PEV Charging Implementation for the City of Berkeley - August 2013

[In]City Summer Institute Program 2013 Client Project
Instructors: H. Fernando Burga, Ginette Wessel, Warren Logan, Eliana Abuhamdi
Eric Gudz, Sean Loughran, Elyse Vukelich, Gabriel Distler
Berkeley’s First to the Electric Curb
To achieve Berkeley’s emission reduction goals, our objective is to provide
innovative approaches for both on and off-peak electric vehicle charging.
Why Plug-In Electric Vehicles (PEVs)?
Overview and History
California leads the nation in number of
electric vehicle charging stations, therefore
setting the stage for continued growth in
PEV adoption.
Electric Charging Stations by State, 2012U.S. Monthly PEV Sales, 2011-2012
A substantial increase in PEV sales over the last two
years has come with a larger variety of PEV options.
As more models enter the market, consumer choice
expands accordingly.
Average Cost of PEV, 2012 ($ USD)
A common misconception with PEV
ownership is that it is considerably
more expensive than owning a typical
Internal Combustion Engine Vehicle. The
data suggests, however, that PEVs are
beginning to become decrease in price.
• Effective way to reduce carbon emissions as outlined in
Berkeley’s Climate Action Plan
• Targets the most polluting commute mode within Berkeley
• Despite strides in achieving a very diverse mode share,
40 percent of commuters still utilize personal vehicles
Source of Berkeley’s Pollutants
45% 54%
Source: City of Berkeley
Climate Action Plan 2009
Source: U.S. Dept of Energy Alternative Fuel Data Center
Source: SAFE analysis based on data from hybridcars.com
2007: The California Clean
Vehicle Rebate offers $2500
for EV owners until 2015
June 2009: Berkeley Climate
Action Plan released
2010: California SB 535 allows
PEVs access to carpool lanes
regardless of the amount of people
1988: GM funds EV research
efforts that eventually leads
to the EV1
1990: California passes
its ZEV mandate
2002: GM and Daimler
Chrysler sue to repeal
ZEV mandate. The Bush
Administration joins suit
2003: GM announces
it will phase out its
EV1 program
2006: Tesla Motors unveils
the Roadster, sold in 2008
with a base price of $99K
Feb 2009: The stimulus
bill provides $2 billion
for EV development
Jul 2008: Gas prices reach
an all-time high as car sales
drop to all-time lows. The Big
Three ask for a bailout in Nov
March 2012: Gov. Brown signs
an executive order directing
the state to accelerate the
market for ZEVs
March 23, 2012: NRG
announces a settlement to
provide $100 million in PEV
infrastructure in CA with
200 charging stations
Source: (Timeline) History of the Electric Car, PBS, Oct 2009 and CA ZEV Action Plan Feb 2013
Source: Kelly Blue Book, www.kbb.com
Electric Vehicle growth creates opportunity
History that has paved the way for PEV charging growth
GET CHARGED

Making Sense of it All
Understanding the technology and existing infrastructure of Plug-In Electric
Vehicles is essential to remove the barriers to implementation.
The ChargerThe Vehicle
A concern with widespread adoption of electric
vehicles is battery life. This concern, called
“range anxiety,” is the fear that electric vehicles
will run out of power without accessible options
for quick recharging. A comprehensive and
widespread network placates this worry.
The Network
Level 2
240 Volts
16-80 Amps
DC Fast Charger
480+ Volts
150-400 Amps
4 - 6
HRS
30 - 60
MINS
Level 1
120 Volts
12-16 Amps
8 - 12
HRS
A PEV has the ability to convert power
from the Grid [in Alternating Current (AC)
typically] into Direct Current (DC), which
is used to recharge the internal batteries.
Most PEV Charging Stations operate this
way, except for the DC Fast Charger,
which converts the Grid’s AC directly
to DC before it travels to the vehicle’s
battery supply.
Tel Aviv, Israel
Philadelphia, Pennsylvania
Charging Island, Lodi, California
Electric Avenue, Portland, Oregon
Technology and Context
Portland, OR and Lodi, CA
chose to create PEV charging
hubs within economic centers
to accommodate commuters
during peak hours.
Philadelphia, PA and Tel
Aviv, Israel have designated
curbside space for on-street
charging, specifically in
commercial areas.
Source: Adv. Vehicle Testing, U.S. Transportation
Technology Research and Development Center
2011
2012
2013
Source: Recargo, PlugShare, and Plugincars.com
Source: ECOtality.com and missionelectric.org
Source: Better Place/Sunrise Group, betterplace.com
Source: Electric Avenue, pdx.com/electricavenue
Source: Charger Locater, recargo.com
Examples of PEV charging infrastructure
Setting the stage for PEV charging: How it works
GET CHARGED

In the Context of Berkeley
With demographics, land use, and transit informing our choices, we
explore the optimal locations for PEV Charging Infrastructure in Berkeley.
Research
Percent of Population who
own 1 or 2 Vehicles
48% - 49%
50% - 64%
65% - 73%
74% - 78%
79% - 83%
Vehicle ownership in Berkeley paints a slightly
different picture, with more vehicle ownership
spread throughout Western and much of Southern
Berkeley. Heavier concentrations of two vehicle
ownership or more exist in North Berkeley.
Average Household Size
within a Single Housing Unit
2.1 - 2.4
2.4 - 2.5
2.6 - 2.9
3.0 - 3.3
3.4 - 5.4
Berkeley’s data on average household size are
influenced by the University due to student living
arrangements. Some trends in North and West
Berkeley are still evident.
5% - 24%
25% - 36%
37% - 44%
45% - 50%
51% - 59%
Through these demographics, we see that census
tracts within Northeast and Northwest Berkeley
have the largest percentage of homeowners who
utilize personal vehicles for their daily commutes.
Percentage of Homeowners
who Commute by Car
Demographic Information obtained from the U.S. Census 2011 ACS Estimates
Data collected from comprehensive PEV Surveys
Distribution of Median Income for Car Only Commuters
Less than $10K
$10K - $40K
$40K - $50K
$51K - $69K
$70K - $102K
Mapping the median
income distribution for car-
only commuters gives us an
expected trend, with North
and Southeast Berkeley
having the highest median
household income. Most
census tracts around these
two areas, however, still
had relatively high median
income.
Berkeley’s median
age distribution is
complementary to our
other indicators, given that
75% of all PEV owners
(respondents of the survey)
were over the age of 45.
Utilizing this indicator was
useful in further refining our
target area. The student
population continues to
have an effect on the data.
Median Age of Population
20 - 24
25 - 31
32 - 38
39 - 44
45 - 52
94%
Of all PEV
respondents
already own a
non-PEV Vehicle
94%Of all PEV respondents reside in
households with two or more people
40%
Of all commuters
in Berkeley use
personal vehicles
96%Of all PEV respondents are
homeowners (not renters)
75%
Of all PEV survey
respondents were
over the age of 45
80%
Of all PEV survey
households made
more than $50,000
dollars annually$$$
• Center for Sustainable Energy and CA
Environmental Protection Agency
• Number of Survey Respondents: 4329
• All respondents were PEV owners in CA
for at least 6 months
• 39% of respondents live in the Bay Area
State of California PEV Driver
Survey - May 2013
California Center for Sustainable Energy, May 2013
PEV indicators within Berkeley’s Census Demographics
GET CHARGED

Selecting the Right Places
Once we combine the demographic indicators with current transit
infrastructure, we are able to identify ideal PEV charging locations.
Methodology
Our ultimate goal with PEV
charging development is for
it to be widely accessible to
all the diverse communities in
Berkeley. We chose indicators
from our research and data that
would serve as quick, feasible
starting points for development,
which could later influence
more PEV ownership in the
future.
When we combine each of our research layers with
Berkeley’s transit infrastructure in one map, we see the
optimal places for PEV charging stations. These areas
were selected from the median of each census dataset
and informed with the aforementioned California PEV
Driver Survey results. The layering process isolates four
census tracts which best meet our selected indicators
for PEV charging.
Criteria for Census Tract Selection:
• The % of homeowners commuting by car: Over 37%
• The % of population owning 1-2 cars: Over 70%
• Average Household Size: Over 2.3
• Median Income: Over $50,000 per year
• Age: Over 40
Within North Berkeley,
public PEV charging
stations are not available,
only ones from private
residents who have shared
their locations through the
web. These two sites offer
us the best fit in the area
given our indicators and
criteria.
Southeast Berkeley
was also well suited
for PEV charging
development due to
its strong correlation
to our indicators.
Some private
residential charging
exists in the area,
but larger, publicly
accessible charging
would better serve
the area’s needs.
Most Optimal for EV Charging Stations
Less Optimal for EV Charging Stations
Mass Transit Routes (Bus, Rail)
Roads without Major Mass Transit
Major Bike Network
Existing Plug-Share PEV Charging
with capacity radius
Proposed PEV Charging Stations
with capacity radius
Telegraph/Channing
Parking Garage
(North Telegraph Area)
A
Marin Circle
Fountain
(Residential)
B
College/Webster
(Mixed Use)
C
Solano/Colusa
(Mixed Use)
D
A
B
C
D
Demographic Information obtained from the U.S. Census 2011 ACS Estimates
Existing Residential Private Charging from plugshare.com
Our Site Selection Master Tool: The All-Inclusive Lens
In order to accommodate
future PEV expansion to
better address social equity
in Berkeley, we chose a
city-owned garage in the
North Telegraph area.
Though this region does
not match our indicators, it
opens the door for greater
opportunity in the future.
GET CHARGED

Optimal Development Sites
Site Selections
An exploration of two proposed sites, one in a more dense, commercial
environment, and one in residential North Berkeley.
Site Selection Rationale and Characteristics:
• City-owned structure in the heart of Berkeley
• Surplus electrical capacity, enough for three dual
Level 2 charging stations
• Ideal central location (in a commercial district)
• Potential for solar panels on underutilized roof
• Excess parking capacity for dedicated spaces
• Physically separated from street, potentially easing
residential and commercial friction
• An exclusively residential area, but some
commercial development nearby
• Possible surplus electrical capacity and within 100
feet of a transformer
• Excess street capacity for dedicated EV spaces
• At the nexus of five neighborhood streets, high
visibility in the area
• Serves as a connection to other neighborhoods
• Additional traffic engineering research needed
A: Telegraph and Channing Parking Garage
Facade of Garage from Channing Street Interior view from 4th Floor of Garage
Implementation with three Dual Level 2 chargers
0 1 20.5 Miles
Ü
A
B: Marin Circle
View displaying the current landscaping, looking EastView of Marin Circle looking South with transformer
Marin Circle with two dual Level 2 charging stations
MARIN AVENUE
LOS ANGELES AVENUE M
ARIN
AVENUE
DEL NORTE STREET
LOS ANGELES AVENUE
ARLINGTON
0 1 20.5 Miles
ÜB
GET CHARGED

Optimal Development Sites
Site Selections
A look at two additional opportunity sites within a mixed residential and
commercial setting to accommodate both on and off-peak charging.
• Public Right of Way
• Mixed Use of Commercial and Residential
• Existing short parking time limits with the option
of extended time for PEVs
• Geographically dispersed away from other sites
• Does not take up additional parking on Solano
• Larger households and higher rates of car-only
commuting in the area
• Within 100 feet of a transformer
• A small side-street off the main commercial stretch
of College Avenue
• Travel lane is closed to through traffic
• In proximity to a good balance of residential and
commercial areas
• Underutilized street space for dedicated EV
parking spaces
• Surface landscaping already allows for easy
access for wiring
• Within 100 feet of a transformer
D: Solano Avenue at Colusa Avenue
Ideal implementation with two dual Level 2 chargers
COLUSAAVENUE
SOLANO AVENUE
Looking South down Colusa Avenue at Solano Avenue View of street area proposed for charging looking North
View East down Webster Street from College Avenue
0 1 20.5 Miles
Ü
C
C: Webster Street at College Avenue
View of proposed site from across Webster
Proposed implementation with
two dual Level 2 chargers
WEBSTERSTREET
COLLEGE AVENUE
0 1 20.5 Miles
ÜD
GET CHARGED

Why It’s Worth It
Feasibility
Exploring the practicality and economic feasibility of installing public PEV
charging stations in Berkeley.
Projected Growth in EV Sales The Consumer’s Satisfaction
Despite projected rapid growth in EV sales and high satisfaction from
current owners, public charging infrastructure hasn’t caught up.
Estimated Level 2 Charger Installation Cost - Telegraph/Channing Garage: $29,100
Current Legislation
Assembly Bill 118 - The Air Quality
Improvement Program is an incentive
program administered by the
California Air Resource Board through
2015 to fund clean vehicle and
equipment projects.
Assembly Bill 923 - Allows local
districts to increase motor vehicle
registration fees by $2 to expand
systems that address air quality.
The Electric Program
Investment Change
(EPIC) was established
by the California Public
Utilities Commission in
2012. It provides funding
for applied research and
development, technology
demonstration and
deployment, and market
facilitation for clean energy.
The California Air Resources Board outlines funding priorities for
Cap and Trade revenues. Investments include “Reduce GHG
emission through the development of state of the art systems
to move goods and freight, advanced technology vehicles and
infrastructure.”
Moving Ahead for Progress in the 21st
Century (MAP-21). Within MAP-21, the
Congestion Mitigation and Air Quality
Program (CMAQ) provides funding to state
and local governments for transportation
projects to help meet the requirements of
the Clean Air Act.
The Economic Landscape
77%
Expressed
varying levels of
dissatisfaction with
public charging
infrastructure
22%
55%
20%
3%
Funding Options
GET CHARGED
Forbes, EV Market Forecast Report, April 2013
Options for Grants
The Lisa and Douglas Goldman Fund highlights
environmental grants available, specifically ones
that mitigate greenhouse gas emissions in Northern
California.
Established with Plan Bay Area in compliance with
SB 375, this grant program administered by the
Metropolitan Transportation Commission (MTC)
allocates funding for transportation, bicycle and
pedestrian improvements, local streets, and road
preservation.
Urban Greening Grant Program: developed to
coordinate infrastructure planning alongside climate
change. Our idea is to combine landscaping and
urban forestry with an on-street charger, as the
curbs would be torn up already. This would enhance
the aesthetics of the neighborhood and add a
source of revenue from the Strategic Growth Council
for greening streets.
This public agency regulates air pollution in the Bay
Area. They offer several different grants relating to
the reduction of air pollution, including a Bay Area
PEV ready program.
The Hewlett Foundation offers grants to ensure
energy is produced and used cleanly and efficiently,
with a focus on the Bay Area
Innovative Ideas
LEGISLATION ALLOWING FOR-PROFIT COMPANIES TO WRITE
OFF DONATIONS: A concept that would allow for-profit companies
to receive tax-deductions for the value of their donated equipment or
actual monetary contribution.
REDEFINING COMPLETE STREETS: Complete Streets seek to
balance different transportation modes for safety, access and the
environment. Could electric cars be considered an additional mode
and incorporated into future planning?
BUSINESS IMPROVEMENT DISTRICTS: An exploration of possible
alliances with the Elmwood Claremont Neighborhood Association
and Solano Avenue Merchants to create BIDs, as local PEV charging
stations incentivize shopping in those commercial areas.
CROWDFUNDING: With the level of enthusiasm we have witnessed
in the electric vehicle community, is this the perfect population
segment to proselytize and fund expansion of the network?
COMMUNITY BUILDING: We consider enlisting the local community
on the design side, either with local industrial designers to inform the
hardware, or covering the chargers with artwork from local schools. If
each charger was used as an art piece, could arts funding be utilized
to off-set costs?

Looking Towards the Future
Conclusions
Through our findings to date, we present ideas worth exploring in the
future and reflect on the nature of innovation.
Full Service Charging Stations The Electric Slide Wireless Charging
This quote, by none other than the man that forever changed the car industry and manufacturing process, represents the
tendencies of people to want a newer version of what they already have. But innovation requires a thorough re-imagining of the
status quo and moving the culture forward. Sometimes people don’t know what they want until they encounter it. We feel this
way about electric cars.
Through our research and interaction with the electric vehicle community, there is a palpable enthusiasm for these vehicles, a
motivated base that can help propel this to the mainstream. We are reminded of an earlier era, before environmental concerns
diminished the excitement about cars. The policy groundwork and larger objectives have been established in Berkeley’s
Climate Action Plan, and the technology and market growth are following suit. The only piece left to persuade the reluctant
masses, is a robust charging network that is accessible to all.
New Concepts to be Researched
GET CHARGED
Wireless vehicle chargers located beneath city
pavement have already been utilized in places like
South Korea and Utah. As the technology improves and
demand increases, Berkeley should consider creating
new wireless electric car infrastructure. By doing so,
cars could charge while they drive.
We realize that it is impractical to expect everyone to
move their car from a parking space once their PEV is
done charging. But what if instead of waiting on people
to move their cars, we moved the charger?
The city could install a charger on a metal track along
the curb with the ability to slide into place. This way,
multiple parking spaces could have access to the
charger without any designated PEV parking.
“If I had asked people what they wanted,
they would have said a faster horse.”
- Henry Ford
Concluding Remarks
Wireless Charging Station, inhabitat.com
Wireless Charging Station, inhabitat.com
Adding full service features like the ability to check tire
pressure, wash windshields, and on site convenient
stores, makes charging stations more appealing.
Store leases and revenue could also help expand the
program. A potential location could be the currently
vacant corner lot at Shattuck and Derby.
Above is the green company EV-oasis’ model for a solar
powered charging station at an abandoned gas station
in Encinitas, CA. The station would include a lounge,
restrooms, a restaurant, a car sharing service, and the
space for 15 cars to charge simultaneously. Through
our analysis, underutilized lots on Shattuck would be
candidates for these concepts.
Other possible sites for expansion:
• The Alameda and Hopkins Street
• Hopkins Street and Carlotta Avenue
• San Pablo Avenue and Gilman Street
greencarreports.com

PEV Charging Implementation for the City of Berkeley - August 2013

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PEV Charging Implementation for the City of Berkeley - August 2013