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

2. 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 – GW Energy Storage
Once through cooling retirement
12 GW Distributed Generation
Executive Order B – 1.5 MM ZEVs by 2025 ZEV Action Plan
Executive Order B – Sustainable Freight
GHG Emissions
Air Quality
And the list goes on….

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

4. 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.

5. 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

6. 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

7. 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

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

9. 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

10. 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

11. Cost Per Mile for PEV Driver

12. 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.

13. 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

14. 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.

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