Document alpinecountyca_gov_doc_b085ce32c8

Draft Central Sierra Zero-Emission Vehicle Readiness Plan July 30, 2019 Prepared for Tuolumne County Transportation Council Prepared by Center for Sustainable Energy ---PAGE BREAK--- ---PAGE BREAK--- Executive Introduction Regional Zero Emission Vehicle Electric Vehicle Charging Station Existing Gaps EVCS Planning Appendix A: Toolkits Appendix B: Fleet Adoption Appendix C: ICE Alternatives Appendix D: Utility Coordination Gude Appendix E: Permitting Guide Appendix F: Outreach Plan TABLE OF CONTENTS ---PAGE BREAK--- 4 Central Sierra Region LIST OF FIGURES Figure 1: Counties in the Central Sierra Figure 2: Aerial View of the Central Sierra Figure 3: Spring/Summer Solar Potential and Transmission Figure 4: Fall/Winter Solar Potential and Transmission Figure 5: Population by Census Tract, Figure 6: State Figure 7: Parks, Lakes, and Figure 8: Transit Figure 9: Cellular Coverage Figure 10: Figure 11: Amador Transit Route Figure 12: Calaveras Transit Route Figure 13: Tuolumne Transit Route Figure 14: YARTS Sonora Route Elevation Figure 15: Key Differences Between Level 1, Level 2, and DC Fast Figure 16: ADA Accessible Space Site Plan and Surface Figure 17: Common Considerations for EVCS Planning and Figure 18: Freewire Figure 19: Envision Solar Figure 20: Rotational Figure 21: Conventional Load Balancing Figure 22: A Dynamic or Adaptive Load Balancing Figure 23: CVRP Rebates per Month for the Figure 24: Existing Charging Figure 25: Existing and Projected PEVs by County, 2018 & Figure 26: Projected Visitors to the Region through Figure 27: Tourism & Figure 28: Figure 29: Figure 30: Lakes and Lake Figure 31: Amador City District, Figure 32: Angels Camp District, Figure 33: Columbia District, Figure 34: East Sonora District, Figure 35: Groveland District, Figure 36: Ione District, Figure 37: Jackson District, Figure 38: Jamestown District, Figure 39: Markleeville District, Figure 40: Plymouth District, Figure 41: Sonora District, Figure 42: Sutter Creek District, Figure 43: Twain Harte District, Figure 44: Destinations for Figure 45: State Highway Figure 46: DCFC Siting Every 20 Figure 47: PG&E Time of Figure 48: Utility Coordination ---PAGE BREAK--- 5 Draft Zero Emission Vehicle Readiness Plan LIST OF TABLES Table 1: Regional Transportation Planning Goals Supporting EV Infrastructure.……..……..…..….....14 Table 2: Cities and Communities in the Region by Table 3: Population Estimates by County as of January 1, Table 4: 2017 Yosemite National Park Recreation Visitors per Table 5: Central Sierra State Park Visitor for FY Table 6: Central Sierra Region 2017 Annual Agency Table 7: Typical Hardware, Software and Networking Capability Requirements…..……....….…........47 Table 8: ADA-Accessible Chargers Required at Installations of New Public Charging Spaces...…..50 Table 9: EVCS Potential Survey Table 10: Approximate Costs for Non-Residential Single-Port Table 11: Specific Installation Cost Table 12: Curbside EVCS Table 13: Per-kWh electricity generation carbon intensities, Table 14: California PEV Registrations, Table 15: CVRP Rebates for the Table 16: Central Sierra Region PEV Registrations, Table 17: CVRP Rebates per Year by Table 18: PDepartment of Energy AFDC Station Table 19: Statewide PEV Deployment by Table 20: State of California EVI Projections (Number of Charging Table 21: State of California PEV Projections (Number of Table 22: State of California EVI Projections Table 23: Alpine County EVI Projections (Number of Charging Table 24: Amador County EVI Projections (Number of Charging Table 25: Calaveras County EVI Projections (Number of Charging Table 26: Tuolumne County EVI Projections (Number of Charging Table 27: Average Estimate Totals for PEV Charging Ports in 2025 by Table 28: County Progress Toward 2025 Scenario Table 29: Regional Visitor Projections through 2040 (per Table 30: Stops on The Sonora – Highway 120 Table 31: EVCS Type by Destination Table 32: Destinations for Table 33: Recommendations for Charging at Regional Resorts and Table 34: Locations Near DCFC Siting Every 20 Table 35: Approximate Costs for Non-Residential Single-Port Table 36: Specific Installation Cost Table 37: Funded Projects in the Table 38: Available EVCS Funding & Incentive Table 39: Permitting Electric Vehicle Charging Stations Table 40: Replacement Counts from Central Sierra Fleet Table 41: CVRP Rebate Amounts for Light-Duty Table 42: HVIP Voucher Amounts for Zero-Emissions Trucks & Table 43: Maximum HVIP Voucher Amounts for Hybrid Trucks & ---PAGE BREAK--- 6 Central Sierra Region Executive Summary Alternative fuel technology in the State of California is quickly moving towards the electrification of vehicles. As evidence, Executive Order B-16 tasked the California Energy Commission (CEC) and other state agencies to support benchmarks to bring 1.5 million zero-emission vehicles (ZEVs) to California’s roads by 2025 (extended to 5 million ZEV by 2030) and the California Air Resource Board developed the Innovative Clean Transit regulation, to electrify transit fleets throughout the State. Due to its size, population, and tourism draw, the Central Sierra Region plays an important part in helping the State reach these goals. Building a network of ZEV infrastructure will continue to support the draw to the Region as a center for visitor attractions as well as support the continued adoption of ZEV among Central Sierra residents. This Zero-Emission Vehicle (ZEV) Readiness Plan (the Plan) was developed by Tuolumne County Transportation Council (TCTC) in collaboration with the Center for Sustainable Energy (CSE). The Plan places the Central Sierra Region (Region) on a pathway to accelerate the transition to electrified transportation, respond to evolving driver needs, and reduce greenhouse gas emissions related to vehicle travel. The Plan profiles existing ZEV conditions, identifies barriers to ZEV deployment in rural communities, recommends siting for infrastructure, and actions to support continued adoption. The Region is located along the western slope of the Sierra Nevada mountain range and includes a four-county area: Alpine County, Amador County, Calaveras County, and Tuolumne County. The Regional population is approximately 139,438 people, 45% whom are close to retirement and live locally year-round. The second largest segment of individuals within the Region (10.2%) are also close to retirement but reside in the area seasonally. Despite the relatively small permanent population, the Region is home to several historical state and national parks with beautiful scenery and recreational activities that attract year-round visitors. The Region has existing ZEV drivers and ZEV infrastructure but has not achieved wide-adoption. Zero- emission vehicles encompass two distinct types of vehicle technology: hydrogen fuel-cell electric vehicles (FCEVs) and plug-in electric vehicles (PEVs). Both types of technology are considered “zero- emission” due to the lack of combustion exhaust generated during their operation. This Plan primarily addresses PEV planning due to limited current FCEV registrations and lack of State funded FCEV infrastructure projects proposed in the Region before 2025. There are currently 203 plug-in hybrid electric vehicles (PHEVs) and 196 battery electric vehicles (BEVs) in the Region according to 2018 vehicle registration data from the State of California. This accounts for just 0.16% of total vehicle registrations in the four-county Region. EV vehicle growth projections identify two scenarios for PEV growth in the Region: Scenario A and Scenario B. Scenario A, High PEV Projection, anticipates 2,233 PEVs in the Region by 2025, representing 0.17% of the estimated statewide PEV fleet. Scenario B, Low PEV Projection, estimates 1,548 PEVs in the Region by 2025, representing 0.12% of the estimated statewide PEV fleet. Currently, there are 27 sites that offer EV charging with a total of 70 charging ports. While the current charging infrastructure is sufficient in terms of number of charging plugs per vehicle, analysis of geographical coverage of existing public charging stations shows that these charging stations are heavily concentrated in southern and western portions of the Region and are mainly located in small cities in the foothills. Existing infrastructure is means there are opportunities for deployment along ---PAGE BREAK--- 7 Draft Zero Emission Vehicle Readiness Plan major travel routes that lead over the Sierra Nevada’s or state/national parks located further east in the Region. Demand projections suggest that in order to meet resident demand, a minimum of 230 EV charging units will be required with a maximum estimate of 320 charging units in the Region by 2025. Charging station plug projections will require 191 to 249 destination Level 2 charging station plugs in the Region and 39 to 71 direct current (DC) fast charging plugs to support the expected growth in number of EVs by 2025. This means that the number of destination level 2 charging plugs will need to increase nearly 5-fold over the next 7 years and the number of DC fast charging plugs will need to increase nearly 7-fold over the same time. The California Statewide Regional Travel Model estimates that 23,299 daily trips originated outside and ended within Central Sierra in 2010; that count is projected to increase by 89% to 44,068 daily trips in 2040 (California Department of Transportation, 2014). On average, daily EV visitors to each County in 2025 is expected to be: Alpine County 27, Amador 647, Calaveras 801, Tuolumne 758. Combining resident and visitor travel projections, EVI investment for 2025 increases to 8 ports for Alpine, 130 for Amador, 122 for Calaveras, and 128 for Tuolumne (388 total ports). To meet the expected demand, the Central Sierra Region should: 1. Create and maintain a Regional EVI collaborative; 2. Integrate this Plan into local planning efforts; 3. Utilize and promote fuding opportunities; 4. Track Plan progress and report to community; 5. Prioritize investment in DCFC at a 20-mile radius; 6. Develop a Regional EVI expert & technical advisory program; 7. Plan for ZEB transition for small transit fleets; 8. Engage with the business community and other stakeholders; and 9. Prioritize Level 2 infrastructure at public sites and destinations hospitality and recreation). ---PAGE BREAK--- Need new imag ---PAGE BREAK--- ge INTRODUCTION ---PAGE BREAK--- 10 Central Sierra Region Introduction Governor Edmund G. Brown Jr.’s Executive Order B-16-2012 tasked the California Energy Commission (CEC) and other state agencies to support benchmarks to bring 1.5 million zero-emission vehicles (ZEVs) to California’s roads by and in conjunction make sure that Californians have easy access to ZEV infrastructure to charge those vehicles by 2025. Further committing to the adoption of ZEVs, Governor Brown signed Executive Order B-48-18 in January 2018, committing to the adoption of 5 million ZEVs on the road by 2030. With the transportation sector being the largest contributor to greenhouse gas (GHG) emissions in California, ZEVs are integral for meeting GHG emission reduction goals identified in AB 32, AB 197, and SB 32, and play a significant role in meeting regional targets identified in Tuolumne County Transportation Council’s (TCTC) Rural Sustainable Strategies from the 2016 Tuolumne Regional Transportation Plan. To meet state and regional targets, TCTC engaged the Center for Sustainable Energy (CSE) to develop a Central Sierra ZEV Readiness Plan (the Plan) for the four-county area: Alpine County, Amador County, Calaveras County, and Tuolumne County. The goal of the Plan is to improve opportunities for ZEV Readiness in the Central Sierra Region (Region) and resolve barriers to the widespread deployment of private and public ZEV infrastructure. In pursuit of this goal, the following critical project objectives were identified: 1. Evaluate the current state of the ZEV market; 2. Study and analyze site locations needed for ZEV infrastructure deployment; 3. Evaluate opportunities to streamline ZEV permitting, installation, and inspection to facilitate the timely approval and construction of ZEV infrastructure; 4. Study and analyze the feasibility of ZEV adoption in municipal fleets; 5. Create a venue for stakeholder coordination and gain input from key stakeholders on the ZEV Readiness Plan; 6. Identify funding sources for an implementation program. Stakeholders and Contributors The development of this Plan required input and advisory from a diverse array of regional stakeholders. As part of the project, a Working Group was assembled with leaders from each of the four Counties and Regional Transportation Planning Agency (RTPA). A full listing of stakeholders and contributors are listed below. Project Leads Darin Grossi and Alex Padilla - Tuolumne County Transportation Council Scott Walsh, David Lange, Kevin Wood, Derek Ichien - Center for Sustainable Energy RTPA Members Brian Peters - Alpine County Community Development John Gedney, Nancy Champlin, and Felicia Bridges - Amador County Transportation Commission Amber Collins - Calaveras Council of Governments Tuolumne County Transportation Council (see above) ---PAGE BREAK--- 11 Draft Zero Emission Vehicle Readiness Plan Section Description Section I. Introduction Describes the project goals, outlines the structure of the document and recognizes regional contributors to the Blueprint development and deployment. Section II. Regional Overview Describes the Region electrical infrastructure, geography, etc.) Section III. ZEV Technology Provides an overview of existing ZEV Technology and Alternatives. Section IV. EVCS Technology Provides details on EV charging equipment, EV infrastructure (EVI) processes, associated costs, business models to consider, and innovations. Section V. Existing Conditions Discusses the current state of EVI in the Region. Section VI. Gaps Analysis Identifies the infrastructure needed to support the deployment of EVs and the projections of tourism in the Region. Section VII. Recommendations Details site recommendations for destinations and public L2 and DC Fast chargers (DCFC) along highway corridors and at regional and tourist destinations. Section VIII. Implementation Provides recommendations for Plan implementation and an overview of the tools to utilize in implementing regional EVI. Section VIX. EV Charging Station (EVCS) Planning Tools Provides an overview of the Utility Coordination Guidebook, Permitting Guidebook, and Fleet Adoption. Plan Structure ---PAGE BREAK--- 12 Central Sierra Region Policy Context Over the past 20 years, there have been an increasing number of national- and state-level policies that have improved and guided the climate for ZEVs. Policy is typically directed at one of two areas: the vehicles themselves or the infrastructure used to fuel them, commonly referred to as hydrogen fueling stations for fuel-cell electric vehicles (FCEVs) and electric vehicle charging stations (EVCS) for plug-in electric vehicles (PEVs). ZEV Vehicles Historically, one of the largest barriers to EV adoption was the price premium associated with buying a ZEV over an internal-combustion vehicle. To combat this, in 2010, the Internal Revenue Service (IRS) implemented Code Section 30D, which offers a national-level tax credit for the purchase of a plug-in hybrid, battery-electric, or fuel-cell-electric vehicle, set to sunset on a per-manufacturer basis as each manufacturer sells 200,000 cumulative eligible vehicles in the United States. In 2012, California Governor Edmund G. Brown Jr. set a mandate for 1.5-million ZEVs to be on the road by 2025. This mandate was supplemented in 2018 by of Executive Order B-48-18, which set a goal of 5-million ZEVs on California roads by 2030. Additionally, several bills (Assembly Bill 32 (AB 32), AB 197, and State Bill 32 (SB 32) have been adopted to reduce statewide greenhouse gas (GHG) emis­ sions. With the transportation sector contributing over 40% of GHG emissions in California, ZEVs are am integral component of meeting GHG emission reduction goals. Charging Infrastructure Electric Vehicle Charging Stations (EVCS) As part of Governor Brown’s ZEV mandate, the state of California has set a statewide goal for 250,000 EVCS by 2025. Throughout the state, critical stakeholders are working to incentivize and install sta­ tions to meet that goal. The state’s three largest utilities – Pacific Gas and Electric (PG&E), Southern California Edison (SCE), and San Diego Gas and Electric (SDG&E) – all offer some form of financial incentive to potential site hosts who are interested in installing public EV charging on their properties. Fuel Cell Electric Vehicles and Infrastructure In January of 2018, Governor Edmund G. Brown Jr. signed Executive Order B-48-18, boosting the use of ZEV including hydrogen refueling infrastructure in California. Part of this order calls for a hydrogen station network development target of 200 hydrogen fueling stations by 2025 with proposed funding activities totaling $20 million in annual awards to meet this goal. The California Fuel Cell Partnership (CaFCP) members recently published an ambitious shared vision for the potential growth of the industry to 2030. In their vision, the targets of the Executive Order are a ---PAGE BREAK--- 13 Draft Zero Emission Vehicle Readiness Plan stepping stone on the path to 1,000,000 FCEVs on the road by 2030, supported by a network of 1,000 hydrogen stations. Accomplishing these goals in such a short period of time requires a significant change in the pace of developments going forward, along with combined resolve and commitment from all stakeholders. Building Codes The 2016 California Green Building Standards Code (CALGreen Code), effective since January 1, 2017, identifies mandatory and voluntary codes for EV infrastructure in buildings and parking lots within California. These codes establish construction requirements for new residential and commercial buildings. • Section 4.106.4 of the CALGreen Code describes EV charging guidelines for new residential construction, detailing parking space dimension designations and electrical configurations in accor­ dance with California Electrical Code, Article 625. New single- and two-family dwellings must have raceways installed that accommodate 208/240-volt circuits for every unit, while 3% of multi-unit dwell­ ings (MUDs) with 17 or more units must accommodate 40-amp circuits (California Building Standards Commission, 2016). Service or subpanels with EV charging circuits must be marked as “EV CAPA­ BLE” to support future EV charging. • Section 5.106.5.3 provides codes for new construction at commercial locations, which provides electrical configuration and parking space requirements for EV charging spaces. Newly designated EV charging spaces are required to support 40-amp circuits and mark EV-capable panels for future spaces. • Section 4.106.8 provides additional code tiers for residential locations that facilitate future EV charging installation. Under this mandate, new single- and two-family dwellings and townhomes with attached private garages must meet mandatory requirements and be labeled as EV-ready for future installations. For MUDs, 5% of total spaces for buildings with 17 or more units will be designated EV charging spaces. This was amended in 2018 to require that 10% of parking spaces must be “EV Ca­ pable” starting on January 1, 2020. • Section A5.106.5.3 introduces additional tiers for new commercial development. ---PAGE BREAK--- 14 Central Sierra Region County Plan Goal Policy or Objective Tuolumne 2016 RTP Regional & Interregional Transportation Chapter TSM Goal: Develop a transportation system that maximizes the use of transportation facilities in the most efficient and cost-effective way. Policy: Develop and support a regional Electric Vehicle Infrastructure Implementation Plan for Tuolumne County. Tuolumne 2016 RTP Rural Sustainable Strategies Chapter Goal 3: Practice environmental stewardship by protecting air quality, natural resources, and historical and cultural assets. (Regional Goal 5) Policy 6: Support the planning and construction of plug-in electric vehicle charging stations. Tuolumne 2016 RTP Rural Sustainable Strategies Chapter List Of Rural Sustainable Strategies Zero-Emission Vehicles (ZEV) – Support and facilitate ZEV planning and infrastructure projects which help improve air quality and reduce greenhouse gas emissions. Alpine Alpine County Regional Transportation Plan (2015) Goal 10: Reduce Greenhouse Gas (GHG) Emissions. Objective: Ensure that transportation projects contribute to the goal of lowering vehicle emissions. Policy: Promote projects that can be demonstrated to reduce air pollution, such as alternative fuel programs. Amador 2015 Amador County Regional Transportation Plan Goal 9A: Implement a comprehensive set of transportation improvements that will collectively result in regional air quality improvements Policy 9A: Invest in efficient and effective public transportation infrastructure, transit services, alternative strategies, and emerging technologies that will help improve air quality throughout the Region. Calaveras Calaveras 2017 Regional Transportation Plan Goal 3: Enhance sensitivity to the environment in all transportation decisions. Objective 3B: Promote and design transportation projects that will reduce greenhouse gas emissions and thereby positively contribute to meeting statewide global warming emissions targets set in the Global Warming Solutions Act of 2006 (AB 32). Table 1: Regional Transportation Planning Goals Supporting EV Infrastructure ---PAGE BREAK--- 15 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK--- 16 Central Sierra Region ---PAGE BREAK--- 17 Draft Zero Emission Vehicle Readiness Plan REGIONAL OVERVIEW ---PAGE BREAK--- 18 Central Sierra Region Geography The Region is located along the western slope of the Sierra Nevada mountain range and includes Alpine County, Amador County, Calaveras County, and Tuolumne County (Figure Communities within the Region trace their roots to California’s gold rush era, and the current population lives along the same waterways and small valleys in the Sierra foothills that were once dominated by placer mining (CSEDD, 2017). The Region features 4,500 square miles of rolling hills, forest lands, and high mountain peaks with a change in elevation ranging from near sea level to approximately 13,000 feet above mean sea level. Source: Center for Sustainable Energy, 2018 Figure 2: Aerial View of the Central Sierra Region Source: Center for Sustainable Energy, 2018. Figure 1: Counties in the Central Sierra Region ---PAGE BREAK--- 19 Draft Zero Emission Vehicle Readiness Plan Electrical Infrastructure According to the California Energy Commission, in 2014, 98 percent of the electrical generation capacity generated inside the Region was from hydro power, 2% was from biomass, and less than 1% was from solar; the Region does not have natural gas electricity generation capacity (CSEDD, 2017). The Region is serviced by Pacific Gas & Electric, Liberty Utilities, Kirkwood Utilities Department, and the Tuolumne Public Power Agency, which have unique power portfolios and renewable energy percent mix. Figure 3 depicts the existing transmission infrastructure. Although less than 1% of electricity is currently generated via photovoltaics, the Region has good year-round solar potential, as depicted in Figures 3 and 4. Source: Center for Sustainable Energy, 2018. Figure 3: Spring/Summer Solar Potential and Transmission Lines Figure 4: Fall/Winter Solar Potential and Transmission Lines Source: Center for Sustainable Energy, 2018. ---PAGE BREAK--- 20 Central Sierra Region Population The Region population of approximately 139,438 people accounted for less than 1% of the statewide population, according to State of California Department of Finance’s January 1, 2017 population estimates. The region has seven incorporated cities and 50 smaller, unincorporated census-designated places (CDP). The unincorporated population accounts for nearly 82% of the region’s total population. Figure 5 and Table 2 provides an overview of population counts by county and location and Table 3 identifies the cities and communities within the Region. Source: U.S. Census Bureau Places, 2017 Table 2: Cities and Communities in the Region by County Alpine Amador Calaveras Tuolumne Bear Valley CDP Mesa Vista CDP Kirkwood CDP Alpine Village CDP Markleeville CDP Amador City Ione City Jackson City Plymouth City Sutter Creek City Fiddletown CDP Drytown CDP Camanche North Shore CDP Camanche Village CDP Pine Grove CDP Pioneer CDP Red Corral CDP Buckhorn CDP Volcano CDP Buena Vista CDP Martell CDP River Pines CDP Angels City Dorrington CDP Douglas Flat CDP Forest Meadows CDP West Point CDP Copperopolis CDP San Andreas CDP Mokelumne Hill CDP Vallecito CDP Hathaway Pines CDP Rail Road Flat CDP Valley Springs CDP Rancho Calaveras CDP Arnold CDP Mountain Ranch CDP Avery CDP CDP Wallace CDP Sonora City Groveland CDP Phoenix Lake CDP Cold Springs CDP CDP Pine Mountain Lake CDP Columbia CDP Tuolumne City CDP Long Barn CDP Mi-Wuk Village CDP Tuttletown CDP East Sonora CDP Twain Harte CDP Mono Vista CDP Strawberry CDP Cedar Ridge CDP Jamestown CDP Chinese Camp CDP Sierra Village CDP ---PAGE BREAK--- 21 Draft Zero Emission Vehicle Readiness Plan County Population Counts by Location Total Population Alpine Unincorporated Area 1,156 1,156 Amador Amador 190 38,382 Ione 7,683 Jackson 4,761 Plymouth 1,010 Sutter Creek 2,505 Unincorporated Area 22,233 Calaveras Angels City 4,108 45,175 Unincorporated Area 41,067 Tuolumne Sonora 4,876 54,725 Unincorporated Area 49,849 Total Population in the Region 139,438 Source: State of California Department of Finance, 2018 Table 3: Population Estimates by County as of January 1, 2017 Source: Center for Sustainable Energy, 2018 Figure 5: Population by Census Tract, 2010 ---PAGE BREAK--- 22 Central Sierra Region Source: Center for Sustainable Energy, 2018 Figure 6: State Highways Highways State and county highways are the backbone that connect communities and provides access to coveted destinations. California State Route 49 is a vital north-south artery for foothill communities. Four east-west gateways, Highway 4 (Ebbetts Pass), Highway 108 (Sonora Pass), Highway 88 (Carson Pass), and Highway 120 (Tioga Pass) crest the Sierra Mountains. State Route 120 provides access to Yosemite National Park. Highways in the Region include: • State Route 49: North-South through, Amador, Calaveras, Tuolumne • State Route 89: North- South through Alpine County • State Route 88: East-West through Amador County • State Route 4: East-West through Alpine and Calaveras County • State Route 12: East-West through Calaveras County • State Route 26: East-West through Calaveras County • State Route 108: East-West through Tuolumne County • State Route 120: East-West through Tuolumne County Based on California Department of Transportation (Caltrans) 2016 traffic data, State Route 49 through Tuolumne County has the highest average annual daily traffic volume (AADT) in the Region (255,500 vehicles). Figure 6 shows the locations of major highways in the county. ---PAGE BREAK--- 23 Draft Zero Emission Vehicle Readiness Plan Tourism & Destinations Parks Despite the relatively small permanent population, the Region is home to several historical state and national parks with beautiful scenery and recreational activities that attract visitors. Popular destinations include Yosemite National Park, Calaveras Big Trees, and the Columbus State Historical Park. According to the National Park Service, Yosemite National Park had over 4.3 million recreational visitors and nearly 1.9 million vehicles during 2017. Approximately three-quarters of 2017 visitors attended the park between May and October. Traffic volumes is greatest at the Arch Rock Entrance compared to the park’s South Entrance (Badger Pass, Big Oak Flat, Hetch Hetchy) or Tioga Pass, which represented only about 30% of the total volume in 2017. The Central Sierra has five major state parks: Calaveras Big Trees, Columbia State Historical Park, Railtown 1897, Indian Grinding Rock, and Grover Hot Springs. Table 4 lists those parks and their annual attendance and revenue. Source: Center for Sustainable Energy, 2018 Figure 7: Parks, Lakes, and Forests ---PAGE BREAK--- 24 Central Sierra Region Recreation The Central Sierra Region has a rich historical past with remnants of gold mining, an old-west atmosphere, and historical landmarks. Calaveras County is home to the Mark Twain Cabin which is a California Historical Landmark and inspiration for Calaveras County’s Fair and Jumping Frog Jubilee which has grown to over 45,000 attendees annually. Month Visitors Visitor % January 120,025 3% February 119,421 3% March 166,793 4% April 302,553 7% May 471,844 11% June 565,702 13% July 633,351 15% August 615,892 14% September 566,279 13% October 429,827 10% November 217,927 5% December 127,276 3% 2017 Totals 4,336,890 100% Table 4: 2017 Yosemite National Park Recreation Visitors per Month Source: U.S. National Parks Service, 2017 Visitor Attendance Revenue Park Name County Paid Use Day Free Day Use Camping Total Visitor Attendance Total Revenue Calaveras Big Trees State Park Tuolumne/ Calaveras 175,486 4,231 27,903 207,620 $1,095,305 Columbia State Historical Park Tuolumne 0 451,701 0 451,701 $448,158 Railtown 1897 State Historical Park Tuolumne 19,298 26,813 0 46,111 $99,819 Indian Grinding State Historical Park Amador 9,990 2,414 1,811 14,215 $40,905 Grover Hot State Park Alpine 51,446 8 32,378 83,832 $525,740 Source: California Department of Parks and Recreation, 2017 Table 5: Central Sierra State Park Visitor for FY 2015-16 The Region’s diverse natural landscape supports numerous recreational activities including camping, hunting, fishing, and skiing. Although most alpine campgrounds close for the winter season, visitor travel is sustained as ski resorts become recreational destinations. The Kirkwood resort, accessed by Highway 88, attracts visitors who are visiting resorts in the South Lake Tahoe area. The Bear Valley resort, accessed by Highway 4, offers a quieter alternative to larger ski resorts. The Region is also home to wineries and casinos; Amador and Calaveras counties have more than 50 wineries; casinos operated by Native American tribes are spread throughout the Region. ---PAGE BREAK--- 25 Draft Zero Emission Vehicle Readiness Plan Transit Public fleets operating in the Region include the four counties, incorporated cities, community services districts, and school districts. State and Federal fleets operate in the Region; no local fleets were identified. There are four primary transit operators in the Region: Tuolumne County Transit, Alpine County Local Transportation Commission, Calaveras Transit, and the Amador Regional Transit System. The Yosemite Area Regional Transportation System (YARTS) also operates a seasonal route (from May to September) through the Region: Sonora – Hwy 120. At peak service (June through August), the Sonora route operates 7 days a week with six trips (YARTS, 2018). YARTS operates along four highway corridors including SR 140 and SR 41. Figure 8 shows the transit routes throughout the Region. Based on 2017 data from the Federal Transit Administration’s (FTA) National Transit Database, Regional transit agencies operate a total of 62 transit vehicles that account for 1,441,720 annual vehicle revenue miles and 68,441 annual vehicle revenue hours (National Transit Database, 2017). Fixed-route bus vehicles make up 69% of Regional transit vehicles in the Central Sierra Region; they operate on fixed routes and serve a large group of commuters. Demand response vehicles (27% of regional transit vehicles) generally operate within transit agency’s fixed route boundaries and serve seniors and passengers with disabilities; limited demand response vehicles operate as a door-to-door service. Commuter bus vehicles only operate in Amador, providing service between business centers and outlying residential regions; They typically operate during traditional peak commute times with limited stops and account for only 3% of the regional transit vehicles. Commuter Bus Vehicles Demand Response Vehicles Fixed Route Bus Vehicles Annual Vehicle Revenue Miles Annual Vehicle Revenue Hours Tuolumne County Transit 0 10 10 378,823 22,770 Alpine County Local Transportation Commission 0 2 0 13,683 750 Calaveras Transit 0 0 14 353,495 13,216 Amador Transit 2 5 9 293,090 14,574 Yosemite Area Regional Transportation System (YARTS) 0 0 10 402,629 17,131 Total 2 17 43 1,441,720 68,441 Source: National Transit Database, 2017 Table 6: Central Sierra Region 2017 Annual Agency Profile ---PAGE BREAK--- 26 Central Sierra Region Source: Center for Sustainable Energy, 2018: Figure 8: Transit Routes ---PAGE BREAK--- 27 Draft Zero Emission Vehicle Readiness Plan Source: Open Signal, 2018 Barriers The Central Sierra Region has several barriers to EV and EVI adoption including high variability in weather, change in elevation, and network access. These barriers are explored below. Network Connectivity To collect data on usage and costs of utilizing EV charging stations, they must be “network-capable,” meaning they are able to communicate with a backend network operations center which collects, stores, and manages data from the EV charging stations. To have this capability, EV charging stations communicate via Wi-Fi, 3G/4G cellular communication, or through a local area network (LAN) which utilizes a wide area network (WAN). As a result, networked EV chargers must be deployed in areas with adequate cellular network coverage and/or internet cable running to the station. To better understand the type and strength of cellular coverage in certain regions, OpenSignal has developed an online mapping tool which shows the of 2G, 3G, and 4G cellular coverage. OpenSignal data indicates that cellular coverage in the Region is a potential barrier for EV charging station connectivity (and potentially wider EV adoption), except along major travel corridors. Figure 9 shows the strength of cellular coverage in the Region and surrounding areas. The cellular coverage in the Region limits the areas where networked charging stations can be deployed, especially in remote regions and along certain travel corridors. To accept payments for usage, the charging stations must either have a credit card reader that is connected to Wi-Fi or a cellular network or facilitate payment through an app, which also requires the charging station be connected to the internet via Wi-Fi or cellular connection. In remote locations, where cable service for internet does not exist, installing charging stations will require significant confidence in the cellular coverage (Figure As a result, installing networked charging stations in remote locations and along remote travel corridors face significant challenges because the station operators will not have a reliable means to charge for their services and monitor their stations. Figure 9: Cellular Coverage Map Poor Service Good Service No Service ---PAGE BREAK--- 28 Central Sierra Region Maintenance The Region has seasonal climates with varied weather conditions including significant sunshine, wind, and precipitation events rain, snow, and ice), which increases the risk of damage to EV charging stations from acute or prolonged exposure. This may require more frequent maintenance and an increased cost to maintain, especially for stations located in remote areas. Elevation The Region is largely rural, covers a large geographical area with low population density, requires large travel distances between communities, and features mountainous terrain, which are unique challenges to the successful deployment of Zero-Emission Vehicles. Elevation affects zero-emission buses (ZEBs) and ZEVs because climbing requires more power than traveling the same distance without elevation change. When grade changes are significant, vehicle range diminishes which requires more charging infrastructure be installed to provide adequate coverage. As is shown in Figure 10 the Region’s elevation changes from 500 ft. near the valley to almost 13,000 in the mountainous terrain. In the YARTS Short Range Transit Plan, YARTS has committed to transitioning to an all-ZEB fleet. However, there are known regional barriers such as route grade and distance that make purchasing and operating ZEBs a challenge. The YARTS routes are longer with steeper grade compared to the surrounding transit agency territories that have purchased or are in the process of purchasing battery- electric buses (BEBs) (YARTS Short Range Transit Plan Draft, 2018). These agencies include: • South Lake Tahoe: Received grant funding to purchase 3 vehicles • Park City Transit: 5 BEBs • San Joaquin RTD System: 17 BEBs Yosemite National Park operates shuttle buses throughout the Yosemite Valley, covering more than 436,000 annual operating miles. The shuttle service helps to reduce congestion and the environmental impacts associated with automobiles in the Valley. The park has ordered two Proterra electric buses to add to the fleets, representing the first deployment in the Region (Proterra, 2017). Purchasing BEBs is a significant investment for transit agencies due to the high cost of the vehicles and necessary infrastructure. As YARTS notes, there are funding opportunities to offset the high cost of these vehicles, but significant charging investment along transit routes is necessary to enable the transition to BEBs on regional routes due to the length and elevation change (YARTS Short Range Transit Plan Draft, 2018) as noted in Figure 14. The YARTS Short Range Transit Plan also identifies the local electrical system capacity as a limitation for switching to ZEBs and BEBs (YARTS Short Range Transit Plan Draft, 2018). As the National Park Service integrates the Proterra buses into their fleet, the agency continues evaluating existing charging infrastructure and grid capacity; NPS is currently conducting a capacity study for the electrical system in the Region. Completion of the study will benefit the Region by increasing understanding of the electrical grid and identifying infrastructure alternatives. Figures 11-14 show the elevation change along the Regional transit agency’s routes. The longest route, the YARTS Sonora route, is 177 miles roundtrip. ---PAGE BREAK--- 29 Draft Zero Emission Vehicle Readiness Plan Source: Center for Sustainable Energy, 2018 Figure 10: Elevation ---PAGE BREAK--- 30 Central Sierra Region Source: Center for Sustainable Energy, 2018 Figure 11: Amador Transit Route Elevation Source: Center for Sustainable Energy, 2018 Figure 12: Calaveras Transit Route Elevation ---PAGE BREAK--- 31 Draft Zero Emission Vehicle Readiness Plan Source: Center for Sustainable Energy, 2018 Figure 13: Tuolumne Transit Route Elevation Source: Center for Sustainable Energy, 2018 Figure 14: YARTS Sonora Route Elevation ---PAGE BREAK--- 32 Central Sierra Region ---PAGE BREAK--- ZEV TECHNOLOGY Kirkwood Ski Lodge, Kirkwood CA ---PAGE BREAK--- 34 Central Sierra Region Electric Vehicle Technology Plug-in Electric Vehicle (PEV) A plug-in electric vehicle (PEV) is a vehicle in which there is an onboard battery that is powered by energy delivered from the electricity grid. It is commonly referred to as just an electric vehicle (EV). There are two types of plug-in electric vehicles: a battery electric vehicle (BEV) and a plug-in hybrid electric vehicle (PHEV). BEVs run exclusively on the power from their onboard battery. PHEVs have both an onboard battery and a gasoline tank that is used when the car’s battery is depleted. Electric vehicles come in all shapes and sizes. They are no longer limited to light-duty passenger vehicles. • Passenger vehicles • Vanpool shuttles • Pickup trucks • Medium-duty vehicles • Transit buses • Forklifts • Low-speed vehicles (golf carts and similar) Battery Electric Vehicles (BEV) A battery electric vehicle (BEV) doesn’t use gasoline and produces zero tailpipe emissions. Instead, it has a large battery that powers one or more electric motors. Battery electric vehicles run entirely on the energy stored on an onboard battery. The vehicle is charged by electricity from the grid. On average, the vehicle’s range is upwards of 80 miles on a single charge. BEVs can be plugged in at home, work or public charging stations. In addition, there is limited maintenance; the vehicle will never require an oil change. BEV ---PAGE BREAK--- 35 Draft Zero Emission Vehicle Readiness Plan Plug-In Hybrid Electric Vehicle (PHEV) A plug-in hybrid electric vehicle (PHEV) offers both gas and electric-only driving – even at relatively high speeds. PHEVs have smaller batteries than BEVs, but still enjoy many of the same benefits. Plug- in hybrid electric vehicles run on electricity and gasoline. The vehicle’s onboard battery is charged using electricity from the grid, and when the battery is depleted, the gasoline engine is used. BEV ---PAGE BREAK--- 36 Central Sierra Region PHEV PHEV ---PAGE BREAK--- 37 Draft Zero Emission Vehicle Readiness Plan Fuel-Cell Electric Vehicles (FCEV) A hydrogen fuel cell electric vehicle (FCEV) is a vehicle that is powered by hydrogen. Hydrogen is pumped into pressurized cylinders in the vehicle. The fuel cell converts the hydrogen into electrical energy to drive the motor. Hydrogen is found in organic matter and in water (H2O). The majority of hydrogen for transportation is produced by extracting it from natural gas. Hydrogen can also be extracted from water; however, this is a more energy intensive method. Fuel cell vehicles are zero-emission vehicles that emit water vapor and warm air as exhaust. For drivers who want to combine the zero-emission driving of a battery electric car with the quick and easy refueling of hydrogen. Refueling takes less than ten minutes, and most manufacturers provide free fueling for the first three years. According to the Department of Energy (DOE), a full tank of compressed hydrogen will cost around $50 (and provide a range of approximately 300 miles). The DOE also estimates that the future costs will fall to $30 to fill a tank of hydrogen. The target price for hydrogen is $4.00/gallon of gasoline equivalent. Though hydrogen fuel cells are a fairly new technology, there are still plenty of vehicles that can use this type of fuel: • Passenger vehicles • Shuttle buses • Transit buses • Forklifts FCEV ---PAGE BREAK--- 38 Central Sierra Region FCEV ---PAGE BREAK--- 39 Draft Zero Emission Vehicle Readiness Plan Additional Alternative Fuel Technology Biodiesel Biodiesel is a non-petroleum-based diesel that is made from vegetable oil, recycled restaurant grease, or animal fats. Pure biodiesel is renewable and clean-burning form of diesel. Typically, biodiesel can be blended with petroleum diesel. Biodiesel blends range from B2 biodiesel, 98% petroleum diesel) to B99 (99% biodiesel, 1% petroleum diesel). B20 is the most common biodiesel blend in the United States. B20 provides similar fuel economy, horsepower, and torque as diesel fuel. Renewable diesel has been growing in popularity. Renewable diesel is also made from biomass feedstocks, but is processed in a different way that makes it more chemically similar to diesel than biodiesel. Any vehicle that runs on diesel can also use biodiesel, including, but not limited to: • Passenger vehicle • Vanpool – shuttle • School bus • Refuse hauler • Sweeper • Construction equipment Ethanol (E85/Flex Fuel) Ethanol is a renewable fuel made from various plant materials (“biomass”) including corn, sugar cane, barley, and wheat. There are several blends of ethanol: E10 (10% ethanol, 90% gasoline), which is universal in California gasoline, E15 (15% ethanol), and E85 85% ethanol). E85 can be used in flex-fuel vehicles. Flex-fuel vehicles account for one out of three vehicles in the entire federal fleet. Flex-fuel vehicles can use regular gasoline and E85 interchangeably: • Passenger vehicles • Pick-up trucks • Police vehicles • Vans • Medium-duty trucks Natural Gas (CNG) Natural gas used as a transportation fuel is used as compressed natural gas (CNG) or liquefied natural gas (LNG). Natural gas is a mixture of hydrocarbons, predominantly methane (CH4). CNG is natural gas that has been compressed and stored as a gas in high pressure tanks up to 3,600 pounds per square inch (psi). LNG is natural gas that is cooled to a temperature below -260˚F. Nearly 87% of U.S. natural gas is domestically produced and boasts 20-40% less carbon monoxide ---PAGE BREAK--- 40 Central Sierra Region and 80% particulate matter than gasoline. According to the Natural Gas Vehicle Coalition, there are about 112,000 natural gas vehicles on U.S. roads. Taking into account fuel refining, transportation, and combustion, natural gas vehicles (NGVs) produce 22% less greenhouse gas (GHG) than comparable diesel vehicles and 29% less than gasoline vehicles. Several types of vehicles can use natural gas. It is a versatile fuel. • Vans • Pick-up trucks • Refuse haulers • Low-speed vehicles • Med- and heavy-duty • Heavy-duty trucks • Transit buses • Light-duty vehicle Types of natural gas vehicles • Dedicated: These vehicles are designed to run only on natural gas. • Bi-fuel: These vehicles have two separate fueling systems that enable them to run on either natural gas or gasoline. • Dual-fuel: These vehicles are traditionally limited to heavy-duty applications, have fuel systems that run on natural gas and use diesel fuel for ignition assistance. Propane Propane is also known as liquefied petroleum gas (LPG). Propane is the third most common trans­ portation fuel in the world. Nearly all U.S. propane is produced domestically and over half of it is a by-product from natural gas purification. Propane is a clean burning fossil fuel with lower greenhouse gas emissions than gasoline. The following vehicle types use propane: • Forklifts • Low-Speed Vehicles • Buses • School Buses • Lawn equipment • Trucks • Shuttles • Delivery services ---PAGE BREAK--- 41 Draft Zero Emission Vehicle Readiness Plan ZEV Technology in the Central Sierra Region Alternative fuel technology in the State of California is quickly moving towards the electrification of vehicles. The adoption of the California Air Resource Board’s Innovative Clean Transit regulation, to electrify transit fleets throughout the State, supports this trend. Building a network of electric vehicle infrastructure will continue to support the draw to the Region as a center for visitor attractions as well as support the continued adoption of electric vehicles among Central Sierra residents. This report recommends exclusively battery-electric and plug-in hybrid vehicles (BEVS, PHEVS) rather than hydrogen fuel-cell electric vehicles (FCEVs). While FCEVs offer similar benefits as BEVs, including silent operation and a lack of tailpipe emissions (though FCEVs technically exhaust water vapor), FCEV fueling infrastructure has a significantly higher upfront cost compared to EVCS. Additionally, at the time of writing, hydrogen infrastructure is much less common to find within the state than EV charging, and thus can be less geographically convenient for drivers that live far from infrastructure. FCEVs do replicate the rapid refueling process characteristic of gasoline vehicles, but the lack of plans to further develop hydrogen fueling infrastructure within the Central Sierra region discouraged its exploration within this report. ---PAGE BREAK--- ---PAGE BREAK--- EVCS TECHNOLOGY Rest Hotel, Plymouth, CA ---PAGE BREAK--- 44 Central Sierra Region EVCS Technologies Electric vehicle charging stations (EVCS) are typically classified by three “levels” of power delivery: Level 1, Level 2 and direct current (DC) fast charging. The primary distinction between these levels is the input voltage – Level 1 uses a household 110/120 volts, Level 2 uses the same 208/240 volts as a clothes dryer, and DC fast chargers (DCFC) use between 208 and 480 volts, and usually requires three- phase power input. Various manufacturers produce each level of EVCS, with a variety of products with varying prices, applications and functionality. Figure 15 illustrates the differing characteristics of each of the charging levels. Figure 15: Key Differences Between Level 1, Level 2, and DC Fast Chargers LEVEL 1 LEVEL 2 DCFC • Standand current • 8-12 hours to fully charge, although larger batteries could take 1-2 days • Standard outlets and standard J1772 coupler • In-vehicle power conversion • Requires installation of charging equipment and may require utility upgrades • 4-8 hours to fully charge • Inside or outside locations • Public use, often requiring payment and provider network interfaces • Requires installation of charging equipment and may require utility upgrades • 80% charge in as little as 30 minutes • Relatively high-cost compared to Level 2 chargers • Requires utility upgrades and dedicated circuits Level 1 Charging In general, Level 1 charging is cost efficient when an existing 110V/120V outlet is present. In this case, an EV driver can use their original equipment manufacturer (OEM) branded Level 1 charging cord set that comes with most EVs. The power output of Level 1 charging varies but typically is between 12 amps and 16 amps of continuous power output. At these levels of power output, a Level 1 charger will deliver between 3.5 and 7 miles of range per hour of charging. These charging rates can be satisfactory for drivers who do not drive more than 30-40 miles daily and who charge overnight. Currently, there are only a few third-party manufacturers of Level 1 EVCS designed for commercial use. However, hosts can offer charging by offering easily accessible 110V or 120V outlets that drivers can use with the cord sets that came with their vehicles. ---PAGE BREAK--- 45 Draft Zero Emission Vehicle Readiness Plan Level 2 Charging Level 2 EVCS offer higher power output than Level 1 EVCS and have additional functionality that is not available with Level 1 EVCS. Level 2 EVCS may be designed for indoor or outdoor use NEMA 3R, NEMA 6P, NEMA 4x rated) and typically produce between 16 and 40 amps of power output, which will deliver between 14 and 35 miles of electric range per hour of charging. In general, Level 2 EVCS are distinguished between non-networked EVCS (colloquially referred to as “dumb” EVCS) and networked EVCS (referred to as “smart” EVCS). Non-networked (Dumb) Level 2 EVCS Non-networked Level 2 EVCS serve a similar function as Level 1 EVCS, however, if an electrical permit is going to be obtained to install a dedicated circuit for EV charging, it is most often a better value to have a 240-volt circuit installed for Level 2 charging. Nonnetworked EVCS are typically available at lower cost than networked/smart EVCS, but typically do not offer data monitoring. Networked (Smart) EVCS Networked EVCS are commonly used in workplace/public settings where payments are required or at multi-unit dwelling sites (MUDs) where the property’s electricity bill is shared by multiple tenants. These include apartment buildings, condominiums, and townhouse complexes. Some of the “smart” features include remote access/control via Wi-Fi or cellular connection, access control/ability to accept multiple forms of payment, and load balancing across multiple EVCS. Networked EVCS are useful for owners that need to monitor electricity usage across multiple EVCS, have multiple drivers sharing a single EVCS, require payment for use of EVCS, or in situations where electricity capacity is constrained or requires load balancing. Some models of smart EVCS participate in demand response programs which limit charging to certain hours and allows the operator to maximize a time-of-use (TOU) electricity rate structure and only allow charging when electricity is the cheapest. While the initial capital investment for a networked EVCS is higher than non-networked EVCS, they provide valuable data to the owner that can result in long-term cost savings through better management or by applying innovative charging solutions. Figure 10: Types of Level 2 Charging Stations ---PAGE BREAK--- 46 Central Sierra Region DC Fast Charging DC fast chargers (DCFC) are the highest-powered EVCS on the market. They are commonly used as range extenders along major travel corridors for long-distance trips, as well as in urban environments to support drivers without home charging or very high-mileage drivers. At present charging speeds, these chargers are ideal for places at which a person would spend 30 minutes to an hour, such as short-dwell destinations (e.g. restaurants and retail locations). Current DCFC stations typically require three-phase, 480V input at 100+ amps (50-60 kW) and can produce a full charge for an EV with a 100-mile range battery in more than 30 minutes (averaging 178 miles of electric drive per hour of charging). Most DCFC-compatible vehicles currently on the market can only accept a maximum power delivery of 50kW, though this is rapidly increasing. To future-proof infrastructure against further improvements in power acceptance rates, the newest generation of DC fast chargers, such as those being installed by Volkswagen’s Electrify America program, can output 150-350 kW of power. Tesla’s Superchargers are capable of charging at speeds of 120-135kW with upgrades to existing electrical infrastructure. It is important to note not every EV model is capable of DC fast charging, and therefore these stations cannot be utilized by every EV driver. Furthermore, there are multiple standards for connectors for DC fast charging, whereas there is only one common standard for Level 1 and 2 charging (SAE J1772). There are three types of DC fast charging connectors: CHAdeMO (typically used by Japanese- manufactured vehicles), Tesla (proprietary connector), and CCS (all other vehicles). As of March 2019, Tesla connectors are the most common connector type in the United States, totaling 5,659 ports; followed by CHAdeMO and CCS with 2,752 and 2402, respectively. These numbers are rapidly changing with many vendors making major investments in fast charging across the US. EVCS Hardware, Software and Networking Capabilities Software packages deployed in networked EVCS provide technological capabilities, such as tracking usage, billing customers, demand management, demand response and load balancing. Non- networked EVCS are simple in design, with features limited to a start/stop mechanism and status indicators. Depending on the owner or operator arrangement, EVCS networking functional requirements will vary depending on user demands and equipment needs. Table 8 lists hardware and software specifications and capabilities that should be considered. ---PAGE BREAK--- 47 Draft Zero Emission Vehicle Readiness Plan Table 7: Typical Hardware, Software and Networking Capability Requirements Level 1 EVCS Hardware • Supply an output current of at least 8 amps per port minimum at 120 VAC • Charge connector compliant in SAE J1772 • Outdoor rated NEMA 3R or better and an operating temperature range of 0 to 122 degrees Fahrenheit • Compliant with NEC article 625 • User interface - start/stop mechanism, status indicators Software • Operate and fault detect/diagnose (networked only) • Power Surge Protection Level 2 EVCS Hardware • Commercial-grade UL Listed • Supply an output current of at least 15 amps per port minimum at 208/240 volts • Charge connector compliant in SAE J1772 • User interface - start/stop mechanism, status indicators • Compliant with NEC article 625 • Outdoor rated NEMA 3R or better and an operating temperature range of 0 to 122 degrees Fahrenheit • Network ready – able to communicate with a network management system (NMS) (networked only) • ADA compliant Software • Control, operate, communicate, diagnose and capture data (networked only) • Power surge protection • Track usage data, billing customers and manage electrical loads (networked only) • Meter/display of energy consumption - 3% accuracy or better (networked only) • Load sharing capable • Use Open Charge Point Protocol (OCPP 1.6 or later) (networked only) • Certified to receive an OpenADR 2.0b signal (networked only) • ADA Compliant DCFC EVCS Hardware • CHAdeMO and SAE CCS connectors • Commercial-grade UL Listed • DC fast less than 50 kW: Supply an output current of up to 100 amps per port minimum at 200-480 VDC • DC fast greater than 50 kW: Supply an output current of up to 400 amps per port minimum at 200-600 VDC • ADA compliant Software • Control, operate, communicate, diagnose and capture data • Ability to “remote start” • Point-of-sale methods: pay-per-use, subscriptions, RFID or smart cards • Track usage, collect data, billing customers and managing electrical loads • Meter/display of energy consumption - 3% accuracy or better • Load sharing capable • Use Open Charge Point Protocol (OCPP 1.6 or later) • Certified to receive an OpenADR 2.0b signal ---PAGE BREAK--- 48 Central Sierra Region EVCS Installation, Operation, & Maintenance Permitting Recognizing the important role of permitting in the deployment of charging infrastructure, California legislators passed a law in 2015 requiring local governments to streamline the permitting process. AB 1236 required all communities under 200,000 people to adopt an ordinance that expedites the permitting process for PEV charging stations by September 30, 2017. The required ordinance must include several streamlining elements. Local governments must provide a permitting checklist for which installation projects that meet all requirements must be eligible for expedited review. Cities and Counties can use the latest version of the “Plug-In Electric Vehicle Infrastructure Permitting Checklist” from the Zero-Emission Vehicles in California: Community Readiness Guidebook published by the Governor’s Office of Planning and Research. Permit Streamlining Considerations Jurisdictions must balance efforts to simplify permitting and inspection while maintaining quality and safety standards. The following practices can help jurisdictions increase efficiency while meeting standards and state requirements: • Prepare combined informational materials providing all guidance on the permitting and inspection processes specific for residential, multi-family dwelling, and non-residential charging equipment installations. • Prepare all guidance, including a permitting and inspection checklist and application materials allowing for online submission to meet local and state requirements per AB 1236 as described on page 16. • Work with other local governments to make permitting and inspection procedures consistent between jurisdictions by using consistent guidelines and other shared standards. • Consider streamlining permitting for installations in single-family residences by reducing application material requirements; for example, eliminate site plan requirements and require installer to provide manufacturer specifications and approved equipment testing certification at the time of inspection, limit to one inspection, and set a fixed fee. • Work with local utilities to create a notification protocol for new charging equipment through the permitting process. • Train permitting and inspection officials in EV charging equipment installation. • To provide permitting consistency between jurisdictions in the Region, it is also recommended that guidelines are developed for local governments on PEV charging systems for single-family and multi-family residences and commercial properties. ADA/California Building Code Compliance Under the California Building Code, a portion of all chargers at multi-family buildings and non- residential developments are required to be accesible to the disabled. It is important to take these requirements into account when planning to install chargers because they impact the spatial needs, and potentially the cost, of installations. The first new charger constructed is required to be ADA- accessible and this is significantly wider than a typical parking space and includes more space for adjacent access aisles. Property owners may have to sacrifice multiple standard parking spaces to build the first charging space. ---PAGE BREAK--- 49 Draft Zero Emission Vehicle Readiness Plan Figure 16: ADA Accessible Space Site Plan and Surface Markings Source: California Building Standards Commission, 2016 California Building Standards Code Section 11B-812.9 When EVCS are installed in public parking garages and lots, it is important to note that under CBC Chapter 11B, Divisions 2 and 8: • Installing EVCS changes the use of the space from parking to charging. • Depending on the number of EVCS to be installed, a certain number and type of accessible EV spaces needs to accompany the EVCS installation (see Table 9 below). • Accessible spaces need to be on an accessible path of travel to the main entrance of the facility • which the EVCS serves. ADA Requirements for New Public Charger Installations The California Building Code requires roughly one of every 15 newly-installed chargers at public locations to be ADA-accessible, as shown in Table 9. Three design standards for Americans with Disabilities Act (ADA)-accessible parking spaces are as follows: • Ambulatory parking spaces designed for people with disabilities who do not require wheelchairs but may use other mobility aids. • Standard ADA-accessible spaces designed for people who use wheelchairs but can operate vehicles. • Van-accessible spaces for vehicles carrying people who use wheelchairs who cannot operate vehicles. ---PAGE BREAK--- 50 Central Sierra Region Table 8: ADA-Accessible Chargers Required at Installations of New Public Charging Spaces * Must have at least one accessible space Source: California Building Standards Commission, 2016 California Building Standards Code, Section 11B-812 Figure 17: Common Considerations for EVCS Planning and Siting Source: Adapted from the Dept. of Energy Plug-In Electric Vehicle Handbook for Public Charging Station Hosts The EVCS Decision Process There are a wide range of initial considerations a potential site host should take into consideration before deciding to install a charging station. Figure 17 illustrates some representative questions - however, each individual installation is unique, and may be subject to additional considerations. For a more comprehensive list of considerations, please see the Department of Energy’s Plug-In Electric Vehicle Handbook for Public Charging Station Hosts. Total Chargers Minimum Required Van Accessible Chargers Minimum Required Standard Accessible Chargers Minimum Required Ambulatory Chargers 1 – 4 1 0 0 5 – 25 1* 1 0 26 – 50 1* 1* 1 51 – 75 1* 2* 2 76 – 100 1* 3* 3 101+ 1, plus 1 for each additional 300 spaces 3, plus 1 for each additional 60 spaces 3, plus 1 for each additional 50 spaces ---PAGE BREAK--- 51 Draft Zero Emission Vehicle Readiness Plan Table 9: EVCS Potential Survey Questions Demand Assessment The first step a decision-maker should take is to determine the overall need/demand for EV charging. While there are multiple ways of doing this, a common methodology is to distribute a survey to relevant stakeholders/potential station users. This methodology is easily utilized in workplaces, multi- unit dwellings (MUDs), and commercial/retail locations where the building/project owner has direct communication with the potential station users; public agencies can also reach their constituencies through established communication outlets. When applicable, administering a survey should have a goal of determining the exact amount of power needed to supply charging for EV drivers’ needs. Table 9 lists potential survey questions. Capacity Assessment Once the EV charging demand is known, the electrical capacity calculations should be run to determine how much EV charging is required. To do this most effectively, a project owner should consult their facilities or maintenance personnel who are typically familiar with the building/property’s electrical system. Load calculations following the California Electrical Code, Article 220 can identify the maximum expected load, with appropriate safety factors. An alternative is to do a load study to determine the actual maximum load on a panel or service. To determine whether the electrical capacity is adequate, the following items must be estimated: 1. The number of EV drivers on the property (current and forecasted) 2. The daily commute distance for each driver In general, the project owner should plan on one charging port per driver. The daily commute can determine the minimal type of charging needed. If an EV driver drives fewer than 25 miles daily, Level 1 charging can suffice. Therefore, Level 1 outlets could be utilized if available for anyone who drives fewer than 25 miles/day. If Level 1 outlets do not exist, Level 2 charging should be installed. Survey Question Resulting Information Explanation Do you own an EV/ would like to own one in the next year? Number of EV drivers that will be on the property one year from now. This helps determine the short- and medium-term demand for EV charging. How long is your vehicle typically parked overnight? Minimum number of hours available for EV charging. If a load balancing system is used, this will help determine how the system will be designed. Are you willing to pay for the cost of installing EV charging? The budget for the project. If some residents are unwilling or unable to bear the costs of installing EV charging, the building owner/HOA can make the determine on whether it will help finance the costs, pay for the costs outright or not pay for any of the costs and therefore not provide charging for that resident. ---PAGE BREAK--- 52 Central Sierra Region Table 10: Approximate Costs for Non-Residential Single-Port EVCS Source: Cost data from the Department of Energy, 2015 Table 11: Specific Installation Cost Considerations Source: Cost data from the San Diego Association of Governments (SANDAG), 2016 Curbside EVCS Placing EVCS along curbsides in the public right-of-way has unique challenges and considerations that are not present in other EVCS installation scenarios. Depending on the location of the EVCS there may be competing current or future uses for the curb space. Furthermore, the EVCS might need to be wired into a nearby building panel or be powered from a nearby utility transformer. Since ownership and operation of multiple EVCS can be expensive and time consuming, it is an important consideration to make before installing an EVCS. While there are unique challenges and considerations for curbside EVCS, it can provide a substantial benefit to residents. Curbside EVCS have high visibility, and their availability might help a resident decide to purchase or lease an EV. Furthermore, curbside EVCS can be an effective deployment strategy to support residents without access to off-street parking. Charging integrated into streetlight poles and utilizing existing streetlight circuits can potentially be an effective option. EVCS Costs Installation Costs of EVCS The cost to install EVCS is highly variable and dependent on several factors, including but not limited to the following: • Electrical contractor’s hourly rate • Distance of conduit run from EVCS to electrical panel • Potential trenching across hardscape for conduit run • Potential service panel upgrade/sub panel installation • Number of chargers being installed on the site Table 10, below, outlines the range of costs for the first EVCS port (plug) installed at a given site. Table 11 outlines some specific installation variables that are incorporated into the figures shown in Table 12: the construction and excavation portions, which can vary significantly between installations. Cost Element Cost Conduit $1.50-$2.50/ft Trenching $25-$100/ft Concrete Patch $14-$15/sq.ft Asphalt Patch $10-$11/sq.ft Cost Element Level 1 Level 2 DC Fast Charge Low High Low High Low High Hardware $300 $1,500 $400 $6,500 $10,000 $40,000 Permitting $100 $500 $100 $1,000 $500 $1,000 Installation $3,000 $600 $12,700 $8,500 $51,000 Total $400 $5,000 $1,100 $20,200 $19,000 $92,200 ---PAGE BREAK--- 53 Draft Zero Emission Vehicle Readiness Plan Table 12: Curbside EVCS Requirements Municipal Challenges Implementing vehicle charging at the curb (in the public right-of-way) has the potential to increase access to charging for residents who do not have access to off-street parking or charging. However, local governments have been hesitant to enact curbside charging programs because they lacked the authority to assess parking fines or towing vehicles illegally parked in spaces on public streets designated for charging EVs. Assembly Bill 1452, approved in October 2017, gives local governments this authority. Municipalities also need to consider changes in curbside parking payments systems and additional user fees, as well as data management, capital costs for subscription services if units are networked, public works operations and maintenance protocol, and the addition/creation of new signage and engineering standards for city staff/code. Figure 18: Freewire Mobi Source: Mobi, 2018 Mobile Charging If infrastructure installation proves too inconvenient or costly, mobile battery-based charging can also expand charging to a parking area with no fixed infrastructure required. Mobile charging units can be charged from an existing EVCS or other source of power and then wheeled through a parking lot to charge the desired vehicles. Integrated software helps managed the amount of charge each vehicle gets before the battery is depleted. Like autonomous solar charging, no permit would be required to deploy a mobile charger to an existing site. Additionally, the storage component of the onboard battery allows these chargers to continue operating even in the event of a power outage, and can help to avoid demand charges if necessary, as these typically charge from the grid at a Level 2 rate and discharge from the battery reservoir at 50+kW, rather than dispensing 50+kW straight from the grid. Technology Specification The following shows the minimum specification requirements that could be needed for a curbside EVCS to be permitted by a jurisdiction in the Region. The specifications defined below are derived from Seattle’s EV Charging in the Right of Way (EVCROW) Program. Publicly Accessible Curbside EVCS Power Requirement Minimum AC Level 2 (208/220/240 V and 12 amps of continuous output) Ownership Public agency, private resident, business/organization, electric vehicle service provider (EVSP), utility Networking/Payment If in a metered space, must have an integrated payment system that allows for one-time payment for both EVCS use and parking meter Parking Parking shall only be allowed for EVs that use the EVCS. Non-EVs are prohibited from parking in designated EV spaces and EVs are prohibited from parking in these spaces if they are not charging ---PAGE BREAK--- 54 Central Sierra Region Operation & Maintenance Costs There are several ongoing operational and maintenance (O&M) costs associated with EV charging stations: the cost of electricity, any network subscription fees, and station maintenance costs. Each of these costs can be reduced or recouped in several ways. Cost Saving Opportunities Demand Response/Time-of-Use Rates In general, demand response refers to a dynamic communication network between the electricity grid and buildings that draw power from it that controls the amount of power being delivered to buildings, usually based on changes in electricity prices. This is a way of shifting electricity demand from end- users to off-peak times and away from peak-demand hours. Many electric utilities in California will implement time-of-use (TOU) rates, which refer to rate plans with variable costs for electricity that are dependent on the time of day at which the charging occurs. TOU rates have at least two different time periods: on-peak, where the price of electricity is highest, and off-peak, when the price of electricity is lowest. Some rates have additional periods, such as partial- peak and super off-peak. Customers can utilize TOU programs paired with scheduling EV charging during off-peak periods to lower the cost of electricity required to meet their charging demand. The TOU off-peak price of electricity is lower than peak periods, so charging only during off-peak hours will have a significant impact on utility costs. Utilities offer TOU rates specifically for EV owners and the EV charging station itself. This is a way of incentivizing end-users to use less electricity during peak-demand which helps avoid the need for increased distribution capacity and alleviate constraints on the electrical grid. Cost Recovery Fees Charging station owners can contract with electric vehicle service providers (EVSP) or third-party operators who install, operate, and set the fees on charging equipment. However, if owners can set fees—either explicitly or implicitly through their choice of operator—goals may conflict. Owners often need to recoup the costs of installing, maintaining, and operating chargers, and may also wish to price vehicle charging to encourage turnover so chargers are available to more drivers. On the other hand, pricing EVCS charging so driving an EV is cheaper on a per-mile basis than a gasoline-powered vehicle creates an incentive for people to purchase electric vehicles or charge plug-in hybrids and use electricity instead of gasoline. Lower charging costs at commercial centers can also create incentives for drivers to shop at those locations. • Fixed fee: Each charging connection has a set cost, regardless of energy use or length of charging time. For example, the fixed fee may be assessed by an employer at a workplace or when charging is provided as part of a parking lot fee. It may be expected that the driver will be parked for a significant period in this location. • Fixed rate: Fees may be charged per hour or other intervals for AC Level 2 charging and a per minute basis for DC fast charging. This rate is useful if high utilization and turnover of vehicles is desired. • Pay per energy consumed: Fees are based on the cost of electricity to the host and they require measuring the energy delivered. A multiplier on this cost may be applied to recover other operational costs. • Subscription: A fixed rate may be charged to the driver for an unlimited number of ---PAGE BREAK--- 55 Draft Zero Emission Vehicle Readiness Plan connections or time connected at publicly available EVCS. Discounts on the fixed rate may be provided by membership program for a tiered membership fee. In most cases, a pay per use option is generally available although restrictions may apply based on the specific program. When charging fees for usage, vehicles are less likely to remain parked after their charge is complete and other drivers are drawn to spaces that they know are more likely to be available. Over the long term, infrastructure owners should pilot innovative agreements with utilities to make charging cost- competitive with the price of gasoline. For the short term, infrastructure owners may need to establish higher fees to recuperate costs and encourage high levels of turnover. Various regional infrastructure owners should consider adopting the same fee schedules, particularly in high-demand locations, to create consistency throughout the region. Local governments looking to adopt a PEV charging fee may want to conduct a study to demonstrate the fee is necessary to cover costs and/or create a revenue-sharing agreement with private infrastructure operators. Enforcement The California Vehicle Code (CVC Section 2251) allows the owner of a space to remove a vehicle if it occupies that space in violation of posted regulations, including signs designating spaces for charging vehicles or time limits. For signs to be enforceable, governments must specify time limits, penalties, hours and other restrictions, and provide the necessary definitions. For example, the City of Sacramento posts a time limit of four hours for continuous charging in a parking space. Enforcement is key to making sure chargers are available for drivers who need them, but it can be challenging, potentially requiring increased funding for parking agents. The City of Los Angeles has adopted municipal code changes to enforce EV only charging. Instead of devoting resources to effective enforcement of time limits, it may be more effective to charge fees that escalate steeply after a certain time to encourage turnover at stations. GHG Considerations Greenhouse Gas Considerations Electricity generation accounts for 10% of California’s GHG emissions, while vehicle transportation accounts for roughly 41%. Electrifying transportation when the electricity is supplied by clean resources offers an opportunity to significantly reduce the sector’s GHG emissions. In this section, we further discuss the implications GHG emissions associated with electricity generation and offer general guidelines on charging strategies to reduce GHG emissions with EVs. Greenhouse gases (GHGs) emissions associated with vehicle travel are created by fossil fuel combustion during electricity generation (upstream or Scope 2) or fossil fuel combustion by vehicle internal combustion engines (tailpipe or Scope 1/3). Electric vehicles do have attributable GHG emissions. BEVs do not have tailpipe emissions but do have lifecycle emissions associated with upstream electricity generation. BEV emissions are entirely dependent upon the mix of electricity sources employed and the efficiency of electricity transmission, charging, and end use. Plug-in hybrid electric vehicles (PHEV) do not produce tailpipe GHG emissions when the vehicle utilizes only the battery for propulsion but does emit tailpipe emissions when the internal combustion engine is engaged, resulting in both upstream and tailpipe emissions. In 2018, natural gas was the primary electricity-generating fossil fuel in California and is accountable for most GHG emissions in the electricity sector. To minimize GHG emissions stemming from charging EVs, it is desirable to incentivize charging during periods of time when the electric grid is supplied ---PAGE BREAK--- 56 Central Sierra Region by as much non-GHG-intensive power as possible, such as hydropower, geothermal, wind, solar, and other biomass derived sources. GHG emissions from electricity generation vary as generators with differing efficiencies ramp up or down to meet electricity demand. Therefore, the timing of electric vehicle (EV) charging (i.e. charging at 9 AM or at 6 PM) influences the amount of GHG emissions generated by EV charging. The amount of GHG emissions created during energy production depends on numerous factors, including the energy mix % renewable vs. non-renewable), electricity demand, and demand timing. As a result, the GHG emissions potential is continually changing from day to day and potentially between 15-minute cycles. While the impact of EV charging may not seem significant on a single vehicle scale, in aggregate, EVs accounted for 3.9% of total vehicle market share in California. The following are guidelines for charging EVs at times when the electricity demand is likely to create the least amount of GHG emissions per kWh drawn from the grid. They provide general guidance for EV drivers and fleet managers to balance charging needs and GHG emissions; specific strategies should be verified with specific utility or energy provider data. Ideal EV Charging Times (Low GHG emissions): • Night time to early morning (about midnight to 6 AM) • Electricity demand is lowest at night, and therefore the most efficient natural gas generators can be used to meet demand. Additionally, wind turbines generate the most energy at night, providing GHG-free electricity. • Late morning to early afternoon (about 9 AM to 4 PM) • Based on December 2018 data, the California Energy Commission (CEC) estimates that 34 percent of California’s retail electricity sales are provided by Renewable Portfolio Standard (RPS)-eligible renewable resources. Most of this production is attributable to solar photovoltaics (PV), which have the highest average generation potential during this period. During peak PV generation (typically in summer and fall), solar PV can provide most or all the midday generation, allowing EVs to potentially charge from GHG-free electricity. Non-Ideal EV Charging Times (Higher GHG emissions): • 4 PM to 9 PM is typically when GHG emissions from electricity generation are highest. This is due to solar PV production ramping down as the sun sets and demand for electricity increasing as residential customers return home. Time of Use Rates • TOU rates are typically lowest during off-peak hours 12 midnight to 6AM) night and early afternoon and a highest cost during evening hours (peak). Table 13: Per-kWh Electricity Generation Carbon Intensities, 2016 Time of Day Intensities Midnight – 6 AM 0.37 kg CO2/kWh 9 AM – 4 PM 0.39 kg CO2/kWh 4 PM – 9 PM 0.43 kg CO2/kWh ---PAGE BREAK--- 57 Draft Zero Emission Vehicle Readiness Plan • Both Pacific Gas and Electric (PG&E) and Southern California Edison (SCE) have TOU programs for EV charging. Table 13 provides average marginal carbon dioxide (CO2) emissions per kWh of electricity generation in California in 2016. Advanced Charging Technologies Charging from Distributed Renewable Resources On an individual site level EV charging may be combined with electricity generated from distributed renewable energy resources, primarily solar. Distributed energy resources can be separate from the grid’s centrally managed electricity generation and can add resiliency to charging during power outages. Renewable energy and energy storage systems combined with charging can lower the overall cost and carbon intensity of electricity for charging. In the event of widespread power outages vehicle charging could be interrupted or halted entirely. Distributed resources such as microgrids, large-scale battery storage and solar energy generation add resiliency to operations. At small scales, this already has been demonstrated in real world settings— particularly on the East Coast following hurricane events. Grid independent solar powered charging also may be necessary in areas where trenching for conduit is not practical. Figure 19: Envision Solar EV-Arc Source: http://www.envisionsolar.com/ev-arc/ev-arc-4/ ---PAGE BREAK--- 58 Central Sierra Region Load Management Technologies The standard for an EV-ready parking space is a dedicated, 40-amp circuit that can provide up to 200 miles of charging over eight hours or 300 miles of charging over 12 hours for a passenger vehicle. With most drivers requiring less than 40 miles per day, this opens a variety of technology options to allow multiple vehicles to charge from a single point. Load Balancing In general, load balancing in the context of EV charging involves efficiently utilizing available electrical and physical capacity to deliver variable amounts of power to multiple EVCS. Without load balancing, power is delivered to each charging station at the maximum available charging rate. Where electric capacity is limited, delivering full power to one charging station may mean that there is no available capacity to install charging for additional EVCS without potentially expensive service upgrades. Where capacity exists for multiple full-power EVCS, using the full capacity can result in high electricity bills, particularly when it raises a building’s peak demand. Therefore, load balancing is a smart way to allow for multiple EVCS to be utilized either simultaneously or on the same property without hitting demand charges or needing to install additional service capacity. Power Sharing The most basic load balancing systems are dual-port EVCS that can share a single circuit. For example, a station on a 40-amp circuit can provide full power to one plug when a single vehicle is plugged in or provide 50 percent power to each plug when two vehicles are connected. If one vehicle finishes charging, the remaining vehicle returns to 100 percent. Figure 20: Rotational Charging ---PAGE BREAK--- 59 Draft Zero Emission Vehicle Readiness Plan Rotational Charging Another form of power sharing is rotational charging, where a single 40-amp circuit can be rotated among multiple EVCS. For example, an installation could be set up with five EVCS with each station getting full use of the circuit for one hour at a time. Within 10 hours (overnight or through a workday), each vehicle would get a minimum of two hours of full power charging, or up to 55 miles of range. For vehicles needing less than two hours of charging, the system would continue to rotate to a vehicle still needing charging. Both kinds of power management techniques can be applied to existing installations to meet growing vehicle demand. Conventional and Dynamic Load Balancing Conventional load balancing splits the amount of power between multiple EVCS equally based on the amount of available capacity. For instance, if a panel has 30 kW of available capacity and five EVCS installed, all of which can deliver up to 7.4 kW, it will typically only be able to support charging for four EV drivers (4 EVCS at 7.4 kW each = 29.6 kW). If a fifth driver wants to charge, they would only be able to use the remaining capacity of 0.4 kW. However, if this load was balanced across all five EVCS, each station would deliver 6 kW to each vehicle and thus every driver could charge at a sufficient rate, as shown in Figure 21. Figure 21: Conventional Load Balancing System This type of load balancing is useful when total charging demand only exceeds available electrical capacity, as shown in the above example. However, using this example, if there was only 10 kW of available capacity instead of 30 kW, each vehicle would only receive 2 kW of charging power, which would not be a sufficient charge for most workdays. In this situation, dynamic load balancing would be a better fit. Dynamic load balancing delivers variable amounts of power to each EVCS depending on many factors, including the state of charge (SOC) of each vehicle’s battery and the demand capacity of the building/ facility’s electrical system. In short, a dynamic load balancing system will deliver the most power to the vehicle with the lowest battery SOC and, in aggregate, will never deliver over a fixed amount of power at one time. This has two advantages: it delivers power to vehicles based on need (vehicles that drive the farthest daily get the most power because they have the lowest SOC) and it ensures that the building/facility will not exceed demand thresholds that result in demand charges. Source: http://www.evbox.com/learn/faq/difference-priority-load-balancing ---PAGE BREAK--- 60 Central Sierra Region Figure 22: A Dynamic or Adaptive Load Balancing System Load balancing systems ensure that the amount of EV charging is maximized with a fixed amount of capacity, however, where very little capacity exists in the first place, load balancing systems may only delay the need for a service upgrade. Figure 22 illustrates how a smart load balancing system operates using a smartphone application. ---PAGE BREAK--- 61 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK--- ---PAGE BREAK--- EXISTING CONDITIONS Sutter Creek Transit Center, Sutter Creek, CA ---PAGE BREAK--- 64 Central Sierra Region PEV Registrations The Central Sierra Region has EV drivers, EV infrastructure and numerous existing conditions that support wider EV adoption. Vehicle registration statistics and charging station data are primary indicators of the existing EV market size. Department of Motor Vehicles (DMV) registration data identifies general PEV market attributes but does not readily provide information on the types of vehicles deployed. There are currently 203 plug-in hybrid electric vehicles (PHEVs) and 196 battery electric vehicles (BEVs) in the Region according to 2018 vehicle registration data from the State of California. This accounts for just 0.16% of total vehicle registrations in the four-county Region. The Clean Vehicle Rebate Program (CVRP) was initiated in March 2010. CVRP offers incentives to purchasers of PEVs in California; however, the program is elective and participation rates can be impacted by vehicle eligibility and applicant income caps. As of May 31, 2018, CVRP had issued 247,084 PEV rebates. Less than 1% (184) of those rebates were issued in the Region. PEV drivers in Calaveras and Amador counties have redeemed the most rebates in the Region, accounting for approximately 71% of rebates in the Region. Table 14 shows the number of rebates by vehicle type per county. Figure 23 shows that the number of rebates issued in the Region has increased over time. Central Sierra PEV drivers redeemed an average of 3.2 rebates per month in 2017, an increase from 2.4 rebates in 2016. In the first five months of 2018, the Region redeemed about 5.2 rebates per month. Table 17 shows how the annual number of rebates issued has increased since the beginning of the program. Fuel Type Number of Registrations % of Total Registrations PHEV 163,317 0.53% BEV 178,348 0.58% Total 341,665 1.12% Source: California Department of Motor Vehicles Table 14: California PEV Registrations, 2018 Fuel Type Number of Registrations % of Total Registrations PHEV 203 0.08% BEV 196 0.08% Total 399 0.16% Source: California Department of Motor Vehicles Table 16: Central Sierra Region PEV Registrations, 2018 County PHEV BEV PHEV% BEV% Alpine 0 2 0% 100% Amador 27 37 42% 58% Calaveras 28 38 42% 58% Tuolumne 31 21 60% 40% Total 86 98 47% 53% Table 15: CVRP Rebates for the Region ---PAGE BREAK--- 65 Draft Zero Emission Vehicle Readiness Plan 0% 1% 2% 3% 4% 5% Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May 2011 2012 2013 2014 2015 2016 2017 2018 Percent of Rebates Application Date Source: Center for Sustainable Energy, 2018 Figure 23: CVRP Rebates per Month for the Region Year Alpine Amador Calaveras Tuolumne Total Region Total State 2011 0 2 2 1 5 4,424 2012 0 3 4 3 10 11,117 2013 1 5 13 3 22 29,004 2014 0 9 8 7 24 43,552 2015 1 11 9 9 30 46,383 2016 0 10 11 8 29 43,432 2017 0 13 10 15 38 45,575 2018 0 11 9 6 26 23,530 Total 2 64 66 52 184 247,017 Source: Center for Sustainable Energy, 2018 Table 17: CVRP Rebates per Year by County ---PAGE BREAK--- 66 Central Sierra Region EV Infrastructure Alternative Fuels Data Center (AFDC) Data The U.S. Department of Energy’s AFDC provides an alternative fueling station locater using data for existing and planned stations. Data is provided by trade media, Clean Cities coordinators, infrastructure equipment and fuel providers, original equipment manufacturers, and regular station users. The station locater provides details about the station location, power level, plug, connector, and network type for alternative fueling stations. Table 18 shows the locations of charging stations in the Region that are listed in the AFDC database. As of September 30, 2018, there were at least 29 locations in the Region with public Level 2 and DC fast charging stations. Only three locations host DC fast charging - a public lot in Groveland, Yosemite Gateway Museum, and Rush Creek Lodge, all in Tuolumne County. Most of the charging stations are sited at lodges, inns, wineries, and resorts. County Location Name City Charger and Connector Type Station Plugs Nearest State Route Alpine Bear Valley Lodge Bear Valley Level 2, Tesla 2 4 Sorensen’s Resort Hope Valley Level 2, Tesla 1 88 Kirkwood Mountain Resort Kirkwood Level 2, Tesla 6 88 Amador REST Hotel Plymouth Level 2, Tesla 1 49 Jackson Civic Center Jackson Level 2 2 49 Municipal Center Jackson Level 2 2 49 Taste Restaurant and Wine Bar Plymouth Level 2, Tesla 1 49 Shenandoah Vineyards Winery Plymouth Level 2, Tesla 1 49 Andis Wines Plymouth Level 2, J-1772, and Tesla 3 49 Karmere Vineyards Plymouth Level 2, Tesla 3 49 Amador Regional Transit Sutter Creek Level 2, J-1772 2 49 Gold Quartz Inn Senior Retirement Home Sutter Creek Level 2, J-1772 2 49 Avio Vineyards Sutter Creek Level 2, Tesla 2 88 Calaveras Courtwood Inn Level 2, J-1772, and Tesla 2 4 Dunbar House 1880 Bed & Breakfast Inn Level 2, Tesla 1 4 New Melones - Glory Hole Recreational Area Angels Camp Level 2 1 49 Victoria Inn Level 2, Tesla 1 4 Table 18: Department of Energy AFDC Station Counts ---PAGE BREAK--- 67 Draft Zero Emission Vehicle Readiness Plan County Location Name City Charger and Connector Type Station Plugs Nearest State Route Tuolumne Groveland Hotel Groveland Level 2, Tesla 1 120 Groveland Supercharger Groveland DC Fast Charger, Tesla 7 120 Evergreen Lodge Groveland Level 2, J-1772, and Tesla 2 120 Jamestown Hotel Jamestown Level 2, Tesla 1 49 Chicken Ranch Casino Jamestown Level 2, Tesla 3 49 Adventist Health Hospital Sonora Level 2 10 49/108 Black Oak Casino Tuolumne Level 2, Tesla 5 108 McCaffrey House Bed & Breakfast Inn Twain Harte Level 2, J-1772, and Tesla 2 108 Columbia College Columbia Level 2, J-1772 2 49 Tuttletown Recreational Area Tuttletown Level 2, J-1772 1 49 Groveland Yosemite Gateway Museum* Groveland DC Fast Charger, J1772 3 120 Rush Creek Lodge* Groveland DC Fast Charger, J1772 3 120 Source: Alternative Fuels Data Center, 2018 *under construction PlugShare Data The PlugShare database provides the location of over 90,000 stations in the U.S. and Canada and allows homeowners to register their charging stations, providing insight on the number of residential charging stations. PlugShare data is different than AFDC data therefore, utilizing both datasets results in an increased understanding of the public PEV charging station count. The AFDC station locater provides plug counts for Tesla chargers in the Region but does not provide plug counts for J-plugs (also known as J-1772) co-located with Tesla stations at five locations. As a free app and webtool, PlugShare allows users to find charging stations, leave reviews and photos, and connect with other PEV owners worldwide. The Central Sierra ZEV Readiness Plan Team verified AFDC station counts with manual queries in the PlugShare map to check the accuracy; the number of stations identified using PlugShare are mapped in Figure 24. Please visit to learn more about the station locator. Level 1 Charging It is important to note that this list does not include locations of Level 1 charging, however, Level 1 charging can play an important role in providing short-term and readily-available infrastructure. Specifically, Level 1 charging at RV parks, campgrounds, and natural areas can be a cost-effective means of ensuring PEV drivers can access remote areas of the Region while having ample state of charge to return home. Level 1 charging at these sites could be installed in various ways, but one short-term solution could be to provide gas-powered generators that power electrical outlets for Level 1 charging. In the longer term, solar and battery storage could be installed to power Level 1 charging outlets at these sites, and this would provide additional greenhouse-gas reduction benefits compared to the use of generators. ---PAGE BREAK--- 68 Central Sierra Region Source: Center for Sustainable Energy, 2018 Figure 24: Existing Charging Infrastructure ---PAGE BREAK--- 69 Draft Zero Emission Vehicle Readiness Plan Targeted Areas for Charging When installing electric vehicle charging stations, there are several factors that must be considered to install appropriate charging infrastructure for the site’s expected or observed demand. As a general rule of thumb, the longer the expected “dwell time” of the average driver, the lower the rate of power delivery (expressed as kilowatts, or kW) can be. Any site can install EV charging; however, the most effective sites will follow some commonly observed criteria: a) Sites will be obvious destinations for reasons other than the presence of EV charging. b) For DC Fast chargers, the average dwell time should be short - typically under 30 minutes, facilicating quick turnover. c) For Level 2 chargers, the average dwell time should be 30 minutes or longer, requiring a greater number of chargers to ensure availability. Popular destinations for visitors and tourists, such as historic main streets, parking lots serving outdoor recreation facilities, regional museums, and hotels may be ideally sited for Level 2 charging. Additional long-dwell sites where vehicles are typically stationary for extended periods of time, such as fleet yards and transit sites, may also be well-suited for Level 2 charging. Mixed-dwell time sites, such as shopping centers, grocery stores, and parks and recreation district lots may benefit from a mixture of both Level 2 and DC Fast charging to serve both those who will be at the site for an extended period of time and visitors simply passing through. Highway rest stops and other areas where charging speed is more important than immediate availability may be better suited for DCFC installation. Charging Behavior Recent analysis from the Electric Power Research Institute (EPRI) and published by the American Public Power Association (Wood, 2018) indicates that the concern of “range anxiety” (not having enough charge to get between charging stations) is beginning to be replaced by “charge anxiety”. Rather than not having enough range to get between stations, the concern underlying charge anxiety deals with whether a driver will be able to charge at their next destination. Reasons for charge anxiety include uncertainty over: • Pricing (Whether the rate structure is attractive or prohibitive for their charging needs) • Operations (Whether the station is broken) • Network (Whether a payment network, e.g. Chargepoint, EVgo, is compatible with the station) • Demand (How long of a wait there will be for a station) Fueling Habits Research conducted by Elk River Municipal Utilities (ERMU) and supplemented by various other studies indicated that EV drivers tend to fuel in a very different manner than conventional gasoline fueling. While gasoline refueling typically involves either completely filling a tank or leapfrogging between gas stations, EV drivers typically left home with a full charge and attempted to “top off” their batteries at their destinations, even those with short dwell times (Quiros-Tortos, Ochoa, & Lees, 2015). EV drivers would then fully replenish their battery overnight at home. Data from the EV Project, as published by the Idaho National Laboratory (Francfort, 2016), suggests that while this “top off” behavior appears to holds true across aggregated Level 2 and DC Fast Charge stations, behavior changes somewhat when examining only DC Fast Charge stations. Across both ---PAGE BREAK--- 70 Central Sierra Region Level 2 and DCFC stations, roughly 57% of sessions were initiated by vehicles at 50% state-of-charge or higher; that is, the vehicle’s battery had more than half of its full charge capacity remaining. With DCFC sessions examined in isolation, though, more than 25% of examined DCFC charging sessions were initiated by vehicles at between 20-30% state-of-charge. Approximately 52% of DCFC sessions were started by vehicles between 20 and 40% state-of-charge. Less than 20% of sessions were started by vehicles with more than 50% state-of-charge. This reflects a fundamental difference between the services offered by the two distinct charging speeds. provide the security, high turnover, and short charge times that help to incentivize drivers to feel confident in using more of their battery capacity. Meanwhile, less-expensive Level 2 chargers offer the ability to provide service over a larger geographic area at much slower speeds, allowing for the “top off” behavior observed by ERMU and others. Pricing Initially, ERMU levied both a flat connection fee and a per-kWh fee on their chargers, which proved unpopular and discouraged charging among drivers who only needed to charge for a short amount of time. Connection fees, while effective to recover the cost of installing stations and/or maintenance, must be carefully considered to avoid reducing station utilization. Over three separate studies conducted by EPRI, Arizona’s Salt River Power (SRP), and the EV Project, time-of-use pricing has shown to be effective at shifting EV charging to times of excess grid capacity provided that drivers are aware of the time-of-use rates being offered by local utilities. This suggests that EV charging demand can be moved in order to minimize impacts on the grid. ---PAGE BREAK--- 71 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK--- ---PAGE BREAK--- GAPS ANALYSIS Rush Creek Lodge, Groveland CA ---PAGE BREAK--- 74 Central Sierra Region Electric Vehicle Deployment According to the Alliance of Automobile Manufacturers, there were 49,765 battery electric vehicles (BEV) and 45,107 plug-in hybrid electric vehicles (PHEV) sold in California in 2017, an increase from 38,861 and 34,933 in 2016, respectively. Overall, the deployment of PEVs in the State of California has steadily increased since 2011 and is expected to grow at an even faster rate from 2018 to 2025. As more models become available and as the deployment of charging infrastructure increases, California residents will have more incentive to purchase PEVs. These factors, along with others, heavily influenced the growth of the PEV market from 2011 to 2017. Table 19 shows the growth of the PEV market. Year PHEV PHEV% BEV BEV% Total Annual PEV Sales PHEV:PEV ratio 2011 1,656 1% 5,062 3% 6,718 0.25 2012 13,971 8% 5,160 3% 19,131 0.73 2013 17,512 10% 20,943 11% 38,455 0.46 2014 29,797 17% 28,749 16% 58,546 0.51 2015 27,645 16% 33,945 19% 61,590 0.45 2016 34,993 21% 38,861 21% 73,854 0.47 2017 45,107 26% 49,765 27% 94,872 0.48 Total 170,681 100% 182,485 100% 353,166 0.48 Table 19: Statewide PEV Deployment by Year Source: Alliance of Automobile Manufacturers, 2018 Statewide Projections EVCS Type Average Scenario Low Scenario High Scenario Work L2 54,556 51,737 57,375 Public L2 61,746 47,596 75,895 Public DCFC 17,016 9,064 24,967 Table 20: State of California EVI Projections (Number of Charging Ports) 2025 State of California 1,321,368 Table 21: State of California PEV Projections (Number of PEVs) Source: EVI-Pro, 2019 Source: EVI-Pro, 2019 Regional PEV Projections Similar to the rest of the state, the Region expects to see a substantial growth in PEVs over the next seven years leading into 2025 benchmarks. While the rate of EV rebate deployment has been stag­ nant over the last four years, the availability of all-wheel drive electric vehicles and EV charging infrastructure in the region is likely to increase over the next seven years. ---PAGE BREAK--- 75 Draft Zero Emission Vehicle Readiness Plan Source: California Energy Commission, 2018; California Motor Vehicle Fuel Types by County, 2018 Figure 25: Existing and Projected PEVs by County, 2018 & 2025 Scenario Analysis To estimate EV charging needs for the Region by 2020 and 2025, the authors utilized a high and low PEV scenarios. Fleet in this reference describes all electric vehicles on the road. Scenario A: High PEV Projection Scenario A uses county and statewide PEV estimates calculated by the CEC in its 2017-2025 infra­ structure projections report. By 2025, the CEC estimated that there would be 2,233 PEVs in the Re­ gion, representing 0.17% of the estimated statewide PEV fleet. Scenario B: Low PEV Projection Scenario B uses the 2017 EMFAC model from the California Air Resources Board to estimate the PEVs in the region by 2020 and 2025. The EMFAC model is CARB’s mobile source emissions inventory for assessing emissions through 2050. By 2025, EMFAC estimated that there would be 1,548 PEVs in the Region, representing 0.12% of the estimated statewide PEV fleet. 2020 2025 Fleet Scenarios Total PEVs Total PEVs Scenario A: High 1,090 2,233 Scenario B: Low 483 1,548 Table 22: State of California EVI Projections (Vehicles) Source: EVI-Pro, 2019 Figure 25 identifies the existing and projected PEVs by County in 2018 and 2025 using Scenario A: High PEV Projection. ---PAGE BREAK--- 76 Central Sierra Region EVI Growth Projections EV infrastructure projections help transportation planners anticipate future EV charging demand and deploy adequate infrastructure. The CEC and National Renewable Energy Laboratory (NREL) developed the Electric Vehicle Infrastructure Projection tool (EVI-Pro) to quantify the types of PEV charging infrastructure required to meet PEV drivers’ needs. In 2017, the CEC and NREL used the EVI- Pro tool to project infrastructure needs to meet California’s 1.5 million ZEV goal by 2025. To generate projections, the EVI-Pro model utilizes four primary inputs: PEV attributes such as electric range and efficiency; infrastructure attributes for residential, workplace, and public charging; travel data from regional models or transportation surveys; and county-level sales projections by technology type. The EVI-Pro model generates low and high estimates. The low estimate is based on peak vehicle quantity calculations and reflects the minimum quantity of chargers that must be available to meet drivers’ simultaneous need to charge. The high estimate utilizes the total number of vehicle charging events over a 24-hour period assuming chargers are shared with at least one other vehicle. The Regional EVI- Pro analysis estimates between 230 and 320 total charging ports are needed by 2025 (CEC, 2018). Tables 23 – 29 identify the total projected PEV chargers needed in 2025 to serve the projected future demand of residents in the Region. The tables also include an estimate for addtional EV plug investment in each County to meet demand from EV driving visitors in 2025. Visitor calculations are discussed in the next section of this report. EVCS Type Average Scenario Low Scenario High Scenario Work L2 0 0 0 Public L2 Residents + Visitor 1 4 Public DCFC Residents + Visitor 1 3 Table 23: Alpine County EVI Projections (Number of Charging Ports) EVCS Type Average Scenario Low Scenario High Scenario Work L2 25 20 30 Public L2 (46) Residents + (28)Visitor 39 52 Public DCFC (22) Residents + Visitor 14 29 Table 24: Amador County EVI Projections (Number of Charging Ports) EVCS Type Average Scenario Low Scenario High Scenario Work L2 23 21 25 Public L2 (45) Residents + (28)Visitor 45 45 Public DCFC (18) Residents + Visitor 16 20 Table 25: Calaveras County EVI Projections (Number of Charging Ports) EVCS Type Average Scenario Low Scenario High Scenario Work L2 34 32 35 Public L2 (46) Residents + (28)Visitor 33 58 Public DCFC (14) Residents + Visitor 8 19 Table 26: Tuolumne County EVI Projections (Number of Charging Ports) ---PAGE BREAK--- 77 Draft Zero Emission Vehicle Readiness Plan County EVI Estimates Alpine Totals Average: 8 Calaveras Totals Average: 122 Region Totals Average: 388 Amador Totals Average: 130 Tuolumne Totals Average: 128 Source: California Energy Commission, 2018 Visitor PEV & EVI Projections Although the Central Sierra Region has a relatively low population in comparison to other parts of the State, the Region attracts significant visitors to numerous regional destinations as noted in Section IV: Existing Conditions. EVI-Pro projections paint a partial picture but do not account for EV infrastructure demand generated by this visitor travel. The California Statewide Regional Travel Model estimates that 23,299 daily trips originated outside and ended within Central Sierra in 2010; that count is projected to increase by 89% to 44,068 daily trips in 2040 (California Department of Transportation, 2014). Table 29 shows the Visitor projections through 2040 and estimates the number of PEVs visiting the Region per day using the EVI-Pro EV market share assumptions and the State of California’s EV registration split (PHEV: 48%, BEV: 52%), which are expected to remain similar through 2025. Visitor EVI demand was calculated for the average planning scenario (EVI-Pro “Average” forecast) only because it is the most reasonable target for planning. The calculation assumes that workplace L2 ports are not available to visitors and that the ratio of Public L2 and Public DCFC charging plugs needed to meet visitor and resident demand are the same. On average, daily EV visitors to each County in 2025 is expected to be: Alpine County 27, Amador 647, Calaveras 801, Tuolumne 758. Assuming these average daily EV visitor counts the demand for each County was calculated by... 1. Determining the overall number of PEVs visiting the region each day (839) by multiplying 33,684 total daily visitors by the expected PEV adoption rate 2. Based on existing driver-to-charger ratios for residents within the region drivers/# of projected plugs), determining the number of Level 2 (86) and DCFC (24) ports required across the Region to meet expected additional demand from visitor PEVs. 3. Distributing ports across all 4 counties based on existing proportions of Level 2 and DCFC plugs. Level 2 “Low” DCFC “Low” Level 2 “Average” DCFC “Average” Level 2 “High” DCFC “High” Alpine County 450% 0% 300% / 180% 0% / 0% 225% 0% Amador County 32% 0% 27% / 19% 0% / 0% 23% 0% Calaveras County 8% 0% 7% / 5% 0% / 0% 7% 0% Tuolumne County 42% 163% 34% / 25% 93% / 65% 29% 68% *Second number in “Average” columns reflects progress toward the additional chargers needed to meet visitor demand. Table 28: County Progress toward 2025 Scenario Goals. Table 27: Average Estimate Totals for PEV Charging Ports in 2025 by County ---PAGE BREAK--- 78 Central Sierra Region Figure 26: Projected Visitors to the Region through 2040 Source: California Department of Motor Vehicles, 2019 California Statewide Regional Travel Model, California Department of Transportation, 2014 EMFAC, 2017 2020 2025 2030 2035 2040 Visitors per Day 30,222 33,684 37,145 40,607 44,068 PEV 544 839 1,412 1,900 2,292 PHEV 260 401 675 908 1,095 BEV 284 438 737 992 1,196 Table 29: Regional Visitor Projections through 2040 (per day) Source: California Department of Motor Vehicles, 2019 California Statewide Regional Travel Model, California Department of Transportation, 2014 EMFAC, 2017 ---PAGE BREAK--- 79 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK--- 80 Central Sierra Region ---PAGE BREAK--- 81 Draft Zero Emission Vehicle Readiness Plan RECOMMENDATIONS Bear Valley Lodge, Bear Valley CA ---PAGE BREAK--- 82 Central Sierra Region Destination Siting Tourism & Recreation Tourist and recreation destinations within the Region are also prime examples of charging infrastructure opportunities since they draw large numbers of regional visitors who generally stay at the destination for extended periods of time. Schools Schools are good locations for charging infrastructure for both public charging and workplace charging and include fleet transition opportunities for school bus fleets. Airports Airports in the Region may provide opportunities for longer dwell times and are destinations for visitors and residents alike. Lakes Parking lots at regional lakes offer opportunities for destination and corridor charging along the highway network. Source: Center for Sustainable Energy, 2018 Figure 27: Tourism & Recreation ---PAGE BREAK--- 83 Draft Zero Emission Vehicle Readiness Plan Source: Center for Sustainable Energy, 2018 Figure 28: Schools Figure 29: Airports Source: Center for Sustainable Energy, 2018 ---PAGE BREAK--- 84 Central Sierra Region YARTS Stops & State Park Entrances Opportunities for charging infrastructure also exist along YARTS stops and at State Park entrances. Visitors to the Region utilize the YARTS system to visit Yosemite and surrounding destinations and provide opportunities for EVCS at park and ride locations. Stops along the Sonora – Highway 120 YARTS route are also potential opportunities for EVCS in the Region. These include the following 12 stops listed in Table 30. Stop Sonora to Yosemite National Park Stops 1 Black Oak Hotel and Resort 2 Sonora Best Western 3 Inns of California/Downtown Sonora 4 Rocca Park/ Jamestown Main Street 5 Mary Laveroni Park 6 Yosemite Pines RV Park 7 Buck Meadows Restaurant 8 Yosemite Lakes Campgrounds 9 Rush Creek Lodge 10 Big Oak Flat/ Park Entrance Gate 11 Crane Flat Gas Station 12 Yosemite Valley Visitor Center Table 30: Stops on The Sonora – Highway 120 Route Source: Yosemite Area Regional Transportation System, 2018 Figure 30: Lakes and Lake Parking Source: Center for Sustainable Energy, 2018 ---PAGE BREAK--- 85 Draft Zero Emission Vehicle Readiness Plan Source: The Fresno Bee, 2018 Regional Destination Siting Districts The plan recommends that charging be included in commercial and residential planning through parking lots, garages, and on-street parking. As a regional tourist destination that attracts PEV drivers from across the state, regional districts are well positioned to provide charging infrastructure to visitors and residents alike. The planning team identified the following areas within each City or Census Designated Place as districts for further analysis. These include the following areas within each of the following Cities and CDPs: • Alpine: Markleeville • Amador: Amador City, Ione, Jackson, Sutter Creek • Calaveras: Angels Camp • Tuolumne: Sonora These areas are significant in the Region for implementing EV infrastructure for one or more of the following factors: size, Regional historic district, proximity to major travel corridors, Main Street designation, and parking infrastructure. The following maps identify the districts while the subsequent tables identify the parking lots within each district. ---PAGE BREAK--- 86 Central Sierra Region Figure 31: Amador City District, Amador Source: Center for Sustainable Energy, 2018 Amador City District Number Site Name 1 Downtown Amador City Parking 2 Jensen's Antiques 3 Andrae's Bakery 4 Keystone Mine Parking 5 Imperial Hotel parking ---PAGE BREAK--- 87 Draft Zero Emission Vehicle Readiness Plan Figure 32: Angels Camp District, Calaveras Source: Center for Sustainable Energy, 2018 Angels Camp District Number Site Name 6 Calaveras Visitors Bureau 7 Downtown Angels Camp Public Parking 8 Angels Camp Public Parking 9 Village Realty Parking 10 Public parking ---PAGE BREAK--- 88 Central Sierra Region Figure 33: Columbia District, Tuolumne Source: Center for Sustainable Energy, 2018 Columbia District Number Parking Spaces 11 Columbia Elementary 12 Public parking 13 City Hotel Parking 14 Public parking 15 Public parking 16 Public parking 17 Columbia Inn parking 18 Columbia Historic Schoolhouse Parking 19 Columbia College Parking 20 Carkeet Community Park/Columbia College Parking 21 Columbia College Parking ---PAGE BREAK--- 89 Draft Zero Emission Vehicle Readiness Plan Figure 34: East Sonora District, Tuolumne Source: Center for Sustainable Energy, 2018 East Sonora District Number Parking Spaces 22 Best Western Plus Sonora Oaks 23 Sonora East Shopping Center 24 Aladdin Inn/My Garden Cafe 25 USFS Regional Office 26 Job Connection Tuolumne 27 Junction Shopping Center 28 Sonora Sports and Fitness 29 Granite Hill Plaza 30 The Peppery Restaurant Number Parking Spaces 31 Tuolumne County Public Health/ Social Services 32 Sonora Plaza Shopping Center 33 Indian Rock Center 34 Sierra Plaza Shopping Center 35 Oak Valley Community Bank 36 Standard Center Shopping Center 37 Sonora Medical Complex ---PAGE BREAK--- 90 Central Sierra Region Figure 35: Groveland District, Tuolumne Source: Center for Sustainable Energy, 2018 Groveland District Number Site Description 38 Groveland Library/Laveroni Community Park 39 Public parking with Supercharger 40 USPS Parking 41 Yosemite Hwy 120 Chamber of Commerce 42 USPS Parking and Subway 43 PML Hardware 44 Groveland Pharmacy 45 Our Lady of Mt Carmel Church ---PAGE BREAK--- 91 Draft Zero Emission Vehicle Readiness Plan Figure 36: Ione District, Amador Source: Center for Sustainable Energy, 2018 Ione District Number Site Description 46 Police Station/Shopping parking 47 Ione Police Department 48 Ione Cafe parking 49 USPS/Corner Cafe and Bistro 50 Pizza Factory/Wine a Little 51 The Edge Strength and Training 52 Unmarked public angle-in parking 53 Ione Fire Station parking lot 54 Cornerstone Church of Ione Parking ---PAGE BREAK--- 92 Central Sierra Region Figure 37: Jackson District, Amador Source: Center for Sustainable Energy, 2018 Jackson District Number Site Description 55 Kennedy Flat Storage 56 Western Land Title Co. Building 57 Foothill Conservancy 58 Sutter Health Medical Foundation Parking 59 Public Angle-In Parking (3 hour) 60 Public parking (angle-in) 61 Public parking (terrace) 62 Hein and Co. Bookstore Parking 63 Ledger Dispatch 64 Jackson City Offices/Police Dept. Number Site Description 65 Wells Fargo Lot 66 National Hotel parking 67 Crucible Jewelry 68 El Dorado Savings Bank Parking Lot 69 El Dorado Savings Parking Lot 70 Public parking (4 hour) 71 Public Park-and-Ride Parking 72 Public parking (3 hour) 73 Public parking ---PAGE BREAK--- 93 Draft Zero Emission Vehicle Readiness Plan Figure 38: Jamestown District, Tuolumne Source: Center for Sustainable Energy, 2018 Jamestown District Number Parking Spaces 74 Jamestown Historic Jail Parking 75 Downtown Jamestown public parking 76 National Hotel/Jamestown Hotel 77 Jamestown Railtown Hotel 78 USPS Parking 79 Railtown Parking 80 Public parking 81 Railtown Parking 82 Mathiesen Memorial Health Clinic 83 Mall Center Parking 84 Public parking 85 Country Inn Sonora parking ---PAGE BREAK--- 94 Central Sierra Region Figure 39: Markleeville District, Alpine Source: Center for Sustainable Energy, 2018 Markleeville District Number Parking Spaces 86 Alpine County Administrative Bldg. 87 Markleeville General Store 88 Alpine County Library 89 Alpine County Museum 90 Creekside Lodge Parking 91 Hot Springs Trailhead 92 Hot Springs Trailhead Overflow ---PAGE BREAK--- 95 Draft Zero Emission Vehicle Readiness Plan Figure 40: District, Calaveras Source: Center for Sustainable Energy, 2018 District Number Parking Spaces 93 Victoria Inn Parking 94 Hotel Parking 95 Black Sheep Winery Parking 96 Taylor Plaza Parking 97 Sierra Hills Center Parking 98 Feeney Park Parking 99 Inn 100 Suites 101 Library 102 Public Parking ---PAGE BREAK--- 96 Central Sierra Region Figure 41: Plymouth District, Amador Source: Center for Sustainable Energy, 2018 Plymouth District Number Site Name 103 USPS Parking 104 Main St. Park Paved lot 105 Main St. Park 106 Rest Hotel Parking 107 Local Boutique Parking 108 Plymouth Library/Main St. Park ---PAGE BREAK--- 97 Draft Zero Emission Vehicle Readiness Plan Figure 42: San Andreas District, Calaveras Source: Center for Sustainable Energy, 2018 San Andreas District Number Parking Spaces 109 Quinones Community Park 110 San Andreas Library Parking 111 Calaveras County Sheriff's Office Parking 112 Mountain Oaks School 113 Calaveras County Health and Human Services 114 Avalon Training Center Parking 115 Mark Twain Hospital Foundation Parking 116 Calaveras County Public Health Parking 117 Mark Twain Medical Center 118 Calaveras County Parking C Number Parking Spaces 119 Calaveras Senior Center 120 Calaveras County Parking B 121 Calaveras County Parking A 122 State of CA Superior Court 123 Treats True Value General Store Parking 124 San Andreas Elem. School Staff Parking 125 Calaveras Transit Yard 126 San Andreas Town Hall/Pub Parking 127 Calaveras Performing Arts Center/High School Parking 128 Calaveras High Student Parking ---PAGE BREAK--- 98 Central Sierra Region Figure 43: Sonora District, Tuolumne Source: Center for Sustainable Energy, 2018 Sonora District Number Parking Spaces 129 Fire Lounge Parking 130 Tuolumne County Veterans Hall 131 Sonora Public Parking 132 Mother Lode Answering Service 133 Public parking, closed every Sat­ urday 5A-1P 134 Public parking 135 Angle-in Public Parking 136 Public parking 137 Public Parking 138 NorCal Glass 139 Rodeway Inn parking 140 Bank of America parking 141 The Sportsman Parking 142 Sonora Police Department Number Parking Spaces 143 Public parking (3 hour) 144 Sonora Area Foundation 145 Simply Delish/Day-O Espresso 146 Sonora Down Town Plaza 147 Community Pharmacy 148 Public Parking 149 Amador Tuolumne Community Action Agency 150 Fire Department Parking 151 Woods Creek Park 152 Mother Lode Fairgrounds Parking 153 Woods Creek Park 154 City of Sonora Parking Garage 155 Sonora High School Parking 156 Tuolumne County CRA Garage ---PAGE BREAK--- 99 Draft Zero Emission Vehicle Readiness Plan Figure 44: Sutter Creek District, Amador Source: Center for Sustainable Energy, 2018 Sutter Creek District Number Parking Spaces 157 Public Parking 158 Sutter Creek Primary School 159 USPS Parking 160 Sutter Creek Church Parking 161 Sutter Creek City Hall 162 Gold Dust Pizza Sutter Creek 163 Baiocchi Wines Tasting Room ---PAGE BREAK--- 100 Central Sierra Region Figure 45: Twain Harte District, Tuolumne Source: Center for Sustainable Energy, 2018 Twain Harte District Number Site Description 164 Twain Harte Shopping Center Park­ ing 165 Twain Harte School 166 Twain Harte Carwash + Laundry 167 Twain Harte School 168 Downtown Sonora Public Parking 169 Eproson Park 170 Twain Harte Chamber of Commerce Number Site Description 171 USPS Parking 172 Wildwood Inn 173 Twain Harte Library 174 Twain Harte Lake Parking ---PAGE BREAK--- 101 Draft Zero Emission Vehicle Readiness Plan Figure 46: Valley Springs District, Calaveras Source: Center for Sustainable Energy, 2018 Valley Springs District Number Parking Spaces 175 Jenny Lind Elementary Parking 176 Foothills Drugstore Parking 177 Pizza Factory Parking 178 La Contenta Golf Club Parking 179 Jenny Lind Veterans Memorial Park 180 Valley Springs Library Parking B 181 Valley Springs Library Parking 182 Sender's Market and Village Center Parking 183 Brewgers Parking 184 Valley Oaks Shopping ---PAGE BREAK--- 102 Central Sierra Region Tourism & Recreation Siting Recommendations Destination Chargers Destination charging is beneficial to both residents of the Region and tourists alike. Visitors to the region do not have the capability to charge their PEV at home, and therefore an extensive charging network at regional destinations is both beneficial to the visitor and will encourage travel throughout the region. Destination charging is also a revenue generation and cost saving method, a good branding opportunity, and beneficial to the environment. Revenue Generation and Cost Saving: • Revenue can be collected from charging activity and potentialy through generating Low Carbon Fuel Standard credits. • Charging equipment can persuade customers to visit regularly. • Your own PEV-fleet can save money by charging on-site rather than at other locations. Good Branding Opportunity: • Hosting a charging station symbolizes your organization’s environmental values, attracting like- minded customers, new and old. Helping the Environment: • Contributes to pollution-reduction achieved by PEVs. • Indirectly improves public health by encouraging public PEV charging and, therefore, PEV-use. The following table identifies the ideal type of charging infrastructure by the hours to charge (Long or Short Stopover) and the destination type. EVCS Hours to Charge Destination Types Level 2 Long Stopover: Parked for 2-4 hours Dining Historic Attraction Lodging Parks Recreation Regional Destination Resorts Shopping Tourism Destination DC Fast Charge Short Stopover: Quick stop for 5-30 minutes Dining Highways Corridors Regional Destination Shopping Tourism Destination Table 31: EVCS Type by Destination Type ---PAGE BREAK--- 103 Draft Zero Emission Vehicle Readiness Plan Figure 47: Destinations for EVCS The following destinations have been identified throughout the region as potential locations for new or added charging infrastructure. These locations are identified as tourist or regional destinations and geographically diverse. Located along the highway network, these destinations will also encourage EV drivers to visit multiple stops along the route to their destination. ---PAGE BREAK--- 104 Central Sierra Region Table 32: Destinations for EVCS Number City/Municipality Site Description Category 1 Amador City Downtown Amador City Parking Parking 2 Amador City Jensen's Antiques Commercial 3 Amador City Andrae's Bakery Commercial 4 Amador City Keystone Mine Parking Parking 5 Amador City Imperial Hotel parking Lodging 6 Angels Camp Calaveras Visitors Bureau Public Institution 7 Angels Camp Downtown Angels Camp Public Parking Parking 8 Angels Camp Angels Camp Public Parking Parking 9 Angels Camp Village Realty Parking Commercial 10 Angels Camp Public parking Parking 11 Columbia Columbia Elementary School 12 Columbia Public parking Parking 13 Columbia City Hotel Parking Lodging 14 Columbia Public parking Parking 15 Columbia Public parking Parking 16 Columbia Public parking Parking 17 Columbia Columbia Inn parking Lodging 18 Columbia Columbia Historic Schoolhouse Parking Public Institution 19 Columbia Columbia College Parking Parking 20 Columbia Carkeet Community Park/Columbia College Parking Parking 21 Columbia Columbia College Parking Parking 22 East Sonora Best Western Plus Sonora Oaks Lodging 23 East Sonora Sonora East Shopping Center Commercial 24 East Sonora Aladdin Inn/My Garden Cafe Commercial 25 East Sonora USFS Regional Office Public Institution 26 East Sonora Job Connection Tuolumne Public Institution 27 East Sonora Junction Shopping Center Commercial 28 East Sonora Sonora Sports and Fitness Commercial 29 East Sonora Granite Hill Plaza Commercial 30 East Sonora The Peppery Restaurant Commercial 31 East Sonora Tuolumne County Public Health/Social Services Public Institution 32 East Sonora Sonora Plaza Shopping Center Commercial 33 East Sonora Indian Rock Center Commercial 34 East Sonora Sierra Plaza Shopping Center Commercial 35 East Sonora Oak Valley Community Bank Commercial 36 East Sonora Standard Center Shopping Center Commercial 37 East Sonora Sonora Medical Complex Commercial ---PAGE BREAK--- 105 Draft Zero Emission Vehicle Readiness Plan Number City/Municipality Site Description Category 38 Groveland Groveland Library/Laveroni Community Park Public Institution 39 Groveland Public parking with Supercharger Parking 40 Groveland USPS Parking Parking 41 Groveland Yosemite Hwy 120 Chamber of Com­ merce Public Institution 42 Groveland USPS Parking and Subway Parking 43 Groveland PML Hardware Commercial 44 Groveland Groveland Pharmacy Commercial 45 Groveland Our Lady of Mt Carmel Church Community Center 46 Ione Police Station/Shopping parking Public Institution 47 Ione Ione Police Department Public Institution 48 Ione Ione Cafe parking Parking 49 Ione USPS/Corner Cafe and Bistro Public Institution 50 Ione Pizza Factory/Wine a Little Commercial 51 Ione The Edge Strength and Training Commercial 52 Ione Unmarked public angle-in parking Parking 53 Ione Ione Fire Station parking lot Public Institution 54 Ione Cornerstone Church of Ione Parking Parking 55 Jackson Kennedy Flat Storage Commercial 56 Jackson Western Land Title Co. Building Commercial 57 Jackson Foothill Conservancy Commercial 58 Jackson Sutter Health Medical Foundation Park­ ing Commercial 59 Jackson Public Angle-In Parking (3 hour) Parking 60 Jackson Public parking (angle-in) Parking 61 Jackson Public parking (terrace) Parking 62 Jackson Hein and Co. Bookstore Parking Commercial 63 Jackson Ledger Dispatch Commercial 64 Jackson Jackson City Offices/Police Dept. Public Institution 65 Jackson Wells Fargo Lot Commercial 66 Jackson National Hotel parking Lodging 67 Jackson Crucible Jewelry/Luka's Restaurant Commercial 68 Jackson El Dorado Savings Bank Parking Lot Commercial 69 Jackson El Dorado Savings Parking Lot (second­ ary) Commercial 70 Jackson Public parking (4 hour) Parking 71 Jackson Public Park-and-Ride Parking Parking 72 Jackson Public parking (3 hour) Parking ---PAGE BREAK--- 106 Central Sierra Region Number City/Municipality Site Description Category 73 Jackson Public parking Parking 74 Jamestown Jamestown Historic Jail Parking Commercial 75 Jamestown Downtown Jamestown public parking Parking 76 Jamestown National Hotel/Jamestown Hotel Lodging 77 Jamestown Jamestown Railtown Hotel Lodging 78 Jamestown USPS Parking Public Institution 79 Jamestown Railtown Parking Public Institution 80 Jamestown Public parking Parking 81 Jamestown Railtown Parking Public Institution 82 Jamestown Mathiesen Memorial Health Clinic Commercial 83 Jamestown Mall Center Parking Commercial 84 Jamestown Public parking Parking 85 Jamestown Country Inn Sonora parking Lodging 86 Markleeville Alpine County Administrative Bldg. Parking 87 Markleeville Markleeville General Store Commercial 88 Markleeville Alpine County Library Public Institution 89 Markleeville Alpine County Museum Public Institution 90 Markleeville Creekside Lodge Parking Lodging 91 Markleeville Hot Springs Trailhead Public Institution 92 Markleeville Hot Springs Trailhead Overflow Public Institution 93 Victoria Inn Parking Lodging 94 Hotel Parking Lodging 95 Black Sheep Winery Parking Commercial 96 Taylor Plaza Parking Commercial 97 Sierra Hills Center Parking Commercial 98 Feeney Park Parking Public Institution 99 Inn Lodging 100 Suites Lodging 101 Library Public Institution 102 Public Parking Parking 103 Plymouth USPS Parking Public Institution 104 Plymouth Main St. Park Paved lot Parking 105 Plymouth Main St. Park Public Institution 106 Plymouth Rest Hotel Parking Lodging 107 Plymouth Local Boutique Parking Commercial 108 Plymouth Plymouth Library/Main St. Park Public Institution 109 San Andreas Quinones Community Park Public Institution 110 San Andreas San Andreas Library Parking Public Institution 111 San Andreas Calaveras County Sheriff's Office Parking Public Institution 112 San Andreas Mountain Oaks School School ---PAGE BREAK--- 107 Draft Zero Emission Vehicle Readiness Plan Number City/Municipality Site Description Category 113 San Andreas Calaveras County Health and Human Services Commercial 114 San Andreas Avalon Training Center Parking Commercial 116 San Andreas Calaveras County Public Health Park­ ing Commercial 117 San Andreas Mark Twain Medical Center Commercial 118 San Andreas Calaveras County Parking C Parking 119 San Andreas Calaveras Senior Center Public Institution 120 San Andreas Calaveras County Parking B Parking 121 San Andreas Calaveras County Parking A Parking 122 San Andreas State of CA Superior Court Public Institution 123 San Andreas Treats True Value General Store Parking Commercial 124 San Andreas San Andreas Elem. School Staff Park­ ing School 125 San Andreas Calaveras Transit Yard Public Institution 126 San Andreas San Andreas Town Hall/Pub Parking Public Institution 127 San Andreas Calaveras Performing Arts Center/High School Parking School 128 San Andreas Calaveras High Student Parking School 129 Sonora Fire Lounge Parking Commercial 130 Sonora Tuolumne County Veterans Hall Public Institution 131 Sonora Sonora Public Parking Parking 132 Sonora Mother Lode Answering Service Commercial 133 Sonora Public parking, closed every Saturday 5A-1P Parking 134 Sonora Public parking Parking 135 Sonora Angle-in Public Parking Parking 136 Sonora Public parking Parking 137 Sonora Public Parking Parking 138 Sonora NorCal Glass Commercial 139 Sonora Rodeway Inn parking Parking 140 Sonora Bank of America parking Parking 141 Sonora The Sportsman Parking Parking 142 Sonora Sonora Police Department Public Institution 143 Sonora Public parking (3 hour) Parking 144 Sonora Sonora Area Foundation only Public Institution 145 Sonora Simply Delish/Day-O Espresso Commercial 146 Sonora Sonora Down Town Plaza Commercial 147 Sonora Community Pharmacy Commercial 148 Sonora Public parking Parking ---PAGE BREAK--- 108 Central Sierra Region Number City/Municipality Site Description Category 149 Sonora Amador-Tuolumne Community Action Agency Public Institution 150 Sonora Fire department parking Public Institution 151 Sonora Woods Creek Park Public Institution 152 Sonora Mother Lode Fairgrounds Parking Public Institution 153 Sonora Woods Creek Park Public Institution 154 Sonora City of Sonora Parking Garage Parking 155 Sonora Sonora High School Parking School 156 Sonora Tuolumne County CRA Garage Parking 157 Sutter Creek Public Parking Parking 158 Sutter Creek Sutter Creek Primary School School 159 Sutter Creek USPS Parking Public Institution 160 Sutter Creek Sutter Creek Church Parking Public Institution 161 Sutter Creek Sutter Creek City Hall Public Institution 162 Sutter Creek Gold Dust Pizza Sutter Creek Commercial 163 Sutter Creek Baiocchi Wines Tasting Room Commercial 164 Twain Harte Twain Harte Shopping Center Parking Commercial 165 Twain Harte Twain Harte School School 166 Twain Harte Twain Harte Carwash + Laundry Commercial 167 Twain Harte Twain Harte School School 168 Twain Harte Downtown Sonora Public Parking Parking 169 Twain Harte Eproson Park Public Institution 170 Twain Harte Twain Harte Chamber of Commerce Public Institution 171 Twain Harte USPS Parking Public Institution 172 Twain Harte Wildwood Inn Lodging 173 Twain Harte Twain Hart Library Public Institution 174 Twain Harte Twain Harte Lake Parking Parking 175 Valley Springs Jenny Lind Elementary Parking School 176 Valley Springs Foothills Drugstore Parking Commercial 177 Valley Springs Pizza Factory Parking Commercial 178 Valley Springs La Contenta Golf Club Parking Commercial 179 Valley Springs Jenny Lind Veterans Memorial Park Public Institution 180 Valley Springs Valley Springs Library Parking B Parking 181 Valley Springs Valley Springs Library Parking Parking 182 Valley Springs Sender's Market and Village Center Parking Commercial 183 Valley Springs Brewgers Parking Commercial 184 Valley Springs Valley Oaks Shopping Commercial ---PAGE BREAK--- 109 Draft Zero Emission Vehicle Readiness Plan Lodging The following regional resorts and lodges provide the opportunity for new or increased charging infrastructure at their locations. These sites were chosen due to the highest amount of online activity from visitors as well as their geographic distribution. Lodging Location Alpine Kirkwood Mountain Resort* Kirkwood Sorensen's Resort* Hope Valley Skyline Bear Valley* Bear Valley Creekside Lodge Markleeville Woodfords Inn Markleeville Amador Best Western Amador Inn Jackson Jackson Rancheria Casino-Resort Jackson Grey Gables Inn Sutter Creek Shenandoah Inn Plymouth Lake Amador Resort Ione Calaveras Best Western Cedar Inn and Suites Angels Camp Travelodge Angels Camp WorldMark Resort Angels Camp Mountain Retreat Resort Arnold Suites Victoria Inn* Inn Hotel Leger Mokelumne Hill Tuolumne Pinecrest Lake Resort Pinecrest Long Barn Lodge Long Barn Pinecrest Chalet Pinecrest Camp Mather Groveland Kennedy Meadows Resort Sonora Table 33: Recommendations for Charging at Regional Resorts and Lodging *Has existing charging ---PAGE BREAK--- 110 Central Sierra Region Transportation Demand The following section identifies ideal locations for DCFC infrastructure. The map below identifies the highly traversed highway corridors throughout the Region. The table on the next page identifies potential charging locations spaced approximately every 20 miles along the highway network. This does not identify the number of chargers recommended at each location, but would recommend increased chargers based on corridor demand and utilization over time. Installation of can be phased in as data report high utilization of the infrastructure. Figure 48: State Highway Network ---PAGE BREAK--- 111 Draft Zero Emission Vehicle Readiness Plan Corridor Charging Highway corridors represent the primary conduit for interregional charging and past CEC funding opportunities through the state have funded fast charging along highway corridors with locations every 20 miles. This provides range assurance for drivers traveling along these highway routes since the spacing ensures that electric vehicle drivers with different range capabilities will have multiple chances to stop to charge. Table 34 identifies the closest location for EVCS at these recommended points. Traffic counts and other information can also inform which routes are higher priorities. Figure 46 displays a hypothetical DC fast charger location placed approximately every 20 miles along the primary state routes in the Region. Number Location Spaces 1 Alpine County Chamber of Commerce 15 2 Sorensen's Resort 15 3 Ham’s Station 15 4 Bear Valley General Store 15 5 Bear Valley Parking Lot C 70 6 Tuolumne County Fire Station - Chinese Camp 10 7 Strawberry Store 30 8 Pinecrest Lake 50 9 Long Barn Lodge 35 10 Ebbetts Pass Visitors Center 4 11 Big Trees Market 50 12 Arnold Plaza Shopping 30 13/14 Angels Camp Public Parking 38 15 Jamestown Public Parking 35 16 Buck Meadows Lodge and Restaurant 30 17 Don Pedro Lake Parking 60 18 Pine Grove Village 37 19 Sandy Gulch Baseball Park 10 20 Cozy Cabin Cafe 10 21 Mokelumne Hill Station 20 22 Ione Public Parking 26 23 The Terrace Plaza 50 Table 34: Locations Near DCFC Siting Every 20 Miles ---PAGE BREAK--- 112 Central Sierra Region Source: Center for Sustainable Energy, 2018 Figure 49: DCFC Siting Every 20 Miles ---PAGE BREAK--- 113 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK--- 114 Central Sierra Region ---PAGE BREAK--- 115 Draft Zero Emission Vehicle Readiness Plan IMPLEMENTATION Adventist Healthcare, Sonora, CA ---PAGE BREAK--- 116 Central Sierra Region Recommendations Along with the deployment of Plan Toolkits and Guidebooks, the following are recommendations to support the implementation of the Plan and development of electric vehicle infrastructure throughout the Region. Create and Maintain a Regional EVI Collaborative The Region has numerous stakeholder groups, each with specific challenges, opportunities, and EV adoption profiles. Creating and sustaining a regional network of stakeholders that can share best practices, collaborate on deployment, and increase their buying/negotiation power would help strengthen regional EVI adoption and deployment. The regional transportation planning agency (RTPA) should create a regional EVI collaborative to facilitate deployment and encourage inter- and intra-County engagement. Integrate Plan into Local Planning Regional local governments, employers, CBOs and other stakeholders that develop strategic plans should integrate Plan goals, actions, and metrics into relevant documents and internal policies. The actions recommended here and provided in concept-specific toolkits provide the framework for stakeholders to navigate and participate in EVI deployment. Utilize and Promote Funding Opportunities (Grants, Incentives, and LCFS) The cost to deploy EVI is a critical factor that every stakeholder evaluates as part of the decision- making process. Identifying and securing funding opportunities can reduce capital investment costs and/or improve return on investment. Many federal, state, local and utility-subsidized programs are available. Regional and municipal partners should consider funding and hosting workshops and outreach events to promote available funding programs to regional stakeholder groups. Blueprint Tracking & Reporting RTPA members should utilize the CSZEV Plan website to function as a repository for all plan and Outreach resources, future EVI resources, and to track regional progress on EVCS deployment activities and the Region’s progress towards the 2025 goals. Prioritize Investments in DCFC at 20-mile radius High-power public charging can mitigate two primary concerns potential EV drivers have: range anxiety and time to charge when traveling. Increasing the availability of is a recommended pathway for improving BEV utility and accelerating market adoption. sited on major travel corridors facilitate inter-county travel and extend the range of intra-county drivers, which increases annual eVMT miles driven. Utilizing a 20-mile charging radius, an additional 22+ DCFC stations are recommended in the Region to provide adequate range coverage to facilitate all inter/intra-county travel by PHEV/BEVs. ---PAGE BREAK--- 117 Draft Zero Emission Vehicle Readiness Plan Regional EVI Expert & Technical Advisory Program To help decision-makers with EVI deployment, Regional partners should create an EVI expert & technical advisory program. The program would offer services of a regional EV Expert for direct assistance to regional stakeholders public agencies, workplaces, apartments and HOAs) through outreach, education and workshops; services would be provided at no cost to the recipient. San Diego Association of Governments (SANDAG) created a similar grant program as part of PEV readiness implementation and to date has conducted over 150 unique consultations providing guidance for EVCS installations. Small Transit Agency ZEB Planning Small transit agencies must develop a rollout plan to transition to 100% zero-emission bus fleets by 2040. Small transit agencies must have the rollout plan submitted to CARB in 2023. Engage the Business Community Based on results of the business survey, Regional businesses have interest in siting EVI. Many businesses in the Region rely on tourism and business travelers so planning for increased EV adoption in adjacent Regions is warranted. TCTC should use the Outreach Plan, toolkits, and existing communication channels/assets to deploy this Plan and relay the value of investing in EVI. Prioritize Investing in Public and Destination Level 2 EVI Siting Level 2 charging infrastructure at public locations is recommended because there is likely existing infrastructure that can be leveraged to reduce the amount of upfront capital investment needed. Public sites are typically located near businesses, downtowns, or near areas of interest which should ensure high utilization. Public sites offer access for many EV drivers to charge, and because they are typically sited throughout the Region, they will increase the overall charging potential for the Region. Destinations in the Region (e.g. casinos, hotels, restaurants, wineries, ski mountains, parks) are heavily used by residents and visitors. These destinations are ideal for Level 2 charging because drivers typically will have a long dwell time (over 1 hour) and could be onsite over four hours or overnight. There is a compelling business case for certain businesses located at/near a Destination to install EVI infrastructure as an added ammenity and to support evolving driver/customer needs. ---PAGE BREAK--- 118 Central Sierra Region EVCS Costs, Funding, & Incentives Cost Guidance Installation Costs Basic charging infrastructure costs include hardware, permitting, and installation. Total costs vary by charging level, site characteristics, and equipment features. In workplace charging, fleet charging, and opportunity charging, there may be significant costs for trenching, concrete, and provision for ADA-accessibility. Level 1 Level 2 DC Fast Charge Low High Low High Low High Hardware $300 $1,500 $400 $6,500 $10,000 $40,000 Permitting $100 $500 $100 $1,000 $500 $1,000 Installation $3,000 $600 $12,700 $8,500 $51,000 Total $400 $5,000 $1,100 $20,200 $19,000 $92,200 Table 35: Approximate Costs for Non-Residential Single-Port EVCS * Assumes site host is offering an outlet for PEV users to plug into for charging Source: DOE, 2015 Cost Element Cost Conduit $1.50-$2.50/ft Trenching $25-$100/ft Concrete Patch $14-$15/sq.ft Asphalt Patch $10-$11/sq.ft Table 36: Specific Installation Cost Considerations Source: SANDAG, 2016 The values presented in Table 35 are based on the first charge port at each location. The marginal cost of the next charger installation for each level of charging infrastructure is lower. The charging equipment hardware is the only cost element that does decrease with greater number of installations. This is particularly relevant because the hardware represents a small fraction of the overall cost for Level 1 and Level 2 equipment. Even for DC Fast Charging equipment, there is potentially significant savings with more locations, with about 25-60 percent of the installed cost represented by the hardware. Factors that affect the cost of electric vehicle charging infrastructure include: • Type of mounting: Charging hardware is available as a wall-mounted or pedestal- mounted unit. Pedestal-mounted units typically cost $500-$700 more than wall-mounted due to material, manufacturing, and install construction costs. • Technological features: The simplest units (non-networked) provide a charging port and electricity, but many amenities and features can be included in hardware and subscriptions such as data collection, usage monitoring, user communication, and billing options. • Location: The further away the charging station is from the electrical panel, the more it costs to ---PAGE BREAK--- 119 Draft Zero Emission Vehicle Readiness Plan install, as it becomes necessary to trench or bore long distances to lay electrical supply conduit from electrical panel to the charging location. A 2013 Electric Power Research Institute (EPRI) study found that Level 2 sites that required special work such as trenching or boring were about 25 percent more costly than sites that did not need such work. • Electrical needs: In most cases, charging stations need a dedicated circuit for each EVCS unit on the electrical panel, sufficient electrical capacity from the utility connection the electrical panel, and sufficient electrical capacity at the panel. If the selected site does not meet these three key electrical needs, then panel upgrades are required. The most common electrical upgrade for a Level 2 EV charging station is a re-organization of the panel to create space for a 40-amp circuit. More significant electrical work, such as a transformer upgrade, is more expensive. Additional Costs Network Fees If a charging station has the ability to connect to a monitoring network, the station’s operator will need to cover the cost of maintaining the cellular or internet network connection, as well as the network’s technical support. These fees typically also provide for 24/7 customer service through the network provider, though each operator should consult with their network operator to ensure this is the case. The US Department of Energy (2015) estimates that these network fees can range from $100-$900 annually, depending on the particular station and connection type. Credit Card Reader To equip each of EVCS stations with a credit card reader carries an additional cost of approximately $5,000, though this will vary based on installation location, connection type, and network provider. This expense may be offset by the increased convenience and accessibility offered by a simplified charging experience, as the payment transaction is typically handled within the unit itself and no network account is required to utilize the chargers. Operation and Maintenance Ownership There are three types of EVCS ownership and management. First, it can be owned, operated and maintained by the property owner. This includes EVCS installed at a private residence, private business or a multi-unit housing development. Secondly, it can be owned by the EVCS manufacturer and service provider. In this case, management is normally performed by a charging site host or other third party. The EVCS provider compensates the site host or third party for use but maintains responsibility for equipment operations and maintenance. Lastly, EVCS can be owned by a public agency or property manager. In this case, EVCS is managed by a site host or other third party. The host or third party determines fees and receives all revenue but must pay for equipment operations and maintenance. Some charging infrastructure business models provide charging at no cost to the driver. Other business models charge access fees which generate revenue through the subscription method or pay-per-use (discussed in more detail below) and are expected to be imposed at most publicly available charging sites. In cases where the charging station provider owns the charging station, and therefore its revenue, two methods of dividing revenue are commonly used: the station provider may offer a percentage split with the host based upon negotiated terms with the charging station provider to encourage the host ---PAGE BREAK--- 120 Central Sierra Region to maximize the utilization of the equipment, or may provide a fixed rate to the host to compensate for the costs associated with hosting the charging infrastructure and/or the use of the parking space. The balance of any revenue would be retained by the charging station provider. Fees Charging station owners often contract with electric vehicle service providers (EVSP) or third-party operators who install, operate, and set the fees on charging equipment. However, if owners have the ability to set fees—either explicitly or implicitly through their choice of operator—goals may conflict. Owners often need to recoup the costs of installing, maintaining, and operating chargers, and may also wish to price vehicle charging to encourage turnover so chargers are available to more drivers. On the other hand, pricing vehicle charging so driving an electric vehicle is cheaper on a per-mile basis than a gasoline-powered vehicle creates an incentive for people to purchase electric vehicles or charge plug-in hybrids and use electricity instead of gasoline. Lower charging costs at commercial centers can also create incentives for drivers to shop at those locations. • Fixed fee: Each charging connection has a set cost, regardless of energy use or length of charging time. For example, the fixed fee may be assessed by an employer at a workplace or when charging is provided as part of a parking lot fee. It may be expected that the driver will be parked for a significant period in this location. • Fixed rate: Fees may be charged per hour or other intervals r AC Level 2 charging and a per minute basis for DC fast charging. This rate is useful if high utilization and turnover of vehicles is desired. • Pay per energy consumed: Fees are based on the cost of electricity to the host and they require measuring the energy delivered. A multiplier on this cost may be applied to recover other operational costs. • Subscription: A fixed rate may be charged to the driver on a basis for an unlimited number of connections or time connected at publicly available EVCS. Discounts on the fixed rate may be provided by membership When charging fees for usage, vehicles are less likely to remain parked after their charge is complete and other drivers are drawn to spaces that they know are more likely to be available. Over the long term, infrastructure owners should pilot innovative agreements with utilities to make charging cost- competitive with the price of gasoline. For the short term, infrastructure owners may need to establish higher fees to recuperate costs and encourage high levels of use. Various regional infrastructure owners should consider adopting the same fee schedules, particularly in high-demand locations, to create consistency throughout the region. Local governments looking to adopt a PEV charging fee may want to conduct a study to demonstrate the fee is necessary to cover costs and/or create a revenue-sharing agreement with private infrastructure operators. Charging Time Limit Time limits can help ensure turnover at chargers so they are available to more drivers. When setting time limits, charging station owners should consider how much time will be necessary to provide vehicles sufficient charge at a given location will likely need. For instance, in some downtowns, time limits apply mostly in commercial areas, as the trips that drivers take to these areas—for shopping, eating out, or socializing—tend to be relatively short. Most drivers traveling from home to the commercial center should be able to recharge from their trips in under two hours. Drivers running a series of errands over a larger area may need a more significant charge time. ---PAGE BREAK--- 121 Draft Zero Emission Vehicle Readiness Plan Consistency with time limits for regular parking may also influence time limits on charging. Having longer time limits at charging spaces than at regular parking spaces may enable more EV drivers to achieve a significant charge and create incentives for PEV ownership, but it can also make enforcement challenging. Enforcement The California Vehicle Code (CVC Section 2251) allows the owner of a space to remove a vehicle if it occupies that space in violation of posted regulations, including signs designating spaces for charging vehicles or time limits. For signs to be enforceable, governments must specify time limits, penalties, hours and other restrictions, and provide the necessary definitions. For example, the City of Sacramento posts a time limit of four hours for continuous charging in a parking space. Enforcement is key to making sure chargers are available for drivers who need them, but it can be challenging, potentially requiring increased funding for parking agents. The City of Los Angeles has adopted municipal code changes to enforce EV only charging. Instead of devoting resources to effective enforcement of time limits, it may be more effective to charge fees that escalate steeply after a certain time to encourage turnover at stations. Maintenance Normally there are relatively few EVCS maintenance requirements. The charging cord should be stored securely so it is not damaged, and the accessible EVCS parts should be checked periodically for wear or vandalism. The system should be kept clean using a damp cloth and detergent to wipe surfaces. A qualified electrician should conduct periodic inspections, testing, and preventative maintenance. Annual maintenance costs range from $25 to $50 per EVCS unit. Manufacturers also provide extended warranties to help reduce long-term maintenance and repair costs. Warranties may also be available for the labor. Level 1 and 2 EVCS have an expected useful life of approximately ten years. See the EVCS manufacturer’s guidelines for specific requirements. The Plug-In Electric Vehicle (PEV) Handbook for Public Charging Station Hosts offers details on maintenance requirements (US DOE Clean Cities Technical Response). For Level 1 EVCS, the commercial grade electrical outlet may need to be replaced periodically. This should cost no more than $100 for equipment and professional installation. Level 2 EVCS are modular and components can be replaced, if necessary, without installing a whole new unit. Networked EVCS with communications systems for data or payment may need more frequent maintenance that a local electrician should be able to perform. Technical troubleshooting may be covered in network subscription fees. DC fast charging units require more maintenance due to cooling systems, filters, and other components not found in Level 1 and 2 chargers. The chosen warranty and service plan should reflect expected usage and site-specific needs. Some charging station hosts purchase, install and operate stations themselves. They receive all revenue from the unit and can contract regular maintenance to a third party. In other ownership models, a third party pays for station equipment, installation and maintenance costs, and manages logistics in return for lease payments or a share of the station’s revenue. This model minimizes a host’s upfront costs and administrative responsibilities. ---PAGE BREAK--- 122 Central Sierra Region Funding & Incentives EV charging stations face a variety of installation and operation costs that inhibit the development of a diverse EVCS network. Most single-family homes are equipped with the 110/120 volt outlets that can be used for Level 1 charging, but relying exclusively on Level 1 charging isn’t feasible for most EV drivers. MUD, workplaces, and public spaces have the potential for electrical and physical barriers lack of make-ready infrastructure, billing complexities, distance to/from building) that can increase the cost to install all types of charging Level I, Level II, DCFC). One method to reduce installation costs and burdens is to offer incentives and funding programs that help pay for the installation of EV charging. After determining suitable areas for potential EV charging investments, many PEV plans and assessments provide resources for stakeholders to begin targeting sites within these areas. These resources discuss solutions to EV charging barriers like installation and operation costs, station utilization strategies, and financial incentives that could minimize associated costs. Local Funding Opportunities Pacific Gas & Electric (PG&E) PG&E administers three funding programs for electric vehicle infrastructure. These programs include the FleetReady Program, Fast Charge Program, and EV Charge Network Program. • EV Fleet Program – Starting in May 2019, PG&E received $236 million in eligible funds from the California Public Utilities Commission (CPUC) for infrastructure supporting fleet vehicle charging. PG&E is working with fleet managers that request funding across Northern and Central California to install EVCS at 700 sites (EV Fleet Program, 2019) • Fast Charge Program – Starting in Summer 2019, PG&E will fund and build infrastructure for public including 25% located within DACs. Furthermore, PG&E will offer rebates for customers in DACs who wish to purchase (CPUC Approves New PG&E Projects to Help Accelerate Electric Vehicle Adoption in California, 2018). • EV Charge Network Program - Starting in 2016, the CPUC approved the PG&E EV Charge Network Program to install 7,500 Level 2 EVCS at MUDs and workplaces. Within the service territory, PG&E will install the infrastructure at qualified locations with at least ten parking spaces available for charging (About the Program, 2018). Carl Moyer Program The Carl Moyer Memorial Air Quality Standards Attainment Program (Moyer Program) was implemented in 1998. The current program is authorized under Senate Bill 513 (SB 513). SB 513 provides funding for infrastructure projects such as alternative fueling stations for on-road and off-road vehicles and equipment (California Air Resources Board, 2017). Moyer Program project types include: • Replacement: replacing a vehicle with a newer, lower-polluting or zero-emission vehicle. • Repower: replacing a vehicle’s motor with a newer, lower-polluting or zero-emission unit, • Retrofit: replacing equipment on a vehicle’s motor in order to reduce the motor’s emissions. • Vehicle Retirement: removing a vehicle from service • Infrastructure: constructing fueling or charging infrastructure ---PAGE BREAK--- 123 Draft Zero Emission Vehicle Readiness Plan The Program applies to on-road and off-road heavy-duty vehicles including school buses, heavy-duty trucks and buses, transit fleet vehicles, drayage trucks, solid waste vehicles, public agency/utility vehicles, and emergency vehicles. The Moyer Program is implemented through local air districts and funding amounts vary. For example, the cap for a School Bus Zero-Emission Replacement is $400,000 through the State Funding Caps for Moyer School Bus Projects. State Funding Opportunities Alternative and Renewable Fuels and Vehicle Technology Program The a California Energy Commission program established under AB 118, provides annual investments for advanced transportation and fuel technologies Overview, 2018), including EVCS. Available funding for the 2018-2019 investment cycle reached a total of $134.5 million, more than the average annual investment of $100 million. According to the 2018-2019 Investment Plan Update for the Alternative and Renewable Fuel and Vehicle Technology Program, policy goals for the investment include GHG Reduction, Petroleum Reduction, Low-Carbon Fuel Standard, Air Quality, and ZEV Regulations (2018). funded the three projects within the Region listed in Table 37. ClipperCreek, an EVCS manufacturer, was the recipient of these funds. Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) The California Legislature appropriated funds for the Low Carbon Transportation Program, which includes $125 million specifically allocated to the Hybrid and Zero-Emission Truck and Voucher Incentive Project (California Air Resources Board, 2018). HVIP provides clean truck and bus vouchers to help fleets reduce the initial costs of converting fleets to PHEVs and ZEVs and range from $8,000 to $45,000 per vehicle. Project Address Amount Description Status ARV-10-001-271 New Melones Lake - Glory Hole 86 Glory Hole Rd., An­ gels Camp, CA 95222 (Calaveras County) $2,996.54 Update Existing EV infrastructure To SAE-J1772 Complete ARV-10-001-11 Jackson Civic Center 33 Broadway, Jackson, CA 95642 (Amador County) $2,996.54 Update Existing EV infrastructure To SAE-J1772 Complete ARV-10-001-270 New Melones Lake - Tuttletown 7591 Reynolds Ferry Rd., Sonora, CA 95370 (Tuolumne County) $2,996.54 Update Existing EV infrastructure To SAE-J1772 Complete Table 37: Funded Projects in the Region Source: Project Map, 2018 ---PAGE BREAK--- 124 Central Sierra Region Federal Funding Opportunities FAST Act - Congestion Mitigation and Air Quality Improvement (CMAQ) Program The FAST Act authorizes funding of $2.3-2.5 billion to the CMAQ program for apportionment to the states. States, local governments, and transit agencies can use these funds to invest in transportation projects that support the Clean Air Act. Projects eligible for the funds include “alternative fuel vehicles and infrastructure. A project supported with CMAQ funds must demonstrate that the project reduces emissions, is located in or benefits an EPA designated nonattainment or maintenance area and is a transportation project (23 U.S.C. 149)” (Department of Energy, 2016). According to the Environmental Protection Agency’s (EPA) Clean Air Act National Ambient Air Quality Standards, Tuolumne, Calaveras, and Amador Counties are all designated nonattainment for at least 1 NAAQS Pollutant (2018). • Tuolumne County is Designated Nonattainment for 2 NAAQS Pollutant (8-Hour Ozone 1997 & 2015) – Marginal • Calaveras County is Designated Nonattainment for 2 NAAQS Pollutants (8-Hour Ozone 2008 & 2015) – Marginal • Amador County is Designated Nonattainment for 2 NAAQS Pollutant (8-Hour Ozone 1997 & 2015) – Marginal FAST Act - Low or No Emission Vehicle Program – 5339(c) The FAST Act authorizes $55 million in funding per year through FY 2020 for capital projects involv­ ing low or zero-emission public transportation vehicles. The program may fund up to 85% of the cost, but requires a 15% non-federal cost share. The funding is apportioned to the State of California through the 5307 Urbanized Area Formula. Public information is available on the FAST Act website and FAST Act Section 5339 fact sheet (Department of Energy, 2016). Title XVII Clean Energy Loan Guarantees Loan guarantees are available through the U.S. Department of Energy for investment in alternative fuel vehicles. Loan guarantees may cover up to 100% of the eligible project cost and may include infrastructure and networking projects. More information is available on the Loan Guarantee Program website and the Alternative Fuel Infrastructure fact sheet (Department of Energy, 2016). Incentives General information on organizations that offer ZEV related funding is useful in both plans and toolkits. Understanding different incentives that can reduce the cost of EVCS installation will help reduce barriers to infrastructure deployment. The Butte County Area Governments (BCAG, 2018) developed a table of different incentive programs for EV charging and PEV purchase costs and sorted them by funder, these are shown, along with local funding opportunities, in Table 38. ---PAGE BREAK--- 125 Draft Zero Emission Vehicle Readiness Plan Programs Description Amount Eligibility Federal Programs Plug-in Electric Vehicle Tax Credit A tax credit for the purchase or lease of a new PEV, ZEV, PHEV, ZEM or NEV $2,500 - $7,500 per vehicle Individuals Fuel Cell Vehicle Tax Credit A tax credit for the purchase of a new light-duty FCEV; credits are based on vehicle weight $4,000 - $40,000 per vehicle Individuals Low Speed, 2/3 Wheel PEVs Tax Credit Tax credit for low speed and 2/3- wheel vehicles 10% of vehicle $2,500 limit Individuals Employee Corporate Incentives Private companies and organizations offering employees assistance with purchasing new ZEVs $1,000 - $5,000 per vehicle Individuals State Incentive Programs Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction Act Alternative Fuel Vehicle Refueling Property Credit A 30% tax credit is allowed for any qualified alternative fuel vehicle refueling property $1,000 - $30,000 per vehicle Individuals/Property Owners Clean Vehicle Rebate Project (CVRP) Available rebate for ZEVs, PHEVs, NEVs and ZEMs $900 - $2,500 per vehicle, with a limit of two rebates for vehicles purchased or leased after 2015 Individuals/Private Fleets/Public Fleets/ Nonprofit California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project Vouchers to help fleets reduce the initial costs of converting fleets to PHEVs and ZEVs $8,000 - $110,000 per vehicle, including buses Fleets Hybrid Off-Road Equipment Pilot Project Vouchers to integrate hybrid off-road construction vehicles into California $28,500 - $75,000 per vehicle Public/Private Fleets Air Resources Board Grant Programs Enhanced Fleet Modernization Program Voluntary retirement of passenger or cargo trucks with a vehicle weight rating of 10,000 pounds or less $500 - $1,500 per vehicle Individuals/Private Fleets Table 38: Available EVCS Funding & Incentive Programs (BCAG 2018) ---PAGE BREAK--- 126 Central Sierra Region Programs Description Amount Eligibility Good Movements Emission Reduction Program ARB working with Local Agencies to reduce air pollution and health risks associated with heavy freight movement Up to $50 million Local Agencies PLACE Program Loans for fleets that can be used for fleet modernization, e.g., retrofitting diesel engines with emission control systems $1 million Private Fleets Less Than 500 Local Programs Tuolumne County Air Pollution Control District Carl Moyer Program - Limited funding opportunities for zero- emission on-road and off-road heavy-duty vehicles as well as infrastructure $200,000 available each year; Grant amounts vary Private Companies and Local Agencies Calaveras County Air Pollution Control District Carl Moyer Program - Limited funding opportunities for zero- emission on-road and off-road heavy-duty vehicles as well as infrastructure Information not publicly available Private Companies and Local Agencies Amador Air District Carl Moyer Program - Limited funding opportunities for zero- emission on-road and off-road heavy-duty vehicles as well as infrastructure Information not publicly available Private Companies and Local Agencies Great Basin Unified Air Pollution Control District (Alpine) Carl Moyer Program - Limited funding opportunities for zero- emission on-road and off-road heavy-duty vehicles as well as infrastructure Information not publicly available Private Companies and Local Agencies ---PAGE BREAK--- 127 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK--- 128 Central Sierra Region ---PAGE BREAK--- 129 Draft Zero Emission Vehicle Readiness Plan EVCS PLANNING TOOLS ---PAGE BREAK--- 130 Central Sierra Region EVCS Deployment Planning Tools This section reviews the planning tools to assist in the deployment and implementation of electric vehicle charging infrastructure. The tools include information on utility coordination, permitting, fleet implementation, and transit. The full resources can be found in the Appendix of this document. Permitting and Codes Permitting Process for Governments A key step in the installation of PEV charging equipment is to obtain city or county permits and pass an inspection. Because regional infrastructure has been expanding rapidly, there are many opportunities to streamline permitting and inspection procedures and harmonize processes between jurisdictions. Making the permitting process easy, affordable, and less time consuming can help speed the roll out of charging infrastructure and make installations more straightforward. Permit Streamlining Considerations Jurisdictions must balance efforts to simplify permitting and inspection while maintaining quality and safety standards. The following practices can help jurisdictions increase efficiency while meeting standards and state requirements: • Prepare combined informational materials providing all guidance on the permitting and inspection processes specific for residential, multi-family dwelling, and non-residential charging equipment installations • Prepare all guidance, including a permitting and inspection checklist and application materials allowing for online submission to meet local and state requirements per AB 1236 as described on page 16. • Work with other local governments to make permitting and inspection procedures consistent between jurisdictions by using consistent guidelines and other shared standards • Consider streamlining permitting for installations in single-family residences by reducing application material requirements; for example, eliminate site plan requirements and require installer to provide manufacturer specifications and approved equipment testing certification at the time of inspection, limit to one inspection, and set a fixed fee • Work with local utilities to create a notification protocol for new charging equipment through the permitting process • Train permitting and inspection officials in EV charging equipment installation To provide permitting consistency between jurisdictions in the Region, it is also recommended that guidelines are developed for local governments on PEV charging systems for single-family and multi- family residences and commercial properties. Assembly Bill 1236: Electric Vehicle Charging Stations Recognizing the important role of permitting in the deployment of charging infrastructure, California legislators passed a law in 2015 requiring local governments to streamline the permitting process. AB 1236 required all communities under 200,000 people to adopt an ordinance that expedites the permitting process for PEV charging stations by September 30, 2017. ---PAGE BREAK--- 131 Draft Zero Emission Vehicle Readiness Plan The required ordinance must include several streamlining elements. Local governments must provide a permitting checklist for which installation projects that meet all requirements must be eligible for expedited review. Cities and Counties can use the latest version of the “Plug-In Electric Vehicle Infrastructure Permitting Checklist” from the Zero-Emission Vehicles in California: Community Readiness Guidebook published by the Governor’s Office of Planning and Research. An example checklist is also provided in Appendix E. Local jurisdictions can modify standards based on “unique climactic, geological, seismological, or topographical conditions.” In addition to developing streamlined procedures, permitting offices must provide the permitting materials on the government’s website and must allow for electronic submittal of the application materials online. ADA/California Building Code Compliance Under the California Building Code, a portion of all chargers at multi-family buildings and non-residential developments are required to be ADA-accessible. It is important to take these requirements into account when planning to install chargers because they impact the spatial needs, and potentially the cost, of installations. The first new charger constructed is required to be ADA-accessible and this is significantly wider than a typical parking space, and includes more space for adjacent access aisles. Property owners may have to sacrifice multiple standard parking spaces to build the first charging space. When EVCS are installed in public parking garages and lots, it is important to note that under CBC Chapter 11B, Divisions 2 and 8: • Installing EVCS changes the use of the space from parking to charging. • Depending on the number of EVCS to be installed, a certain number and type of accessible EV spaces needs to accompany the EVCS installation • Accessible spaces need to be on an accessible path of travel to the main entrance of the facility which the EVCS serves. ADA Requirements for Pre-Wired Charging Spaces at New Multi-Family Developments CalGreen (California Green Building Code) requires that multi-family residential developments with 17 or more parking spaces to have three percent of parking spaces, but in no case less than one space, pre-wired for a level 2 charger. One in every 25 of these spaces, with a minimum of one space, is required to have an adjacent access aisle that is eight feet wide, though this can be reduced to five feet if the parking space is over 12 feet wide. These spaces are also required to be relatively flat. ADA/California Building Code Compliance The California Building Code requires roughly one of every 15 newly-installed chargers at public locations to be ADA-accessible, as shown in Appendix E. Three design standards for ADA-accessible parking spaces are as follows: • Ambulatory parking spaces designed for people with disabilities who do not require wheelchairs, but may use other mobility aids. • Standard ADA-accessible spaces designed for people who use wheelchairs but can operate vehicles. • Van-accessible spaces for vehicles carrying people who use wheelchairs who cannot operate vehicles. ---PAGE BREAK--- 132 Central Sierra Region New Construction Guidance The state of California has created requirements for pre-wiring charging spaces in new development and using signs to indicating chargers. Appendix E summarizes these requirements as they apply to charging spaces in new development and newly constructed charging stations. Local EVCS Guidance Under California Assembly Bill 1236, cities and counties were required to enact ordinances creating an expedited, streamlined permitting process for electric vehicle charging stations by September 30, 2017. A checklist of eligibility requirements for expedited review were required to be posted online, alongside the permitting documentation. ZEV Readiness Scorecard The Governor’s Office of Business and Economic Development has established a ZEV readiness landing page (http://www.business.ca.gov/ZEVReadiness) that will be used to track station development streamlining, resulting in a shared resource of best practices, ordinances, and checklists. The site will initially focus on permit streamlining and voluntary building codes. Permitting The below “Permitting Electric Vehicle Charging Stations Scorecard” will serve as the foundation for assessing statewide compliance with California’s electric vehicle charging station permit streamlining law (AB 1236, 2015). Table 39: Permitting Electric Vehicle Charging Stations Scorecard:* *Note –The requirements establish by AB 1236, 2015 is the foundation of this scorecard. See Part 3 – Permitting for more information. ---PAGE BREAK--- 133 Draft Zero Emission Vehicle Readiness Plan Cities and Counties that have met all the checklist parameters will be highlighted as “AB 1236 Compliant,” and the Governor’s Office of Business and Economoic Development ZEV Readiness website will point to the relevant ordinances and checklists for other jurisdictions to reference. Overall, jurisdictions will be scored using the following scale, with the objective creating a platform for collaboration to establish statewide compliance. Utility Coordination EVCS & Utilities As the number of PEVs on the road increases, so does the demand placed on electric utilities to supply them with the power they need. Vehicle charging can add substantial electrical load and changes how, when, and why electricity is used. Potential site hosts should coordinate with their utility on a number of different issues (Process identified in Figure 48). The following include: • Participate in utility infrastructure program: Some utilities offer programs that include funding installations for charging infrastructure or rebates for charging stations. Contact utility provider to evaluate qualification for active programs. • Upgrade service: Electrical service may need to be expanded to support EV charging. Utility service planners will determine the requirements for upgrading service or establishing new service to support EV charging. • Change rate plan: The traditional tiered rate structure is helpful in promoting energy conservation, but it offers no incentive to charge during off-peak hours. Compare rate plans and select based on EV charging schedule. For example, Liberty Utilities and PG&E offer time-of-use plans for their EV charging customers to charge during off-hours at a lower cost (Figure 47). • Explore smart grid opportunities: Utilities are piloting smart grid programs that may offer incentives for managing charging to reduce grid impacts. Figure 50: PG&E Time of Use For more information on permitting see Appendix E: Permitting Guidebook. ---PAGE BREAK--- 134 Central Sierra Region Figure 48: Utility Coordination Process ---PAGE BREAK--- 135 Draft Zero Emission Vehicle Readiness Plan EVCS Installation Scenarios Upgrading Service and Additional Service Drop For buildings without sufficient existing electrical capacity for their planned EV charging loads there are two main options to consider. First is an electric service upgrade to the property. This may be costly and trigger requirements to bring the property up to current building code. This option may make the most sense as part of a larger electrical or other property rehabilitation project. Replacing a building’s main service entrance and panel requires coordination between the property owner, the Authority Having Jurisdiction (AHJ) for a permit, and the Utility Provider. A second option may be to add a second service drop to an existing site. Although the electrical code generally favors a single electrical connection point, exceptions exist for several situations. New services could support EV charging without requiring modifications to existing building supply. A new service entrance could be located close to the parking area where the power is needed and allow all charging to be segregated to its own utility meter, offering the freedom to choose the most suitable tariff for EV charging. The PG&E EV Charge Network program uses the second service model, with the added benefit of providing PG&E clear ownership of all the make-ready infrastructure connected to the new service. The EV Charge Network program is available at workplaces and multi-unit dwelling (MUD) apartment complexes. For more information on utility coordination, see Appendix D: Utility Coordination Guide. ---PAGE BREAK--- 136 Central Sierra Region Fleet Adoption California has adopted several transportation fuel laws and goals that establish targets for low-emission and zero-emission vehicles operating on state roads. To meet these goals, the State passed Assembly Bill No. 118 in 2007, which allocated grant funds via the Alternative and Renewable Fuel and Vehicle Technology Program and the California Air Resources Board (CARB) and established a low- carbon transportation plan. These programs provide annual funding to address barriers around the production and deployment of alternative fuels, vehicles, and infrastructure. To further reduce petroleum reduction and greenhouse gas (GHG) emissions, in 2012, Executive Order (EO) B-16-12 mandated that at least 10% of State-operated fleet purchases of light-duty (LD) vehicles be ZEVs by 2015 and 25% by 2020. In 2016, the State’s 2016 ZEV Action Plan was adopted, increasing the requirements for ZEVs in the State’s light duty fleet to be 50% by 2025, and a 2018 update began the process of setting annual ZEV purchasing requirements for the medium-duty State fleet. Many local jurisdictions are electing to set their own targets for ZEV adoption in support of State goals within their climate or energy plans. Under CARB’s Innovative Clean Transit program, small transit agencies purchasing buses must ensure that 25% of those vehicles are zero-emission buses (ZEBs), starting in 2026, and all purchases must be ZEBs starting in 2029. By 2040, small transit agencies must operate completely zero-emission fleets. The five major transit agencies operating in the Central Sierra region are all classified as small agencies and will be required to submit a ZEB rollout plan to CARB by January 1, 2023. In 2018, the Governor directed CARB to assess possible regulatory requirements to ensure greater inclusion of ZEVs in public and private light- and heavy-duty vehicle fleets. If CARB’s assessment results in new regulation, public fleets are likely to be the preliminary focus. A similar process was followed to establish the current regulations for ZEBs. In the ZEB example, the transition deadlines included benefits for jurisdictions that took early action which suggests that there may be similar incentive for jurisdictions to take early action transitioning their public fleets. ZEV Suitability for Fleet ZEVs offer higher fuel efficiency, cheaper fuel, lower maintenance costs, and unique performance benefits over internal-combustion counterparts. Accessible charging and fueling infrastructure are crucial for successfully incorporating ZEVs into fleets. It is a best practice to evaluate, site, and construct enough infrastructure prior to adding ZEV vehicles. Ideally, electricity demand evaluations are completed, and the appropriate number of charging/fueling stations are installed before vehicles are ordered. While charging at lower power levels (2kW - 7 kW) is adequate for the small batteries found in passenger cars, vehicles with high gross vehicle weights typically require larger batteries. These large vehicles may require higher- powered charging (30kW – 500kW) in applications that require minimal downtime. Fleets that acquire vehicles ahead of infrastructure do so at their own risk. Vehicles may be ‘bricked’ or become stranded assets if charging is not available. To mitigate potential delays and problems arising from long charge times, it’s appropriate to provide one Level 2 charging plug per light-duty vehicle in service. The recommended vehicle-to-plug ratio typically increases as chargers get more powerful. For example, as many as 36 light-duty vehicles per day can be served by a single 50kW DC Fast charger. The exact ratio is highly dependent on vehicle routes and load. ---PAGE BREAK--- 137 Draft Zero Emission Vehicle Readiness Plan Fleet Analysis Fleets have unique characteristics that must be considered before implementing a program. These differences include fleet size, duty-cycles, electrical capacity of buildings, operator attitudes towards change and stated goals of the organization. The first step in supporting the deployment of fleet EVI is to assess the gaps and technical concerns by analyzing the fleet’s vehicle inventory, duty-cycles and available infrastructure to produce a strategy and schedule for fleet electrification. The Project team analyzed fleet data from 11 fleets to identify vehicles which have satisfactory plug-in electric replacements in the marketplace or are soon expected to. The existing fleet were categorized for replacement as follows: Response Meaning Existing Vehicle Type Replacement Vehicle Type Yes There are reasonable EV replacements on the market for these vehicles. Sedans, SUVs, Vans Wide range of sedans, hatchbacks, and compact SUVs No No reasonable EV replacements exist and are not expected in the next 5-10 years. Heavy-duty vehicles, police/firefighting, construction equipment N/A Consider w/ reservations Replacements exist but may not be suitable for use. 3/4 or 1-ton work trucks, incl. service bodies, buses Plug-in hybrid service trucks, BEV cutaway busses Future potential No reasonable EV replacements in the same vehicle class exist but are expected in the next 5-10 years. Compact/full-size pickup trucks Plug-in pickup trucks Yes 231 No 301 Consider with Reservation 165 Future Potential 78 Total 824 Table 40: Replacement Counts from Central Sierra Fleet Analysis Sedans and crossovers are widely available and largely cost-effective now. However, a significant portion of the fleet in the Region consists of larger work vehicles, such as pickup trucks. While there are some options currently available within this segment (see ICE Alternative Guidebook), it is expected to expand within the next few years. ---PAGE BREAK--- 138 Central Sierra Region The Region presents unique local challenges to electric vehicle adoption. EVs operating in the area’s characteristic mountainous terrain and winter weather will experience shortened range. Elevation affects ZEBs and ZEVs because climbing requires more power than traveling the same distance without elevation change. When grade changes are significant, vehicle range diminishes which requires more charging infrastructure be installed to provide adequate coverage. Similarly, in cold conditions, batteries are less efficient at discharging electricity, and below 40 degrees Fahrenheit will suffer from decreased discharge performance. Charging performance will also be inhibited if the battery is not pre-warmed in cold weather, though many vehicles offer built-in battery heaters as an option. Mass transit vehicles, such as commuter shuttles or buses, may require alternative heating sources in cold weather to avoid using the onboard electric heat and depleting the battery. State Grants and Rebates The California Energy Commission (CEC) and CARB offer alternative transportation grants and rebates through the AB 118 Program and other low carbon transportation funding. Funding is allocated annually and the FY 2017-2018 budget for the CEC AB 118 Program (www.energy.ca.gov/altfuels/) was approximately $100 million. CARB managed approximately $400 million in rebates and projects in FY 2017-18 and 2018-19 through the Air Quality Improvement Program/Low Carbon Transportation funding plan (www.arb.ca.gov/msprog/aqip/aqip.htm). The Center for Sustainability (CSE) manages CARB’s Clean Vehicle Rebate Project (CVRP) cleanvehiclerebate.org/), which provides rebates of up to $2,500 for light duty battery electric and plug- in hybrid vehicle purchases. Table 41, CVRP Rebate Amounts for Light-Duty Vehicles, summarizes the rebates available. Vehicle Class Maximum Incentive Light duty hydrogen fuel cell vehicles (FCEV) $5,000 Light duty zero-emission vehicles (ZEV) $ 2,500 Plug-in hybrid electric vehicles (PHEV) $1,500 Zero-emission (ZEM) $ 900 Table 41: CVRP Rebate Amounts for Light-Duty Vehicles Note: Eligible vehicles and associated rebate amounts are subject to change. Visit the CVRP program site for eligible vehicle models and associated rebates. Rebates for commercial vehicles including trucks and buses are available through CARB’s Hybrid Truck and Bus Voucher Incentive Project (HVIP) (www.californiahvip.org). As of March 2019, the HVIP estimated fund balance was over $60 million. A summary of the incentives available is provided in the CARB HVIP Voucher Amounts for Trucks and Buses tables below. Additional incentives are available for transit buses, vehicle conversions, hybrid vehicles that have an all-electric range greater than 35 miles, and for vehicles providing service within disadvantaged communities ---PAGE BREAK--- 139 Draft Zero Emission Vehicle Readiness Plan Gross Vehicle Weight (in pounds) 5,001 – 8,500 lbs $20,000 8,501 – 10,000 lbs $25,000 10,001 – 14,000 lbs $50,000 14,001 – 19,500 lbs $80,000 19,501 – 26,000 lbs $90,000 26,001-33,000 lbs $95,000 > 33,001 lbs $150,000 Table 42: HVIP Voucher Amounts for Zero-Emissions Trucks & Buses Gross Vehicle Weight (in pounds) 6,001 – 8,500 lbs (plug-in hybrids only) $8,000 8,500 – 10,000 lbs (plug-in hybrids only) $10,000 10,001 – 19,500 lbs $15,000 19,501 – 26,000 lbs $20,000 26,001 – 33,000 lbs $25,000 > 33,000 lbs $30,000 > 33,001 lbs $150,000 Table 43: Maximum HVIP Voucher Amounts for Hybrid Trucks & Buses ---PAGE BREAK--- 140 Central Sierra Region Transit (Looking Ahead) Starting in 2026, the California Air Resources Board Innovative Clean Transit regulation requires 25% of small transit agencies bus purchases to be zero-emission (CARB § 2023.1., 2018). Small transit agencies are required to have a fully zero-emission fleet by 2040. Each agency is required to develop a rollout plan detailing how it plans to purchase clean buses, build out necessary infrastructure and train the required workforce. Tuolumne County Transit Operating 21 total vehicles, Tuolumne County Transit is classified as a small agency, with a rollout plan due by 2023. Starting on January 1, 2026, 25% of new bus purchases must be ZEBs; starting January 1, 2029, all new purchases must be ZEBs (CARB § 2023.1., 2018). If no eligible cutaway buses, motor coaches, or articulated buses have passed Altoona bus testing and received a passing report by January 1, 2029, these bus types will be excluded from the mandate until options are available. Alpine County Local Transportation Commission Operating 2 total vehicles, Alpine County Local Transportation Commission is classified as a small agency, with a rollout plan due by 2023. Starting on January 1, 2026, 25% of new bus purchases must be ZEBs; starting January 1, 2029, all new purchases must be ZEBs (CARB § 2023.1., 2018). If no eligible cutaway buses, motor coaches, or articulated buses have passed Altoona bus testing and received a passing report by January 1, 2029, these bus types will be excluded from the mandate until options are available. Calaveras Transit Operating 14 total vehicles, Calaveras Transit is classified as a small agency, with a rollout plan due by 2023. Starting on January 1, 2026, 25% of new bus purchases must be ZEBs; starting January 1, 2029, all new purchases must be ZEBs (CARB § 2023.1., 2018). If no eligible cutaway buses, motor coaches, or articulated buses have passed Altoona bus testing and received a passing report by January 1, 2029, these bus types will be excluded from the mandate until options are available. Amador Transit Operating 16 total vehicles, Amador Transit is classified as a small transit organization, with a rollout plan due by 2023. Starting on January 1, 2026, 25% of new bus purchases must be ZEBs; starting January 1, 2029, all new purchases must be ZEBs (CARB § 2023.1., 2018). If no eligible cutaway buses, motor coaches, or articulated buses have passed Altoona bus testing and received a passing report by January 1, 2029, these bus types will be excluded from the mandate until options are available. Yosemite Area Regional Transportation System (YARTS) Operating 20 total vehicles (10 maintained and 10 leased), Yosemite Area Regional Transportation System is classified as a small transit organization, with a rollout plan due by 2023. Starting on January 1, 2026, 25% of new bus purchases must be ZEBs; starting January 1, 2029, all new purchases must be ZEBs (CARB § 2023.1., 2018). If no eligible cutaway buses, motor coaches, or articulated buses have passed Altoona bus testing and received a passing report by January 1, 2029, these bus types will be excluded from the mandate until options are available. ---PAGE BREAK--- 141 Draft Zero Emission Vehicle Readiness Plan Education & Outreach This section identifies actions that TCTC, RTPA, and Regional stakeholders should take to promote EV/ EVI adoption. Engaging stakeholders and providing valuable materials will guide the implementation of the Plan and increase the understanding of PEV growth in the Region. The Outreach Plan (see Appendix F) identifies six Target Audiences for Regional stakeholders to engage during Plan implementation, the Engagement Channels to facilitate public outreach, and the Goals and Tactics that will enable, engage, empower, and encourage the implementation of the Plan through collaboration with key stakeholders, sector-specific influencers, and decision-makers. Enable RTPA members and local municipalities to implement the Plan through actionable steps and engagement strategies. Recommendations 1. Create a Plan specific webpage: TCTC or RTPA should develop a project website to serve as the central repository for project documents, webinars, and any outreach materials. 2. Social Media: Develop Central Sierra Zero Emission Vehicle Readiness Plan social media accounts. 3. Webinar: Host a webinar for introduction to the Central Sierra Zero-Emission Vehicle Plan. Engage sectors in distributing information to facilitate Plan awareness. Recommendations 1. Promote and Share Toolkits: Utilize channels and target audience partners to promote and share toolkits. 2. Share information via partner social media accounts: Develop tweets and posts for sharing Plan content on partner social media accounts including Visitor Bureaus, County Partners, City Partners, and Resorts & Tourism Destinations. Empower Plan Champions to guide implementation at the local level. Recommendations 1. Create EV Task Force: Create EV Task Force within each Partner County and meet (conference calls) and quarterly (in-person) to develop county and city-specific actions and guide implementation of Plan. Encourage Business Sector adoption of EVCS at commercial and retail workplaces. Recommendations 1. Business Sector Survey: Build upon input from Business Sector Survey completed during the planning process. 2. Business Sector Outreach: Contact local Chambers of Commerce and Business Associations to facilitate outreach to interested business owners and share business-specific toolkit. ---PAGE BREAK--- 142 Central Sierra Region Local Business Survey To understand the level of knowledge and attitudes about EVs, the Project Team conducted a survey of business owners and managers in the region. The survey was designed to: • Understand business owners’/managers’ interest in providing EV charging for customers/ employees • Understand business owners’/managers’ barriers and needs related to installing EV charging • Provide direction regarding resources that can be included in toolkits to help business owners with installation of EV charging • Offer opt-in for additional information and/or participation in planning efforts. The survey was distributed to local businesses through local Chambers of Commerce, Business Associations, and other similar professional organizations. Though the sample is not representative of all Central Sierra business owners/managers, the responses provided valuable insights about what areas businesses find challenging with regards to installing EV charging, and which resources might be useful to helping them overcome those challenges. Question topics included questions about the business location and type, customer characteristics, existing EV charging, customer and employee inquiries, respondent interest in installing EV charging, information that would be useful to informing that process, and any barriers to installation the business might be facing. A total of 65 complete responses were collected; responses were received from business owners in all four Central Sierra counties. Business types varied, though the most common types were hotels, resorts, and casinos, and other business in tourism and recreation. There were also eight responses from restaurants or wineries. Most respondents reported their primary customers are out-of-towners. Most survey respondents had some level of interest in learning more about installing EV charging stations and expressed a positive perception of EVs or charging stations. Respondents provided insights on the barriers they faced when researching EV charging as well as the types of useful information when contemplating installing EV charging. Based on this data, a significant gap exists and requires education and outreach efforts on the following topics: • Installation costs and available incentives • Electrical panel capacity requirements • Charging technology options • List of EV charging infrastructure installers • Guidance on billing users ---PAGE BREAK--- 143 Draft Zero Emission Vehicle Readiness Plan Source: Business Survey, Center for Sustainable Energy, 2018 How interested are you in learning more about installing EV charging station(s) at your business? (n=60) Source: Business Survey, Center for Sustainable Energy, 2018 What barriers, if any, did you encounter when researching the idea of installing EV charging stations at your business? Select all that apply. (n=23) ---PAGE BREAK--- 144 Central Sierra Region Business Outreach and Engagement Given the level of moderate-or-higher interest shown by most (53%) of the respondents to the Local Busi­ ness Survey, there may be significant interest in learning more about EV charging stations within the Central Sierra business community. One course of action may be to reach out to local Chambers of Commerce and/or business associations to make contact with business owners who may derive particular benefit from installing EV charging stations (ex. hotels and lodging, museums, outdoor recreation facilities). Toolkits Best practices for charging station permitting, installation, and maintenance vary between site types. Installing a bank of charging stations at a multi-unit dwelling, for example, should consider the unique charging behaviors: long dwell times that will likely initate charging sessions at roughly the same time. Those considerations don’t necessarily apply to workplace or other site types. To help contextualize the charging process at each of the site types identified in this report, “tool­ kits” were generated. These are short documents intended to serve as reference guides to the in­ stallation process from start to finish, connecting municipalities and site hosts to important resourc­ es to streamline the process as much as possible. These toolkits are enclosed as Appendix A. Sustainable Tourism As electric vehicles continue to grow in popularity, there has been observable increases in de­ mand and interest in BEVs, PHEVs, and FCEVs. Visitors to the region may have interest in renting and/or carsharing electric vehicles for a wide variety of reasons, ranging from general curiosity to an interest in purchasing an EV and wanting to develop their familiarity with a specific mod­ el. Programs such as Orlando’s Drive Electric Orlando PHEV/BEV rental program offer external benefits to PEV drivers, including preferred parking at area amusement parks and free charging at several regional hotels. Leveraging electric vehicles within the region would simultaneously provide additional justification for potential site hosts to install EV charging stations and place the Central Sierra region in a prime position to brand itself as a sustainable travel destination. Training Opportunities The electric vehicle industry is undergoing a period of rapid growth, expansion, and diversifica­ tion. There is a distinct demand for professionals in a variety of spaces related to the EV sector, including charging station installers and EV maintenance. Installation Training With the growing number of PEVs in the Central Sierra there are increasing opportunities for qual­ ified and properly trained electrical contractors to install EVCS at residential and nonresidential sites. Developing a network of informed contractors could help support increased EVCS deploy­ ment in the Central Sierra. Improper installations are often identified as primary sources of delays by permitting officials, so training contractors on proper installation procedures is another strategy supporting streamlined deployment. ---PAGE BREAK--- 145 Draft Zero Emission Vehicle Readiness Plan Most licensed electricians can do simple EVCS installations, as the circuit is treated the same as any other load such as a dryer or air conditioning systems. EV infrastructure specific trainings have been offered through Joint Apprenticeship and Training Committees (JATCs) and International Brotherhood of Electrical Workers local offices (IBEWs) in Sacramento, Stockton, and Fresno. These trainings, especially the 16 hour Electric Vehicle Infrastructure Training Program (EVITP) have not been well attended to date. Trainings at JATCs are open to all qualified electricians, however few small firms and independent contractors attend these trainings. Because of low attendance rates, these trainings are infrequent and not readily accessible to firms based in the Central Sierra Region. As part of outreach activities, TCTC/RTPA should promote the availability and benefits of EV infra­ structure training programs. Additionally, the Permitting Guidebook should be shared with Cities, EV Infrastructure Installers, and other Regional stakeholders engaged in planning/installation of EV infrastructure as it has information on permitting and inspection best practices for contractors that could facilitate more efficient EVCS installations. Vehicle Maintenance Training Electric vehicles have significantly fewer moving parts throughout their drivetrains - lacking pistons and crankshafts, their motors require no oil, and the innate simplicity of electric motors mean there is less to go wrong. However, EVs still require certain familiar components: transmissions, heat ex­ changers (radiators), tires, and air conditioning. Additionally, the shift to integrating nearly every por­ tion of the car into the electrical system of the vehicle represents a difficulty for drivers who are famil­ iar with troubleshooting internal combustion engine vehicles. As PEV adoption continues to increase, opportunities to repair and maintain the vehicles themselves will become increasingly prevalent. Columbia College currently offers regular automotive career courses, however, it has not offered any specialized electric vehicle training to date. Reaching out to the school in order to assess interest in offering an EV repair and maintenance course, or an EVI installation course may prove beneficial to improving EV penetration and adoption within the region. Examining the neighboring regions, a number of partners in the Sacramento area have offered spe­ cial trainings on EVs and EVI for public fleet staff on a yearly basis. Agencies in the Central Sierra region should send representatives to these trainings. ---PAGE BREAK--- ---PAGE BREAK--- APPENDICES ---PAGE BREAK--- 148 Central Sierra Region Appendices Appendix A: Toolkits Appendix B: Fleet Adoption Appendix C: ICE Alternative Guidebook Appendix D: Utility Coordination Guide Appendix E: Permitting Guide Appendix F: Outreach Plan ---PAGE BREAK--- 149 Draft Zero Emission Vehicle Readiness Plan Page left intentionally blank. ---PAGE BREAK---