Cal Poly Electric Vehicle Charging Infrastructure Initiative

This is a low cost print edition of a government publication. This report describes the results of the installation of 12 Level 2 electric vehicle charging portswith 12 dedicated parking spaces in two campus parking lots at California PolytechnicUniversity State University in San Luis Obispo. The goal of the project was to bring electricvehicle charging infrastructure to the university to increase the use of electric vehicles andthus reduce emissions associated with transportation by increasing workplace and destinationcharging. Usage data were collected from the stations over a 13-month period ending April 30,2016, to determine equivalent emission reductions as well as various vehicle and userstatistics. Specific objectives to increase workplace charging to eight users and destinationcharging to 150 users were set.The installation included 12 electric vehicle charging ports (six dual-charging stations)consisting of four Chargepoint CT4025 8-foot bollard dual charging stations and two CT40236-foot wall-mount dual charging stations. Greenhouse gas emission reductions were based onthe number of electric vehicle miles traveled. The internal combustion engine miles displacedwas determined by the measurement of energy delivered by the electric vehicle chargingstations and the energy use per mile of an average electric vehicle. The estimated greenhousegas emission reductions over the data collection period were more than 30,000 kilograms ofcarbon dioxide equivalent emissions and it is estimated that over the 15-year life of theproject, the reductions will reach 500,000 kilograms of carbon dioxide equivalent througheventual displacement of 1.6 million internal combustion engine vehicle miles.By the end of the 13-month data collection period, the number of workplace charging users oncampus has risen to 31 users, and destination charging users have reached 163 users.

This is a low cost print edition of a government publication. The purpose of ClipperCreek's Reconnect California Program was to deploy compliant electricvehicle charging stations according to the society of automotive engineers throughoutCalifornia. This Final Project Report assesses the success of the program, estimatesgreenhouse gas reductions, and estimates the increased potential for plug-in vehicleownership due to the expanded network of public charging infrastructure.This $3.5 million project was funded by the California Energy Commission and ClipperCreek toupdate public plug-in vehicle charging infrastructure throughout California without leaving preexisting plug-in vehicle drivers stranded. Over the course of the project, ClipperCreek installed762 Level 2 charging stations and 37 Level 1 charging ports at 313 sites throughout California.ClipperCreek worked with stakeholders, utilities, and clean cities collations to identify theoptimal sites to locate the charging infrastructure. The majority of the infrastructure updatedthrough this program was at "legacy" sites, meaning that the sites had pre-existing, but out ofdate, plug-in vehicle charging infrastructure. This pre-existing infrastructure made the upgradeinstallation a straight forward process for the "legacy" sites. During planning, ClipperCreekdiscovered that many "legacy" site hosts were unwilling to accept the new charging equipmentat their sites; this was one factor that caused the program time frame to be longer thanoriginally planned and for the program to expand to some new sites (sites that did notpreviously have complete charging infrastructure).Overall, the program was successful; ClipperCreek installed more equipment than originallyplanned while staying within budget. Key recommendations include: 1) Have a set list ofwhere installations will take place (agreeable site hosts) with a list of backup sites, 2) Plan abudget for site outreach, education, and project coordination.

The United States government is committed to promoting a market for electric vehicles. To ensure that this electrification program does not result in the same failure that has come be associated with its predecessor programs, Freedom Car and the Partnership for a New Generation of Vehicles, charging infrastructure must be available. At this point, however, it is unclear what the balance will be between industry and government involvement in enabling the distribution of electric vehicle service equipment (EVSE). A number of companies in the private sector have begun initial deployment projects, and municipalities, utilities and other commercial players are beginning to look into the provision of this equipment. However, little is understood about this market where uncertainties about vehicle sales, costs and government support abound. This thesis analyzes the economics of the infrastructure market and explores the internal logic for the companies involved through a dynamic behavioral spatial model to draw policy recommendations for the roles of the government and the private sector in vehicle electrification. Because of the low cost of electricity and high costs of charging infrastructure capital, it will be difficult for EVSE providers to earn a profit selling electricity. Model simulations demonstrate the importance of a public sector infrastructure roll out strategy and investment innovation in the EVSE market toward faster and cheaper charging options. Policies to stimulate electric vehicle adoption must focus on R&D for charging stations and deploying infrastructure.

Plug-in electric vehicles (PEVs) are growing in popularity in developed countries in an attempt to overcome the problems of pollution, depleting natural oil and fossil fuel reserves and rising petrol costs. In addition, automotive industries are facing increasing community pressure and governmental regulations to reduce emissions and adopt cleaner, more sustainable technologies such as PEVs. However, accepting this new technology depends primarily on the economic aspects for individuals and the development of adequate PEV technologies. The reliability and dependability of the new vehicles (PEVs) are considered the main public concerns due to range anxiety. The limited driving range of PEVs makes public charging a requirement for long-distance trips, and therefore, the availability of convenient and fast charging infrastructure is a crucial factor in bolstering the adoption of PEVs. The goal of the work presented in this thesis was to address the challenges associated with implementing electric vehicle fast charging stations (FCSs) in distribution system. Installing electric vehicle charging infrastructure without planning (free entry) can cause some complications that affect the FCS network performance negatively. First, the number of charging stations with the free entry can be less or more than the required charging facilities, which leads to either waste resources by overestimating the number of PEVs or disturb the drivers' convenience by underestimate the number of PEVs. In addition, it is likely that high traffic areas are selected to locate charging stations; accordingly, other areas could have a lack of charging facilities, which will have a negative impact on the ability of PEVs to travel in the whole transportation network. Moreover, concentrating charging stations in specific areas can increase both the risk of local overloads and the business competition from technical and economic perspectives respectively. Technically, electrical utilities require that the extra load of adopting PEV demand on the power system be managed. Utilities strive for the implementation of FCSs to follow existing electrical standards in order to maintain a reliable and robust electrical system. Economically, the low PEV penetration level at the early adoption stage makes high competition market less attractive for investors; however, regulated market can manage the distance between charging stations in order to enhance the potential profit of the market. As a means of facilitating the deployment of FCSs, this thesis presents a comprehensive planning model for implementing plug-in electric vehicle charging infrastructure. The plan consists of four main steps: estimating number of PEVs as well as the number of required charging facilities in the network; selecting the strategic points in transportation network to be FCS target locations; investigating the maximum capability of distribution system current structure to accommodate PEV loads; and developing an economical staging model for installing PEV charging stations. The development of the comprehensive planning begins with estimating the PEV market share. This objective is achieved using a forecasting model for PEV market sales that includes the parameters influencing PEV market sales. After estimating the PEV market size, a new charging station allocation approach is developed based on a Trip Success Ratio (TSR) to enhance PEV drivers' convenience. The proposed allocation approach improves PEV drivers' accessibility to charging stations by choosing target locations in transportation network that increase the possibility of completing PEVs trips successfully. This model takes into consideration variations in driving behaviors, battery capacities, States of Charge (SOC), and trip classes. The estimation of PEV penetration level and the target locations of charging stations obtained from the previous two steps are utilized to investigate the capability of existing distribution systems to serve PEV demand. The Optimal Power Flow (OPF) model is utilized to determine the maximum PEV penetration level that the existing electrical system can serve with minimum system enhancement, which makes it suitable for practical implementation even at the early adoption rates. After that, the determination of charging station size, number of chargers and charger installation time are addressed in order to meet the forecasted public PEV demand with the minimum associated cost. This part of the work led to the development of an optimization methodology for determining the optimal economical staging plan for installing FCSs. The proposed staging plan utilizes the forecasted PEV sales to produce the public PEV charging demand by considering the traffic flow in the transportation network, and the public PEV charging demand is distributed between the FCSs based on the traffic flow ratio considering distribution system margins of PEV penetration level. Then, the least-cost fast chargers that satisfy the quality of service requirements in terms of waiting and processing times are selected to match the public PEV demand. The proposed planning model is capable to provide an extensive economic assessment of FCS projects by including PEV demand, price markup, and different market structure models. The presented staging plan model is also capable to give investors the opportunity to make a proper trade-off between overall annual cost and the convenience of PEV charging, as well as the proper pricing for public charging services.

In California, the number of electric vehicles (EVs) on the roads has been increasing over the past several years. As EVs continue to grow, additional electric vehicle charging stations (EVCSs) will be needed for EV drivers to utilize. However, before implementing EVCSs in the public, there are various criteria that need to be considered. One of these criteria is public EVCSs' accessibility to amenities. When people are charging their EVs that require a significant amount of waiting time, having amenities nearby will provide them with the option to spend their time efficiently on worthwhile activities. To understand the accessibility of California public EVCSs to amenities, existing charging stations were examined with two popular amenities. Closest facility analysis from ArcGIS 10.4.1 was used to analyze and compute the distance from each of the public charging station to the closest amenity. The accessibility was based on whether the distances between the EVCSs and the amenities are within a tolerable walking distance. From the data analysis, two results were produced for the amenities examined and presented different percentages of the accessibility. For more precise results, further examination of public EVCSs' accessibility to amenities is needed and can be accomplished by considering additional amenities in the data analysis. Additionally, this study provides an approach to evaluate the accessibility of charging stations to amenities, which can be useful for locating optimal EVCS sites.