Take Charge I: A First Step to PEV Readiness in the Sacramento Region TakeChargeSac.org

Transcription

1 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 1 Take Charge I: A First Step to PEV Readiness in the Sacramento Region TakeChargeSac.org

2 2 TAKECHARGE Partner Agencies SACOG IS MANAGING THE PEV READINESS PROJECT IN THE SIX- COUNTY REGION OF EL DORADO, PLACER, SACRAMENTO, SUTTER, YOLO, AND YUBA. KEY STAFF: RAEF PORTER JENNIFER HARGROVE SABRINA BRADBURY GREG CHEW VICTORIA CACCIATORE VALLEY VISION IS A MEMBER OF THE PROJECT TEAM, PROVIDING STRATEGIC GUIDANCE AROUND WORKFORCE DEVELOPMENT ACTIVITIES, STAKEHOLDER OUTREACH AND OVERALL PROJECT EXECUTION. KEY STAFF: SUZANNE MAYES GJV IS A NON- PROFIT FOCUSED ON TRANSFORMING THE REGION INTO THE GREENEST IN THE COUNTRY. LEADERSHIP IN THE READINESS FOR AND ADOPTION OF ALTERNATIVE FUEL VEHICLES INCLUDING ELECTRIC VEHICLES IS KEY TO THE GREENWISE INITIATIVE PROCESS AND NOW BEING FACILITATED THROUGH THE CAPEVCC WITH IN- KIND SUPPORT FROM GJV STAFF. THE SACRAMENTO METROPOLITAN AIR QUALITY MANAGEMENT DISTRICT IS A MEMBER OF THE PROJECT TEAM, OVERSEEING THE OUTREACH PORTIONS OF THE CAPITAL AREA PEV COORDINATING COUNCIL. KEY STAFF: TIM TAYLOR SMUD IS A MEMBER OF THE PROJECT TEAM, PROVIDING KNOWLEDGE AND LEADERSHIP GAINED FROM MANY YEARS OF WORK IN THE FIELD OF PEVS. KEY STAFF: BILL BOYCE SUSAN OTO KEY STAFF: JULIA BURROWS

3 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 1 The TakeCharge project partners prepared this document with funding received from the U.S. Department of Energy and the South Coast Air Quality Management District to provide guidance to regional cities and counties in becoming PEV ready in an ever changing legal, regulatory, and economic environment. Project partners will work with local jurisdictions to prepare their processes to best meet these standards, with the understanding that the jurisdictions themselves strive to become knowledgeable on the various issues related to PEVs. The guidelines set forth in this document are intended to assist agencies throughout the region in PEV readiness, and are not a definitive legal framework for the installation of electric vehicle charging infrastructure. The TakeCharge project partners and sponsors, nor any of employees of these organizations, makes any warranty, expressed or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed within this document. Local agencies may or may not adopt similar methods of PEV infrastructure planning, installation and operations. The views and opinions of authors expressed herein do not necessarily state or reflect those of the organizations who developed the document. TakeChargeSac.org TABLE OF CONTENTS Executive Summary...2 a. Project Overview i. Outreach ii. Local Government iii. Workforce Development and Training b. PEV 101 c. PEV Market Forecasts Outreach...6 a. Outreach to Consumers i. Website ii. One-page Information Item iii. Events b. Outreach to Local Government i. Workshops ii. Face-to-Face Meetings Local Government...9 a. Residential Charging b. Single-Family Residential Permit Streamlining i. Homeowner Education ii. Same Day Permitting iii. Standardized Requirements iv. Flat Fees c. Public Charging i. Design Issues ii. Case Studies 1. CALgreen Voluntary Standards 2. Sonoma County Workforce Development and Training...13 a. Infrastructure Installation, Repair, and Maintenance b. Safety First Responder c. Sales and Marketing Appendice A...15 Appendice B Appendice C...19

4 2 TAKECHARGE EXECUTIVE SUMMARY Project Overview The goal of Take Charge I: A First Step to PEV Readiness in the Sacramento Region is to begin preparing the 6-county SACOG region (the region) for broad plug-in electric vehicle (PEV) adoption. Take Charge I employs the Core Elements identified in the California Plug-in Electric Vehicle Collaborative s (The Collaborative) draft research entitled: A Local Community Toolkit for Plug-in Electric Vehicle Readiness (U.S. DOE, March 2012). The Collaborative outlined five core elements for basic PEV readiness. These include: streamlined permitting and inspection processes, training and education programs, updated building codes, updated zoning and parking policies, and outreach to various audiences. These five elements, as discussed in Take Charge I, represent the first stage of PEV readiness in the region. Subsequent work will expand on the core elements as well as include public and workplace PEV charging, increased PEVs in fleets, and additional research on Multi-Dwelling Units (MDUs). The first step in the region s PEV readiness effort was to identify key partners and bring them together to frame the discussion. This included the Sacramento Area Council of Governments (SACOG), the Sacramento Municipal Utilities District (SMUD), Valley Vision, the Sacramento Municipal Air Quality Management District, and Greenwise Joint Venture. From there the group formed the Capitol Area PEV Coordinating Council (coordinating council). The coordinating council is made of representatives from various stakeholder groups, including: local government, Clean Cities Coalitions, Air Quality Management Districts, local electric utilities, non-profits, colleges and universities, and local experts on business, the environment, the economy, and outreach. From these representatives, the coordinating council formed three working groups to oversee the development of PEV readiness in the region. The working groups closely resemble the Core Elements as outlined by the Collaborative. These groups, shown in bold, will focus early PEV readiness efforts into the following activities: 1. Outreach to consumers, businesses and local governments; 2. Working with local governments in streamlining the permit process for electric vehicle supply equipment (EVSE) installations, and creating building ordinances that standardize EVSE inclusion; and 3. Identifying workforce development and training opportunities for all facets of PEV and EVSE including: building inspectors, planners, first responders, and auto dealers. Take Charge I is organized around these three topic areas, each providing examples and guidance on how to best implement the strategies outlined. While these topic areas are unique in approach, their intersection represents the greatest opportunity for a wide-scale adoption of PEVs in the region. Implementing them at the local level is the best way to prepare cities and counties for PEVs and EVSE. Take Charge I identifies four key actions to begin preparing the region for PEVs. These are: TRAINING using regionally branded PEV materials for all PEV related outreach; using the regional best practices to streamline the permit process for EVSE installation in single family residences; LOCAL GOVERNMENT OUTREACH providing guidelines and case studies on EVSE policies and practices; and

5 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 3 providing a list of training opportunities and FAQs for PEV related professions. Each of these is described in more detail in the body of the report. Outreach The outreach element of Take Charge 1 focuses on consumers. It includes discussion of creating a web presence, printed materials, and holding public events. Local Government The local government element of Take Charge I includes identifying permit streamlining opportunities and the implementation of regional best practices in single-family EVSE permitting. It also explores challenges and opportunities related to updating building and zoning ordinances for electrical upgrades, parking, and MDUs that could make it easier to provide charging infrastructure in new development. Workforce Development and Training Take Charge I highlights the PEV and EVSE training opportunities that currently exist in the region, and where there are gaps that need to be filled. It also makes recommendations on how future training opportunities can be held. PEV 101 PEV is a general term used to describe any automobile that plugs into an electrical source in order to charge a set of batteries that are used to, at least partially, power the engine. PEVs are indistinguishable from other cars on the road in most ways other than their reliance on batteries. There are different styles of vehicles, from small compact cars, to full size trucks. Although not discussed specifically in Take Charge I, there are even heavy duty plug in trucks. A PEV can be driven on any road, can carry multiple passengers, and in some cases can be driven as far if not farther than most internal combustion engines (ICE). One way to distinguish the different types of PEVs is based on how they use batteries. This plan will focus on two types of PEVs: full-battery electric vehicles (BEV), and plug-in hybrid vehicles (PHEV). A car that fully relies on batteries, one that does not have an internal combustion engine or rely on a fuel source in the engine, is known as a battery electric vehicle or BEV. This ranges from neighborhood electric vehicles, all the way to full-size electric trucks. Most BEVs can travel between 70 and 100 miles on a full charge, typically powered by lithium ion batteries that are around 30kWh in size. A plug-in hybrid electric vehicle or PHEV car still plugs into a power source, but also has an internal combustion engine. This differs from a regular hybrid, which, has both an internal combustion engine and an electric motor and battery that helps increase gas mileage and reduce tailpipe emissions. Typically these cars travel less miles in full electric mode because they can travel many more miles in hybrid mode. One type of PHEV, the extended range electric vehicle (EREV) can travel 300+ miles in hybrid mode. No matter the type of electric vehicle, it likely will meet the typical driving patterns of consumers in the region. SACOG estimates that on average people in the 6-county region drive 25.8 miles per day. This is less than half of the estimated low end mileage provided by a fully charged PEV. Whether driving an all battery plug-in electric or a plug-in hybrid electric, periodically the batteries need to be charged using some type of electric vehicle supply equipment or EVSE. Generally, there are three types of EVSE that are based on the level or speed of charging desired. These are Level1, Level2, and DC fast charge. All new plug-in electric vehicles can use the standard connector (J1772) for Level1 charging and come equipped with cords for charging with 120-volt outlets. Standard connector for both Level2 and DC fast charge is expected by early 2013.

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7 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 5 Level1 charging uses a standard 120-volt outlet found in most buildings. PEVs sold today come with a portable Level1 charger, making it easy to charge anywhere a 120-volt outlet is available. This level of charging does take longer to fully charge a drained battery, up to 17 hours in some PEVs. Level2 charging requires a 240- volt outlet, much like a dryer or other large appliances in the home. While most homes are equipped with these outlets, adding a Level2 charger often requires an upgrade to the electrical panel. Level2 charging is relatively quick, taking less than 8 hours to fully charge most PEVs. As the name implies, DC fast charging is much quicker, supplying an 80% charge in less than an hour. The DC, or direct current, is much higher voltage as it is connected directly to the power supply via the charger. Due to steep costs, this level of charging is less applicable at home, and may be more appropriate for public, commercial and other convenient locations that provide an opportunity to charge when time is a major factor. PEV Market Forecasts In 2011, President Obama called on the U.S. to have 1 million electric automobiles on the road by The President has since advanced this effort with incentives for research and development, tax laws, and support for local level efforts to improve electric vehicle infrastructure. Shortly after this call to action, the U.S. Department of Energy (DOE) researched the anticipated production of electric vehicles by manufacturers around the world for sale in the U.S. to see if the 1 million car target was possible. Its research, based on press releases by various auto manufacturers, calculated that there would be 1.2 million cars sold by 2015, a number that is probably low as it did not include expected cars from several manufacturers like Toyota and CODA. determine the target numbers of zero-emission vehicles by 2025 and state agencies are to purchase zeroemission vehicles as part of their light-duty vehicle fleet replacement with targets of ten percent replacement by 2015 nd 25 percent of fleet purchases by CA Executive Order B mandates that State agencies identify and pursue opportunities to provide electric vehicle charging stations and accommodate future charging infrastructure demand at employee parking facilities in new and existing state buildings. A significant portion of the state s fleet operates in the Sacramento region and both Executive Orders provide an opportunity for the Sacramento region to partner with the State of California to leverage the state s buying power and infrastructure investment to the benefit of the broader electric vehicle community. There are numerous factors, however, that can potentially impact adoption of PEVs in the U.S. marketplace. Gas prices and local economic forces can help or hinder a consumer s decision to purchase a PEV, as can other technological advances like the increased fuel efficiency of ICEs. Many of these factors can be influenced through federal and state regulation and initiatives aimed at increasing the adoption of PEVs. However, local and regional efforts brought into line with these state and federal programs will help advance these goals. This plan, and others around the state, will allow jurisdictions to coordinate efforts to ensure California is PEV ready. In 2012, Governor Jerry Brown signed two Executive Orders that will increase demand for electric vehicles by the State of California and support the installation of charging infrastructure at state facilities. Executive Order B signed in March 2012 mandates that State entities under the direction of the Governor work to support the rapid commercialization of zero-emission vehicles. Benchmarks will be set by key state agencies to

8 6 TAKECHARGE OUTREACH Take Charge I calls for the creation of a regional perspective supportive of PEVs. The information publicized informs residents and businesses of the benefits of PEVs, the role PEVs play in our region, improvements to PEV infrastructure, and the streamlining of PEV-related local government and building processes. Region-specific outreach materials provide the foundation on which cities, counties, and other local agencies can build their own PEV efforts. The web resources, electronic, and printed materials pave the way for local agencies wishing to promote PEV. Outreach to Consumers Consumer outreach is primarily focused on promoting PEVs as a viable vehicle choice in our region. Consumer outreach and marketing efforts span from distributing information about charging stations and PEV practices to identifying how PEVs can fulfill a person s travel needs. SACOG houses a repository of information regarding regional travel patterns and behavior this body of knowledge will inform development of the regional perspective needed to promote widespread adoption of PEVs. PEV owners, or potential owners, with the basic steps needed to install EVSE charging stations in private residences. The website content will be updated continuously with new information developed by this project, as well as by other state-wide efforts. One-page information item The coordinating council s Outreach subcommittee developed a one-page informational flier about PEVs that is intended for the website and as printed material that can be distributed at any PEV-related events and by any local agency or project partners wishing to use it. The one-page informational item serves two purposes: it offers an introduction to PEVs and their capabilities while providing region-specific information to encourage PEV ownership; it also increases the awareness of charging options available to PEV owners. The one-page informational item is not an exhaustive publication, but rather an item that provides cursory information regarding PEVs and directs interested parties to the PEV website for more comprehensive information. This item can be found on the next page, or downloaded at Events Website The website provides a touchstone for consumers interested in learning more about PEVs; all marketing materials created as part of Take Charge 1 refer individuals to the website to learn about PEVs. The website s focus is providing region-specific information when applicable, and directing consumers to quality sources of statewide and universal PEV information. The website serves as a key information source for promoting the regional progress with existing and future infrastructure developments and provides information on regional PEV events and materials. Current content on the website is aimed at addressing some of the frequent questions related to costs and rebates, and charging. For example, it promotes PEV ownership through publicizing incentive programs that defray the cost of PEV purchases. It also provides Promotional events grant the general public opportunities to familiarize themselves with PEVs, and raise awareness of the performance capabilities of PEVs. Outreach will expand beyond traditional PEV owners by coordinating with other events and efforts in the region that attract populations receptive to learning about PEVs. The events will also provide opportunities for potential PEV owners to communicate with current PEV owners to learn firsthand the benefits of PEV ownership. Action 1 Provide Regional PEV Related Materials for Consumer Outreach to all Cities and Counties in the Region. TakeCharge I is committed to providing the one-page information sheet as well as any other information created through the regional collaborative at all of its PEV related events. It also encourages the use of these materials by any local agencies or project partners in promoting PEVs.

9 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 7 takechargesac.org Electric Vehicles in the Sacramento Region In the Sacramento region, the average resident drives 25 miles per day 1. Plug-in Electric Vehicles (PEVs) can travel four times that distance in a single charge. With all of the new technology available, PEVs are fun to drive, quick-responding, and quieter than gas-powered vehicles. Once you add in the savings on fuel and maintenance, you ll want to takecharge with a PEV. PeV 101 PEVs fall into two main categories: Battery Electric Vehicles (BEVs) that run solely on electric energy, and Plug-in Hybrid Electric Vehicles (PHEVs) that run on electric energy for shorter trips and switch over to a gas engine for longer trips. PEVs take a few hours to recharge, which can be done at night or when you re working or shopping. PeVs are available in all Vehicle classes. check out how PeVs measure up to other fuel-efficient Vehicles on the market. hybrid Hybrid Electric/ Gas Vehicles PheV Plug-in Hybrid Electric Vehicles bev Battery Electric Vehicles typical range 595 miles with a full tank of gas 375 miles with a full charge and full tank of gas 100 miles with a full charge 112 mph 100 mph 90 mph typical top speed typical mpg (or equivalent) combined for city and highway 2 50 mpg 60 mpge 99 mpge $$$ typical cost $24,000 MSRP $30,645 3 ($39,145MSRP) $25,200 3 ($35,200 MSRP) 1 Metropolitan Transportation Plan/Sustainable Communities Strategy EPA Fuel Economy Leaders: 2012 Model Year: 3 After applying $7,500 federal tax savings and $1,500-$2,500 state tax savings to MSRP.

10 8 TAKECHARGE Your roadmap to takecharge There are many different ways to charge your PEV. You can charge at public charging stations near your work or home, use the existing electrical outlets in your home (Level 1), or install a Level 2 charging station in your home. Use this roadmap to help you decide if installing a Level 2 charging station in your home is the right choice for you and learn about the steps needed for Residential Electric Vehicle Supply Equipment (EVSE) installations. At this time, this guide is intended for use by single-famiy residences only. If you rent your home, be sure to discuss any home modifications with the property owner first. level 1 charging uses a standard electrical outlet, like what you plug your computer into. For every hour you charge your PEV, you get 2 5 miles of range. It will take longer to charge your PEV, but you don t need any additional equipment. level 2 charging requires installing a charging station at your home. For every hour you charge your PEV, you get miles of range; you can also take advantage of special electricity rates from your utility provider with your Level 2 charging station. YES Yes Yes Will you be charging your PEV at home? Do you have a designated parking place for your PEV, like a garage or parking space with access to an electrical outlet? Do you want to take advantage of reduced rates from your utility provider (if available) or Level 2 charging? no no no Visit our website for a list of public charging locations where you can charge your PEV. There are charging stations near employment centers, shopping destinations, and more! Significant improvements may be needed in order to charge your PEV at home. Start by contacting a qualified electrical contractor to discuss your needs. You can use an existing electrical outlet (120 VAC, 15/20 A) to charge your PEV. take charge and drive! take charge and drive! A typical process to install Level 2 EVSE in your home would include these steps: Have a contractor check the electricity panel capacity and load balance Contact your utility provider to check rates and requirements Get a building permit from the City or County Install the EVSE and submeters Complete a building inspection Visit our website to learn more. take charge and drive! takechargesac.org

11 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 9 LOCAL GOVERNMENT Making the region s jurisdictions PEV ready is one of the goals of Take Charge I. Being PEV ready consists of several of the core elements outlined earlier, including permit streamlining, updated building codes, and local policies on parking. Take Charge I offers the framework for being PEV ready by providing resources to begin address the core elements related to local governments. Residential Charging Many PEV owners want to charge their PEV at home for convenience. In most residences EVSE can be either a standard 120-volt or 240 volt electrical outlet. The standard 120-volt electrical outlets most homes have in their garage today provide Level1 charging for a PEV. Generally, no permitting is required as PEVs can be plugged into any 120-volt outlet for charging. However, a permit may be required if a resident wants to take advantage of a reduced electric rate that may be offered by the local utility company, as this may require a sub-meter be installed. Level2 charging requires a 240-voltpower supply and the charging station (i.e. the EVSE), which generally requires a permit. A Level2 EVSE installation generally requires a modification or upgrade to a home s existing electrical panel, which triggers the need to obtain a building permit and involvement of the electric utility company. If Level2 charging and/or a reduced or residential time of use (RTEV) rate is desired, the process for obtaining a permit for either item should generally be started by contacting the local utility provider. The local utility company can review RTEV rate options with the customer and can also assess the adequacy of the infrastructure in the area, both of which are useful to know prior to contacting an electrician or the local permitting department. After a decision has been made about wanting Level 2 charging, a RTEV rate, or both, a qualified electrical contractor should be contacted to do an electricity panel capacity and load check. Generally after this, the contractor or the homeowner can submit an application for a building permit. The previous page illustrates this process. In general, EVSE permits and installations in MDUs present more challenges than for single-family homes, reasons include ownership issues and physical challenges. Permitting and installing EVSE in MDUs will require permission of the property owner or manager for rental units. However, even if the unit is owner-occupied, most condominium and townhome properties have a Homeowners Association with elected boards and contracts that can govern the use of private and common spaces; therefore EVSE installation may require approval from such a board. Additionally, an EVSE installation requires an electrical connection between the charger (located near the parking space) and the tenant, or owner s, electrical panel. In MDU residences, this may be physically impossible or financially impractical. Recent California legislation (SB 880) protects the rights of multi-unit dwelling residents to install home charging; however, these types of challenges still remain. Single-Family Residential EVSE Permit Streamlining Streamlining single-family residential EVSE permitting is a focus of Take Charge I..As the PEV market increases and more PEV s are purchased, there will likely be an increase in EVSE permitting. This is especially true in single-family residences as many PEV owners today are likely to live in detached single-family homes. Generally, more new cars are purchased by drivers who live in detached single-family homes than are purchased by drivers living in apartments or MDUs. Because of their purchase prices and the fact that PEVs are new to the market and will not likely have a large used car base for some time, it is likely PEV owners will largely follow this same trend. Currently, EVSE permitting and installations occur much less often in multi-family homes than in single-family homes, largely due to the challenges outlined above and the lower PEV ownership rate in MDUs.

12 10 TAKECHARGE All jurisdictions in the Sacramento region have a process for residential electric panel repairs or upgrades and this is the same permit used for issuing residential EVSE permits. The cost and requirements for obtaining this type of permit varies from jurisdiction to jurisdiction. Appendix C outlines the different states of PEV readiness in the region. This section describes opportunities for streamlining this process for residential EVSE permits specifically. Homeowner Education Because PEVs are new and EVSE permitting is not a frequent or common occurrence for either the PEV owner or the local planning and building departments, education is key to a successful process. A great example of this in the region is the City of Sacramento s Guide to Electrical Vehicle Supply Equipment (EVSE) Permits for Residential ). This guide is specifically designed for PEV owners and offers information when a permit is required, as well as the process, fees and the submittal requirements needed to obtain a permit. The guide is published on the city s website and is also available at the city permit counter. A template of this guide, provided in Appendix A, is to be used by local governments in their PEV permit streamlining process. Same Day Permitting Most customers needing EVSE will work with a certified electrical contractor and it is typically the contractor who will obtain the permit from the city or county building department on behalf of the customer. A permitting process that requires more than one trip to the building department to obtain the permit results in project delays and increased costs to the customer. Additionally, EVSE permitting for residential single-family homes is generally uncomplicated so customers should be able to get a permit within one day of application. Standardized Requirements For an electrical repair or upgrade permit, including EVSE permits, most jurisdictions at a minimum require single-line diagrams, an electrical load calculation worksheet, and a site plan. Some have additional requirements including wiring methods or electrician certification, for example. Because EVSE permits fall within an established process that each jurisdiction has set up for electrical repair or upgrade permits, it is not likely every jurisdiction could standardize their requirements to a regional standard, nor is it necessary. The customer education guide provides a template submission checklist and load calculation worksheet that jurisdictions can implement. Flat Fees Most jurisdictions charge a permit fee for EVSE installations that is based on the value of the project so permit fees can vary widely within a region and even within a single jurisdiction. Implementing a flat fee for EVSE installations could provide some predictability to customers, but similar to the discussion above on standardizing requirements, it is likely more important to educate the customer upfront with an average or range of cost to be expected. However, if individual jurisdictions want to implement a flat fee program for EVSE permits, some considerations should include: the variation of equipment among EVSE and PEVs, the range of the age of homes in the community and whether or not many small projects would end up subsidizing larger projects, and also staff recovery costs for permit counter staff, plan review, and inspectors. There are many ways to facilitate a same day permitting process, including over-the-counter service at the time of application or online or faxing permitting options. A survey of local permitting processes in the Sacramento region indicates that most jurisdictions process basic EVSE permitting within one day and/or one visit to the permit counter.

13 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 11 Action 2 Work with Jurisdictions to Implement Regional Best Practices for Single Family EVSE Permit Streamlining Take Charge I has identified the customer education guide as a best practice to implement throughout the region. A template of this guide for use by jurisdictions throughout the region is found in Appendix A and is available for download at This guide should be made available at the permit counter of each jurisdiction implementing an EVSE permit streamlining process. Public Charging Range anxiety, or the fear of being stranded with an uncharged PEV, is a barrier to a more widespread adoption of PEVs. While many PEV owners charge at home, public charging options, including workplace charging, are becoming increasingly popular. Public charging offers an alternative to home-based charging and also provides range anxiety relief for existing and potential PEV owners. There are several models of public charging available, both at public off-street parking facilities and on-street opportunities. Charger siting strategies for commercial installations typically involve trade-offs between highly visible locations which can showcase the host site s commitment to the environment versus lower-visibility locations that may be less costly and less prone to pre-emptive occupancy by ICEs (also known as ICEing ). As a rule of thumb, distance equals cost, so the longer the conduit run, whether horizontal or vertical, the higher the cost. In general, indoor locations tend to have better access to power than outdoor sites, but outdoor sites may have better cellular reception for units that are wirelessly networked. The wide array of options presents both the opportunities for innovation and complexity for implementation. Design Issues Since public charging stations offer a service to the general public, the ADA prohibits discrimination of individuals on the basis of disabilities. However, the only accessibility guidelines that currently exist in California for public chargers are of those called out in Chapter 11B of the California Building Code for fueling devices for automobiles and the State of California Internal Policy Chapter 11B of the CBC Standards for Card Readers at Gasoline Fuel-dispensing facilities applies not only to card reader of liquid fuel dispensers but also to EVSE equipment as electricity is specifically identified as a motor fuel. State of California Internal Policy Interim Disabled Access Guidelines for Electric Vehicle Charging Stations was developed to provide guidance for the installation of charging equipment on state-owned parking lots, including public schools. It states that local agencies are granted latitude to adopt similar methods of administering code requirements. While the Policy references the California Building Standards Code, it does not reference the California Electrical Code, Fire Code, Vehicle Code, or Manual on Uniform Traffic Control Devices; all of which must be considered when providing safe, accessible and enforceable public charging infrastructure. The inconsistencies and incompleteness of the standard for card-reading devices on fuel dispensers and the State s internal policy on accessible chargers has resulted in local agencies developing broad interpretations of the documents. The result has been inconsistent applications of policy across the State, as well as across the nation. Key challenges facing property owners, engineers, architects, contractors and others are how to place charging equipment near a convenient and sufficient power source, protect the equipment from possible vehicle damage, and still ensure that the equipment is accessible for persons with disabilities.

14 12 TAKECHARGE Action 3 Provide Jurisdictions with Toolkit for Non-Residential PEV Charging Standards The infrastructure and policies surrounding electric vehicles are very new and still evolving. Currently, there are no formally adopted standards for public PEV parking and no real consistency between the actual chargers. Because industry standards are still being developed, it is not advantageous at this time to implement or adopt regional standards related to electric vehicle charging stations. SACOG created a toolkit to provide a comprehensive collection of best practices and model ordinances relating to public PEV charging stations. SACOG encourages jurisdiction in the region to review the toolkit and to implement their own policies or codes individually, as needed or desired. These standards and regulations have been compiled into one convenient document for easy reference. The toolkit draws on important practices adopted by the California Title 24 Green Building Code (CalGreen), the California Manual for Uniform Traffic Control Devices (CA MUTCD), as well as the American Disabilities Act. Additionally, the SACOG toolkit includes a collection of case studies surrounding public PEV charging stations from around the country, including zoning, building codes and municipal ordinances. These case studies should be used to help jurisdictions in the region develop their own EV infrastructure-related policies without having to completely reinvent the wheel. The complete toolkit can be downloaded at TakeChargeSac.org.

15 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 13 WORKFORCE DEVELOPMENT AND TRAINING Job creation from the electric vehicle industry is a key focus for the Sacramento region s investment of time and resources in electric vehicle readiness. A trained workforce for every aspect of the electric vehicle industry will be an important factor in the rate of adoption in region. The region s workforce development agencies, academic institutions, and local trade associations such as the Sacramento Chamber of the Chief Building Officials are involved providing training levels for new and existing workers in the PEV industry. For example, local officials must understand charging infrastructure, and safety concerns associated with the vehicles and chargers. While there are many areas of training opportunities related to PEVs, the Training Subcommittee identified training efforts focused on infrastructure installation, infrastructure repair and maintenance, safety first responders, and sales and marketing as the key priorities to getting the Sacramento region PEV ready. It was determined that other areas of training, including PEV manufacturing, repair, and dismantling largely exist already. The subcommittee found that there was a wide variety of training established in the region led by the local community colleges and various industry associations that meets these needs currently. This includes the American River and Yuba community colleges and the IBEW (International Brotherhood of Electrical Workers) Journeyman Upgrade Training programs. Also various associations like the California Tow Truck Association provide training to their members. Infrastructure Installation and Infrastructure Repair and Maintenance City and county building officials will be required to inspect the proper and safe installation of PEV charging stations for both residential and commercial properties. Training programs for building inspectors need to address how to calculate electrical loads and capacity. The programs also provide for ways to ensure safe installation within existing building codes. After completing this course, an inspector will be able to recognize the foundational operating principles and identify key inspection requirements of electric vehicle charging infrastructures. As discussed in the Local Government section, streamlining the permit process for residential EVSE installation is a large part of PEV readiness. Providing training opportunities to educate building officials, building inspectors and front counter planners on PEVs and EVSE will make it easier to streamline the process when a permit application comes to a jurisdiction. SACOG and the coordinating council are working together to hold training sessions related to EVSE installation, what should be presented, inspected, and how an EVSE should be installed will be covered during the half-day course. The first training was July of 2012, with other training opportunities to follow. SACOG staff attended the training and created a question and answer guide for use at the local level for PEV related activities. Safety First Responders Public safety responders will have to learn how to address emergencies dealing with PEVs. The Sacramento Regional Public Safety Training Center (SRPSTC), operated by American River College, provides training and educational programs for public safety personnel. The center offers entry-level and advanced in-service instruction in areas that meet the needs of individuals as well as public and private agencies. These courses may be certified by the California Commission on Peace Officers Standards and Training, California Standards and Training for Corrections, California Correctional Peace Officer Standards and Training and the California State Fire Marshal s Office. The program offers courses addressing both fundamentals and specialized fire safety training. Some of the specialized areas include extrication in vehicles, including hybrids. The courses are presented at the SRPSTC and offered in an intensive, concentrated, short-term format at McClellan Park.

16 14 TAKECHARGE Sales and Marketing Before PEVs will make it to the marketplace, the region s sales forces need to receive training on PEVs. This training should not only include the basics of PEVs and EVSE, but address the various incentives that are available for the vehicles and the EVSEs, as well as specifics of what makes Sacramento especially good for owning and driving a PEV. Members of the coordinating council are in the process of designing a training slated to start in late From this training, a question and answer guide will be created that can be used for PEV related professionals. One barrier to providing the best training identified by the subcommittee is the lack of sufficient PEV growth information to determine to what degree and where additional training is needed. The coordinating council will continue to conduct research on PEV market forecasts to identify what training areas will be most in need in the future. Action 4 Make Available a List of Training Opportunities and a Frequently Asked Questions Guide for PEV Related Professionals Take Charge I has created an inventory of the current training activities (see Appendix B) related to electric vehicles in the Sacramento region. This inventory will be updated as new training opportunities are identified. These training opportunities and the question and answer guides noted above will be posted to the regional PEV website as they are available.

17 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 15 APPENDIX A Your Logo and Department Information Here Submission Checklist for Electric Vehicle Supply Equipment (EVSE) Installations Article California Energy Commission Submittal Requirements: 1. One-line diagram; showing: Location(s) of new and existing meter/sub meter and charge controller. Wire sizing and routing. 2. Provide manufacturer installation details and specifications for the electrical supply charging unit. 3. Provide information from the manufacturer indicating whether or not ventilation is required, label plans accordingly and provide mechanical ventilation if required. 4. Complete the Electrical Load Calculation Worksheet (Form CDD-0213) and provide load calculation of electrical service include the electrical load required to charge the vehicle at 125%. 5. Note the voltage (120V or 240V) and ampacities of the vehicle charger. 6. All supply equipment shall be listed or labeled. General Requirements: 1. Coupling means of electric vehicle supply equipment shall be stored or located at a height of not less than 18 and not more than 48 above the floor level. 2. Electric vehicle supply equipment rated 125 volt, 15 or 20 amp may be cord and plug connected. All other EV supply equipment shall be permanently connected and fastened in place. 3. If both 120v and 240v circuits are desired to be monitored by the electric vehicle meter, a meter with distribution will be required.

18 16 TAKECHARGE Your Logo and Department Information Here Electrical Load Calculation Worksheet N.E.C THIS SHALL BE ON THE JOB SITE AT ALL TIMES Permit # SUBMIT (number) COPIES Date: Contractor/Owner: Job Address: Total SF Phone # Number Item Sq. 3 Watts per Sq. Ft - Watts Air Conditioning Example (not heat pump) Compressor 20 amps 20 Amp. Appliance 1500 Fan 5 amps watts Unit Total Load = 25 amps x 240V each (A) Elec. N.P.R.= 6000 watts x 65% = 3900 watts Range (Nameplate Rating = Use 6000 watts since it is larger N.P.R.) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Oven (N.P.R.) Cooking Units (N.P.R.) Water Heater (N.P.R.) Dishwasher (N.P.R.) Disposal (N.P.R.) Washer [(1500 watts min. N.E.C (B)] Dryer [(5000 watts min. or N.P.R. if larger) N.E.C ] Motors (N.P.R.) Other (N.P.R.) Other (N.P.R.) Heat Pump Example Compressor Fan 20 amps 5 amps Unit Total Load = 25 amps x 240V= 6000 watts Aux. Heat Strip = 6000 watts x 65% = 3900 watts Total Heat Pump Load = 9900 watts Heat Pump Note: When doing load calculations where heat pumps are installed, the load for most heat pumps that are equipped with auxiliary heat strips will be larger under the demand for heat. For purposes of load calculations only, on heat pump compressor and fans use 65% of auxiliary heat load to show total heat pump load. Air Conditioning Equipment Air Conditioning (N.P.R. x 100%)] = Electrical (N.P.R. x 65%) = NOTE: Use the largest load - Heat or Cool = Heat pump (compressor & fans) x 100% = Aux. Heat strips (or elect. furnace) x 65% = Total Heat Pump Load = NOTE: Amps x Circuit Voltage = Watts Subtotal = (Loss 1 st 10KW 100% = 10,000 Watts) 40% Watts Total Air Cond. and/or heat pump load = Watts Total Service Load = Watts Total Service Load Watts/240V = Amps Service Size

19 ELECTRIC VEHICLES IN THE SACRAMENTO REGION 17 APPENDIX B Plug-in Electric Vehicle Program Existing Training Resources as of 1/24/12 c. toolbox/pdfs/electric_vehicle_infrastructure_ training.pdf i. A structured platform for delivering training and certification for the installation of Electric Vehicle Supply Equipment (EVSE s) across Residential, Commercial & Public Markets 1. Initial Occupations List a. Infrastructure Installation (Electricians, Building Inspectors, Fire Marshal) b. Infrastructure Repair and Maintenance: (Electricians, Facilities Maintenance Workers) c. Electrical Vehicle Manufacturing (Assembly Workers) d. Electrical Vehicle Maintenance, Repair, and Conversions (Automotive Mechanics & Technicians) occguide/alternative-fuel-vehicle-tech.pdf e. Safety First Responders: (Firefighters, Law Enforcement Officers, and Tow Truck Drivers.) f. Sales and Marketing: Auto dealers show room staff g. Management: Facilities Managers, Safety Managers, Automotive Managers 2. Installation for both residential and commercial charging stations a. network/certification_program/ i. In order to join the ranks of AV s Certified Installer Network, each licensed independent electrical contractor must participate in a rigorous training program provided by AV. Training includes: 1. Technical requirements and FAQ 2. Oracle CRM systems trainings 3. Response time requirements 4. Customer orientation 5. Inventory management 6. On-site safety 7. Troubleshooting 8. Customer communications and appearance b. Become a Certified EV Charging Solution Professional 3. Electric vehicle mechanic training programs a. Vehicle-Conversion-Specialist.html The career outlook for an Electric Vehicle Conversion Specialist is good. They make on average $39 $59 thousand a year. b. Ameriskills electric-vehicle/ c. Clean Tech Institute d. National Alternative Fuels Training Consortium: i. Abram Friedman Occupational Center (ATC) Los Angeles, CA Nate Davis natesmoggdogg@sbcglobal.net (213) , x2559 ii. Rio Hondo Community College (NTC) Whittier, CA Mike Slavich mslavich@riohondo.edu (562) iii. Transfer Flow, Inc (Small Business) Chico, CA Bill Gaines bgaines@transferflow.com (530) , ext. 22 iv. Yuba College (NTC) Marysville, CA Edward Davis edavis@yccd.edu (530) e. Cerritos College f. Skyline College Automotive Hybrid Technician Training skysmog/classes.html edu/programsofstudy/business/automotive/ automotivedegrees/asautotechnology.html g. College of Marin edu/departments/careereducation/ AutomotiveTechnology/

20 18 TAKECHARGE h. San Diego Miramar academics/programs/progdetail?pgid=auto 4. Safety training for first responders a. The National Fire Protection Association s (NFPA) Electric Vehicle Safety Training project is providing firefighters and first responders with the information and materials necessary to respond to emergency situations involving electric vehicles. b. course_workshop_information/first_responders First Responder Safety Training offered through the National Alternative Fuels Training Consortium (NAFTC) c. erials/1009/4fnwwj9xqwb/407589_e234984_ Pauly_UL_EV_Infrastructure_Training_Programs. pdf Underwriter s Laboratory presentation on their safety training plans. 5. Electric vehicle manufacturing and assembly training 6. Other Related Websites: a. UC Davis Plug In Hybrid and Electric Vehicle Research Center b. greentransportationcommp/home/resources Green Transportation Collaborative Resource Links c. d. NEMA EVSE Charging Station User Manual & Installation Instructions i. DEH-44160?TNR=Installation%20and%20 Instruction%7CDEH-44160%7Cgeneric e. i. Each user on the network is provided with a small RFID (Radio Frequency Identification) tag that they carry on their key ring that only works in the proximity of a charging station. When they arrive at a charging station, the RFID tag authenticates them as a subscriber to the service and the station is activated, electricity is turned on, and the charging unit further secures their plug-in cord so that it cannot be removed by anyone else. f. coulomb-technologies-will-install-nearly ev-charging-stations/charging station owners, or hosts, as Coulomb likes to call them, can set up a payment system to recoup the cost of electricity and maintenance (similar to a parking meter), while utilities can monitor the usage to help coordinate demand-side management. The data collected will be analyzed by Purdue University and Idaho National Labs. The results of this program will help Coulomb and its partners determine whether customers will want programs like reserved charging, which is not currently available. g. h. i. Charging at Home j. phevinfrastructurereport08.pdf Plug-in Hybrid Electric Vehicle Charging Infrastructure Review U.S. Department of Energy 2008 k. bygeo/us/byp/ev Electric Car Manufacturers l. news_detail.html?news_id=16685 Rewarding communities that invest in EV s through competitive grants, rebates m. The California Cars Initiative (CalCars.org) is a Palo Alto-based nonprofit startup of entrepreneurs, engineers, environmentalists and consumers promoting 100+MPG plug-in hybrid electric vehicles (PHEVs). n. electricity.html DOEn information. o. CA DOEn information & links about California laws & resources p. industries/powerandcontrols/electricvehicle/ Underwriters Laboratory s page on PEV infrastructure safety.