THE DESIRABLE LOCATION AND NUMBER OF EV CHARGING FACILITIES
Editor’s Note: These series are selected from manual Electric Vehicle Community Market Launch Manual: A Guide to Prepare Your Community for Electric Vehicles which was prepared by the Electric Transportation Coalition (ETC) and the Electric Vehicle Association of the Americas (EVAA) in cooperation with the U.S. Department of Energy (DOE) and the U.S. Department of Transportation (DOT).
Part of the EV planner’s job is to ascertain the number and location of existing fleet, residential, and public charging facilities, and project the number and location of future stations needed on the basis of expected EV sales.
Surveys and focus groups to determine EV demand can provide useful information on the number and geographic distribution of EV sales, and consequently the number and location of EV charging facilities that might be required for residences and fleets. General information from the surveys might also help plan for public charging facilities.
This section addresses how some communities have planned for or installed charging facilities and how much EV users will pay for electricity at remote charging facilities.
The electric utility and automotive industries agree that an EV charging station must be available at the EV’s primary garaging location. For an EV garaged at a single-family dwelling, one charging point would be required. The ideal location of this charging station would be in the garage or beside the driveway. In multifamily structures with reserved (single user) parking spaces, one charging station would be required adjacent to the parking space. In multi-family parking structures without reserved parking, a charging facility installed at one location could accommodate several users. For centrally fueled EVs in a fleet setting, one or more charging facilities could charge a number of vehicles at the same time.
The following case studies discuss results of charging studies performed by different groups:
Salt River Project (SRP) EV Market Assessment Survey
A1993ResidentialElectric Vehicle Market Assessment Study 1 completed by SRP found that Arizona-base potential purchasers of EVs must be able to charge at home. To ensure the broad appeal of EVs, charging facilities must also be available at work locations. In contrast, the ability to charge an EV at shopping malls, parking garages, and restaurants was a low priority. The study results were obtained using a survey that was direct mailed to over 47,000 residential customers with household incomes of at least $40,000.
Southern California Edison Company (SCE) EV Evaluation Program
In 1992, SCE developed a three-year Demand-Side Management Electric Vehicle Evaluation Program. This multifaceted and complex program analyzes and evaluates the electrical load that EVs will place on the utility system and develops strategies to mitigate the adverse impacts of additional EV-related load. The geographical information system being incorporated into computer models can provide projections of the optimal siting of charging facilities for large fleets and the public based on high commuter concentrations along primary transportation corridors.
General Motors Corporation (GM) PrE-View Drive Program Results
Based on composite focus group information from the Los Angeles, Phoenix, San Francisco, Sacramento, Harrisburg, and New York area GM PrEView Drive locations (see Status of EV Development in this Volume for a description of the GM PrEView Drive Program),GM found the following:
- Test drivers stated that the availability of public charging at locations other than the primary fueling location is critical to their vehicle purchase decision.
- The wide spread availability of public charging mitigates the ‘‘rangeissue,’’ rendering the vehicle more useful.
- The widespread availability of 6.6 kW (level2) public charging is a critical factor in the vehicle purchase decision.
- The availability of 25 kW (level 3) public charging is an important factor in a respondent’s purchase consideration, especially among higher income respondents.
- The use of the 6.6 kW versus the 25 kW public charging option appears to be highly correlated to household economics. Wealthier respondents indicated that they expected to use the 25 kW public charging option more than the 6.6 kW option, as they found saving time more important than the additional cost of level 3 charging.
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The following table summarizes the expected uses of home versus public charging facilities, and the price premium
that focus group participants would be willing to spend to charge their EVs at a public charging facility:
|
|
Home Charging Off-Peak (6.6 kW)
|
Home Charging On-Peak (6.6 kW) |
Remote Charging (6.6 kW)
|
Remote Charging
(25 kW)
|
|
Composite Average
|
85%
|
3%
|
6%
|
6%
|
|
Date Spread
|
65%–100%
|
0%–15%
|
0%–15%
|
0%–12%
|
|
Average Premium
|
Base
|
Not applicable
|
+100%
|
+250%
|
|
Data Spread
|
Base
|
Not applicable
|
0%–500%
|
0%–1,400%
|
To date, several communities working to be EV-Ready have taken different paths in planning for and deploying public EV charging facilities. The electric utility industry is employing a host of strategies, from conducting in depth charging system analyses (see the above description of SCE’s study) to installing public charging facilities in selected high-traffic locations.
The following case studies describe experiences with installing public charging:
SMUD has installed more than 137 EV charging stations at 29 public locations in Sacramento since August 1992. These charging stations are located at publicly owned and private parking structures primarily in major employment centers and light-rail parking lots. SMUD has installed the charging stations free of charge, and in return, the parking structure operator has agreed not to charge the EV user for electricity for a period of three years.
LADWP has installed more than 120 public/ semi-public charging stations at various LADWP-owned locations since late 1993. Currently, LADWP provides electricity free of charge to users of the charging equipment, but expects to charge for such electricity in the future.
Initially, BECO believed that public charging facilities should be installed at workplaces, shopping malls, and other locations. However, after analyzing results of the Massachusetts Electric Vehicle Demonstration Program, BECO has taken a different approach. The Program found that EV commuters generally charge their vehicles in locations with the most economical electricity and/or parking fees. Since home charging is anticipated to be less costly than public charging, BECO believes public charging should be made available only on interstate highways, parkways, and other corridors of travel between major population centers. BECO’s current plans call for deploying quick charge (level 3) locations at 35-mile increments along major routes circling Metropolitan Boston. Later, the Program would add such charging facilities along the Massachusetts Turnpike. The map above shows the distribution of level 3 chargers planned for Massachusetts.
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