MARCH 5, 2009 TEC MEETING

Transcription

1 MARCH 5, 2009 TEC MEETING AGENDA March 5, 2009 (Thursday) 8:30 am 2:30 pm TEC Speaker/Leader 1) Welcome and Introductions Mark Duvall/Brian Sisco 2) Review and Approval of Past Minutes and Action Items Brian Sisco 3) Mission Statement Review All Port Electrification (PE) 4) IEC TAG 18/IEEE P1713 Update Greg Nieminski/Brian Sisco Truck Stop Electrification (TSE) 5) IdleAire Updates Greg Ward IdleAire (by Phone) 6) ShorePower Updates Jeff Kim (by Phone) 7) CabAire (Invited) Dan Shanahan (by phone) 8) TSE Fact Sheet Review Brian Sisco / All 9) Trucking Industry Update Mike Tunnell ATA (by phone) 10) Rail yard emissions reduction strategy Mike Jaczola CARB (by phone) 11) White paper and case studies: Mark Duvall/All 12) Roundtable/Future Discussion topics and guests All 13) Summary of Action Items/Adjourn Jorge Emmanuel Adjourn The Atheneum Hotel Detroit, MI Transportation Electrification Committee Meeting Minutes (#09-1) March 5, 2009 Detroit, MI Welcome and Introductions Mark Duvall, EPRI, and Brian Sisco, chair, welcomed the participants (see Attachment). Review and Approval of Past Minutes and Action Items The group approved the minutes (#08-4) of the previous meeting (December 10, 2008) in Palo Alto, CA. The status of action items from the previous meeting is shown below. Action Items: December 10, 2008 (Palo Alto) Meeting # ACTION ITEM STATUS 1 Brian Sisco will invite a representative of the trucking industry to the next meeting. Completed 1

2 2 Greg Nieminski will write up the different activities on standards work what has been done, the current efforts, and likely issues to consider in the future for the white paper and send the information to Karen Larsen by February 13, Mark Duvall will collect information on costs for the white paper by February 13, Efrain Ornelas will obtain a Word version of the PG&E Installation Guide by February 13, David Packard will obtain installation information for the white paper and send the information to Karen Larsen by February 13, Brian Sisco will obtain information on infrastructure planning for the white paper and send the information to Karen Larsen by February 13, Efrain Ornelas will provide Brian Sisco with contact information for the plug-in hybrid electric school bus in the City of Napa. 8 Brian Sisco will invite a presenter on rail yard emissions for the next meeting. 9 Jose Salazar will provide a transcript of the National Hydrogen Association webinar on fuel cells and material handling equipment. Ongoing To be discussed at the meeting Completed Completed Mr. Sisco provided information on SCE s infrastructure planning. See below Completed Completed Completed Notes: #6 Mr. Sisco urged other utilities to provide information on their infrastructure planning for the white paper. IEC TAG 18/IEEE P1713 Update/NEC Article 626 Greg Nieminski, EPRI consultant, reported on IEC TC 18 MT 26 dealing with requirements for ship-to-shore connections. The first draft standard will cover equipment for different types of ships. IEC SC23H, which Mr. Nieminski chairs, has been asked to develop the standards for the connectors and inlets. Its first meeting is March They will document what is currently used worldwide, set minimum construction standards and tests, and provide detailed drawings with the goal that any ship can plug into any port. Brian Sisco reported on IEEE P1713 which he attends. ISO and IEC have agreed to have a joint document but IEEE still has work to do to complete it. It will meet every two months to be able to get a document in place. Depending on the frequency of a ship s visit, the CARB mandate requires emissions reduction or plugging in. The difference in frequency between Europe and the US/Canada (50 vs 60 Hz) and grounding are two issues that need to be resolved. Mr. Sisco noted that he will ask utilities for feedback when documents are released for review. Mr. Nieminski reminded participants that proposals for the revision of NEC Article 626 were submitted last year. The proposals were discussed during the Code-Making Panel 12 meetings in January The panel decisions regarding the proposals will be published in the Report on Proposals (ROP), which is mailed out in mid-july. The IWC then has until October 23, 2009 to submit comments. 2

3 IdleAire Updates Greg Ward, IdleAire, gave an update on their activities (see presentation in the Attachments). The company has new owners since August It has 131 locations in 34 states and provides services 24/7. To date, use of IdleAire s Advanced Truckstop Electrification solution has resulted in the elimination of about half a million tons of pollutants. Its NEC 626-compliant system can be controlled remotely from the site or at IdleAire headquarters. Mr. Ward described the service module and its use. Their experience has shown the importance of site selection. The location along key inter-state highways, the quality of driver amenities at a truck stop, a minimum number of parking spaces, EPA non-attainment areas, location in relation to fleets, and the number of drivers that idle and go to the site are all important factors. Mr. Ward reported increased enforcement of anti-idling laws which now exist in 24 states plus the District of Columbia. Fines range from $50 to $24,000. Truck stop electrification is a seasonal business with weather, diesel prices, location, anti-idling laws and enforcement as important drivers. Their data indicate that about 2000 metric tons of pollutants are reduced annually for every 50 spaces used 10 hours per day. They measure an average power demand per billing period of 72 kw in the winter and 61 kw in the summer. During discussion, Mr. Ward explained that some staff is needed for care and maintenance at each location. The trucking industry seems to be moving towards more equipment on the truck; in the future, only power and communication may be needed. There is also a move towards hybrid or full electric trucks. Mr. Nieminski added that some truck OEMs were interested in a distribution system inside the truck but this idea was delayed in part by the need to comply with federal diesel emission regulations. IdleAire has certified its carbon reduction and has sold carbon credits with a certified broker. Mr. Ward noted that a number of APU manufacturers have gone out of business. With regards to reefers, the lack of a standardized connector has been a problem. ShorePower Updates Jeff Kim, Shorepower, presented on Shorepower Technologies (see presentation in the Attachments). He gave an overview of their products, including shorepower truck stop electrification, EV and PHEV charging stations, on-board kits, and conversions to PHEVs and pure EVs. Their approach has been to provide basic utility service with simple installation, minimal disruption, and a web-based control system. In addition to the New York sites and five TSE sites in the Northwest, they have three other sites coming up in Oregon and North Carolina. They also have three electric TRU sites in New York for Carrier reefers. Mr. Kim showed their stand-alone charging station for EVs and PHEVs. Their level 1 charging station has remote activation, over-current and GFCI protection, and a retro fuel pump design. Their level 2 charging station will have a J1772 connector and will be web accessible, fully programmable, and smart meter compatible. Their fast charger, available in 2010, will be capable of charging to 80% in minutes, will be V2G capable, and can double as an energy storage device as well. He gave examples of plug-in hybrid and pure battery EV conversions of vehicles. During discussion, he noted that their web-enabled controller can get signals from utilities to turn chargers no or off. For energy storage, they could use fly wheels, fuel cells, batteries, secondary market batteries, or a combination of these. 3

4 TSE Fact Sheet Review Mr. Sisco presented a draft fact sheet which describes some of the history, benefits, current status, and safety aspects of the new code article for truck stop electrification. He requested participants to send their feedback on the fact sheet to him and Jamie Knapp. ACTION ITEM: Jorge Emmanuel will include the TSE fact sheet with the minutes. [Completed; see attachment at the end of the minutes] All will send their feedback on the TSE fact sheet to Brian Sisco (BrianWSisco@Eaton.com) and Jamie Knapp (jamie@jknappcommunications.com) by April 6. Trucking Industry Update Mike Tunnell, Director of Environmental Affairs for the American Trucking Association, gave an update on the trucking industry. He affirmed that idle reduction is a major concern but the trucking industry is severely affected by the economic downturn, with about a hundred thousand trucking jobs lost, a 16% decrease in for-hire truck tonnage, and the largest 6-month drop in truck loads since data began to be collected 16 years ago. Several factors have been positive for idle reduction, including a federal excise tax exemption that applies to idle reduction technologies, past increases in fuel prices, and 32 states allowing a 400 pound weight exemption to the gross vehicle weight limit for auxiliary power units. On the negative side, fuel prices are low at the moment, access to capital is difficult, and two APU manufacturers have gone out of business. Last year, 40 jurisdictions had truck idling limits but not all states enforce the law. Another issue is the need for behavior change among drivers. There is also a shortage of electrified truck parking spaces. Fleets want both flexibility and certainty ( where you need it, when you need it ). One solution is to have more energy storage on board but batteries add weight. There is a move towards more OEMbased solutions. In relation to TRUs, electric standby is available but the issue is cost. Idle reduction tends to be payback driven. For TRUs, customer relationship is vital and refrigeration solutions tend to be performance driven. With regards to standards development, the Technology and Maintenance Council develops recommended practices pertaining to equipment and maintenance. ATA is a member of EPA s Smartway Transport Partnership and makes its members aware of emission reduction options. Rail yard emissions reduction strategy Mike Jaczola, California Air Resources Board (CARB), gave an update on rail yard emissions reduction in place of Harold Holmes. CARB has a commitment to address pollution impacts under the Goods Movement Emission Reduction Program. They are implementing a 2005 agreement with Union Pacific and BNSF to reduce locomotive emissions near rail yards including retrofitting locomotives that spend a majority of time in California with idle reduction technologies, use of low-sulfur diesel, enhanced inspection, and training. In 1998, diesel particulate matter (PM) was classified as a toxic air contaminant and responsible for about 70% of toxic health risks. Health risk assessments of emissions at 18 major rail yards are to be used as the basis to identify longer-term mitigation measures. Of the 18 rail yards, 10 are classification rail yards (where locomotives are powered, refueled and serviced) and 8 are inter-modal rail yards (where goods are moved between trucks and 4

5 trains). In classification rail yards, 96% of diesel PM are from locomotives, whereas in intermodal rail yards, 39% of diesel PM are from locomotives while 59% are from heavy duty trucks, cargo handling equipment, and TRUs. The CARB Emission Reduction plan is multipronged, with regulatory and non-regulatory approaches. The key regulations deal with diesel trucks, cargo handling equipment, ports and intermodal rail yards, and transport refrigerated units. Non-regulatory agreements include the South Coast MOU that has requirements equivalent to U.S. EPA's Tier 2 locomotive standard. The next steps in CARB s strategy entail rail yard mitigation plans for reducing emissions up to In December 2008, CARB released its Technical Evaluation Document Regarding Potential Options to Reduce Locomotive and Railyard Emissions. The comment period ended in February but CARB would still welcome any comments. 37 options were examined in the document, including ultra low-emitting switch locomotives, electric and hybrid yard trucks, wide span gantry cranes, plug-in TRUs, idle reduction technologies, advanced locomotive emission control systems, as well as operational and physical changes in rail yards such as tree planting and perimeter walls. The document will help update the Board on key options to take. For more information, contact Mike Jaczola at White Paper and Case Studies Mr. Sisco explained that the white paper is a dynamic living document geared towards cities and municipalities that plan to install EV/PHEV infrastructure often without being familiar with technical and other infrastructure issues. The goal is to provide them some level of understanding about infrastructure costs, guidelines, requirements, and planning. Mr. Duvall gave a presentation on the ET cost/benefit related to the white paper (see his presentation in the Attachments). Many city officials, policy makers, businesses, and vehicle buyers are making decisions without reliable, unbiased data. The white paper should include updated costs, lessons learned, and infrastructure guides by PG&E and SCE in a form that is easy for decision-makers to understand. With non-road applications, for example, there is much information but obtaining consistent cost and reliable environmental data is a challenge. EPRI plays an important role in understanding cost-benefit issues by quantifying vehicle and infrastructure costs, utility direct and system-wide costs, and environmental benefits. The Transportation Electrification Committee can help collect information from utilities and suppliers and review the data. EPRI can use a generic approach but would require openness about assumptions used. The committee should try to complete the white paper by June 30. The action item on information requests should be carried over. During discussion, it was pointed out that the committee should discuss if this is the role the TEC should take even though it covers both TEC and PHEV issues: the TEC could deal with practical implementation while PHEV deals with standards and technologies. ACTION ITEM: All will continue to send information on infrastructure planning for the white paper to Karen Larsen (klarsen@epri.com) and Brian Sisco (BrianWSisco@Eaton.com). Roundtable The following are major comments made during the roundtable: 5

6 Participants should contact Mr. Sisco with suggestions of topics or speakers for future meetings. Steve Briggs, First Energy, suggested an infrastructure roadmap connecting different technologies. Jose Salazar, SCE, suggested that the component of outreach is missing, that is, giving recommendations and disseminating information to cities and municipalities. He and others proposed creating concise recommended practices for (1) residential EV charging and (2) commercial and multi-dwelling EV charging, to be sent out to cities and other local authorities. Most of the work is already available. It is a matter of compiling and mainstreaming the information. Alec Tsang, BC Hydro, mentioned that they are doing something similar in British Columbia and hope to complete a draft by the end of March, with a working document by the end of April. It is intended as a starting point to be used as a template for other areas to use according to local codes, costs, etc. Mark Duvall proposed that Jose Salazar should lead a Task Force to generate an initial list of distinct, non-overlapping topics that should be prioritized and come up with a recommended outline. The following persons agreed to be part of the Task Force to develop a recommended outline of information that should be disseminated to cities and other decision-makers: Jose Salazar (chair), Steve Briggs, Ali Djabbari, Barbara Gonzalez, Bob Hawkins, Efrain Ornelas, David Packard, Joel Pointon, and Brian Sisco. ACTION ITEM: Jose Salazar and the Task Force will develop a recommended outline of information regarding EV charging infrastructure for cities and other decision-makers. Next Meeting The next meeting of the TEC is scheduled for June 3 in Detroit, MI. Summary of Action Items ACTION ITEM Ongoing action item from the previous meeting: Greg Nieminski will write up the different activities on standards work what has been done, the current efforts, and likely issues to consider in the future for the white paper and send the information to Karen Larsen. New action items: Jorge Emmanuel will include the TSE fact sheet with the minutes. [Completed; see attachment] All will send their feedback on the TSE fact sheet to Brian Sisco (BrianWSisco@Eaton.com) and Jamie Knapp (jamie@jknappcommunications.com) by April 6. All will continue to send information on infrastructure planning for the white paper to Karen Larsen (klarsen@epri.com) and Brian Sisco (BrianWSisco@Eaton.com). Jose Salazar and will develop a recommended outline of information regarding EV charging the Task Force infrastructure for cities and other decision-makers. Adjournment With no further business, the meeting was adjourned. 6

7 TEC Attendance List First Name Last Name Company Jeff Blais Manitoba Hydro Ralph Boroughs (via webcast) Tennessee Valley Authority (TVA) Stephen Briggs FirstEnergy Service Company James Browder Dominion Virginia Power Ali Djabbari National Semiconductor Mark Duvall Electric Power Research Institute (EPRI) Kathy Ellington Plug Smart David Emerling Ohio State U - Center for Auto Research Jorge Emmanuel E&ER Group Merl Ferguson Progress Energy, Inc. James Francfort Idaho National Laboratory Barbara Gonzalez Pepco Holdings, Inc. Roberto Gonzalez Sainz-Maza Iberdrola Distribucion David Hackett KEMA, Inc. John Halliwell Electric Power Research Institute (EPRI) Bob Hawkins UBS Rich Housh Juice Technologies/Plug Smart Mike Jaczola (via webcast) CARB Jeff Kim (via webcast) Shorepower Technologies Frank Lambert Georgia Tech/NEETRAC Bill Mammen DUECO, Inc. Vincenzo Marano Center for Automotive Research (OSU) Ruben Nichols Jr. Gulf Power Co. Greg Nieminski DBA Greg Nieminski John Olsen DTE Energy Efrain Ornelas Pacific Gas & Electric Co. Joel Pointon San Diego Gas & Electric Co. Tom Quinn ETEC Rick Reinhard Phoenix Motorcars, Inc. Serge Roy Hydro-Quebec Jose Salazar Southern California Edison Co. John Shears (via webcast) Center for Energy Efficiency and Renewable Technologies Brian Sisco Eaton Corporation Adam Szczepanek AeroVIronment Eloi Taha Nissan Technical Center North America Ron Thompson Eaton Corporation Ray Tison Dominion Virginia Power Alec Tsang BC Hydro Mike Tunnell (via webcast) American Trucking Association Ed Wagner SatCon Technology Corp. Greg Ward (via webcast) IdleAire Terry Zdan The Centre for Sustainable Transportation 7

8 Attachment TSE Safety Draft Truck Stop Electrification: Codes and Standards Ensure Safety for Truckers, Industry The U.S. Department of Transportation mandates that truck drivers rest for 10 hours after driving for 11 hours. Drivers often idle their main engines during this downtime to power heating, air conditioning, lighting, and appliances in their sleeper compartment. Truck Stop Electrification allows truckers to shut off the main engine while parked and instead plug in to electricity to operate the necessary systems. This document explains: The need for idling alternatives, including benefits to the environment, health, community, and industry The current status of Truck Stop Electrification (TSE) technologies The critically important safety aspects of newly adopted charging and infrastructure standards in Article 626 of the National Electrical Code. Need for Idling Alternatives Every day in the United States as many as 677,600 heavy-duty trucks are on the road and at some point during that day, they are idling. 1 Idling the engine to generate electricity for the relatively small power loads in the sleeper compartment is inefficient, highly polluting, and expensive. Over the course of a year, long-duration idling of truck and locomotive engines consumes more than 1 billion gallons of diesel fuel and emits 11 million tons of carbon dioxide, 200,000 tons of oxides of nitrogen, and 5,000 tons of particulate matter into the air, according to the U.S. Environmental Protection Agency. 2 A truck engine that idles 6 to 8 hours a day for 250 to Economic Census: Vehicle Inventory and Use Survey, Geographic Area Series, U.S. Census Bureau, Economics and Statistics Administration, U.S. Department of Commerce, Washington, DC, December Note: 2007 Census numbers due out in March 09 as cited in EPRI TR Truck Stop Electrification Voltage Specifications 2 8

9 days a year can cost $6,000 or more per year in fuel costs per truck at current fuel prices, according to U.S. EPA. 3 Committee response: The EPA page doesn t cite the fuel price assumption. Do you know? Regulatory Pressure The emissions, energy and community health impacts of truck idling are prompting more local and state governments to enact anti-idling regulations. The American Transportation Research Institute (ATRI) tracks anti-idling regulations in municipalities and states. Its latest Compendium of Idling Regulations published in July 2008, indicates that 37 regulations are in place, three are pending and one takes effect in July The compendium lists maximum idling time, exemptions, and fines for violators, and offers links to each governmental agency s reference source. 4 Regulations vary dramatically by region. For example the average idle time limit ranges between 5 and 15 minutes. Factors such as outside air temperature or county in which the vehicle is parked affect the requirements, and fines vary from a few hundred dollars to several thousand dollars per violation. By one estimate, anti-idling regulations affect more than 2.5 million long-haul trucks in North America. 5 Because the anti-idling trend seems unlikely to be reversed, Truck Stop Electrification represents an important and valuable solution. Truck Stop Electrification Benefits Truck Stop Electrification cuts harmful idling emissions and noise in communities located near truck stops. Truckers and fleet operators save money through lower fuel consumption, and less wear on the engine reduces maintenance costs. Because electric power produces less noise and vibration in the truck cab, drivers are more comfortable during rest periods. Truckers who invest in anti-idling equipment may now also benefit from a new federal excise tax exemption adopted in the Energy Improvement and Extension Act (EIEA) of 2008 (PL ), Section EIEA was an extension of the Emergency Economic Stabilization Act, signed by then President George W. Bush on October 3, Sandeep Kar, analyst, Frost & Sullivan, quoted in Heavy Duty Trucking, Volume 87, Number 6 June 2008 Idling Solutions

10 Truck stop or travel plaza owners also benefit from investing in TSE because they are providing better comfort for their customers, the truck drivers. Owners avoid local fines associated with emissions and congestion, and they can increase revenue through service fees associated with the electricity, entertainment and communications services they provide. Status of Truck Stop Electrification Of approximately 5,000 truck stops in the United States, about 136 are equipped with electrified parking spaces, according to the U.S. DOE Alternative Fuels and Advanced Vehicles Data Center. 7 Electrified parking spaces are available in 34 states. 8 The term Truck Stop Electrification can mean several things. Because the industry is relatively young, different technologies are being used and demonstrated across the country. There are two main electrification technologies that can enable a truck driver to avoid idling. Off-board systems, sometimes called stationary systems, are permanently installed at truck stops. They can be designed so that no special equipment is needed on the truck. A trucker simply pulls into a designated parking spot, reaches out to an air hose and control module hanging from an overhead gantry, and inserts them into a special window template. An alternative off-board system design may require some equipment on the truck as well as on the ground. With off-board systems, the truck stop owner makes the capital investment and recoups its investment by selling services electricity, Internet, entertainment to the trucker. On-board systems, sometimes called mobile technologies, are installed on the truck. They generally comprise an inverter to convert 120-volt power, an electrical HVAC system, and the hardware to plug into shore power electrical outlets at truck stops. Some onboard systems use batteries that can either be charged by the main engine during driving, or plugged in during stops. With on-board systems, the truck owner makes the capital investment and maintains the equipment. The perceived advantage is that a driver can stop and use his or her system anywhere there is shore power. Typical Truck Electrical Loads ( separate box near this section of text) Committee review for accuracy of numbers: These were compiled by EPA from the public comments they received in Think they re still accurte?an alternative would be to obtain new numbers from your members. ) A range of typical on-vehicle electrical loads, as submitted by trucking industry representatives in comments to U.S. EPA. 9 HVAC: heater 2.5-5kW, AC compressor 1.5 kw 4 kw, fans 0.2 kw Interior Electronics: 0.2 kw Block Heater: 1 kw kw Appliances: TV 0.75 kw, Microwave 1 kw 1.4 kw, Refrigerator 0.18 kw, VCR or DVD 0.75 kw Oil Pan Heater 0.15 kw- 0.3 kw Fuel Heater 0.35 kw - 1 kw Fuel/Water Sep 0.06 kw Battery charger: 0.60 kw National Idling Reduction Network News, Summer Truck Stop Electrification Codes and Electrical Standards; Notice of Data Availability [FRL ]: Summary of Comments EPA420-R , January

11 Need for Industry Standardization In the last few years, the industry s movement toward anti-idling solutions and TSE has led to successful commercial TSE installations and technology demonstrations across the country. At the same time, some truckers have experimented independently with different technologies, sometimes devising temporary or imperfect solutions that compromise their own safety. It is not uncommon for truckers to pull out a long extension cord from their vehicle to plug into any available electrical outlet while parked, prompting a host of safety concerns and debate over the voltage necessary to meet truckers needs. Industry representatives, regulators, and utility representatives all agreed that a simple, nationally recognized standard incorporating established rules by entities such as Society of Automotive Engineers, National Fire Protection Agency, Underwriters Laboratory and others and supported by all was necessary. Recently, the SAE has established the J2698 standard for the 120V AC electrification of trucks, and the Technology and Maintenance Council (TMC) establish Recommended Practice (RP) 437, on Guidelines for Truck Stop Electrification Interface. By June 2004, the National Electric Transportation Infrastructure Working Council had formed the Transportation Electrification Committee or TEC, a working group comprised of truck manufacturers, TSE designers and implementers, component manufacturers, utilities, regulators and standards organizations. In 2005 the TEC completed a comprehensive study of potential TSE applications, including scenarios for a variety of voltages and needs. The study provided a rationale for standardizing the electric distribution system for TSE at 120/208VAC, three-phase, four-wire. 10 The benefits are as follows: Low installation cost (per parking space) Ability to serve more than 25 spaces Ability to balance electrical loads easily Ready availability Ability to serve large 120V loads Ability handle future loads, including refrigerated reefer trucks As interest in electrified truck parking spaces has grown and more spaces are installed, members of the TEC have recognized that local electrical inspectors will need guidance from the National Electrical Code to ensure system safety. Many TEC members, under the auspices of the IWC, had previously worked to create NEC Article 625 addressing infrastructure for electric passenger vehicles. Their experience and commitment to safety served as the impetus for creation of a new NEC article dedicated solely to TSE. NEC Article 626 Adopted in 2008, Article 626 of the National Electrical Code covers the electrical equipment that connects trucks or Transport Refrigeration Units (TRUs) to a supply of electricity, the installation of that equipment, and devices related to electrical installations within an electrified truck parking space. The article spells out requirements that electricians must follow in installing electrified truck parking equipment; it includes definitions, system voltages, feeder and service load calculations, wiring methods and materials for the equipment that supplies the electricity, including technical specifications on height, means of connecting and disconnecting cables, cable management, cord lengths, plugs, receptacles and so forth. 10 Truck Stop Electrification Voltage Specifications: The Appropriate Design of the Power Distribution Infrastructure EPRI TR ,

12 At the heart of the requirements is safety. When electrical equipment is exposed to the elements without certain protections or when it is subject to excessive use or misuse, safety is compromised. Consider a scenario in which a trucker connects his parked vehicle s auxiliary systems to an electrical outlet with a long extension cord. Perhaps the cord is strung across a parking lot so that other trucks drive over it, damaging interior wiring. Moreover, the cord may have been stored improperly beneath heavy objects on board the truck, damaging the interior wiring or bending a connector pin. Now, consider the possibility that the trucker is standing in a puddle while connecting or disconnecting the plug. This scenario spells trouble. Article 626 includes specifications, mechanisms, and practices that ensure every aspect of an electrified truck parking space is safe. Voltages, Wiring, Load The article specifies distribution system voltages, wiring and circuitry requirements, and load calculations all important information that electrical contractors and inspectors need to know and follow to ensure that truckers and truck stop operators have the benefits of a safe system. Electrified Truck Parking Space Supply Equipment Type The electrified truck parking space supply equipment is the mechanism that delivers the electricity to the vehicle. The article specifies three types of supply equipment: pedestal, overhead gantry, and raised concrete pad. The specification is based on current practice and is subject to periodic review and update as new equipment types are developed. The specification includes common-sense requirements such as minimum and maximum height so the trucker does not need to bend over to connect, and so that the cable stays out of the water during storms and floods. It also requires a minimum working space around the equipment to ensure ease of access. Cables, Couplers, Cords The specification also describes proper cable management. Regardless of whether the equipment uses an overhead gantry system or pedestal, it must use a permanently attached UL-listed power supply cable and coupling assembly with strain relief and a way to disconnect safely. Cable strain can occur when the cable is pulled taught or in a direction that can stress the connector terminals, or plug. If a plug is in the socket but the cable is pulled 90 degrees to the plug, the wires inside the cable could break, or the strain on the plug could cause future deterioration of the equipment. Cable strain can result in wiring damage that one does not see, ultimately creating a shock or fire hazard. The code also requires a power-disconnect means a switch or circuit breaker that can turn off the power to one or more electrified truck parking spaces from a remote location. The emergency shutoff switch needs to be in a readily accessible, visible location. 12

13 The code further specifies that electrical receptacles have ground fault circuit interrupters and be UL-listed and that the connectors meet ANSI pin-and-sleeve specifications. Cables between the supply equipment and the truck must not exceed 25 ft. (unless equipped with a listed, suitable cable management system) and must meet certain performance specifications for heat conductivity and voltage, must be UL-listed for both wet locations and sunlight resistance, and have an outer jacket rated to be resistant to temperature extremes, oil, gasoline, ozone, abrasion, acids, and chemicals. The code includes a variety of plug and receptacle sizes and ratings designed to ensure that the right combination of equipment is used to deliver power. Interactive Power Systems Article 626 specifies that power not be able to be fed backward through the system (from truck to electricity grid) unless the system meets specific interconnection requirements and is designed as an optional standby power system that can handle bi-directional power. Such systems must comply with code sections NEC Article 702 and Article 705. Transport Refrigeration Units (TRUs) Article 626 also addresses TRUs; it requires that electrified truck parking spaces intended to supply transport refrigeration units have an individual branch circuit and receptacle for the TRUs. The equipment that provides the power for operation of TRUs must be independent of the power loads for other electrification purposes, such as HVAC and driver comfort, and must have a separate means for disconnecting the power (emergency shutoff). The article also specifies cord, coupling, and receptacle requirements, all UL-listed. Future Revisions The National Electrical Code is a living document and is constantly being updated. Revisions are published every three years; the next is scheduled for Revisions to Article 626 may address higher current and voltage equipment such as TRU s, which, for safety reasons, require disconnect devices so they cannot be unplugged while under load. 13

14 IdleAire, Inc Transportation Electrification Committee March 2009 IdleAire, Inc. 2008

15 IdleAire Today Comprehensive Advanced Truck Stop Electrification (ATE ) Solution Company History Industry Leadership Awards and Media IdleAire, Inc. 2008

16 IdleAire Offers A Complete ATE Solution Safe Remote Controlled Electricity National Electric Code 626 Compliant Easy Access for Upgrades and Maintenance Nose-In Parking No Net Parking Space Loss in Truck Stops IdleAire, Inc. 2008

17 The ATE System Service Module IdleAire, Inc. 2008

18 Easy to Hook-Up and Use 1 Park in IdleAire Space 2 Install Window Adapter 3 Insert Service Module Into Window Adapter Open Service Module Pay for the Services 4 5 You Want in Your Cab 6 Make Your Choices IdleAire, Inc. 2008

19 Network of Locations Importance of Site Selection Importance of Network Locations to Fleets Importance of Locations to Drivers Importance of Locations for Travel Centers IdleAire, Inc. 2008

20 IDLEAIRE SERVICES ARE ALWAYS AVAILABLE, 24 HOURS A DAY, 7 DAYS A WEEK. IdleAire, Inc. 2008

21 Anti-Idling Idling Laws Clean Air Act & Global Warming Compliance driving Regulation All sources of pollution are being targeted Fines range from $50 - $25,000 Enforcement in CA, NY, NJ, PA & TX is increasing 24 States + District of Columbia have Anti-Idling Laws IdleAire, Inc. 2008

22 ATE Emission Reductions Emission* Single Truck (grams/hr) 50 Spaces (10 Hrs/Day) (Metric Tons/yr) 500 Spaces (9.6 Hrs/Day) (Metric Tons/yr) IdleAire Emission Reductions as of March 2009 (Metric Tons) NO x (Nitrogen Oxide) PM (Particulate Matter) VOC (Volatile Organic Compound) CO (Carbon Monoxide) CO 2 (Carbon Dioxide) , , , , , , Total 10, , , , *The emission factors for CO and VOC come from EPA s Mobile6 Emissions Model to estimate the emissions from idling trucks. NOx and PM factors are calculated based on 2004 EPA Guidance. Diesel CO2 emission values are based on Argonne models. IdleAire, Inc

23 Energy Utilization Winter Energy Data 5 billing cycles Summer Energy Data 4 billing cycles Site avg energy use per billing period 18,433kWh Site avg energy use per billing period 17,089kWh Max energy use recorded during a period 48,800kWh Max energy use recorded during a period 55,935kWh Avg Demand Power used per period 72KW Avg Demand Power used per period 61kWh Avg energy use per site per billing day 601kWh Avg energy use per site per billing day 564.5kWh Ttl service module hours (SMh) for all periods 6,439,420SMh Ttl service module hours (SMh) for all periods 7,361,513SMh kwh/ kwh/ Avg energy use per SM Hr using avg site value 1.97SMh Avg energy use per SM Hr using avg site value 1.257SMh Est pct energy use for Site Equipment Center 16% Est pct energy use for Site Equipment Center 18% Est pct energy use for site truss and SM's not in use 4% Est pct energy use for site truss and SM's not in use 4% Est pct energy use for customer use of svcs 80% Est pct energy use for customer use of svcs 78% Percent of Utilization that occurs between 5p Percent of Utilization that occurs between 5p 5a 70% 5a 70% IdleAire, Inc. 2008

24 ATE Business Seasonal Customer Mix Factors that Drive Utilization Care and Maintenance of the System IdleAire, Inc. 2008

25 Greg Ward Vice President Technology IdleAire, Inc IdleAire, Inc. 2008

26 Update on ET/Infrastructure Cost/Benefits White Paper Infrastructure Working Council TEC Committee March 5 th, 2009 Mark Duvall

27 Information Needs Charging infrastructure is becoming a very complex area Numerous technology approaches Information needed for both non-road and on-road Tremendous lack of consistent, unbiased data Decision makers operating without reliable information Cities preparing for PHEV and EV rollout Policy makers Businesses adopting electric technologies Vehicle buyers 2009 Electric Power Research Institute, Inc. All rights reserved. 2

28 White Paper Suggestions Update existing documents, in particular, PG&E s infrastructure guide Provide organizations like cities information about infrastructure. Update the cost information Incorporate solar and other alternative energy sources Address possible cross-over applications such as off-board charging in airports Include a Canadian perspective including the requirements for block heaters Complement existing fact sheets on non-road applications Present an overview of code work, including current electrical standards, building codes and the NEC revision proposals Give examples of processes used, such as Georgia Power s selfpermitting process Describe lessons learned from people operating the system Provide best practices for utilities Electric Power Research Institute, Inc. All rights reserved. 3

29 Non-Road is a Good Starting Point Lots of information and case studies Numerous existing publications, most public Often struggle with consistent cost/environmental info Competition sometimes a factor to acquiring/publishing data Expand to fleet perspective (include On-Road vehicle adoption) 2009 Electric Power Research Institute, Inc. All rights reserved. 4

30 Success: Alabama Power Forklift Incentive Increases Profit $1,800,000 $1,600,000 $1,400,000 $1,200,000 $1,000,000 $800,000 $600,000 $400,000 $200,000 $ Incentives Paid Profit 2009 Electric Power Research Institute, Inc. All rights reserved. 5

31 Success: Alabama Power Forklift Incentive Building Commercial and Industrial Load COM - kw IND - kw Electric Power Research Institute, Inc. All rights reserved. 6

32 Non-Road ET a Major Source of Emissions Reductions Estimated Reductions in Electric Drive Transportation for CA Criteria Pollutants (tons/day) PHEV, Hydrogen FCV, BEV Non road Technologies Other Greenhouse Gas Emissions (million tons CO2e/year) PHEV, Battery EV, other EDV Non road Technologies Other Data: TIAX estimates these achievable reductions in greenhouse gas and criteria emissions from electric drive transportation Electric Power Research Institute, Inc. All rights reserved.

33 EPRI Role in Understanding Cost/Benefits Quantify vehicle and infrastructure costs, including: Equipment/vehicle up front purchase costs Vehicle ownership cost models Infrastructure installation costs Utility direct costs to serve load Distribution and other systemwide costs CO 2, environmental and other auxiliary costs/benefits Electric rate and other energy costs 2009 Electric Power Research Institute, Inc. All rights reserved. 8

34 TEC Committee Role Help with collection of information (ongoing) Utilities can help estimate their costs Suppliers help with cost estimates where possible Review 2009 Electric Power Research Institute, Inc. All rights reserved. 9

35 Approach This is ongoing EPRI work public and member-only portions Use generic approach Inherently controversial topic will require openness about assumptions CARB Expert Panel approach for public documents Continue collecting and incorporating data Try to complete a basic document by June 30 th Electric Power Research Institute, Inc. All rights reserved. 10

36 Shorepower Technologies (Formerly Shurepower) Electrified Parking Jeff Kim (503) IWC Transportation Electrification March 5, 2009

37 Mission Shorepower Technologies mission is to reduce unnecessary petroleum fuel consumption and exhaust emissions by implementing plug-in infrastructure in a manner that will reduce operational costs, improve working conditions, promote competition, and improve overall air quality and efficiency

38 Overview Idle Reduction options Shorepower Technologies Services Benefits Charging Stations Fast Charging Conversions

39 Shorepower Products Shorepower Truck Stop Electrification (TSE) Shorepower Control & Monitoring System Shorepower Pedestals 120/208 VAC Power Cable TV Internet WiFi etru connections Charging Stations Electric Vehicles (EV) Plug In Hybrid Electric Vehicles (PHEV) Shorepower Kits On-board equipment OEM offerings Conversions Plug-In Hybrid Electric Vehicle (PHEV) Pure Battery Electric Vehicle (BEV)

40 Long Term Idle Reduction Solution No petroleum consumption Zero local emissions No undesireable noise Safe & proven technology Drivers have more freedom Focused on idle-reduction Most efficient Electric TRU standby power No recycled air Most cost effective technology Sustainable business model

41 Shore Power Equipment

42 Travel Plaza Benefits New Source of Revenues based on gross sales Attracts customers Growth Potential modular expansion Increase Revenues from sales of appliances and installation of kits No up-front investment required Toll-free call center no on-site labor required No loss in parking spaces

43 Electric Standby Transport Refrigeration Unit etru Shurepower Trailer Wiring System for etrus Warehouse/Loading Dock/Truck stops US Patent No. 7,241,146

44 Shorepower Advantage Business model based on cost-effective electric service Fundamental utility service Never obsolete Charging stations for EVs & PHEVs Positive or low visual impact Simple installation Minimal disruption to pavement Fast construction Web based control system Accessible anywhere in the world with an Internet connection Long Term Solution

45 Expanding Network of TSE Facilities 5 NW Facilities Gee Cee s Truck Stop Toledo, WA Flying J Travel Plaza Ellensburg, WA Jubitz Travel Center Portland, OR Truck N Travel TA Eugene, OR Mollies Truck Stop Klamath Falls, OR Coming Soon: Arrowhead Travel Plaza Pendleton, OR (under Construction) Big Boys Travel Plaza Kenly, NC (April 2009) 7 Feathers Truck & Travel Canyonville, OR

46 Shorepower Facilities for Cars and Trucks

47 EV & PHEV Charging Stations

48 Charging Station Levels Level VAC 20 amps (NEMA r 5-20R) Level 2 up to 240 VAC 70 amps (SAE J1772) Level VDC up to 500 amps Fast Charge

49 Level 1 Charging Stations 120 volts AC 20 amps Remote activation Monitor utilization Over-current & GFCI protection High visibility Retro-fuel pump design

50 Level 2 Charging Stations Corded J1772 connector 240 volts AC 30+ amps Connector shown is not the actual J1772 connector

51 Level 2 Home Charging J1772 Connector Programmable for off-peak charging Digital display Web accessible WiFi Check Status Smart Meter compatible Remote programming

52 Charging Station Locations 1. PGE World Trade Center - Portland, OR 2. City of Lake Oswego, OR 3. Oregon Museum of Science & Industry (OMSI) Portland 4. PGE Salem Office Salem, OR 5. PGE Contact Center Tualatin, OR 6. City of Oregon City, OR 7. Nike Beaverton, OR 8. Nike Beaverton, OR 9. City of Gresham, OR 10. Shorenstein Realty Lake Oswego, OR 11. City of Portland, OR 12. City of Milwaukie, OR 13. North Carolina State University

53 Fast Charging Concept Charging station charges an energy storage device in charging station. Energy is then available to fast charge vehicles. Charging station voltage is 240 volts DC at up to 500 amps (100+kW) Charge vehicles at up to 480 VDC or more if necessary Uses standard 240 VAC 50 amp energy source to charge the charging station (10 kw with 80% rule) Charging at this rate would normally require over 400 amps at 240 VAC, which is enough for 2 large houses This would require new utility service Charge vehicle in under 15 minutes depending on vehicle battery technology and capacity Simplified example: 20 kwh battery / (336 VDC x 250 amps ave.) = <15 min hours = Doubles as an energy storage system Compatible with any EV/PHEV Vehicle -to-grid capable (V2G) Station-to-Grid (S2G), Station-to-Business (S2B), Station-to-Home (S2H) Patent Pending

54 Energy Flows Utility Grid Business Charging Station Home Solar Panel

55 Plug-In Vehicle Charging Benefits Extend Range Similar to refueling petroleum vehicle No Range limitations Zero emissions & CO2, when renewable energy sources are used No foreign oil imports required More efficient

56 Benefits to Utilities Charging station to grid for reducing peak loads Distributed Energy Source Works with intermittent renewable energy sources such as solar and wind Charge during off-peak hours New source of off-peak revenues Real time monitoring of plug-in vehicle loads

57 Vehicle Conversions Plug-In Hybrid Electric Vehicles (PHEV) Toyota Prius Ford Escape HEV Pure Battery Electric Vehicle Conversions Mini Cooper MinEV VW Jetta

58 Shorepower Sponsors Oregon Department of Energy Business Energy Tax Credit Small scale Energy Loan Program New York State - NYSERDA Climate Trust Washington Department of Ecology EPA US DOE

59 Questions? - For More Information Contact: Jeff Kim President & Chief Operating Officer 2351 NW York Street Portland, OR (503) jkim@shorepower.com Joe Licari Director, East Coast Operations (315) jlicari@shorepower.com Or visit us at: Shorepower Technologies 153 Brooks Road Rome, New York (315)