Economics of PEV Charging Climate Change Working Group Shenzhen, China November 3, 2016

California Environmental Policies Clean Air Act – Section 177 AB 32 & Executive Order S-3-05  SB 32 Low Carbon Fuel Standard SB 375 – Sustainable Communities SB 535 – Cap&Trade Funds and Disadvantaged Communities Zero Net Energy Renewable Portfolio Standard AB 2514 – 1.325 GW Energy Storage Once through cooling retirement 12 GW Distributed Generation Executive Order B-16-2012 – 1.5 MM ZEVs by 2025 ZEV Action Plan Executive Order B-32-15 – Sustainable Freight GHG Emissions Air Quality And the list goes on….

California and Air Quality Counties Designated “Nonattainment” 5 NAAQS Pollutants 4 NAAQS Pollutants 3 NAAQS Pollutants 2 NAAQS Pollutants 1 NAAQS Pollutant

California and Air Quality South Coast AQMD Estimates on NOx Reductions Required A major pollutant that California continues to struggle with is NOx which is a precursor to Ozone which irritates the lungs and may lead to premature death from heart and/or lung disease. The carrying capacity of the South Coast Air Basin is around 115 tons/day while we are presently at 350 tpd. You can see that LDV are not a big contributor given improvements but other sectors are. However, reductions required are so large you will still need to zero out LDVs and also remember that most of the GHG emission from transportation from LDVs. http://westcoastcollaborative.org/files/sector-marine/Collaborative01.pdf

Building Installation Analysis Multipurpose Science and Technology Building Tilt-up commercial building typical of Southern CA Solar PV – 95 kW Avg Load – 83.3 kW Load Factor – 0.49 Install Six Chargepoint EVSE SAE J1772 Connector 7.2 kW Capacity Total Project Cost EVSE - $25k Engineering - $5.75k Labor/Equip - $44.7 k Contract Mgmt - $7.2k Total - $82.7k

Analysis Framework Estimate a PEV Set Size (i.e., PEV population using EVSE) Maximum selected was 5500 based on PEV sales data in surrounding zip codes Use National Household Travel Survey for work-based trips and PEV sales data to determine PEV charging requirements for month

Parking Management Scenarios Scenario 1 – Unmanaged PEV parks at EVSE for entire dwell period Scenario 2 – Valet PEV parks at EVSE until charged then moves Low PEV Population High PEV Population

Parking Management Scenarios A valet system is important for increasing throughput and maintaining customer satisfaction

Analysis Framework Investigated several other parameters EVSE on separate tariff EVSE separate tariff cheaper until approximately 200 PEVs using the station due to a tariff switch PV installed Reduces utility costs if $/kWh lower Pricing Methods 3 TOU methods with cheapest for PEV driver being two tiered TOU tariff with 6-10 AM peak In next phase, will implement different pricing methods at EVSE to observe effect on charging behavior

EV Charging Pricing Rates to break even for given installed cost 6-10 AM chosen since period of highest usage 250 Cars per Month 5467 Cars per Month Installed Cost ($) Morning Rate (6-10 AM) ($/kWh) Afternoon Rate ($/kWh) 30,000 0.86 0.57 60,000 1.35 0.90 90,000 1.84 1.22 Installed Cost ($) Morning Rate (6-10 AM) ($/kWh) Afternoon Rate ($/kWh) 30,000 0.30 0.20 60,000 0.39 0.26 90,000 0.48 0.32

Cost Per Mile for PEV Driver

Level 3 – 44 kW Same analysis done with Level 3 High costs for low PEV population due to demand charges Flores, R. J., Shaffer, B. P., & Brouwer, J. (2016). Electricity costs for an electric vehicle fueling station with Level 3 charging. Applied Energy, 169, 813–830. http://doi.org/10.1016/j.apenergy.2016.02.071

Conclusions EVSE installation can be expensive Separate EVSE tariff economic only at low PEV populations Pricing required at low PEV populations too high to be competitive with gasoline At low PEV population  locate to maximize throughput

Locating to Maximize Throughput Zhang, L., Shaffer, B., Brown, T., & Scott Samuelsen, G. (2015). The optimization of DC fast charging deployment in California. Applied Energy, 157, 111–122. http://doi.org/10.1016/j.apenergy.2015.07.057

Economics of PEV Charging Climate Change Working Group Shenzhen, China November 3, 2016