Evaluating Utility Costs Savings For Ev Charging Infrastructure

This thesis explores the implications of the increased adoption of plug-in electric vehicles in California through its effect on the operation of the state's electric grid. The well-to-wheels emissions associated with driving an electric vehicle depend on the resource mix of the electricity grid used to charge the battery. We present a new least-cost dispatch model, EDGE-NET, for the California electricity grid consisting of interconnected sub-regions that encompass the six largest state utilities that can be used to evaluate the impact of growing electric vehicle demand on existing power grid infrastructure system and energy resources. This model considers spatiality and temporal dynamics of energy demand and supply when determining the regional impacts of additional charging profiles on the current electricity network. Model simulation runs for one year show generation and transmission congestion to be reasonable similar to historical data. Model simulation results show that average emissions and system costs associated with electricity generation vary significantly by time of day, season, and location. Marginal cost and emissions also exhibit seasonal and diurnal differences, but show less spatial variation. Sensitivity of demand analysis shows that the relative changes to average emissions and system costs respond asymmetrically to increases and decreases in electricity demand. These results depend on grid mix at the time and the marginal power plant type.In minimizing total system cost, the model will choose to dispatch the lowest-cost resource to meet additional vehicle demand, regardless of location, as long as transmission capacity is available. Location of electric vehicle charging has a small effect on the marginal greenhouse gas emissions associated with additional generation, due to electricity losses in the transmission grid. We use a geographically explicit, charging assessment model for California to develop and compare the effects of two charging profiles. Comparison of these two basic scenarios points to savings in greenhouse gas emissions savings and operational costs from delayed charging of electric vehicles. Vehicle charging simulations confirm that plug-in electric vehicles alone are unlikely to require additional generation or transmission infrastructure. EDGE-NET was successfully benchmarked against historical data for the present grid but additional work is required to expand the model for future scenario evaluation. We discuss how the model might be adapted for high penetrations of variable renewable energy resources, and the use of grid storage. Renewable resources such as wind and solar vary in California vary significantly by time-of-day, season, and location. However, combination of multiple resources from different geographic regions through transmission grid interconnection is expected to help mitigate the impacts of variability. EDGE-NET can evaluate interaction of supply and demand through the existing transmission infrastructure and can identify any critical network bottlenecks or areas for expansion. For this reason, EDGE-NET will be an important tool to evaluate energy policy scenarios.

For a century, almost all light-duty vehicles (LDVs) have been powered by internal combustion engines operating on petroleum fuels. Energy security concerns about petroleum imports and the effect of greenhouse gas (GHG) emissions on global climate are driving interest in alternatives. Transitions to Alternative Vehicles and Fuels assesses the potential for reducing petroleum consumption and GHG emissions by 80 percent across the U.S. LDV fleet by 2050, relative to 2005. This report examines the current capability and estimated future performance and costs for each vehicle type and non-petroleum-based fuel technology as options that could significantly contribute to these goals. By analyzing scenarios that combine various fuel and vehicle pathways, the report also identifies barriers to implementation of these technologies and suggests policies to achieve the desired reductions. Several scenarios are promising, but strong, and effective policies such as research and development, subsidies, energy taxes, or regulations will be necessary to overcome barriers, such as cost and consumer choice.

Although electric vehicles (EVs) are theoretically capable of emissions-free driving, their market penetration is still pending, which is reflected in their low sales numbers. This is mainly due to three major barriers to the widespread adoption of these vehicles, with one of them being their limited average driving distance. Although the limited range of these cars would theoretically be sufficient to match the usage patterns of most drivers, they are generally unwilling to accept it. In this regard, users often report serious concerns about not reaching their planned destinations due to battery depletion, which is commonly referred to as range anxiety. Within this cumulative dissertation, four research questions were derived, aiming to investigate measures that mitigate range anxiety and thus positively affect the attitude toward using EVs. To answer these research questions, six studies were conducted. The insights gained from analyzing the data provide researchers with an in-depth knowledge for investigating the influence of information systems on range anxiety. In addition, practitioners find decision support for addressing the phenomenon of range anxiety in implementing and designing information systems.

Ambitious federal clean goals, along with historic investment in American manufacturing, have put the United States on track to see 30-42 million light-duty electric vehicles (EVs) on the road by 2030. Now, a groundbreaking study from the National Renewable Energy Laboratory (NREL) has estimated the EV charging infrastructure needed nationwide to support a sweeping transition to electrified transportation. The study, titled "The 2030 National Charging Network: Estimating U.S. Light-Duty Demand for Electric Vehicle Charging Infrastructure," estimates the number, type, and location of the chargers needed to create a comprehensive network of EV charging infrastructure. Its use of proprietary NREL software tools and sophisticated analysis have resulted in a nationwide infrastructure needs assessment with a never-before-seen level of detail - one that takes into account the different ways Americans travel, from running errands to taking road trips, and can adjust to changing circumstances as EV adoption rates change over time.

The Paris Agreement on Climate Change adopted on December 12, 2015 is a voluntary effort to reduce greenhouse gas emissions. In order to reach the goals of this agreement, there is a need to generate electricity without greenhouse gas emissions and to electrify transportation. An infrastructure of SPCSs can help accomplish both of these transitions. Globally, expenditures associated with the generation, transmission, and use of electricity are more than one trillion dollars per year. Annual transportation expenditures are also more than one trillion dollars per year. Almost everyone will be impacted by these changes in transportation, solar power generation, and smart grid developments. The benefits of reducing greenhouse gas emissions will differ with location, but all will be impacted. This book is about the benefits associated with adding solar panels to parking lots to generate electricity, reduce greenhouse gas emissions, and provide shade and shelter from rain and snow. The electricity can flow into the power grid or be used to charge electric vehicles (EVs). Solar powered charging stations (SPCSs) are already in many parking lots in many countries of the world. The prices of solar panels have decreased recently, and about 30% of the new U.S. electrical generating capacity in 2015 was from solar energy. More than one million EVs are in service in 2016, and there are significant benefits associated with a convenient charging infrastructure of SPCSs to support transportation with electric vehicles. Solar Powered Charging Infrastructure for Electric Vehicles: A Sustainable Development aims to share information on pathways from our present situation to a world with a more sustainable transportation system with EVs, SPCSs, a modernized smart power grid with energy storage, reduced greenhouse gas emissions, and better urban air quality. Covering 200 million parking spaces with solar panels can generate about 1/4 of the electricity that was generated in 2014 in the United States. Millions of EVs with 20 to 50 kWh of battery storage can help with the transition to wind and solar power generation through owners responding to time-of-use prices. Written for all audiences, high school and college teachers and students, those in industry and government, and those involved in community issues will benefit by learning more about the topics addressed in the book. Those working with electrical power and transportation, who will be in the middle of the transition, will want to learn about all of the challenges and developments that are addressed here.

From time to time, the charging of electric vehicles experienced problems. What was the case? How can stratas/building owners recover the cost of electricity used for EV charging? How Can Regulators Help Ensure Equitable Access to Charging Infrastructure? How should utilities recover the costs of infrastructure investment? How can programs be designed to maximize the benefits? Defining, designing, creating, and implementing a process to solve a challenge or meet an objective is the most valuable role... In EVERY group, company, organization and department. Unless you are talking a one-time, single-use project, there should be a process. Whether that process is managed and implemented by humans, AI, or a combination of the two, it needs to be designed by someone with a complex enough perspective to ask the right questions. Someone capable of asking the right questions and step back and say, 'What are you really trying to accomplish here? And is there a different way to look at it?' This Self-Assessment empowers people to do just that - whether their title is entrepreneur, manager, consultant, (Vice-)President, CxO etc... - they are the people who rule the future. They are the person who asks the right questions to make EV Charging Infrastructure investments work better. This EV Charging Infrastructure All-Inclusive Self-Assessment enables You to be that person. All the tools you need to an in-depth EV Charging Infrastructure Self-Assessment. Featuring 698 new and updated case-based questions, organized into seven core areas of process design, this Self-Assessment will help you identify areas in which EV Charging Infrastructure improvements can be made. In using the questions you will be better able to: - diagnose EV Charging Infrastructure projects, initiatives, organizations, businesses and processes using accepted diagnostic standards and practices - implement evidence-based best practice strategies aligned with overall goals - integrate recent advances in EV Charging Infrastructure and process design strategies into practice according to best practice guidelines Using a Self-Assessment tool known as the EV Charging Infrastructure Scorecard, you will develop a clear picture of which EV Charging Infrastructure areas need attention. Your purchase includes access details to the EV Charging Infrastructure self-assessment dashboard download which gives you your dynamically prioritized projects-ready tool and shows your organization exactly what to do next. You will receive the following contents with New and Updated specific criteria: - The latest quick edition of the book in PDF - The latest complete edition of the book in PDF, which criteria correspond to the criteria in... - The Self-Assessment Excel Dashboard - Example pre-filled Self-Assessment Excel Dashboard to get familiar with results generation - In-depth and specific EV Charging Infrastructure Checklists - Project management checklists and templates to assist with implementation INCLUDES LIFETIME SELF ASSESSMENT UPDATES Every self assessment comes with Lifetime Updates and Lifetime Free Updated Books. Lifetime Updates is an industry-first feature which allows you to receive verified self assessment updates, ensuring you always have the most accurate information at your fingertips.

"he advent of Electric Vehicles (EV) in the private transportation sector is viewed as a means of reducing emissions and making significant efforts towards reducing climate change impacts. However, when it comes to adopting and/or promoting a new technology through subsidies, the consumers’ needs are seldom given significant attention. Moreover, most analyses informing policy making assess the potential of new and cleaner technologies like EVs based on an average consumer’s needs and behavior. Given heterogeneity, these analyses miss subpopulations that benefit (or lose) more than an average consumer. In fact, private transportation greatly depends upon how the diversity of consumers choose to commute and what kind of vehicles they choose to possess. Especially in the United States of America (U.S.), each consumer faces different needs for their daily commute, which dictates their preferences for vehicles. This behavioral heterogeneity in addition to the geographic locations of consumers makes the U.S. private transportation sector an intricate system. The locations of the U.S. define fuel prices as well as emissions from electricity production. Therefore, these behavioral and geographic heterogeneities are highly crucial while calculating the benefits and potentials of EVs. The analyses conducted for this dissertation consider these heterogeneities to accommodate the nuances in consumers. This consideration of heterogeneities is the most critical aspect of this work. Chapter 2 of this dissertation builds a Marginal Abatement Cost Curve (MACC) for Electric Technology Vehicles (ETVs) which incorporates these heterogeneities, behavioral and geographical. With current gasoline and battery cell prices, result indicate that without federal tax credits, about 1.9% of the population would receive direct financial benefits from purchasing an ETV. This subpopulation drives over 4 times (over 48,000 miles annually) more than the average consumer (11,700 miles). The consideration of the heterogeneities has made it possible to recognize this subpopulation. The scenario analyses are conducted for different fuel and battery cell prices. These analyses shed light on how different subpopulations benefit financially and environmentally from ETVs. In this chapter, the impacts of federal tax credits with and without considering heterogeneities are estimated, suggesting why policy analyses need to incorporate consumer heterogeneities while assessing benefits of government subsidies. Given these results on economic and carbon benefits of ETVs, Chapter 3 builds an integrated model of adoption that includes endogenous technological progress—through learning rates—where due to initial adopters the technology is made cheaper for the future ones. The feedback loop developed in this chapter takes into consideration the cumulative production of the technology and estimates price reductions using learning rates. Reduced capital costs then propel more consumers to adopt ETVs making the technology cheaper, again increasing the consumer base that benefits from them. The economic benefits of buying an ETV versus a conventional one costs depend on battery costs, non-battery EV costs, and the future of conventional vehicles. Results are that the future market penetration (share of consumers economically benefitting) is sensitive to two poorly understood quantities: non-battery EV costs and cost increases in conventional vehicles driven by future emission standards. Federal tax credits are also studied in how they stimulate adoption and in turn technological progress of ETVs. Governments are not only investing in subsidies for consumer purchase of ETVs but also in installing public EV charging stations. These charging stations are expected to motivate consumers to choose ETVs over conventional vehicles and help reduce range-anxiety. In Chapter 4 an assessment is conducted to understand how these public resources are being used. Results reveal the behavior of consumers at the public EV charging stations using empirical data collected in the City of Rochester. A data distillation is first conducted for the raw data to construct the daily charging profiles of the EV users. A pattern analysis is then performed to identify 5 distinct and homogenous clusters of daily charging profiles of the consumers. This work defines the operational inefficiency of the public charging station as the time spent in parking without charging out of the total time a PEV user accessed the public charging station. This analysis uncovers a significant inefficient operation of these public EV charging stations, i.e. EVs remained parked at stations long after charging is finished. An estimation of the opportunity cost of reducing this observed inefficiency in terms of Greenhouse Gas emissions savings is also conducted in this chapter. The main policy takeaways of this dissertation are that identifying key subpopulations who benefit from the ETVs is highly significant and possible only by incorporating behavioral and geographical heterogeneities. This allows a more precise estimation of impacts of policies such as the federal tax credits. Secondly, the initial adopters make the technology cheaper for the latter adopters. However, the future market parity of ETVs with conventional vehicles depends on poorly understood factors such as current costs and learning rates of non-battery EV technologies and future cost increases in conventional vehicles driven by stricter emissions requirements. Lastly, the use of public resources, such as public charging stations needs to be studied. They are expensive to create, and inefficient use may deter possible EV adopters. Furthermore, the possible opportunity cost of reducing emissions by using the charging station more efficiently allows better use of a public resource."--Abstract.