Matteo Muratori, Ph.D., Chief Analyst – Sustainable Transportation at U.S. Department of Energy (DOE) gave this presentation at the Forth The Charging Infrastructure Ecosystem webinar on October 12, 2021.

1. 1
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Pre-Decisional – Do Not Cite or Circulate
The Charging Infrastructure Ecosystem
Matteo Muratori, PhD
Chief Analyst – Sustainable Transportation

2. 2
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Context for Transportation Decarbonization
• Largest source of CO2 emissions
• Achieving a net zero emissions economy by
2050 requires aggressive curbing of
transportation emissions
• 50% of energy expenditures and local
pollution issues
• Must support demand for growth in mobility
options
• 100% clean electricity and dramatic
technology cost reductions enable deep
transportation decarbonization
2019 U.S. GHG Emissions
33%
Transportation
24%
Electric Power
21%
Industry
13%
Buildings
9%
Agriculture
21% Passenger Cars
30% Light Trucks
21%
9% Off Road
2% Rail
3% Water
11% Aviation
3% Other (Pipeline/Military/Lubricants)
Medium and
Heavy Vehicles
(including Buses)
Aviation and water include emissions from international bunker
fuels. Fractions may not add up to 100% due to rounding.

3. 3
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Light-Duty Vehicles
“America must lead the world on clean and efficient cars and trucks. That
means bolstering our domestic market by setting a goal that 50 percent of all
new passenger cars and light trucks sold in 2030 be zero-emission vehicles,
including battery electric, plug-in hybrid electric, or fuel cell electric vehicles. My
Administration will prioritize setting clear standards, expanding key
infrastructure, spurring critical innovation, and investing in the American
autoworker.”

4. 4
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
EV Charging Technology
Source: National Research Council. Overcoming barriers to deployment of plug-in electric vehicles.
National Academies Press, 2015.
L1 (1.9 kW, standard outlet):
4 – 7 miles per hour
L2 (6.6 kW):
14 – 25 miles/hour
L2 (6.6 kW):
14 – 25 miles/hour
DCFC (50 kW):
100 – 200 miles/hour
XFC (150-350 kW):
Up to 75 miles in 5 minutes
Charging EVs include a lot more
options than “gasoline stations”
• Home charging will supply most power
(~95% of trips <30 miles)
• Workplace next biggest opportunity
and helps grid
• Public charging (L2 and DCFC) critical
to build confidence
Key gaps:
• Intercity trips (small number but
confidence issue)
• Solutions for people without home
charging (no single answer)
• Providing convenient access to
underserved communities
• Reducing costs

5. 5
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Current distribution of public chargers
EVSE Type Stations EVSE
Public DCFC 4,105 8,048
Tesla DCFC 1,068 10,554
Total DCFC 5,173 18,602
Public L2 34,267 70,828
Tesla L2 4,439 14,686
Total L2 38,706 85,514
Total Overall 43,879 104,116
4,105 Public DCFC Stations
National Highway System
FHWA Alt Fuel Corridor (EV Ready)
Interstate System
1,068 Tesla Supercharger Stations*
* Superchargers typically support 150-250kW per port
DOE AFDC Station Locator
(June 23, 2021)

6. 6
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Analysis Quantifies Home Charging Potential
• As electric vehicle adoption progresses,
residential charging access among electric
vehicle owners is likely to decrease and
become more uncertain.
• Residential access among multi-family
properties presents the greatest challenges.
• Single family homes dominate the US light-
duty vehicle stock, however residential access
at these properties is not a given.
• Many opportunities exist for improving
residential access across all property types.
• Tradeoffs exist between residential and public
infrastructure investments.
Source: https://www.nrel.gov/docs/fy22osti/81065.pdf

7. 7
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
More than Light-Duty Vehicles
• Medium and heavy-duty vehicles (delivery
vans, buses, trucks) second largest source of
transportation GHG emissions (~21% of total)
• Current MHDVs are a major source of local air
pollutants
• Adoption driven by economics and once tipping
points are hit rapid scale-up expected
• BEV cost-competitive over the next decade
provide a solution for most buses and short-
haul operations, ~ 60% of truck energy use
• But long-range, charging logistics, and extreme
fast charging remain a technological
uncertainty: centrally-fueled H2 FCEVs could
support some use-cases
Class 8 (300-mile) – 2040
• Single-shift operations
• 60,000 mi/yr (230
mi/day)
• 16.7 year life (1M miles)
Class 8 (500-mile) – 2040
• Multi-shift operations
• 150,000 mi/yr (580
mi/day)
• 6.7 year life (1M miles)
BEV
cheapest
option for
300-mile
range
operations
Error bars reflect uncertainty
in fuel prices and O&M costs
FCEV cost-
competitive
in for 500-
mile range
multi-shift
operations
Source: Hunter et al. 2021. Spatial and Temporal Analysis of the Total Cost of Ownership for
Class 8 Tractors and Class 4 Parcel Delivery Trucks. NREL/TP-5400-71796

8. 8
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Grid Integration: Ability to Integrate EVs
PREDECISIONAL: DO NOT SHARE, CITE, OR DISTRIBUTE
Based on historical growth rates, sufficient energy
generation and generation capacity expected to be
available to support EVs, even for 100% EV sales.
HISTORICAL DATA LOOKING FORWARD
• EVs largest load growth opportunity
• EVs complement renewables and enhance the ability
of electrification to decarbonize the energy sector
• Managed charging is valuable for the grid
• Batteries for stationary energy storage; H2 offers
additional opportunity (long-duration storage)
driven disasters, load
postponement over days,
and support microgrid
management and grid
restoration (V2G)
No role for EVs supply alignment (tariff
management), variable
renewables integration,
operating reserves,
energy arbitrage (V2G)
regulatio
distrib
op
EV Load
(unmanaged)
EV Load
(Managed)
0
5
10
15
20
25
0
10
20
30
40
50
60
70
80
90
100 1950-1954
1955-1959
1960-1964
1965-1969
1970-1974
1975-1979
1980-1984
1985-1989
1990-1994
1995-1999
2000-2004
2005-2009
2010-2014
2015-2018
EV-equivalent
new
energy
consumption
(million
vehicles/year)
Annual
Incremental
(new)
Energy
Generation
(TWh)
100% EV SALES

9. 9
U.S. DEPARTMENT OF ENERGY OFFICE OF ENERGY EFFICIENCY & RENEWABLE ENERGY
Thank you!
Matteo.Muratori@NREL.gov