Presented by Danilo J. Santini with Argonne National Laboratory July 23, 2012

1. The submitted manuscript has been created by Argonne National Laboratory, a U.S. Department of
Energy laboratory managed by UChicago Argonne, LLC, under Contract No. DE-AC02-06CH11357.
The U.S. Government retains for itself, and others acting on its behalf, a paid-up, nonexclusive,
irrevocable worldwide license in said article to reproduce, prepare derivative works, distribute
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Steps for Northern Indiana Plug in Electric
Vehicle Technology
Danilo J. Santini, Senior Economist
Center for Transportation Research
Argonne National Laboratory
Presented at:
South Shore Clean Cities EV Webinar
July 23, 2012
Preparation of this presentation was sponsored by Clean Cities and the Vehicle Technologies
Program, Energy Efficiency & Renewable Energy, U.S. Department of Energy. Views expressed are
those of Dr. Santini, not necessarily Argonne National Lab or the Department of Energy

2. Keep up to date by tracking information on these
(and other) web sites. If serious about purchase,
check manufacturer, state and local government,
and local utility web sites as well.
South Shore Clean Cities
www.southshorecleancities.org/
U.S. Department of Energy Clean Cities
www.cleancities.energy.gov
Alternative Fuels & Advanced Vehicles Data Center (AFDC)
www.afdc.energy.gov
Clean Cities Coordinator Contact Information and Coalition
www.afdc.energy.gov/cleancities/progs/coordinators.php
Plug In America
www.pluginamerica.org/vehicles
2

3. DOE Maintains Sites With Information in Detail on Current
Technology, Regulations, Incentives, Training, and
Strategies.
• Clean Cities
• FuelEconomy.gov
• Alternative Fuels
and Advanced
Vehicles Data Center
3
For technical analyses of future technology, see http://www.transportation.anl.gov/about.html

4. Hybrid and Plug-In Electric Vehicles Pages
www.afdc.energy.gov/afdc/vehicles/electric.html
Vehicle Technologies Program
eere.energy.gov
4

5. EVSE Permitting Template and Diagrams
Residential EVSE permitting template
– Designed for permitting and inspecting
jurisdictions
– Jurisdictions can modify for specific,
unique requirements
Code material
– NEC Article 625
– Sets safety requirements for EVSE
installation
Vehicle Technologies Program
eere.energy.gov
5

6. GeoEVSE Forum
Government-industry collaboration committed to establishing a
repository of public EVSE location data for consumers and
industry.
Goals
– Avoid duplication of data collection efforts for EVSE
locations
– Enhance the EVSE data in the AFDC station locator
– Ensures that DOE continues to collect and provide the
most comprehensive collection of EVSE location data
– Strengthen relationships and improve
communication with new industry stakeholders
http://www.afdc.energy.gov/afdc/vehicles/geoevse.php
Vehicle Technologies Program
eere.energy.gov
6

7. Vehicle Cost Calculator
Vehicle Technologies Program
eere.energy.gov
7

8. Training & Education
Residential Charging Installation Video
– Electrical contractors and installers
– Permitting officials and inspectors
– Collaborative effort between Clean Cities,
OEMs, Utilities, EVSE suppliers
http://www.cleancities.tv/FeaturedContent/Training/EVSER
esidentialChargingInstallation.aspx
Community Readiness Workshop
– Held in conjunction with the 2011 Clean
Cities Stakeholder Summit, Clean Cities
hosted training to help Coalitions develop
community EV readiness plans
– Videos of presentations and materials
available for local workshops on Clean
Cities TV
http://www1.eere.energy.gov/cleancities/stakeholder_sum
mit.html
Vehicle Technologies Program
eere.energy.gov
8

9. Publications
Hybrid and Plug-In Electric Vehicles
Factsheet
http://www1.eere.energy.gov/cleancities/publications.html
Plug-In Electric Vehicle Handbooks
http://www1.eere.energy.gov/cleancities/publications.html
–
–
–
–
Consumers
Fleet Managers
Public Charging Station Hosts
Electrical Contractors
Deployment Case Studies
http://www.afdc.energy.gov/afdc/vehicles/electric_deployment.html
Vehicle Technologies Program
eere.energy.gov
9

10. Recent Introductions of Plug-in Hybrids and a Family Of
Prius Models May Have Revived Car Hybrid Sales Growth
Cars
Both
Light Trucks
10

11. Where are the Opportunities? Ford and GM Have
Been Emphasizing Home and Workplace Charging.
11

12. There are Unique Capabilities and Charging Needs for Each
Vehicle Type
– Plug in Hybrid Electric Vehicle (PHEV)
• Varying electric range – battery 5-10 kWh
• Blended mode operation on highways, hard acceleration
• Charge power presently 1.4 - 3.3 kW
– Extended Range Electric Vehicle (EREV)
• Increased electric range – medium battery
10-20 kWh energy
• Nearly exclusively electric operation in metro areas
• Charge power presently 1.4 to 3.3 kW
– Battery Electric Vehicle (BEV)
• All electric range – large battery >20kWh energy
• Exclusively electric operation
• Charge power presently 3.3 kW to 50 kW
– “Super” Battery Electric Vehicle (BEV)
• All electric range – large battery 85 kWh energy
• Charge power 10 or 20kW; DC Fast, 35 kW
12

13. EARLY SALES: Battery Electric Cars Have Declined While
EREVs & PHEV Cars Have Expanded Recently
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13

14. Significant In-State Wind Resources are Found
in Northern Illinois and Indiana
14

15. Renewable Energy Credits Including Wind Can
Already Be Purchased from Some Indiana Utilities
15

16. There are Possibilities for the Environmentally
Oriented Consumer to Commit to Clean Electricity
 ~ 40% of California purchasers of Nissan Leafs to date have solar
panels on their home.
 Renewable Energy Credits (RECs) allow purchase of an equivalent
amount of electricity provided by renewable energy. See:
http://www.epa.gov/greenpower/gpmarket/rec.htm
http://apps3.eere.energy.gov/greenpower/markets/certificates.shtml?page=1
 NIPSCO’s first public chargers will purchase RECs equivalent to the
electricity that they sell and provide free charging to customers.
 In May 2011, Governor Daniels signed SB 251, creating the Clean
Energy Portfolio Standard (CPS) with a voluntary goal of 10% clean
energy by 2025. Qualifying utilities apply to the Indiana Utility
Regulatory Commission (IURC) to seek incentives for projects.
16

17. Grid Electricity Miles by Plug-in Vehicles Greatly Reduce
Oil Use and Lower GHGs Past HEVs With Wind Credits
Smart charging is often
dirtier in terms of GHG
Same size
gasoline
Baseline
Gasoline Vehicle
1
Smart charge
Smart Charging
Unconstrained Charging
Charge immediately
PHEVs and E-REVs
GHG Emissions (fraction(relative to GV) vehicle)
GHG Emissions of gasoline
1.2
0.8
0.6
Same size HEV
Regular HEV
Western U.S. (much CCNG)
(dominated by NGCC)
NY
New York (much CCNG)
Illinois (Coal)
IL (coal intensive mix)
Zero GHG emissions
Renewable
WECC
0.4
0.2
Increase in PHEV kWh
0
0
0.2
0.4
0.6
0.8
1
Petroleum Use (relative to GV)
Petroleum Use (fraction of gasoline vehicle)
1.2
17

18. For Average U.S. Driving, Annual Fuel Cost Can Be More
Than $1000 Less For EVs vs. Conventional Gasoline
Nissan Leaf EV
Ford Focus EV
Mitsubishi MiEV
Chevrolet Volt EREV
Toyota Prius
Electricity
Gasoline
Nissan Versa
Ford Focus
Chevrolet Cruze
Toyota Corrola
$-
$1,000
$2,000
$3,000
Fuel Economy.gov Annual Fuel Cost Estimate
18

19. HEVs Have Proven to Require Less Maintenance
than Conventional Vehicles. Plug-in Vehicles are
Also Anticipated to Require Less Maintenance.
• HEVs and PHEVs require slightly less
maintenance than conventional vehicles
• Battery warranties are for 8 years or more
• EVs should also require less maintenance
than conventional vehicles
• Battery, motor, and associated electronics
require no regular maintenance, or very
long intervals
• No fluids to change, except brake fluid
(one battery flush for Focus BEV however)
• Regenerative braking reduces break wear
• Fewer moving parts than a conventional
vehicle
19

20. Electric Drive Energy Consumption Penalties in Extreme
Temperatures are Greater Than For Gasoline Cars
Advanced Powertrain Research Facility
2012 Electric Vehicle
+25%
+101%
+92%
+2%
+42%
+27%
+21%
+5%
Note: Energy consumption does not include charger efficiency
20

21. With Your Cell Phone, You Can Use Electricity from
the Grid to Heat or Cool Your Vehicle Before Leaving.
But if Parked in a Lot With
No Charger Mid Afternoon …
Leaf
Volt
21

22. Houses in Indiana Should Have the kW Capacity to
Handle PHEV and Current EV Overnight Charging
Average Peak Summer Demand Per Household (KW)
Tesla (240V80A)
19.2
PEV (240V@32A)
7.7
Feeders
PEV (240V@15A)
PEV (120V@12A)
SanFrancisco, CA
Hartford, CT
Dulles, VA
South Bend, IN
Springdale, AR
3.6
1.4
3.0
4.3
4.6
6.0
7.7
Source: A. Maitra (Electric Power Research Institute). Plug-In Vehicle Drive Impacts to the Grid TRB Environment
and Energy Research Conference June 7-9, 2010
22

23. Automakers Rollout Emphases May Not Prioritize Indiana
•Driven by incentives and deployment initiatives the majority of the EV market growth
will
be in the West Coast in the near term – and also in highly incentivized markets
•In the medium to long term EV deployment will likely gain
more momentum in the States
that have adopted California emission regulations ZEV Mandates (Section 177 States)
WA
ME
OR
VT
MA
CT
NY
RI
PA
NJ
CA
MD
AZ
NM
Hawaii
Section 177 States
Requiring PHEVs and EVs
FL
State tax credit
incentives for
purchase of either
PHEVs or EVs
(Federal is $2500
[Prius] up to $7500
[Leaf, Volt])
Note: Nissan’s site lists more states with at least EV credits
23

24. L1 Charge Equipment Goes With the Vehicle; L2 Is Placed
at Usual Parking Spots; and L2 and DC at “Stations”
Level 1 (L1) with Vehicle
Level 1 or 2 in Parking Lot
Level 2 (L2) on House Wall
L2 & DC Fast in “Stations”
24

25. Due to Costs of Trenching and Rewiring, Costs
Behind the Plug Can Vary Significantly. New
Construction Can Be Far Less Expensive, But Most
Will Involve Retrofits.
 Most owners will charge vehicles at home, making Level 1
and Level 2 the primary options. Workplace seems to be the
next highest priority.
 Level 2 charging equipment now costs $1,500 to $2,500
when owners choose to install.
 Old dwellings with limited kW capacity could require
rewiring, or investment in much more efficient appliances
and/or lighting to create capacity for the PEV
 Level 2 at work is generally more expensive, with longer runs
to parking spots, needing trenching and paving replacement.
 Each of these installations requires permitting and licensed
contractors.
25

26. The Financial Desirability of PEVs Depends on
Intensity of Use, Incentives, the “Other” Vehicles
Considered, and Possibly Owner Payback Patience
$54,000
Total Cost of Ownership >>>>
$98,000
BMW 128i
Buick Verano
Volt
Leaf
Years of Ownership >>>>
$10,000
5
10
Assumptions:
1/2 $7500 Federal Credit for Volt & Leaf
55 miles per day
Volt & Leaf 2 charges/day
30% Everyday Highway Driving
$3.37/gallon gasoline
11 cents/kWh electricity
19766 miles/year
15
Calculated using Vehicle Cost Calculator at: http://www.afdc.energy.gov/calc/
26

27. How Do We Make Plug-in Electric Vehicles Work
for the Economy and the Environment?
Subsidize early vehicles until net operating costs come down via
–
–
–
–
Production volume
Production experience
Learning by finding flaws and fixing them (vehicle use experience)
Learning the best market niches for business cases
Develop skills
–
–
–
–
–
–
–
Standards for autos and charging equipment
Auto dealers
Charge equipment installers
First responders to accidents
Fleet owners and charge equipment owners – and consumers!
Utility regulators and systems operators
Recyclers and scrap yards
27