Solar Powered Charging Station in Portland

EV Charging Station at Farrell & Associates is Live!

Oregon is a eco-friendly state. With electric vehicles (EVs) like the Nissan LEAF arriving this year, it will be getting even greener. One business is getting ready for customers with EVs and plug-in hybrids like the Chevy Volt and Plug-in Prius that are expected in 2012.

The company is Farrell & Associates Inc. They are a real estate and property management company. They hope to attract eco-friendly customers with their new solar array and plug-in car charging station.

Mark Farrell, Principal Broker and Owner of Farrell & Assoc., said that they are doing this to be good neighbors and because it matters to customers in this region. Their business area has several recent green renovations and they are looking to stand out. Solar panels and an EV charging station help them do just that.

The solar photovoltaic (PV) system is made up of 40 solar panels and is 9.8 kilowatts in total. The PV array will generate enough energy to power an EV such as the LEAF nearly 40,000 miles per year. These solar panels are more than enough to charge any cars that plug in here while still greatly reducing the electricity bill of the business.

Solterra Systems installed the solar panels and partnered with Charge Northwest for the plug-in vehicle charging station.

Farrell said that they would not have been able to take these steps without the state and federal incentives.

The charging station has both level 1 and Level 2 charging and is open to the public free of charge!

Name: FARRELL & ASSOC / STATION #1
Address: 4772 N Lombard St, Portland, OR 97203, USA

Photos courtesy of Solterra Systems and Farrell & Associates

EV Infrastructure: What Kind and How Much

In the recent Chicken-and-Egg posting about EV charging infrastructure, I claimed that a vast charging infrastructure is not required for EVs to be highly useful for a large number of people. If you have a dedicated outlet where the car is parked overnight, you don't need a charging station at the bank, movie theater, or coffee shop. Having them is nice, but not a requirement.

“	Public charging stations should be used as a convenience, not as a requirement.

While I assert that they are not 'required', that does not mean that they aren't nice to have. A PEV driver is far more likely to stop at a place that allows them to plug in than at a neighboring competitor that does not have a plug. And once stopped, that driver may stay longer knowing that their batteries are getting juiced up. That could mean buying another coffee, soda, or whatever wares that the shop sells. Businesses that want to court plug-in vehicle drivers will install charging equipment.

Level 2 Public Charging Station in Portland

In addition to these businesses, some local governments will be installing charging stations too. What criteria will be used to determine where these charging stations will be installed and what type will they be? In many cases, that will be up to local policy-makers. Do they have the right information to make these decisions? 

Just as journalists have incorrectly claimed there was a chicken-and-egg problem, some policy-makers are setting out to solve this problem with millions of dollars being spent on public charging infrastructure. My last posting accused journalists of having little more than a few test drives as the sum total of their EV driving experience. For these policy-makers, their EV experience is likely less. In fact, it may consist only of reading articles by these under-informed journalists. Pike Research reported that more than 5 million charge points (nearly $6.5 billion in revenue) will be installed worldwide by 2015. ECOtality said it would install more than 1,100 Blink charging stations in the Portland, Salem, Eugene, and Corvallis areas, making Oregon a major hub in the company's $230 million plan. The US Federal government plans to install more than 15,000 charging stations across six states over the next three years. I hope this money is spent in the right way.


Consider this: A policy-maker with no EV experience receives some of the above grant money and wants EVs to succeed in his/her region. They are tasked with making an "EV success plan". They don't know where to start or what the challenges will be, so they begin to research and read press articles. The vast majority of articles state that EVs cannot be successful without a charging infrastructure. A-ha! Now they have a problem they can solve. They read on and are told that level 1 charging is too slow. After some research they determine that DC fast chargers are too expensive to be densely deployed. So they make a plan to blanket the region with level 2 charging stations and EVs will take over.

Now the plan framework is complete, it still needs details. Unfortunately, this is the wrong plan. A plan that consists only of blanketing a region with public charging stations, misses many important issues. EVs have had a couple false starts already (1910s, 1990s). Poor planning and bad policies could kill them a 3rd time. It is important that local governments are focused on the right things.

What are the right policies? Cars spend most of their time parked at home. This is where they are most likely to be recharged. So this is where the emphasis should be for charging infrastructure deployment. During this period of infrastructure growth, for every EV that is sold in a region, there should be about 1.2 charging stations installed. That would be one charging station installed where the car will be parked overnight and the other fraction to support a shared public charging station. For example, if 500 PEVs are sold in a region, then there would be 500 home charging stations and 100 public charging stations installed in that area.

“	A regional EV success plan is more than blanketing a region with charging stations.

Charging stations are just part of the picture. Here are the things that I think policy-makers should be considering.

1. New home codes to support EVs: 



SAE J1772 Connector - Supports Level 1 and Level 2

• Require pre-wiring for charging stations. A two car garage should be wired to support two charging stations. Home electrical service panel, a.k.a. circuit breaker boxes, should have pre-dedicated circuits for charging stations.
• Sufficient Home Amperage. That same two car garage should be able to support the load of two EVs charging (while the AC, dryer, and water heater are running, while the plasma screen TV, game consoles and computers are on and a hair dryer is running). Modern homes demand a lot from our energy grid.  
2. Apartments and Condos: 
• Accommodations for high-density living areas must be made too. Require charging facilities in all new apartment building and condo complex parking areas. Charging facilities where cars are parked overnight is what is important. EVs cannot only be for people that own homes.
• Create incentives for retrofitting existing apartments. These should be done in such a way that encourages pay-as-you go business models for charging. An apartment dweller is not going to pay $500 or more to have a charging station installed. They may, however, pay $40 extra per month for a dedicated parking spot that has a charging station. 
3. Hotels/Inns
• Add charging stations where guests' rental cars are parked. This would allow EVs to be rented for local driving during vacations and business travel. Again this could be a premium upgrade parking space, or part of a partnership with the car rental company.
4. Usage Incentives 
• Put policies in place to make your region EV friendly, such as:
• HOV access
• Dedicated parking city spots
• Don't add "EV taxes": Some politicians are concerned that EVs don't buy gasoline; therefore owners do not pay fuel taxes which are used for road maintenance or upgrades. This concern is overblown. Any alternative road tax can be delayed until EVs are a meaningful number (say 5%) of vehicles on the road. Until then they can be taxed at the same rate as bicyclists and pedestrians that use the road, zero %.  
5. Broader Network of Cheaper Plugs
   

   “	Level 1 charging is the best solution for many cases.

   When considering public charging locations, it would generally be more effective to have a lot of level 1 (standard outlets), than to have a few level 2 stations, or a single DC fast charge station. I think level 1 charging is being dismissed, when it could be the best solution that we have. If you are installing a charging station in a long term parking area for example, that car is likely to be there for several days. It will be full when it is picked up, regardless of the charging level. This is one clear example, but there are several other use cases where level 1 would be preferred.  There are several advantages to having standard (level 1) outlets: 
1. For the cost of a level 2 charging station, you can have far more level 1 outlets. If a location has only a few stations, then it is more likely that they would be occupied. Rather, if you have a parking lot that has 8 outlets on every lamp post, PEV drivers will easily be able to find a spot to plug in. 
2. No monitoring needed. If there are only a few level 2 stations, then a potential user might want to be able to check the status of the stations online to see if they are operational and available. This means that the stations have to be managed. This further adds to the cost discrepancy between level 1 and level 2. Rather if there are as many outlets as there are parking spaces, availability is not a concern.  
3. Lower energy cost. Level 1 plugs dispense energy at about one quarter of the rate of a level 2 station. If a business is installing a station only as a customer convenience, then there is no need to attempt to fill the vehicle up all the way during a short stop.
4. Lower grid load. Since public charging stations are more likely to be used during the day than home (over night) charging stations, making them level 1 reduces peak-time grid load.
5. Any electrician can install or repair them. Level 1 parts are simply the outdoor plugs that homes already have, they are cheap and available at your local home store if repair or replacements are needed. 
6. They can be used for purposes other than EVs. Since level 1 is a standard outlet, these plugs can be useful for other things such as engine block heaters, holiday lights, and dead starter battery charging. Near outdoor seating areas they could be used for customers' computers... 

Outdoor Level 1 Charging Outlets on Bike Lock Posts

For EV infrastructure the initial focus for charging stations should be to get them to locations where cars will be parked overnight. The stations that I have seen installed so far in my local region have been in curbside parking and daytime use lots. These are not locations where cars are left overnight. These are nice for public visibility and ribbon cutting ceremonies, but they are not the locations needed for most effective utilization.

Indoor Level 1 and NEMA 14-50 (level 2) Charging Station

Here is an idea for an EV charging station company: team up with apartment complexes and install Visa swipe pay-as-you go charging stations. If the charging station company pays for the station and the installation, the apartment complex can pay for the electricity. The charging station company gets the revenue until the charging station is paid for, then they enter into a revenue sharing agreement.


For full disclosure, I must mention that I was selected to receive a free level 2 charging station in my garage. This was from ECOtality and funded by a U.S. Department of Energy grant of $99.8 million. While I am making the case that level 1 is usually sufficient, I am not going to say 'no' to a free level 2 charging station. In return for the free station, data from my vehicle such as distances driven and charging habits will be collected for a national labs study. 

Level 3 DC Fast Charge Station

The U.S. Department of Transportation gave Oregon a $2 million TIGER II grant for Level 3 stations. The funds will provide up to two dozen DC fast charge stations in northwest Oregon. That is $83,000 per station. Two million dollars could install a lot of level 1 outlets rather than just 24 fast charging stations.

The obvious counter point here is that there are areas where fast charging can be very useful. A drive from Portland to Hood River is 70 miles. So a round trip is beyond the capability of a 100 mile range EV. However, if Hood River had a DC fast charge station installed, then you could drive there and back on a day trip to wind surf in one of the world's best places to catch the wind.

However, if you plan on driving an EV from Portland to Hood River, I would argue that you are attempting to force a square peg into a round hole. Trips like this are not what 100 mile range EVs are designed to do. Don't let that stop you though. If you are the adventurous type it might work out fine. However, be prepared to stay a few hours if the fast charge station is not available.

Level 3 DC Fast Charge Connector

I don't expect this one lone voice to be well heard against the mass of press. The message here is also not a simple one. If I had just said 'yes we need charging stations', I could find support. If I had said 'these are a waste of money', that message too could find a receptive (although different) audience. However, this message is neither of these extremes. Instead, it is about the efficient use of the planning resources and funds that we have available for infrastructure deployment.

EVs & Charging Infrastructure - Not Chickens & Eggs

There has been a glut of electric vehicle (EV) press recently, some of it pro-EV, some anti-EV. One thing these articles seem to agree on is that EVs are not usable until a charging infrastructure is deployed. They call it by different names such as the “chicken and egg” problem, or “catch 22”, or “infrastructure shortage problem” but they generally agree that EVs cannot be successful until networks of charging stations are deployed.

Despite the fact that these two sides agree, they are wrong! The vast majority of this press was written by people whose EV experience consists of a few test drives at best. I assume their reasoning is something like this: for gasoline powered cars there are gas stations and I see them everywhere. So, if I were to drive an electric car, I would need to see charging stations in equal or greater abundance. If you have driven gasoline-fueled cars for decades, it can be difficult to see that electric vehicles are more than just a change in the fuel source.

An EV with 100 miles of range has more than enough driving distance for most people on most days. That means that you can charge your EV in your garage overnight with off-peak rates and there is no need to charge it at all during the day. You don't even need a special charging station in your garage. A simple outlet will do. If your car is plugged in for 10 hours, that will give you 60-70 miles of range. Most people drive less than 40 miles each day. The outlet you likely already have in your garage can charge an EV. 

“	Public charging stations should be used as a convenience, not as a requirement.

There are benefits to having charging stations around. They act as a safety net. Knowing they are there provides peace of mind to drivers that are new to EV technology. However, if you are buying an EV and your planned usage *depends* on the availability of public charging infrastructure to be successful, perhaps you should rethink the type of vehicle you plan to buy. Consider buying one with longer range or a plug-in hybrid instead. There will be times when a charging station is down, occupied, or otherwise not available due to construction or an event.

There are a couple hundred EVs that are active in Oregon today. These vehicles were being used for commuting and errands and all the around-town things that people do in cars, long before there was an EV infrastructure to support them. Furthermore, most of these EVs that are on the road in 2010 are conversions or NEVs with less than 60 miles of range. This means that the new generation of OEM EVs, that have significantly more range, will be able to get along without a vast infrastructure roll-out too.

There is no chicken and egg problem. The outlets that we need are already here now. It's the same one I use for my lawn mower and leaf blower. Adding level 2 charging stations in garages and adding public charging infrastructure makes EVs more convenient, but they are not preventing EVs from being ready for you to drive right now.
...

If public charging stations are just a convenience or safety net, what does that mean for how and where they should be deployed? More on that aspect soon.

J1772 Finally Here

In this month's Oregon Electric Vehicle Association (OEVA) meeting, the Portland based charging station company, Shorepower, showed off a prototype of their new SAE J1772 plug-in vehicle charger.

This plug will be standard on all new PEVs that use level 2 charging.  All new charging stations installed after October can have this option. Many of the Shorepower charging stations currently planted around Oregon are scheduled to be upgraded later this year.

Links:
J1772 One Ring to Rule Them All
OEVA.org 

The Race to Support Electric Cars

Early in 2009 the Mayor of San Francisco, Gavin Newsom, claimed that San Francisco will be the epicenter of electric vehicle technology. Portland Oregon Mayor, Sam Adams, responded by announcing that his city would be the first to develop the charging infrastructure to support full-scale electric vehicle deployment. With this the battle was on. In a competitive, but friendly race, throughout 2009 these two Mayors volleyed back and forth with their visions for their city's and how they would lead this upcoming electric vehicle race. In a link at the bottom, you can see the dance that played out on Gas 2.0 with articles and videos by the two Mayors.

As politicians, neither Mayor was short on talk, but as an engineer, I respect action and results. So now, over a year later, who has delivered on these promises? Looking at the EV Project website you can see maps of both cities and compare them.

The Portland map shows charging stations scattered all over the city, east-side, west-side and along Interstate 5 covering the city and suburbs north to south.

Looking at San Francisco, the EV Project map only shows the few charging stations in front of City Hall. These are the same stations that Mayor Newsom stood in front of for his initial press event.

Scrolling around The EV Project map, you can see that Portland is clearly far ahead of any other US city in being prepared for the arrival of electric vehicles such as the Nissan Leaf or the Chevy Volt later this year.

Links:
Gas 2.0
EV Project

Plug In Power

Oregon is scheduled to have 2500 electric vehicle charging stations installed over the next year. They will span the west coast of the state along Interstate 5 and on routes spoking from Portland to the cities of Eugene, Tillamook, & Hood River.

Optimization Technologies of Beaverton, Oregon is "plugging in" to the future of transportation with its OpConnect Electric Vehicle Charging Station. Recently OpTech held a launch event for the press to announce their new product. Three members of the Oregon Electric Vehicle Association (OEVA), including yours truly, were there along with our battery powered vehicles, to help launch the new product.

The Beaverton Valley Times newspaper was there to cover the unveiling event too. Their story was on the front page of the March 18th edition (Link below). William Norris-York of the OEVA, talked about the efficiency of electric powered transportation; while I discussed the national security aspects of domestically fueled transportation.

The star of the day was the charging station. It is difficult to build loyalty to an electrical plug. OpTech's challenge is going to be location, location, location, getting these charging stations into areas where the plug-in vehicles such as the Nissan Leaf and Chevy Volt (both expected to be on sale later this year) will be parked. Commercial electric vehicles will have a range that exceeds what most people will use in a typical day. These charging stations will allow opportunities to top up or stay out of gas mode for PHEVs. Their mere presents, even if you don't use them, can be reassuring.

The OpConnect does have a few tricks up its sleeve to stand out from the crowd. First, unlike some of its competitors, it does not require a loyalty card. Rather you swipe your Visa card, this can be used to pay for parking or access to the station (unless it is free) and it also establishes your account. That could be the end of the transaction, or you can log on to their website and, if you know all the right security info for your Visa, you can check out your entire vehicle charging info.

In the above picture, there are the three EVs on display as they are charging. The hoods are open only for display purposes.

You can see in the picture above that the OpConnect station has both 120V and 240V connectors. It is currently one of the few that offers level 2, 240V 32A charging. Later this year the new electric vehicle connector called the J1772 will be rolled out to all the new EV charging stations in the US.


Links:
Beaverton Valley Times