MARKET AND CUSTOMER ANALYSIS 2.1 Infrastructure Lessons Learned. Principle Investigator(s): Clean Fuel Connection

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1 MARKET AND CUSTOMER ANALYSIS 2.1 Infrastructure Lessons Learned Principle Investigator(s): Clean Fuel Connection Objectives With the recent launch of two production PEVs, the Chevy Volt and the Nissan Leaf, there has been an urgent need for communities, utilities, regulators and other public entities to prepare for the large scale installation of charging infrastructure. There are a number of issues that are not very well understood, but are vital to successfully managing the large-scale adoption of charging infrastructure: 1. The purchase cost of charging equipment 2. The costs associated with installing charging stations in residential and public spaces; and 3. Managing the required coordination of relevant players such as permitters, installers, utilities and purchasers The specific goals of this study are (i) to identify the range of EV charging infrastructure installation costs, and identify factors that drive costs, (ii) to understand EV charging infrastructure installation processes, and examine time to install historical information, (ii) to gain insight into warranty and service on EV charger installations, and (iv) to analyze historical data for residential, public and workplace installations. (Fleet EV charger installations were excluded from this analysis). Methodology To address these critical unknowns, DTE Energy commissioned an Infrastructure Lessons Learned Study to mine the institutional memory of Clean Fuel Connection, Inc., and its experience and historical data regarding EV charging infrastructure installation costs and processes. This study analyzes historical data for residential installations, public venue charging installations, installations processes and time to install data, and warranty and service information. Key Findings For single family homes, the study presents extensive information from a sample of 191 installation estimates in California between 1999 and The analysis of this information leads to the following conclusions: 1. Installation costs range from a few hundred dollars to over $4,000 dollars. The average installation cost is about $1,588 (including labor, materials, permits, and taxes but excluding the cost of EVSE). This includes the cost of the project management company (Clean Fuel Connection, Inc. in the case of these estimates). These historical costs have not been adjusted for inflation. (Cumulative inflation factors from the data timeframe to the present can result in increases of 10 30%). 2. In general, installation costs are higher in homes with smaller electrical panels, longer conduit runs or detached garages. The most expensive installations are those with special work (coring, boring or trenching) or with panel upgrades. 3. Panel upgrades were necessary in 4 % of the sample but this may undercount the number of customers that needed upgrades. Some customers had panel upgrades prior to the EVSE installation or used TOU meters in lieu of a panel upgrade. Others dropped out of the electric vehicle program due to the high cost of upgrading their electrical service. MPSC PHEV Grant Final Report 33

2 4. TOU meters are a cost-effective way to manage installation costs, and encourage off-peak charging, when coupled with significant discounts in the EV charging rate. As part of the installation of the second meter, a separate circuit is installed that does not run through the main service panel and therefore does not impact load on the panel. The installation of the separate circuit and dual meter adapter costs about $ ; a panel upgrade can cost $2,000 - $3,000 (not including any utility costs). For EV public charging infrastructure installations, the study presents data on a sample of 120 projects installed in California from , incorporating 254 chargers. The analysis of this information leads to the following conclusions: 1. EV public charging installation costs, on a per charger basis, have an average cost of $3,457 (including the costs of labor, materials, permits and taxes but excluding the cost of the EVSE). Costs range from several hundred dollars to over $15,000, on a per charger basis. This includes the margins for electricians and the cost of the project management company (Clean Fuel Connection, Inc., in the case of this sample). Historical costs have not been adjusted for inflation. 2. In general, EV public charging installation costs, on a per charger basis, are higher when additional electrical work is required (reworked panel, new panel upgrades, or step-down transformers) or when special work is required (trenching, boring, poured foundation, or coring). Additional electrical work was required in about half of the projects, and some sort of special work was required in about half of the projects, as well. 3. The most expensive installations, on average, on a per charger basis were those requiring stepdown transformers ($5,127), new panel upgrades ($4,757), trenching ($4,555) or poured foundation ($4,456). Strategies can be developed to site public charging in order to minimize the need for special work and electrical work, and overcome barriers. 4. In general, the average per charger costs decrease at a public charging project as the number of chargers installed increases. MPSC PHEV Grant Final Report 34

3 Appendix B Market and Customer Analysis Task Number 2.1 EV Infrastructure Lessons Learned Report title 1: Report title 2: Report title 3: Principal Investigators: Joe Malcoun Student(s) Additional Contributor(s)

4 Enid Joffe Clean Fuel Connection, Inc. Mary Brazell Brazell & Company 1

5 Identify range of PEV charging infrastructure costs and the drivers of cost Review EV charging installation process and time to install Evaluate warranty and service 2

6 Analyzed Attributes Collected from Residential Estimate Forms ( ) 191 Records No. and So. CA Attributes Analyzed Attached vs. Detached Garage Indoor vs. Outdoor Installation Wall vs. Floor Mounted Chargers Feet of Conduit Special Work coring, boring and trenching Time-of-use Meter New Panel Required vs. No New Panel Required Cost Components Analyzed Labor, materials, sales tax and permit 3

7 Installation Cost Install Cost Average Cost of all Residential Installations $ 1,588 Median Cost of all Residential Installations $ 1,371 Minimum Cost of all Residential Installations $ 316 Maximum Cost of all Residential Installations $ 4,065 4

8 Attribute Median Cost Attribute Median Cost Attached Garage $1,269 Detached Garage $1,445 Indoor Install $1,375 Outdoor Install $1,413 Wall Mount $1,361 Floor Mount $1,746 Below 36 feet conduit Trenching $2,,284 Boring $3,289 Concrete $3,186 Stucco $2,790 No Meter Change $1,181 Above 36 feet conduit $1,746 $1,091 TOU Meter $1,486 5

9 Median Installation Cost by Attribute cont d Attribute Median Cost Panel Size <=100 Amp $1, Amp $1, Amp $1,329 New Panel Req d $2,236 Median All Installs $1,371 6

10 Analyzed Attributes Collected from Public Charging Estimate Forms 120 projects with 254 chargers ( ) No. and So. CA Analyzed on per project and per charger basis Cost Drivers Additional electrical work New Panel Required Re-worked panel Step-down transformer Special work Trenching Boring Coring 7

11 Chargers in Project # Projects Average Cost/Charger Total 120 $3,457 1 charger Installations 41 $4,841 2 Charger Installations 57 $3, Charger Installations 18 $2, Charger Installations 4 $2,227 8

12 Labor Materials Permit Tax Freight Total Average Cost per Charger 1 charger installation 3-5 charger installation (per charger) $2,243 $1,096 $ 64 $242 $46 $3691 $3,191 $1,613 $119 $314 $56 $5293 $1,395 $701 $74 $184 $42 $2396 9

13 Average of 2 chargers per project Cost of public charging installation increases when additional electrical or construction work is required including: New or re-worked panel Step down transformer Trenching, boring, poured foundation, coring The higher the number of chargers, the lower the installation cost per unit 10

14 11

15 Time Period Days No. CA Days So. CA From Initial Contact to Estimate From Estimate to Completed Installation Total Self- Installations

16 Charging installation requires coordination among multiple stakeholders customer, automaker, installer, local authority having jurisdiction and utility. Residential installation timeframe is approximately 36 days on average. Driver-managed self-installations take longer than contractor managed installations. The period from estimate to installation is approximately twice as long as the initial contact to estimate (26 days vs. 12 days). Public charging processes are equally complex but less time-sensitive 13

17 Most of the calls evaluated were for small paddle inductive chargers The most frequent cause of charger failures was an electrical problem within the power electronics unit Second largest cause of charger failures was a paddle/connector problem 5 % of calls was no trouble found 14

18 Cannot draw conclusions about reliability of charging units from sample since do not have failure rate for entire population Cannot determine cost of manufacturer repairs Charger repair fees were fixed, negotiated amounts Generous manufacturer warranty programs covered most repairs 15

19 Residential infrastructure costs varied greatly from a few hundred dollars to over $4,000 depending on home attributes and panel size. Panel upgrades are the best predictor of residential installation cost. Conduit length is also a good predictor. It is important to correlate these findings to housing characteristics to find a way to predict installation cost. Dual meter adapters and TOU meters can encourage off-peak charging and help avoid costly panel upgrades. 16

20 Per unit public charging infrastructure costs were lowest for multi-charger installations. Single charger installations are expensive. Multi-family dwellings present unique physical challenges to charging installations. The entire installation process takes 35 to 44 days which is too long need creative ways to streamline process. Service calls were primarily due to equipment failure although there was also a significant number caused by customer error (drive-away). 17

21 Lots of work to be done to incorporate infrastructure Lessons Learned for the next generation of plug-in vehicles. Thank You! 18

22 Infrastructure Lessons Learned Study Prepared for DTE Energy as part of Grant #PSC between the Department of Labor and Economic Growth and DTE Energy Company March 1, 2011 Study conducted by Clean Fuel Connection, Inc, Arcadia, CA.: Enid Joffe, Principal and Brazell & Company, Pleasantville, NY: Mary Brazell, Principal 1

23 Contents Page number Executive Summary.3 1. Introduction and Objectives 6 2. Methodology Residential EV Charger Installation Analysis Public EV Charger Installation Analysis Installation Time Analysis Service and Warranty Discussion Summary and Conclusions.25 Attachments: Power Point Presentation: Infrastructure Matters: Lessons Learned from the EV Demonstration Programs of the 1990s 2

24 Executive Summary A new era of Plug-in Electric Vehicles (PEVs) is poised to begin. Nissan and General Motors have announced battery-powered or hybrid-electric extended-range vehicles scheduled for delivery by the end of They are followed by Ford, BMW, Mitsubishi and Toyota, all of whom have announced the introduction of electric or hybrid-electric plug-in vehicles by 2011 or These announcements have created an urgent need for utilities, communities, regulatory agencies and other public entities to prepare for the potential widespread installation of PEV charging infrastructure, and to manage the impact of this load on the electric distribution system. Critical unknowns include the cost of the charging infrastructure needed to re-fuel plug-in electric vehicles, and the infrastructure installation process. The plug-in electric vehicle charging infrastructure costs consist of (i) the costs of the Electric Vehicle Supply Equipment or EVSE, and (ii) the costs associated with installation of EVSEs in residences and public venues, such as workplaces, shopping centers, or airport parking garages. Infrastructure installation requires coordination among utilities, city permitting and inspection officials, electrical contractors, and (i) the buyers of the PEVs (homeowners, public entities) or (ii) the providers of PEV charging at public venues. It is very important that the costs and the process for installing PEV charging infrastructure not be a customer turn-off or a bottleneck to the widespread adoption of PEVs. Ongoing support for the charging infrastructure, in terms of warranty and repair service, is also critical, and not well understood. To address these critical unknowns, DTE Energy, as part of the MPSC PHEV Grant, has undertaken this Infrastructure Lessons Learned Study to mine the institutional memory of Clean Fuel Connection, Inc., and its experience and historical data regarding EV charging infrastructure installation costs and processes. This study analyzes historical data for residential installations, public venue charging installations, installations processes and time to install data, as well as warranty and service information. The specific goals of this study are (i) to identify the range of EV charging infrastructure installation costs, and identify factors that drive costs, (ii) to understand EV charging infrastructure installation processes, and examine time to install historical information, (ii) to gain insight into warranty and service on EV charger installations, and (iv) to analyze historical data for residential, public and workplace installations. (Fleet EV charger installations were excluded from this analysis). Conclusions: Residential EV Infrastructure Costs: For single family homes, the study presents extensive information from a sample of 191 installation estimates in California between The analysis of this information leads to the following conclusions: 3

25 1. Installation costs range from a few hundred dollars to over $4,000 dollars. The average installation cost is about $1,588 (including labor, materials, permits, and taxes but excluding the cost of EVSE). This includes the cost of the project management company (Clean Fuel Connection, Inc. in the case of these estimates). These historical costs have not been adjusted for inflation. (Cumulative inflation factors from the data timeframe to the present can result in increases of 10 30%). 2. In general, installation costs are higher in homes with smaller electrical panels, longer conduit runs or detached garages. The most expensive installations are those with special work (coring, boring or trenching) or with panel upgrades. 3. Panel upgrades were necessary in 4 % of the sample but this may undercount the number of customers that needed upgrades. Some customers had panel upgrades prior to the EVSE installation or used TOU meters in lieu of a panel upgrade. Others dropped out of the electric vehicle program due to the high cost of upgrading their electrical service. 4. TOU meters are a cost-effective way to manage installation costs, and encourage off-peak charging, when coupled with significant discounts in the EV charging rate. As part of the installation of the second meter, a separate circuit is installed that does not run through the main service panel and therefore does not impact load on the panel. The installation of the separate circuit and dual meter adapter costs about $ ; a panel upgrade can cost $2,000 - $3,000 (not including any utility costs). Conclusions: EV Public Charging Infrastructure Installation Costs: For EV public charging infrastructure installations, the study presents data on a sample of 120 projects installed in California from , incorporating 254 chargers. The analysis of this information leads to the following conclusions: 1. EV public charging installation costs, on a per charger basis, have an average cost of $3,457 (including the costs of labor, materials, permits and taxes but excluding the cost of the EVSE). Costs range from several hundred dollars to over $15,000, on a per charger basis. This includes the margins for electricians and the cost of the project management company (Clean Fuel Connection, Inc., in the case of this sample). Historical costs have not been adjusted for inflation. 2. In general, EV public charging installation costs, on a per charger basis, are higher when additional electrical work is required (reworked panel, new panel upgrades, or stepdown transformers) or when special work is required (trenching, boring, poured foundation, or coring). Additional electrical work was required in about half of the projects, and some sort of special work was required in about half of the projects, as well. 3. The most expensive installations, on average, on a per charger basis were those requiring step-down transformers ($5,127), new panel upgrades ($4,757), 4

26 trenching ($4,555) or poured foundation ($4,456). Strategies can be developed to site public charging in order to minimize the need for special work and electrical work, and overcome barriers. 4. In general, the average per charger costs decreases at a public charging project as the number of chargers installed increases. Conclusions: Time to Install Clean Fuel Connection used data from their installations of residential chargers for the Toyota RAV4 EV to measure the time to install a charger from initial contract to completion (including inspection and metering). From this data we have drawn the following conclusions: 1. Total time to install residential charging units is 35 to 44 days from start to finish. 2. Days to install varied by geographic area. 3. Self-installations took an average of 75 days, nearly twice the average for automaker partner installations Conclusions: Service and Warranty CFCI evaluated 110 service calls to determine the causes for the service call. From this data we drew the following conclusions: 1. Most calls involved small paddle inductive chargers. These were manufactured by both GM and Toyota Tsusho. 2. The most frequent cause of failure was an internal electrical problem in the power electronics unit 3. The second largest cause of charger failures was a paddle/connector problem. 4. Five percent of service calls had no trouble found 5

27 1. Introduction and Objectives Introduction A new era of Plug-in Electric Vehicles (PEVs) is poised to begin. Nissan and General Motors have announced battery-powered or hybrid-electric extended-range vehicles scheduled for delivery by the end of They are followed by Ford, BMW, Mitsubishi and Toyota, all of whom have announced the introduction of electric or hybrid-electric plug-in vehicles by 2011 or These announcements have created an urgent need for utilities, communities, regulatory agencies and other public entities to prepare for the potential widespread installation of PEV charging infrastructure, and to manage the impact of this load on the electric distribution system. Critical unknowns include the cost of the charging infrastructure needed to re-fuel plug-in electric vehicles, and the infrastructure installation process. The plug-in electric vehicle charging infrastructure costs consists of (i) the costs of the Electric Vehicle Supply Equipment or EVSE, and (ii) the costs associated with installation of EVSEs in residences and public venues, such as workplaces, shopping centers, or airport parking garages. Infrastructure installation requires coordination among utilities, city permitting and inspection officials, electrical contractors, and (i) the buyers of the PEVs (homeowners, public entities) or (ii) the providers of PEV charging at public venues. It is very important that the costs and the process for installing PEV charging infrastructure not be a customer turn-off or a bottleneck to the widespread adoption of PEVs. Ongoing support for the charging infrastructure, in terms of warranty and repair service, is also critical, and not well understood. Objectives To address these critical unknowns, DTE Energy, as part of the MPSC PHEV Grant, has undertaken this Infrastructure Lessons Learned Study to mine the institutional memory of Clean Fuel Connection, Inc., and its experience and historical data regarding EV charging infrastructure installation costs and processes. This study analyzes historical data for residential installations, public venue charging installations, installations processes and time to install data, and warranty and service information. The specific goals of this study are (i) to identify the range of EV charging infrastructure installation costs, and identify factors that drive costs, (ii) to understand EV charging infrastructure installation processes, and examine time to install historical information, (ii) to gain insight into warranty and service on EV charger installations, and (iv) to analyze historical data for residential, public and workplace installations. (Fleet EV charger installations were excluded from this analysis). 6

28 2. Methodology Clean Fuel Connection, Inc. (CFCI) has maintained data on several thousand EV charger installation records accumulated by Edison EV and Clean Fuel Connection, Inc. from 1996 to the present. Electrical contractor estimates for EV charger installation costs were prepared, using the same basic forms, throughout this time period. CFCI and Edison EV data, however, have not been retained in systematic databases suitable for analysis. The aim of this study was to develop a meaningful sample of residential and public EV charging installations, and create a database that enabled analysis of key cost drivers and other factors associated with the installation of plug-in electric vehicle charging infrastructure. A review of the EV infrastructure installation processes employed in California during the 1990s for GM s EV1 launch, and continued by CFCI for launches of electric RAV4s, Ford Thinks, Nissan Hyperminis, Nissan Altras, electric S-10s, electric Ford Rangers, and Chrysler electric vans was undertaken, and time to install data was examined. Warranty and service records were reviewed, with anecdotal insights providing meaningful insights (vs. numerical data). As far as we are aware, the CFCI set of data records is the most extensive and complete data of historical installation estimates available anywhere. Scope For the purpose of this study, only records from new, completed installations were used (e.g., no upgrades from prior installations were included). The DTE Energy sample of EV charger installations consists of the following records: 191 Single Family Home records (206 records were examined, but the number of multi-family dwellings was too small to merit meaningful analysis) 120 unique Public Charging Installation projects (both workplace and public venue), incorporating 254 EV chargers Residential records span the time period of Public Charging records span the time period All EV charging installation are located in California, principally Southern California In these analyses, costs for EVSE are excluded, along with any tax or freight that historically was associated with shipment of EVSE. (Since EVSE historical costs are not a good predictor or indicator of future EVSE costs, it was determined that more valuable insight would be gained by excluding historical EVSE costs). Hence, the data simply reflect the labor, materials, permit and tax costs associated with EV charger installations. Residential EV Charger Installation Methodology To better identify factors influencing the cost of infrastructure installations, the study analyzed installation cost by seven attributes of the residential property, including: 7

29 Attached vs. Detached Garages Indoor vs. Outdoor Installation Wall vs. Floor Mounted EVSE Feet of conduit Special work coring, boring, trenching Household Electrical Panel size Whether an Upgrade to the Electrical Panel was needed For each attribute, the team analyzed the average, median, maximum, minimum, 25 th percentile and 75 th percentile for installation cost. Costs were broken down into four categories: labor, materials, permit fees and sales tax. This analysis was repeated for all categories of each of the seven attributes, i.e., 100 amp panels, 200 amp panels, etc. Costs also included mark-ups for Clean Fuel Connection, Inc. (project manager) and for the electrical contractors, to more accurately reflect a sustainable business model. Public EV Charger Installation Methodology The study analyzed public/workplace EV charger installation costs on a per charger basis (with some examples to illustrate per project costs). Because each public/workplace venue is unique, and may include any number of chargers, analyses were performed on a per charger basis, to enable meaningful comparisons. To provide more clear insights, we analyzed sub-groups of public charging installations including: 1 charger installations 2 charger installations 3 5 charger installations 6 (or more) charger installations. In addition, separate analyses focused on the impact of electrical work on the cost of public charging installations. Hence analyses were performed separately for: New panels required Re-worked panels Step-down transformers. Analyses of installations where special work was required were performed including: Trenching Boring Poured foundation Coring. Average and median per charger total costs were analyzed, and the elements comprising these: labor (consisting of installation labor, design engineering, and 8

30 subcontractor costs); materials (including related materials costs); permit fees; and tax (on materials and related costs only). For each break-out group of chargers per installations (that is, for the one charger installations, the two charger installations, the 3 5 charger installations, and the 6+ charger installations), analyses included an examination of: Average costs, by component (labor, materials, permit, tax, total) Median costs, by component Minimum costs, by component Maximum costs, by component 25 th percentile costs, by component 75 th percentile costs, by component Costs also included mark-ups for Clean Fuel Connection, Inc. (project manager) and for the electrical contractors, to more accurately reflect a sustainable business model. Time to Install Methodology CFCI utilized data from its installations of Toyota Tsusho (TAL) inductive chargers to conduct an analysis of the average time to install a unit. The analysis was broken down into two components from first contact to estimate and from estimate to completed installation.. Service Call Methodology CFCI selected 110 complete service records for residential and commercial service calls. Efforts were made to include examples of each of the types of chargers in use inductive and conductive. Service calls were then categories by the diagnosis on the service ticket so that the causes of failure could be analyzed. 9

31 3. Residential EV Charger Installation Analysis Complete records for 191 single family homes were analyzed to determine total costs, the size and range of the components of costs, and which of the attributes collected on the residential installation estimates seemed to drive the cost of EV infrastructure installations. Records were from the time period were utilized, and these have not been adjusted for inflation. However, had these data been adjusted for inflation, the values would be about 10-30% higher than the estimates shone. (Analyses of recent [2009] EV charging infrastructure installations correspond closely with the historical estimates, if adjusted by about 10-30% for inflation). Overall, the average cost per installation was $1,588 and the median cost was $1,371. The difference between the two measures reflects the presence of a few very expensive installations that increased the average cost. The range of installation costs is very wide-- from a few hundred dollars to over $4,000. It should be noted that all installation costs include margin both the electrician s profit and the margin added by CFCI as a project manager. This is a realistic reflection of true costs because it is likely that there will be some type of project management entity coordinating and scheduling installations and providing customer service. Table 3-1 Installation Cost Installation Cost Install Cost Average Cost of all Residential Installations $ 1,588 Median Cost of all Residential Installations $ 1,371 Minimum Cost of all Residential Installations $ 316 Maximum Cost of all Residential Installations $ 4,065 The study analyzed installation cost by seven attributes of the residential property including: Attached vs. Detached Garage Indoor vs. Outdoor Installation Wall vs. Floor Mounted EVSE Feet of conduit Special work coring, boring and trenching Panel size Panel upgrade 10

32 Costs were broken down into four categories: labor, materials, permit fees and sales tax. Differences in labor and material costs among various types of installations were assessed for example as expected labor is higher among installations with special work and material cost is higher in installations that include panel upgrades. This analysis was repeated for all categories of each of the seven attributes i.e., 100 amp panels, 200 amp panels, etc. The following tables summarize the effect of the residential attributes measured on average installation cost. Nature of Parking: While 43% of the homes had attached garages, 15% had detached garages and others had carports or open area parking spaces; 30% of the sample did not have data indicating the nature of parking. Attached garages had the lowest installation cost while carports and parking stalls had the highest. Table 3-2 Nature of Parking Nature of Parking No. % Median Install Cost Attached Garage % $ 1,269 Detached Garage % $ 1,445 Carport 10 5 % $ 1,871 Parking Stall 14 7 % $ 1,810 Unknown % n/a Total % Location of Charger: The vast majority of customers sampled located their charger inside their garage. This was also the most cost-effective location as shown in the table below. The number of indoor installations may change if chargers are installed in multifamily dwellings where there may not be an enclosed garage. Table 3-3 Location of Charger Location of Charger No. % Median Install Cost Inside % $ 1,375 Outside % $ 1,413 Unknown 2 1 % n/a Total % 11

33 Mounting Location: Nearly all customers mounted their chargers on a wall; only a few needed a floor mount installation. Floor or pedestal mounted chargers were significantly more costly than wall-mounted due the requirement for a concrete base and trenching. Since floor or pedestal mounted residential units are the exception rather than the rule for residential installations, we did not do further analysis on this variable. Table 3-4 Mounting Location Mounting Location No. % Median Install Cost Wallmount % $ 1,361 Floormount 9 25 % $ 1,947 Unknown 2 0% n/a Total % Feet of conduit: Conduit reflects the distance between the electrical panel and the installation of the EVSE. Just about half the customers in the sample had conduit under 36 feet. The under 36 feet measure was selected since CFCI has identified a standard installation as one with 35 feet or less of conduit. Table 3-5 Feet of Conduit Conduit No. % Median Install Cost < 36 feet % $ 1,181 > 36 feet % $ 1,746 Unknown 0 0 % n/a Total % Special Work: Special work such as coring, boring or trenching add significant cost to the installation. Fortunately such work was necessary for only 14% of the residential customers. Table 3-6 Special Work 12

34 Special Work No. % Median Install Cost Trenching 16 8 % $ 2,284 Boring 1 1 % $ 3,289 Concrete 4 2 % $ Stucco 5 3 % $ 2,790 Total 26 14% TOU Meter: Many California utilities offered a special residential time-of-use rate that reduced the cost of EV charging for customers who charged during off-peak hours. In order to qualify for the rate, the utility had to remove the existing meter and install a dual meter adapter with two meter sockets. The original meter was then re-inserted and, after the electrician s EVSE installation had been completed and inspected by the local authority having jurisdiction, a second meter for the EV circuit was installed in the second socket (see Photo 3.1) Figure 3.1 Dual Meter Adapter for Time of Use Meter Table 3-7 TOU Meter Electrical Service No. % Median Install Cost No Meter Change % $ 1,091 Change to TOU Meter % $ 1,486 Unknown % n/a Total % Overall 12% of customers made no change to their meter while 42 % had dual meter adapters and second meters installed. Unfortunately, 46% of our sample did not have 13

35 information on whether they changed to a TOU Meter or not. The dual meter adapter did increase the initial cost of installation, however it cost significantly less than if a new panel had been required (at a median cost of $2,287). Also, in the 1990s off-peak EV charging rates were extremely low as low as $.045 per kwh. Customers were able to reduce electric car fuel costs, which over time would help offset the one-time incremental cost for the installation of a dual-meter adapter. Electrical Service: Electrical service was roughly divided into 35% with a 100 amp service (or less), 40% with a amp service and 4% with a amp service. The remainder were unknown. Table 3-8 Electrical Service Original Panel Amps No. % Unknown % % % % % % % % % % Total % The distribution of panel sizes was compressed into 3 categories for the purpose of cost analysis. As expected panel size had a significant impact on cost especially if the panel was under 100 amps. In this sample, as panel amps increase, median installation costs decrease. Table

36 Per Panel Amp Median Install Cost Original Panel No. % Median Install Cost <= 100 Amps 66 35% $ 1, Amps 76 40% $ 1, Amps 8 4 % $ 1,329 unknown % n/a % As shown above, about one-third of the sample had homes with 100 amp panels or below, incurring a median installation cost that is about 25% above the overall median cost. Many older homes that have not been remodeled will have 100 amp panels. Condominiums and apartments are likely to have 100 amp panels or less. If electric appliances such as air-conditioning, clothes dryers, dish washers or pool pumps were part of the original construction or added at a later date, the panel may well be at its maximum capacity. In this sample, only 4% of the residents needed a panel upgrade or panel re-work. 1 However, the median costs for residential installations requiring new panel upgrades was over $800 more than the median for the whole sample, or about 60% more. This small sample size may skew the number, but additional analyses of other historical data corroborates that new panel upgrades are much more costly EV charger installations than the average or median, overall. The small sample size may under-represent the number in the residential population as a whole especially because CFCI only captured data on a new panel upgrade or re-work if CFCI was retained to perform that work. Since panel upgrades can be quite costly (around $2,000 - $3,000), and were typically not covered by OEM or public incentive programs, some customers may have had their own electrician do the work prior to the EVSE installation. Additionally, the use of a dual meter adapter allowed an additional 40 amp breaker to be installed, bypassing the main panel and eliminating the need for a panel upgrade. As expected, customers who needed panel upgrades had higher average installation costs. Table 3-10 Median Cost of New Panel Installation Sample % Median Install Cost New Panel Required 8 4% $ 2,236 Median Install Cost % $ 1,371 1 A panel re-work eliminates the need for an upgrade by re-organizing the circuits to make more room. 15

37 Components of Residential EV Charger Installation Cost For the purpose of predicting future costs, it is important to know, not only the total installation cost but its component parts. The customer estimates created by Edison EV and CFCI included eight categories of cost: equipment (EVSE), bulk material, installation labor, subcontractor labor, engineering and design, permit fees, freight and sales tax. Since EVSE designs and costs have changed over the past 13 years and the cost of future units is unknown, the team subtracted the cost of EVSE and related freight and sales tax from the sample records. The categories of labor and subcontract labor were added together. Sales tax was estimated at 8% (typical for CA during this period) and permits were based on actual costs. For each set of variables, the minimum, maximum, median, average and 25 th and 75 th percentiles were calculated. For simplicity, only the median costs will be discussed here. Table 3-11 Median Cost of Installation by Component Median Cost of Installation By Component % $ Labor 71 % $ 975 Materials 22 % $ 297 Permit 5 % $ 75 Tax (materials only) 2 % $ % $ 1,371 Labor typically comprises about % of the median cost of all installations. However, for detached garages, labor is a much higher percentage (90%), and for wallmount installations, labor is only about 50%. Materials comprise another 20-30% of total costs, with permit and taxes making up the balance. In all of the analyses, average costs are almost always higher than the median costs. This is because there may be just a few significant outliers (on the high cost side of the equation) that skew the average, so that it is much higher than the median. DTE Energy has chosen to focus on median costs principally in this analysis, however it should be noted that significant outliers are common and should be anticipated. 16

38 4. Public EV Charger Installation Analysis The data analyzed on public charging consists of 120 projects, with 254 chargers installed, in the timeframe. Public charging installations were evaluated on cost per charger basis to facilitate comparisons, and identify whether there are economies of scale if additional chargers are installed. The cost of public charging can best be managed by selecting locations that are cost-effective to install and popular with drivers such as airports, big box retailers, supermarkets, entertainment venues and malls. Among the obstacles to locating public charging are: Distance from the electrical room to the parking space. Trenching across asphalt and concrete parking areas. Limited power in outdoor parking areas. Handicapped access guidelines. Related to public charging is workplace charging. In the 1990s workplace charging was limited to companies in EV-related businesses or EV drivers who owned their own offices. During the period of 1996 to 2005, more than 1,000 public charging stations were installed around California to accommodate EV drivers. Most were heavily subsidized by automakers and public agencies including the California Energy Commission, Bay Area Air Quality Management District and South Coast Air Quality Management District, as well as other air districts and county transportation commissions. As no billing mechanism existed to charge drivers for the service, all were offered free to the user. The stations were installed by local government agencies and by private entities such as Hilton Hotels, Costco, The Mills Premium Outlets, and various malls and shopping centers. Many of the locations also were designed as multi-purpose charging installations aiming to accommodate employees and local government fleets that were situated at City Hall parking areas, Public Works Corporation Yards and County Sanitation Districts. Although the conditions of the funding for these stations required that they be accessible to the employees and the public, their installation requirements more closely match those of fleets. Some of these installations are included in this analysis because they are representative of the full range of public charging options. However, most of the public charging installations analyzed in this section were primarily located at airports, shopping malls and other high traffic locations. In the 1990s, there were two charging standards the inductive technology which was used by GM, Toyota and Nissan and the conductive technology which was used by Ford and Honda. With the recent adoption of the J1772 standard for EVSEs by the Society of Automotive Engineers, the industry has moved much closer to one standard which will make the installation of the public charging infrastructure simpler and more costeffective. In addition, charging components have been added to the vehicle so that 17

39 today s EVSE is little more than a hardwired outlet with ground fault protection and vehicle communication capability. In the future, public charging installation costs will be impacted by variations in the charging amperage. While Level 2, 40 amp circuits were the standard in the 1990s, there are now at least three different types of public chargers: Level 1, 110v, 15 amp chargers Level 2 208/240 volt EVSE that charge at levels from 16 amps to 80 amps Level 3 units that charge above 80 amps. In this analysis, 120 public charging locations ( projects ) were analyzed, incorporating 254 EV chargers with Level 2 208/240 volt EVSEs. As shown in Table 4-1 most projects had more than one charger with the average being slightly more over two. In order to provide a consistent comparison, this analysis compares cost per charger instead of per project. Much of the analysis of public charging installation focuses on average costs (vs. median costs). We have chosen to highlight average costs because total project costs are being divided on a per charger basis; median costs reflect the median of the total project cost, and may not be as helpful an indicator of per charger information. No historical dollar amounts have been adjusted for inflation. As can be seen in the table below, the average cost per charger installed decreases as the number of chargers installed at each site increases. As one electrician commented, the first charger costs a lot to install since all the trenching and conduit must be paid for, but the ones after that are very inexpensive since the bulk of the work has already been done. Table 4-1 Number of Chargers and Average Cost of Installation Per Charger No. Chargers #Projs #Chgrs Av Cost/Charger Total $ 3,457 1 Charger Installations $ 4,841 2 Charger Installations $ 3, Charger Installations $ 2, Charger Installations 4 33 $ 2,227 As was the case with the Residential EV Charger installation analysis, the median per charger costs are typically lower than the average costs. Additionally, median per charger costs decrease as the number of chargers in the project increases. The overall median/charger cost is $2,924 (about 15% less than the average); one charger median installation cost is $4,258 (about 12% less than the average) ; two charger installations median cost/charger is $2,924 (about 20% less than average); 3 5 charger median installation costs are $2,752 (about 5% less); and 6+ per charger median cost is slightly higher than the average ($2,321), but the sample size is quite small. (As mentioned 18

40 above, since the medians are based on total project cost, we feel that average cost is a better indicator for per charger estimates.) While this analysis did not examine Fleet EV charger installations, it is worth noting that a separate comparison of fleet vs. public historical fleet installations showed that fleet installations are less costly than public charging installations (see Table 4-2). (TBD?Were these adjusted for inflation? Does not appear so!) Table 4-2 Comparison of Fleet and Public Installation Cost per Charger No. Chargers #Projs #Chgrs Av Cost/Charger Public Av Cost/Charger Fleet Total $ 4,135 $3,399 1 Charger Installations $ 5,184 $4,542 2 Charger Installations $ 4,612 $4, Charger Installations $ 3,119 $1, Charger Installations 2 12 $ 2,609 $1,657 Public charging installations may cost more than fleet installations for many reasons. Installations in existing outdoor parking lots, and at large shopping malls, entertainment venues or other commercial locations can be quite challenging. The source of power may be located hundreds of feet from the closest parking space in the basement of a building. This reality is reflected in the number of installations that required special work, such as coring, boring or trenching. The requirement for additional electrical work also significantly increases the cost of public charging installations. Table 4-3 illustrates the costs. For example, the overall average cost of all public charging installations on a per charger basis is $3,457. However, installations with re-worked panels have an average per charger cost of $4,284 (vs. $2,955 for those not requiring re-worked panels). Installations requiring step-down transformers have an average per charger cost of $5,127 (vs. $3,199 for those not requiring a step-down transformer). Installations requiring a new panel upgrade have an average per charger cost of $4,757 (vs. $2,982 for those not requiring a new panel upgrade). Strategies for siting EV public charging locations to mitigate or avoid the necessity for additional electrical work can be developed and pursued, to manage costs. Special work (trenching, boring, coring, poured foundations) also significantly boosts EV Public Charging Installation costs. Table 4-3 shows the number and percentage of installations that needed special work and the average cost per charger of the work. Clearly, when installing public charging, it is most cost effective to install a larger number of units. The high cost of public charging installations also points to the need for building charging installations into new construction requirements when the work is far less costly. 19

41 Table 4.3 Electric Work & Special Work Required and Average Cost With Such Work Attribute Electrical New Panel Required Re Worked Panel Stepdown Transformers Special Work Trenching Boring Poured Foundation Coring Note: projects may fall in more than one category No. % of Projects Av and Median Cost/Charger with Electrical or Special Work 28 proj; 68 chrgrs 23% $ 4,757 Av; $3,424 median 48 proj; 96 chrgrs 40% $ 4,284 Av; $3,582 median 15 proj; 34 chrgrs 13% $ 5,127 Av; $10,154 median 57 proj; 124 chrgr 48% $ 4,555 Av; $4,208 median 7 proj; 11 chrgr 6% $ 4,082 Av; $2,732 median 51 proj; 110 chrgr 43% $ 4,456 Av; 2,752 median 22 proj; 43 chrger 18% $ 3,882 Av; $3,647 median Table 4-4 breaks down the costs by labor, materials, permit and taxes. The importance of viewing the breakdown by labor, materials etc., is that it facilitates projecting changes in cost as labor rates or material costs change over time. As in the summary analysis, the per-unit cost, while quite high for single charger installations, declines with the number of chargers installed. Labor costs, on a percentage basis, are similar for public charging installations and residential installations. In residential installations, labor constituted 60% to 70% of cost typically; labor costs comprise 66% of total costs, on average, for public installations; and labor constitutes 60+% of total costs for most sub-groupings of public charging installations. Table 4-4 Breakdown of EV Public Charging Average Cost Components Av Cost per Charger #Projs #Chgrs Labor Materials Permit Tax Total 1 charger $ 3,191 $ 1,418 $ 119 $ 113 $ 4,841 2 chargers $ 2,412 $ 1,077 $ 66 $ 86 $ 3,642 3 to 5 chargers $ 1,785 $ 1,005 $ 23 $ 80 $ 2,893 6 or more chargers 4 33 $ 1,395 $ 701 $ 74 $ 56 $ 2,227 All Records $ 2,243 $ 1,065 $ 64 $ 85 $ 3,457 20

42 5. Time to Install Installation of EV charging infrastructure requires multiple steps and coordination among a number of players: automakers, car dealers, utilities, local authorities having jurisdiction (AHJs) and, of course, customers. Figure 1 demonstrates the number of steps required and the stakeholders involved in a typical residential installation. Figure 5-1 Clean Fuel Connection used data from their installations of residential chargers for the Toyota RAV4 EV to measure the time to install a charger from initial contract to completion (including inspection and metering). Table 1 illustrates the number of days for the specific portions of residential installations. As is evident from the table, there were differences between Southern California and Northern California, as well as between automotive partner installations and self installations (those where the customer used their own electrician. 21

43 Table 5-1 Time Period Days No. CA Days So. CA From Initial Contact to Estimate From Estimate to Completed Installation Total Self-Installations Improvements in technology such as providing estimates and contracts on site and awareness among stakeholders is reducing this timeframe but installation time remains a challenge for the industry. 22

44 6. Service and Warranty CFCI evaluated samples of residential and commercial charger service calls to analyze the causes of charger malfunctions. Chargers were divided into type Conductive, Large Paddle Inductive and Small Paddle Inductive. Unfortunately we were unable to determine an overall failure rate based on the information available in the database. However we able to categorize the service calls by type of problem. As shown in Table 2 the largest number of issues were internal electrical problems in the power electronics unit. This was followed by paddle issues which included communication cables, damaged paddles and pull-aways (drivers who backed out without disconnecting from the charger). Since manufacturers offered generous warranties, it was not possible to determine the proportion of warranty to non-warranty service calls. Table 6-1 Residential Service Calls Conductive EVI Inductive Large Paddle Inductive Small Paddle % 17% 83% 100% Residential Problem Analysis Problem No. % Internal Electrical Problem 36 38% External Electrical Problem 5 5% Paddle Issue 20 21% Non Warranty Paddle Issue 9 10% Defective Unit 3 3% Non Warranty Internal 0 0% Electrical Issue No Trouble Found 5 5% Damaged Cord 3 3% Non Warranty External 0 0% Electrical Upgrade of Unit 13 14% Totals % 23