commercial buildings ndash lighting upgrades can help offset the

additional demand from EV chargers (Stetter 2014)

o Street light chargers ndash Some lsquogarage-orphanedrsquo neighborhoods may find curbside

charging solutions by tapping into the existing street lighting circuit While it isnrsquot

a perfect fit for all lighting circuits BMW is piloting something similar in Munich

(Taylor 2014) (BMW Blog 2014)

Street light branch circuits are typically 96kW or less Although smaller wattage units are available EV

units are typically installed as 144kW units

Street lighting circuits are most often photo-electric cell controlled (meaning no power during daylight

hours)

Electric utility billing would be simple with a metered electric service but more challenging with flat rate

unmetered systems

In cases where the street light circuit is adequately sized for the existing load plus the additional load of

the EV unit it could be installed (assuming access to junction boxconduit is available)

If the street lighting system is on a central metered service (and raceway sizing is adequate) a dedicated

circuit could be installed for the EV unit

(Personal discussion with staff at City of Olympia Public Works May 2015)



There are no lsquosilver-bulletrsquo solutions each presents a trade-off between private and public costs

At the extremes purely private market-based solutions can leave the utilities scrambling to

adjust to unpredictable load demands while purely public code requirements can drop a heavy

cost burden onto new construction and renovations

Whatrsquos coming down the road

Are PEVrsquos really the future of transportation How are the technologies changing Any plans

made today should certainly allow for future changes in both PEVrsquos and other alternatively

fueled vehicles

Charging technologies are changing the charging controllers have been changing with each

new generation Garage chargers are even going wireless (Plugless 2015) Changes in charger

technology may support choices to focus on installing wall outlets (to plug the charger into)

rather than hard-wired chargers

Home battery packs could potentially buffer charging demand and may also play a role in PEV

charging with time-of-day charging incentives (where available) though itrsquos still too early to

make any accurate predictions

Hydrogen fuel-cell vehicles are coming [and have been for many years] Fuel cell vehicles have

the capacity to meet both zero-emission requirements and long-range driving demands They are

likely to seem more appealing to many drivers than a battery electric vehicle because of the

perceived fuller range capacity A very few hydrogen fuel cell vehicles are currently available in

the California market (Toyota 2015) (Hyundai 2015) and others are expected to be available in

2016 (Honda 2015) These vehicles are however barely where PEVrsquos were a decade ago Fuel

cell vehicles remain a new technology with little to no public fueling infrastructure [there appear

to be a total of 12 hydrogen fuel stations in the country one in Connecticut one in South

Carolina and ten in California (Alternative Fuels Data Center)] In addition while EV chargers

are able to connect with an existing electrical infrastructure [despite the multiple complexities

and challenges] the hydrogen fueling infrastructure will more likely mimic but be distinct from

the existing gasoline fueling system Not only will that system need to be built from the ground

up hydrogen generation commonly requires more energy than can be regained from its use as

fuel and storage is very challenging

State-level policy continues to be predominantly focused on public charging and utility-level

regulations and incentives only lightly touching on private charging infrastructure Charging

stations in Washington State may now bill by the charge quantity [kWh] rather than by the

connection fee there are defined conditions for regulated and unregulated charging infrastructure

(RCW 8028320) and the Utility and Transportation Commission now has direction to allow

utilities to recover costs for EV charging infrastructure (SHB1853 effective July 24 2015)

State and local building code amendments have been variously suggested in Tacoma and

elsewhere as both lsquoencouragementsrsquo and lsquorequirementsrsquo for ldquoEV readyrdquo charging infrastructure

in new construction Given the potential complexity of the costs of installation [for both private



and public entities] and the future of the technologies developing and implementing solutions

will require a collaborative approach focused on mutual education and shared benefits

This symposium represents a unique opportunity to participate in that collaboration and turn this

complex challenge into a benefit for all with broad implications for the development community

home owners residents utility providers and our regional environment

Sources and Resources

BMW Blog (2014) Retrieved 2015 from wwwbmwblogcom

httpwwwbmwblogcom20141108charging-bmw-i3-streetlight

Bruninga R ( (nd) Overlooking L1 Charging At-Work in the Rush for Public Charging Speed

Retrieved August 3 2015 from APRSorg httpaprsorgEnergyChargingIEEEpaperpdf

California Plug In Electric Vehicle Collaborative (2013 November) Plug-in Electric Vehicle

Charging Infrastructure Guidelines for Multi-unit Dwellings Retrieved from

PEVCollaborativeorg

httpwwwpevcollaborativeorgsitesallthemespevfilesdocsreportsMUD_Guidelines4webp

df

ChargePoint (2015) Multi-family Property Managers Retrieved 2015 from

wwwchargepointcom httpwwwchargepointcommultifamily-property-managers

City of Seattle (2011) Department of Planning and Development Retrieved 2015 from

wwwseattlegov httpwwwseattlegovDPDPublicationsCAMcam132pdf

City of Tacoma (2014 June) City of Tacoma Retrieved 2015 from

httpcmscityoftacomaorgcityclerkFilesCityCouncilAgendas2014-

VotingRecord20140624mupdf

Ecotality (2013 August 5) The EV Project Retrieved 2015 from TheEVProjectcom

httpwwwtheevprojectcomcms-assetsdocuments127233-901153q2-2013-rptpdf

Edmundscom (nd) Edmunds True Cost to Own Retrieved May 2015 from Edmundscom

httpwwwedmundscomnissanleaf2014st-200674102cost-to-own

Electric Drive Transportation Association (2015) Retrieved from ElectricDriveorg

httpelectricdriveorgindexphpht=dspi20952pid20952

Federal Highway Administration (nd) Highway Statistics 2013 Retrieved 2015 from US

Department of Transportation Office of Highway Policy

httpwwwfhwadotgovpolicyinformationstatistics2013mv1cfm



Honda (2015) FCX Clarity Retrieved from wwwautomobileshondacom

httpautomobileshondacomfcx-clarity

Hyundai (2015) Tucson Fuel Cell Retrieved from wwwhyundaiusacom

httpswwwhyundaiusacomtucsonfuelcellcmpid=PM_PS_Google_6a9k0h41214151015ampgcli

d=Cj0KEQjw1pWrBRDuv-rhstiX6KwBEiQA5V9ZoQK26lu64c9sjZUgn2se4x_-IDXXME-

nUHUEUkTU-OEaAmfU8P8HAQ

Idaho National Laboratories (2015) Advanced Vehicle Testing Activities Retrieved from

wwwavtinlgov

httpavtinlgovpdfEVProjWhatWereBestPracticesForResidentialInstallationspdf

Idaho National Laboratories (2015) Advanced Vehicle Testing Activity Retrieved from

wwwavtinlgov

httpavtinlgovpdfEVProjResChargingBehaviorInResponseToExperimentalRatespdf

Idaho National Laboratory (2015) Advanced Vehicle Testing Activity Retrieved 2015 from

INLgov

httpavtinlgovpdfEVProjHowDoResidentialChargingInstallationCostsVaryByGeographicLo

cationspdf

nrg EVgo (2015) Own or Manage Multi-family Communities Retrieved 2015 from

wwwnrgevgocom httpwwwnrgevgocomown-or-manage-multi-family-communities

Oak Ridge National Laboratories (2008) Retrieved 2015 from

httpwebornlgovinfoornlreviewv41_1_08regional_phev_analysispdf

Plugless (2015) Retrieved from wwwpluglesspowercom httpspluglesspowercom

PlugShare (nd) Retrieved May 18 2015 from PlugSharecom httpwwwplugsharecom

Puget Sound Regional Council (2010) Model Guidance Retrieved 2015 from wwwpsrcorg

httpwwwpsrcorgtransportationevmodel-guidance

Stetter J (2014) Charged Electric Vehicles Magazine Retrieved 2015 from

wwwchargedevscom httpchargedevscomfeatureshow-to-avoid-electrical-infrastructure-

upgrades-when-installing-evse

Tacoma Public Utilities (2015) Integrated Resource Plan Retrieved 2015 from Tacoma Public

Utilities httpwwwmytpuorgtacomapowerabout-tacoma-powerdams-power-

sourcesintegrated-resource-planhtm

Taylor E (2014) Reuters US Retrieved 2015 from wwwreuterscom

httpwwwreuterscomarticle20141107us-bmw-lighting-sockets-

idUSKBN0IR14Q20141107



Toyota (2015) Mirai FCV Retrieved from wwwtoyotacom

httpwwwtoyotacommiraifcvhtmlsrchid=sem|google|FCV|Model_FCV|Mirai_General_E|F

CV+Copy+Refresh+422|

Union of Concerned Scientists (2012) State of Charge Electric Vehicles Global Warming

Emissions and Fuel-Cost Savings across the United States

httpwwwucsusaorgsitesdefaultfileslegacyassetsdocumentsclean_vehicleselectric-car-

global-warming-emissions-reportpdf

US Department of Energy (2015) Retrieved 2015 from FuelEconomyGov

httpwwwfueleconomygov

US Dept of Energy (nd) Alternative Fueling Station Locator Retrieved August 3 2015 from

Alternative Fuels Data Center

httpwwwafdcenergygovlocatorstationsresultsutf8=E29C93amplocation=ampfuel=HYamp

private=falseampplanned=falseampowner=allamppayment=allampradius=falseampradius_miles=5

Victoria Transport Policy Institute (2013 August 28) Transportation Cost and Benefit Analysis

II - Air Pollution Costs Retrieved 2015 from Victoria Transport Policy Institute

httpwwwvtpiorgtcatca0510pdf

WA State Department of Ecology and King County (2011) Control of Toxic Chemicals in

Puget Sound Assessment of Selected Toxic Chemicals in the Puget Sound Basin 2007-2011

Retrieved 2015 from Department of Ecology Puget Sound Water Quality

httpsfortresswagovecypublicationsdocuments1103055pdf

WA State Department of Transportation (nd) West Coast Electric Highway Map Retrieved

May 2015 from WestCoastGreenHighwaycom

httpwwwwestcoastgreenhighwaycompdfsWCEH_mappdf

Washington State Department of Transportation (2015) Washington State Electric Vehicle

Action Plan Retrieved from httpwwwwsdotwagovNRrdonlyres28559EF4-CD9D-4CFA-

9886-105A30FD58C40WAEVActionPlan2014pdf

Washington State Legislature (2015) Substitute House Bill 1853 Retrieved from Washington

State Legislature httplawfilesextlegwagovbiennium2015-

16PdfBillsSession20LawsHouse1853-SSLpdf



and minimize the challenges for the businesses jurisdictions and residents of Pierce County

involved in developing and utilizing EV charging infrastructure You will have the opportunity

to explore and discuss the best balance of public and private actions to facilitate the benefits and

minimize the costs of EV ownership for all involved

Given the nature of recharging EV charging infrastructure is often best fitted for locations where

vehicles are parked for long periods of time particularly at home The question before the

participants of this symposium is how to best facilitate home charging in both existing and new

residential construction At its core how do we best connect new electrical infrastructure to

provide the freedom for EV users to charge at home without creating complicating costs for

builders developers and utilities

Electric-drive Vehicles in Washington State

In January of 2014 there were 7896 electric vehicles registered in the state of Washington [PEVs

produced by major automakers since about 2011] By December of 2014 there were 12351

electric vehicles registered in the state Pierce County registrations climbed from 642 to 977

during that twelve month period

Chart 1 - (Washington State Department of Transportation 2015)

Nationally new EV sales have doubled from 2010 through 2014 and aggregate EV sales have

been hovering around 35 of all vehicle sales for the past three years (Electric Drive

Transportation Association 2015) While Washington is one of the top states for electric drive

vehicle sales the market is still very young and the total proportion of electric drive vehicles to

all vehicles [new and old] on the road remains very low roughly 04 of over 28 million

licensed automobiles in Washington State [both publicly and privately owned cars 2013]

(Federal Highway Administration) If sales trends continue however electric drive vehicles will

become much more common particularly within urban environments where driving distances fit

the vehiclesrsquo functional range and public charging infrastructure is readily accessible




2010 274555 237

2011 284064 223

2012 487480 338

2013 592232 384

2014 570475 347









The number of both





available charging


Tacoma as of April

2015 We can also







county (Many EV

owners however




on that soon) C








adoption










Leaf Versa



















reduced








2011)
















































































capacity











panel










Type ____________________________


residences




























range


















ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf




















































2010 274555 237

2011 284064 223

2012 487480 338

2013 592232 384

2014 570475 347









The number of both





available charging


Tacoma as of April

2015 We can also







county (Many EV

owners however




on that soon) C








adoption










Leaf Versa



















reduced








2011)
















































































capacity











panel










Type ____________________________


residences




























range


















ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf























































adoption










Leaf Versa



















reduced








2011)
















































































capacity











panel










Type ____________________________


residences




























range


















ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf




























































reduced








2011)
















































































capacity











panel










Type ____________________________


residences




























range


















ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf













































































































capacity











panel










Type ____________________________


residences




























range


















ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf





















































Type ____________________________


residences




























range


















ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf




























































ordnance guidance)





Code 19126)








Laboratories 2015)














hours)


unmetered systems















fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf


























































fueled vehicles













































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf































































PEVCollaborativeorg


df


























wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf


























































wwwavtinlgov



wwwavtinlgov



INLgov


cationspdf

















































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