Electrify America Cycle 2: $300 Million U.S. EV Investment Plan Released

FEB 7 2019 BY TOM MOLOUGHNEY 42

It’s time for the next phase in the EV build out to be revealed.

Back in December, we reported on Electrify America’s Cycle 2 plans for California. We now have the details for Electrify America’s National plan for Cycle 2, which calls for a $300 million investment over a 30-month period starting in July 2019.

For those not clear on exactly why Electrify America has two separate programs, one for California and one for the rest of the country, we’ll briefly explain. Back when Volkswagen was ordered to invest two billion dollars in ZEV infrastructure and education, the settlement was split up into two sections. One for California, which would receive 800 million, and one for the rest of the US, which would receive the remaining 1.2 billion of the settlement.

The California Air Resources Board (CARB) reviews and approves the proposals for the California projects, and the EPA does so for the National programs. Both programs called for the funds to be invested over a 10-year period, beginning in January 2017. For more information on Electrify America’s plan, please visit the Electrify America website.

Cycle 2 is a 30-month program and it begins in July of this year. You can find out more details below from the Electrify America press release:

Highlights of the National Cycle 2 ZEV Investment Plan include:

Charging Infrastructure

• Metro Community Charging: The major focus of infrastructure investment in Cycle 2 is charging within metro areas, where research shows that EV drivers charge most often.

Electrify America will invest in metro-based direct current fast charging (DCFC) stations in 18 metro areas, including these new metro areas in Cycle 2:

  • Atlanta, Baltimore, Honolulu, Las Vegas and Phoenix

Electrify America also will continue to invest in these Cycle 1 metros:

  • Boston, Chicago, Denver, Miami, New York City, Philadelphia, Portland, Seattle and Washington,
    DC

In Cycle 2, Electrify America also will broaden its investment in existing metros by adding:

  • Boulder (CO) for the Denver market;
  • Bremerton (WA) and Olympia (WA) for the Seattle market; and
  • Bridgeport (CT) for the New York City market.

These metro areas are expected to account for more than 50% of expected battery electric vehicles (BEVs) in operation outside California through 2022 (Navigant, 2017). Metro DCFC stations will be placed in retail locations and are intended to serve EV drivers in their daily fueling needs. Select DCFC stations also will be installed near multiunit dwellings (MUDs), expanding access to drivers who reside in apartment complexes and similar communities. Finally, Electrify America will invest in DCFC stations specifically designed to serve shared mobility drivers (car share, taxis, and transportation network company (TNC) drivers) to ensure that these high mileage drivers and passengers are able to enjoy the benefits of ZEV adoption conveniently and cost effectively.

• Highways and Regional Routes: Cycle 2 investments will build upon Cycle 1 efforts to develop a highway network of ultra-fast DCFC stations. This will include building new sites connecting regional destinations and filling in existing routes as station utilization of the highway network increases.

• Autonomous: To support the growth of autonomous ZEVs, Electrify America will build up to two commercial deployments of charging stations for autonomous electric vehicles where this need is emerging.

• Renewable Generation: Electrify America will invest in renewable generation for select stations to help to reduce station operating costs and reduce the carbon content for EV refueling.

Education and Awareness Programs

Electrify America will continue to invest in educational efforts to increase consumers’ awareness of EVs. In Cycle 2, Electrify America will engage in a brand-neutral campaign to drive ZEV adoption and a branded media campaign intended to drive station utilization.

Efforts will primarily focus on boosting awareness and consideration by informing the general public of the benefits of ZEVs through traditional media advertising, similar to Electrify America’s Cycle 1 “JetStones” TV/radio campaign, and could broaden to include encouraging customers to research ZEVs and test drive the vehicles.

The National ZEV Investment Plan benefited from collaboration with public and private sector stakeholders throughout the ZEV ecosystem and a comprehensive national outreach period, during which Electrify America received nearly 800 submissions and conducted follow up with many of the submitters.

Electrify America was established to implement the ZEV Investment Commitment, a part of Volkswagen’s Court-approved settlement involving 2.0 liter diesel vehicles in the United States. The ZEV Investment Commitment includes four 30-month investment cycles that will direct $1.2 billion in electric vehicle infrastructure and education programs in states except for California for a ten year period, and investment in each cycle is laid out in a National ZEV Investment Plan. In addition, under separate plans, Electrify America will invest $800 million in California, one of the largest ZEV markets in the world.

The Environmental Protection Agency (EPA) recently acknowledged that the Cycle 2 National ZEV Investment Plan is consistent with the requirements of the settlement and is now final.

The public versions of the National and California Cycle 2 ZEV Investment Plans are available at
https://www.electrifyamerica.com/our-plan 

Electrify America 30-month investment cycles and metropolitan areas:

Cycle 1 Jan. 1, 2017 – June 30, 2019
Cycle 2 July 1, 2019 – Dec. 31, 2021
Cycle 3 Jan. 1, 2022 – June 30, 2024
Cycle 4 July 1, 2024 – Dec. 31, 2026

Nationally, inside and outside California, the total number of metro areas invested in for Cycle 1 and Cycle 2 by Electrify America is 29 (Please note: some cities received investments in both cycles). The metro cities are: Atlanta, Baltimore, Boston, Boulder (CO), Bremerton (WA), Bridgeport (CT), Chicago, Denver, Fresno, Honolulu, Houston, Las Vegas, Los Angeles, Miami, New York City, Olympia (WA), Philadelphia, Phoenix, Portland (OR), Raleigh, Riverside-San Bernardino, Sacramento, San Diego, San Francisco, San Jose, Santa Cruz-Watsonville, Santa Rosa, Seattle, and Washington D.C. (29)

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42 Comments on "Electrify America Cycle 2: $300 Million U.S. EV Investment Plan Released"

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Bremerton (WA) seems an odd choice. There is a ferry service from here to Seattle so maybe thats why?

Would be cool to charge while on the ferry.

As a Bremerton resident I’m more than a little surprised to see us getting called out on the big stage, but hey, it’s great news! We are basically a bedroom community for Seattle (don’t say that to the locals) and there are tons of EVs here. Plenty of used (well depreciated) EVs available from the Seattle market end up over here. Seems like everybody’s kid is driving a first gen Leaf. Many people live in multi-family units or apartments with no charging infrastructure, often no off-street parking even. It’s a great place to own an EV because almost everywhere you want to go is easily within range, electricity is cheap (hydro), and gas prices are high.

Anybody else notice the proposed station (green dot) in the Centralia WA area disappeared on the new map? It’s basically a ~120 mile stretch on I-5 without any CCS DCFC on a HIGHLY traveled route between Seattle and Portland. Without that station it is 90 miles on I-5 to the ridiculously over-utilized (multi-car waits usual) single EVgo DCFC in Woodland WA (~300x Plugshare checkins). Somebody needs to put a DCFC in Centralia WA like yesterday and they can charge any price they want! Yay capitalism! There are plenty of Webasto CHAdeMO DCFCs along that route from WA’s attempt at the “electric highway” years back but all the Leafs head to the single EVgo DCFC at the Woodland Walmart for some reason…

If Washington and Oregon would replace those CHAdeMO-only unit’s with CCS/CHAdeMO ones, this would alleviate a large portion of the wait times at various different points along I-5. Would also, in many cases, give people more than one charging option, in case one charge station happens to be out of order, or is one of those 24kW CCS stations.

Also, if we replace those CHAdeMO-only stations, let’s also replace those 24kW CCS-only stations with 50kW CCS/CHAdeMO ones.

What whichever US DOT sub-agency should do (but I’m sure it won’t) is require all EVs sold in the US to come with the US standard plug for AC or DC (CCS ) respectively. It’s quicker to replace ChaDeMo chargers now than it will be once the network is larger. Japan does the same thing, BTW.

For the love of jebus, EA, install some fast chargers anywhere between Cumberland and Mchenry, MD, so Western MD ceases to be a fast charging desert! Thanks.

Nice to see MD had the 3rd most # of submissions among all the states for EA sites (only CA and OR had more).

Whoops, nm, VA had 50. MD only had 14. Eh, VA is basically southern MD anyways. :p

Ha… ha… ha…
Hey, at least VA’s governor, as screwed up as he may be, is not pushing for hydrogen fool cells.
https://pluginsites.org/maryland-clean-cars-act-of-2019-ev-tax-credit-funding/

Couldn’t agree enough about Western Maryland. New DCFC units are going in at Hancock, but west of Hagerstown to the MD/WV State Line on I-68 is pretty-much an EV wasteland. MD prides itself on charging infrastructure, but a significant part of the State has — to date anyways — been completely neglected 🙁

Where’s Cleveland and other Midwest metros? They are doing this wrong

It looks like Texas missed out in Cycle 2. That’s okay, if we all the Cycle 1 stations installed and working Texas will be doing pretty good. I’m happy to see Alabama get some more fast chargers but I was really hoping to see I20 get fast between Birmingham and Dallas.

There are a few different EA locations near me. One at a nearby Walmart only has 50kW CCS (5 CCS, 1 CHAdeMO, 1 J1772). Another new location is supposed to have 150kW.

https://s3.amazonaws.com/plugshare.production.photos/photos/385169.jpg
https://s3.amazonaws.com/plugshare.production.photos/photos/385171.jpg
https://s3.amazonaws.com/plugshare.production.photos/photos/385170.jpg

Sadly I don’t see I-80 across Wyoming, that is an important route for cross country travel. Might be points in Tesla’s favor when I buy.

Glad to see they’re adding credit card access for people who almost always charge at home, but have occasional need to charge publicly.

They have always supported credit card access.

They need to add an app.

Yes they do. I think I heard somewhere they are working on it? Hopefully they are. Come this summer, I suspect many of us (IEVs readers) will be getting some good mileage out of their network.

You missed what is (to me) the most important part of the plan – the regional routes! EA is opening up long-distance travel for non-Tesla EV drivers. They have identified the following routes to build up. Each station will have, at a minimum, 2x 150kW and 2x 350kW chargers.
Route (Station Count)
I-93 Boston to Concord, NH (1)
I-89 Concord to Burlington, VT Border (2)
MA-6 Boston to Cape Cod (1)
I-84/I-684 New York to Hartford (1)
CT-15 New York to New Haven (1)
I-476/I-81 Philadelphia to Syracuse (2)
I-78 New York to Harrisburg (1)
Garden St. Pkwy (2)
Canada Connector in Detroit (1)
MD-295 D.C. to Baltimore (1)
I-20 Atlanta to Birmingham (1)
I-85 Atlanta to Montgomery (1)
I-65 Nashville to Birmingham (1)
I-65 Birmingham to Mobile (2)
I-5 Seattle to Canada Border (2)
WA-101 Seattle Area to Port Angeles (1)
WA-12/8 Seattle Area to Aberdeen (1)
OR-26 Portland to Pacific Coast (1)
OR-26/97 Portland to Bend (2)
I-25 Denver to Fort Collins (1)
Stations Supporting Existing High Utilization Routes (8 – 10)

It would be a lot more cost effective to just install L2 AC everywhere. Always Be Charging.

Why not 110 outlets at work places where we spend about 9 hours, and 5 hours of 110-charging would bring me back to 100%?

Exactly. L2 at malls, movie theaters, restaurants, 110AC at park-n-rides, etc.

But then no one would be able to take long distance road trips without overnight stays. DCFC is the future.

I don’t mean 110 outlets in place of L2 or fast DC. I mean 110 in places where people stay for 5-10 hours, like at work places, especially large parking structures. The cost to install must be much less for 110 outlets. I don’t know how to structure payment for the electricity used, but maybe the outlets can be in little lock boxes that are activated with a fob or RFID dongle.

Build out the highway DCFC network, but put in lower level local charging for everything else.

A DCFC at a downtown parking garage is not convenient if O have to either babysit it for 40min, the Move my car, or come back in 40min. But if need to park there for couple hours or all-day, why not have a less expensive option.

I’m so glad that they aren’t doing this. I want to use my BEV as my only car. That means fast charging along major highway corridors. L2 AC is great when you are sleeping/working, but on the road it is next to useless.

Sure, but they are installing all these DCFC in metro areas at great expense. Seems like in city centers people are more often parking for longer period of time.

I guess it depends on who their target audience is. For people who live in those metros but don’t have home charging, having a QC depot could be more convenient then L2 in municipal lots (for example). These people still need to charge quickly, not just opportunistically.
And yes, we should be putting L2 in municipal lots. Last winter I visited Ottawa, ON and charged up in a parking garage while I spent time at Winterlude (their city winter festival). It was very convenient, I am not arguing that. But a different use case than metro QC depots.

You can already drive anywhere in country charging at L2 speeds using NEMA 14-50 outlets at RV Parks where there are not any public L2 chargers. L2 charging on long trips is painful slow and not very practical. But you would know this if you actually drove an EV.

I do drive an EV. And the L2 infrastructure is mostly terrible. I’m not saying don’t build out DCFC for the rare mythical road trip that only accounts for 3% of trips. You need that to stroke people’s perceptions,

But it seems senseless to put a bunch of DCFC in city centers, where people are going to be staying for longer.

“rare mythical road trip”? I take such a trip once or twice a month. 15-20 times a year. These trips account for maybe 10% of my “trips”, but about 60% of my miles. If we are talking about gas savings from driving an EV, road trips are FAR more important than local trips for me.

You are a rare exception. Most people maybe do 1 200mile+ trip a year. Or less.

Now, how does this help if someone wants to go on a long-distance trip? It doesn’t, it only helps when driving around town. And even around town it doesn’t help now that we have 200+ mile range EV’s, since one charge can last the whole day around town, just charge at home.

[OMG the EA “Our Plan” web page is so annoying to read, because it insists on delayed animation of blocks of text up the page, rather than, you know, normal responsive scrolling. Argh! Not clever. Luckily, you don’t need to scroll too far down to get to the actual PDF links. :-P]

As a Texas resident, my state doesn’t figure much in Cycle 2, but the national map on pg. 33 was still interesting, because AFAIK it seems to be the most detailed map yet of planned Cycle 1 highway charger locations for Texas. I’m particularly interested in the I-10 route west from San Antonio. There is currently a 300+ mile gap between the chargers shown on the EA “Locate a Charger” maps, between San Antonio and Fort Stockton, and even these are “coming soon”. The map in the Cycle 2 PDF seems to fill in this gap, with two planned chargers at what looks like Junction and Ozona. That would fill in the route nicely, if indeed they get built. I *hope* they will just keep working away with Cycle 1 funds until these all get built out.

https://electricrevs.com/2018/03/10/secret-highway-ultra-fast-dc-charging-map-revealed/. The map on this website was produced by Electrify America and then disappeared. I have been using the map for the last year. The map has a few misses but mostly it’s pretty accurate.

BTW, ALL the Cycle 1 chargers are supposed to be finished by the end of June, 2019, that’s only a little over three months from now.

EA seems to be moving really slow for some reason. No new charging stations have come online in OR, CA or WA in the past few months. Many seem to have completed construction, but don’t show as being online on either plugshare or EA website.

Here is a zoomable version of that map:
https://www.google.com/maps/d/u/0/viewer?mid=1hb5qJN1HoOD2am9PBz9Vo–eLrDgVg3U&ll=37.391594614576526%2C-97.3734734599995&z=5

And the end of June is almost 5 months from now, not 3…

Great article Tom.