Agenda Cover Memorandum

Agenda Cover Memorandum Meeting Date: October 8, 2012 Item Title: Electric Vehicle Charging Systems Action Requested: Approval For discussion Feedback requested For your information Staff Contact: Wayne Zingsheim, Director of Public Works Phone Number: 847/318-5247 Email Address: wzingshe@parkridge.us Background: Tim Milburn, of, will be at the meeting to present information regarding electric vehicle charging systems and external charging alternatives including the need for such systems in our community, associated costs, and the revenue potential. He attended the September 17, 2012 Council meeting, at which time Mayor Schmidt referred the matter to the Public Works Committee. Recommendation: Budget Implications: Does Action Require an Expenditure of Funds: Yes No If Yes, Total Cost: If Yes, is this a Budgeted Item: Yes No Requires Budget Transfer If Budgeted, Budget Code (Fund, Dept, Object) Attachments: Electric Vehicle Charging Systems Rev 04/09/12

INTRODUCTION TO ELECTRIC VEHICLE CHARGING SYSTEMS September 2012

Z BASICS OF VEH!ClE ElECTR!FICATION...,...,..,,,,"'...,..,..,..,... 4 2.1 PLUG-IN ELECTRIC VEHICLES... 4 2.2 CHARGING STANDARDS... 6 2.3 ELECTRIC VEHICLE SUPPLY EQUIPMENT (EVSE)... 7 2.4 EV INFRASTRUCTURE... 9 1.1 REVENUE POTENTIALS... 10 2.5 OPERATING COST COMPARISONS... 11 2.6 EV AND EVSE INCENTIVES... 12 3 SITE ldeas...,..,....,,.... ".,...,...,....,.... ''"'"..,.... 13 4 NET\IVORKING SERVICES...,.... 14 5 OTHER USEFUl UNKS...,.... _.... "...,.... '"'" 15 Information provided by, a Business Unit of Green Way Energy, LLC info@greenwayenergy.us /847-826-3314/ http://www.watts-up.us/

1 REASONS FOR ELECTRIFYING TRANSPORTATION Electric vehicles (EVs) have been the subject of growing interest over the past decade. The fundamental question being considered is: why should we individually and collectively consider investment in the large undertaking of moving from Internal Combustion Engine (ICE) based vehicles to Electric Vehicles (EVs) and their supporting infrastructure? The following list provides the main reasons for electrifying our transportation: Petroleum-based liquid fuel supplies are being consumed at a rate faster than new fuel is discovered, while demand is increasing, especially due to the pace of industrialization of China and India. Based on basic economic rules of supply and demand, as resources become scarcer, their value and market price increase. The average price of gasoline in the US has quadrupled in the last decade. We need to reduce the US trade deficit, which is rising: about $400 Billion per year leaves the US as oil imports, which represents about 20% of our imports. 1 National security risks and costs to protect oil are extremely high, in the trillions of dollars, especially in OPEC nations in the Middle East. 2 By converting from petroleum-powered vehicles to EVs and other alternatives, global and local environmental quality will be improved. This will support a more sustainable future, including reducing tailpipe emissions where we live and breathe. The power that is used to power EVs will come from power plants, that are powered with a mix of coal, nuclear, natural gas, oil and renewable energy (hydro, solar, wind, biofuels). Coal is well documented as the most polluting form of power plant, including the highest amount of Green House Gas generation per unit of energy. Coal plants built in the 1950s and 1960s are old and are beginning to be retired. About 80% of the current coal plan inventory is slated for retirement by 2025 3 To the extent coal is displaced with renewable energy and even natural gas, a significant reduction in Greenhouse Gases (GHGs) will be realized, meaning driving an EV will pollute increasingly less over time than traditional ICE vehicles. By investing in the EV and other modern power infrastructure technologies, this will stimulate economic activity in the production, installation and operation of new green technologies, including cash flow and jobs. 1 Per U.S. Trade Deficit and the Impact of Changing Oil Prices, James K. Jackson June 18, 2012: "In value terms, energy-related imports rose from a total value of $324 billion in 2010 to $421 billion in 2011, or an increase of 30%, to account for about 20% of the value of total U.S. merchandise imports" 2 According to Peter Mass in Foreign Policy (8/5/2010) on line: http://www.foreignpolicy.com/articles/2010/08/0s/the ministry of oil defense?hidecomments=yes, the US has spent 7.3 IRILUON dollars protecting the oil for our consumption since 1976. 3 http://www.sourcewatch.org/index.php?title=coal plant retirements

j2 BASICS OF VEHICLE ELECTRIFICATION There are two common types of Plug-in Electric Vehicles (PEV): Plug-in Hybrid Electric Vehicle (PHEV)../ Can run on electricity or internal combustion power../ Primary power source is electricity../ Internal combustion engine automatically engages when battery runs low../ Zero tailpipe emissions when running on battery only../ Gasoline engine alleviates range anxiety Battery Electric Vehicle (BEV)../ 100% electric battery powered../ Range limited but increasing yearly (leaf@100 miles): range is constrained by battery../ Zero tailpipe emissions../ Quiet../ low maintenance due to few moving parts../ Battery warranty provided e.g. for Nissan leaf: 8 year/100,000 miles Importantly, Hybrid Electric Vehicles (HEV) do not plug in. The term "Electric" comes from the fact that the electric batteries in HEVs capture energy used during braking, energy that is lost as heat in conventional vehicles. This saved energy allows HEVs to travel further than traditional gasoline vehicles on the same amount of fuel. Some EV photographs are provided in Figures 1 through 8. Figures 9 and 10 illustrate the two types of battery systems Figure 1: Chevy Volt (PHEV) Figure Z: Chevy Volt Being Charged Figure.3: Nissan Leaf (REV) Figure 4: Coda BE\/

Figure 5: Mitsubishi MiEV Figure 6: Tesla Roadster Figure?: Navist.ar estar Engine Generator Lithh.1m-lon Battery Figure 8: Coda BEV Battery Pack Figure 9: Chevy Volt PHEV Battery Pack

Table 1 is provided as a reference for the common terms in the world of Electric Vehicles Hybrid Electric Vehicle HEV Toyota Prius Plug-in Hybrid Electric Vehicle Battery Electric Vehicle Plug-in Electric Vehicle PHEV BEV PEV Dual-fuel vehicle with both an electric motor and an internal combustion engine. Plugs in to charge. 100% electric. Zero tailpipe emissions. No internal combustion engine. Fully dependent on plugging into the electric power grid Any Electric Vehicle that allows charging, includes PHEVs and BEVs, but not HEVs Chevy Volt Ford Fusion Honda Insight Nissan Leaf Mitsubishi MiEV Coda PHEV &BEV Grid-tied Electric Vehicle GEV PEVs that are tied into the utility grid for charging PHEV&BEV Electric Vehicle Supply Equipment Electric Vehicle Charging System Electric Vehicle Network Architecture Electric Vehicle Infrastructure EVSE EVCS EVNA EVI All charging hardware and cables, plus equipment for fee charging (if applicable) and communicating with the Network ChargePoint Eaton ECOTality AeroVironment Clipper Creek EVSE, plus compliant conduits, wiring, interconnections, utility service up to utility Wired and wireless interconnections and data management systems that communicate EVCS and EVNA Table 1: Common EV Terms 2..2. CHARGING STANDARDS Standards have been established for EV charging, including mechanical, electrical and communication standards. The most common electric power standards are referred to as level 1 and level 2. Levell is based on household power {120 Volts AC, single phase) and Level 2 is widely used in residential, commercial, municipal, industrial and others (208 to 240 VAC, dual phase). As the voltage and amperage ratings increase, as listed in Table 2, power can be added to the battery faster and less time is needed to charge. Higher amperage {80 Amp) level 2 chargers are also expected in the very near future. An even higher voltage and amperage fast charging standard also exists, called level3, and involves special charging depots due to the high power levels. level 3 provides full recharging in 20 to 40 minutes. The automotive manufacturers and electric vehicle charge technologies have similarly agreed upon electric, mechanical and communication standards between the vehicles and chargers. level 2 has two common amperage levels, the lower one being used where medium duration charging is acceptable, such as apartment buildings or fleet recharge areas. The higher amperage level 2 is the most common for public charging. All Plug-in Electric Vehicles in the US can plug into the Levell and Level2 using the SAE (Society for Automotive Engineers) standard connector, called a J1772 connector {Figure 11). The automaker Tesla has a proprietary plug that can be attached to a J1772 adaptor for charging. The level3 charging uses a different plug standard which so far only applies to the Nissan leaf. Table 2 illustrates the various charge levels, their voltage and amperage and the resulting charge times for empty to full and the corresponding range of miles per hour of charging.

Typical Charge Times Typical Miles Full from Em Volts Amps per 100% Plug-in Hybrid Charging Battery Electric Hour Electric Vehicle* Vehidell. 16A 17 hr 2-5 mi The two main connector types are shown in Figures 11 and 12. Figure 10: Standard.!1772 EV to EVSE Connector 23 ELECfRK VEHIClE SUPPlY EQUIPMENT (EVSE} Figure 11; Nissan leaf Combination level 1 m 1 (right) and Level 3 Connector (!eft) I I As listed above, EVSEs come in three levels, 1,2 and 3. Some photographs are provided in Figures 12 through 17 for reference. Configurations vary from vendor to vendor, with the following basic parameters: 1. level (1, 2, 1&2 or 3) 2. Network connectivity 3. Portability (Levell only) 4. Single vs. dual charger (one vs. two J1772 cable connections plugs per unit) 5. Method of mounting- pole vs. wall vs. bollard vs. other

Figure 13: Level 2 F!eet, Apartment Charger, Networked Bni ~-eve! 2 Dual Charger, unt,. Networked, integra! Figure 16: level 2/level1 Combination WaH Mount, Networked :,c;r,!'~etworked

At the residential level, home charging installations (Levell and 2) are widely available through local contractors, as offered through vehicle dealerships, big box stores and other local companies. Home-based EV charging systems act effectively as a large power usage appliance. Almost all vehicle owners have a home- or work-based EV charging method, but also rely on external charging alternatives. level 2 charging systems are normally provided by qualified level 2 technology vendors and installed by certified electrical and mechanical contractors. The EV Infrastructure for a Level 2 charging system is depicted in Figure 18. This shows how the power flows from the grid to the vehicle and how the wireless communication system connects to the network for charging, billing, and reporting. For level 2 charging, the power comes in from the existing utility grid and the voltage is stepped down to the local voltage level (e.g. 208 or 240 VAC). The electricity goes through a meter into a utility/electric service panel. Electrical panel circuit breakers manage the power to each EV charger. Wires, raceways and other electrical hardware connect the panel to the EVSE, typically from the electrical panel underground to the EVSE. An EV connects to the EVSE for charging. All aspects of this process are safely managed between the vehicle and EVSE. EV PUBUC level. 2 CHARGiNG SYSTEM WITH AUTOMATIC BtWNG -- ~-... - t'e-4~ kjkbfl;n..,. Q.>-..,.._ Ol'll'~(f' {c.c. \b;li Figure 18: level 2 EV Pubik Charging infrastructure Schematic To initiate the electrical charging, the EV owner will simply wave a smart card or Radio Frequency IDentification (RFID) card in front of the EVSE, plug in the standard connector and

once the account is validated, the electricity will start to charge the battery. Some EVSEs use the familiar credit card swipe technology to set up payment, as seen at most gasoline stations. For EVSEs where fees are assessed, automated and wireless {or hardwired) communication technologies access the vehicle owner's account, the account is validated, the vehicle's battery is permitted to be charged, and the fee transaction is simply added to the monthly statement of a driver's account. This process is typically managed on remote cloud-based computers. The driver will see a debit and the charge station owner will see a credit to their respective accounts. 1.1 REVENUE POTENTIALS Initially, many business and municipal EV Charging owners may choose to not charge fees. Once EV owners have a chance to learn about the processes and EV charging locations, fees may be applied. Most available charging units are configurable and the revenue streams can be turned on/off at any time. Retailers may continue to provide free electricity as it draws shoppers, another way of looking at revenue potential. For those looking at revenue streams relative to investment return, decisions will depend on the rate (e.g. $/hr, $/kw) and the frequency of use (hours per day of use). The following estimates the revenue evaluation for a $2.00/hour charge, a typical rate now being charged. Note, Illinois EV drivers can charge at home for about 60 to 80 cents per hour (Level 2 equivalent). At $2.00 per hour {Level 2) public charge rate, the cost per mile of driving is still comparable to less than $2.00 per gallon gasoline for a car that averages 30 miles per gallon. To illustrate the potential revenues and simple time to postivie cash flow {"payback"), two example are provided below. Example 1: Level 2 Charger: 4 hours per day average usage EV Driver Charge: $2.00 per hour, 365 d/yr EVSE Owner Cost: $2.90 for 4 hour electricity @ $.10/kW hour EVSE Revenue: $8.00 per day per EVSE Payback: o 5 years with no incentives o 2.5 years: Not for Profits and Municipalities with Illinois incentives Example: Level 2 Charger: 8 hours per day average usage EV Driver Charge: $2.00 per hour, 8 hour/day charging (365 d/yr) EVSE Owner Cost: $5.80 for 8 hour electricity@ $.10/kW hour EVSE Revenue: $16.00 per day per EVSE Payback: o 2.5 years with no incentives o 1.25 years: Not for Profits and Municipalities with Illinois incentives

2.5 OPERATiNG COST COMPARISONS Most people are interested in how an EV operating cost compares with gasoline powered Internal Combustion Engine (ICE) vehicles. Figure 19 shows the costs to travel different distances as a function of the type of vehicle. The lower, larger chart can be used to see how much money is spent over the course of each year. The upper chart is taken from the lower left hand corner of the lower graph and blown up. The upper graph can be used to compare the costs for a daily commute. For the bottom graph example of 16,000 miles (per year), the EV requires $660/year in fuel cost, the HEV $1,480 and the ICE $2,368. For the top graph example of 30 miles (pet day), the EV requires $1.20/day, the HEV $2.78/day and the ICE $4.44/day. These values are based on electricity at $0.10/kWhr and gasoline at $3.70/gallon, with the gasoline vehicle assumed at 25 miles per gallon (mpg) and the HEV at 40 mpg. 12,000 16,000 20,000 24,000 28,000 32,000 36,000 40,000 44,000 48,000 Miles Driven -Plug-In Electric Vehicle -Gasoline Vehicle -Hybrid Electric Vehicle (@$0.10/kwh) (ZS mpg) (40 mpg) Figure 19: Cost Comparison of Typical internal Combustion, Hybrid Electric and Electric Vehicles

2.6 EV AND EVSE INCENTIVES Electric Vehicles and Electric Vehicle Supply Equipment incentive programs are available at the federal, state and local levels. Some examples are provided below. Electric Vehicle o Federal tax credit for tax-paying public and businesses $7,500/vehicle o State of Illinois Green Fleet Program rebate for non-profits I municipal Up to $4,000/ vehicle Up to $4,000/ converted vehicle for non-profits I municipal (Note: Non-profit organizations also save on sales taxes per vehicle, depending on vehicle price) EVSE and EV Infrastructure investments are supported by the State of Illinois Department of Commerce and Economic Opportunity (DCEO) and US Department of Energy (DOE) o DCEO rebate up to 50% of installation Up to $3,750 for public access (EVSE level 2 only) Up to $750 for network connectivity o DCEO- Industrial manufacturing development grants $Up to 1,000,000 for EVSE and supporting equipment manufacturing o DCEO- Plug-in EV charging infrastructure grants for car sharing for plug-in EVs 25% of total installed cost Must operate vehicles for 5 years o DOE Grants for special programs Can pay up to 100% of installation Requires novel application of technologies and programs related to pollution and GHG reduction, energy efficiency and/or renewable energy o leed 4 certification points for Green Facilities Note, state programs are subject to availability and grant pool funding levels. Therefore timing and preparedness are critical to accessing these programs. 4 LEED = Leadership in Energy and Environmental Design, see http://www.usgbc.org/displaypage.aspx?cmspageid=1988

j3 SITE IDEAS Communities, businesses, fleet owners, parking services, a multiple unit dwelling managers, and others must decide about the look and functionality of their EVSE installations. The photographs in Figure 20 through 29 are photographs to illustrate a few possibilities for the parking areas for EVs, including integrated renewable energy (solar and wind) in combination with vehicle charging. Figu, t: BoHa~'~": Figur<:' > Pole!\'<c Figu:"" V\/a:',=igure 2.5; P,-: >,- 8o~fard fv1,_-)')