US Announces $4.5 Billion Available To Support EVs, 350 kW Charging, 500 Wh/kg Batteries

JUL 23 2016 BY MARK KANE 113

2016 Nissan LEAF fast charging (CHAdeMO)

2016 Nissan LEAF fast charging (CHAdeMO)

The Obama Administration announced a bold move to support electric vehicle adoption in the U.S. via improving its charging infrastructure.

According to the press release the new directive will be…

“…an unprecedented set of actions from the Federal government,  private sector, and states, as well as a new framework for collaboration for vehicle manufacturers, electric utilities, electric vehicle charging companies, and states, all geared towards accelerating the deployment of electric vehicle charging infrastructure and putting more electric vehicles on the road.”

The first big action is to set aside $4.5 billion in loan guarantees, and invite applications to support the commercial-scale deployment of innovative electric vehicle charging facilities throughout the US (and thus speed up EV adoption).

Further to that missive, in the near future zero emission and alternative fuel corridors will be identified, and then ear-marked for vast future installations of charging infrastructure – potentially under a new “National Network of Fast Charging Stations” aimed to be in place by 2020.

Another interesting part of the announcement is a DoE partnership with National Lab (and some others) study DC fast charging up to 350 kW (which “could charge a 200 mile range battery in less than 10 minutes”).  The truth is on this point, that the charging project is already well underway and was likely just added into the press release to round it out…this study is already pegged to be completed by the end of the year.

The plan also includes a lot partnerships (like 50 of them), as well as includes a plan to triple today’s specific energy in lithium-ion batteries, (well, at least to 500 Wh/kg anyway), with Tesla on an advisory board to help make that happen.

Much of the additional information best viewed via the original announcement (below)…which is (as one might expect of a governmental press release) buried in a sea of words:

FACT SHEET: Obama Administration Announces Federal and Private Sector Actions to Accelerate Electric Vehicle Adoption in the United States

NRG EVgo is one of over 50 partners in Friday's White House announcement

NRG EVgo is one of over 50 partners in Friday’s White House announcement

The Obama Administration is taking responsible steps to combat climate change, increase access to clean energy technologies, and reduce our dependence on oil. That is why, today, on the heels of the United States Department of Energy’s (DOE) first-ever Sustainable Transportation Summit, the Administration is announcing an unprecedented set of actions from the Federal government,  private sector, and states, as well as a new framework for collaboration for vehicle manufacturers, electric utilities, electric vehicle charging companies, and states, all geared towards accelerating the deployment of electric vehicle charging infrastructure and putting more electric vehicles on the road. The collaboration, forged by the White House in partnership with DOE and the Department of Transportation (DOT), the Airforce and the Army, and the Environmental Protection Agency, and is centered on a set of Guiding Principles to Promote Electric Vehicles and Charging Infrastructure that nearly 50 organizations are signing on to today.

By working together across the Federal government and with the private sector, we can ensure that electric vehicle drivers have access to charging stations at home, at work, and on the road – creating a new way of thinking about transportation that will drive America forward. Today’s announcements include:

  • Tesla Motors is actually on an advisory board looking into "tripling the specific energy" of today's batteries (to 500 WH/kg)

    Tesla Motors is actually on an advisory board looking into “tripling the specific energy” of today’s batteries (to 500 Wh/kg)

    Unlocking up to $4.5 billion in loan guarantees and inviting applications to support the commercial-scale deployment of innovative electric vehicle charging facilities;

  • Launching the FAST Act process to identify zero emission and alternative fuel corridors, including for electric vehicle charging across the country, and standing up an effort to develop a 2020 vision for a national network of electric vehicle fast charging stations that will help determine where along the corridors it makes the most sense to locate the fast charging infrastructure;
  • Announcing a call for state, county, and municipal governments to partner with the Federal government to procure electric vehicle fleets at a discounted value;
  • Leveraging the power of data and hosting an ‘Electric Vehicle Hackathon’ to discover insights and develop new solutions for electric vehicle charging;
  • Publishing a guide to Federal funding, financing, and technical assistance for electric vehicles and charging stations; and
  • 35 new businesses, non-profits, universities, and utilities signing on to DOE’s Workplace Charging Challenge and committing to provide electric vehicle charging access for their workforce.

Today’s announcements build on a record of progress from multiple programs across the Administration that are working to scale up electric vehicles and fueling infrastructure, including at the Departments of Energy, Transportation, Defense, and at the Environmental Protection Agency. In fact, in the past eight years the number of plug-in electric vehicle models increased from one to more than 20, battery costs have decreased 70 percent, and we have increased the number of electric vehicle charging stations from less than 500 in 2008 to more than 16,000 today – a 40 fold increase.

UNPRECEDENTED ELECTRIC VEHICLE COALITION FORGED AMONG NEARLY 50 VEHICLE MANUFACTURERS, ELECTRIC UTILITIES, ELECTRIC VEHICLE CHARGING COMPANIES, STATES, AND ORGANIZATIONS TO INCREASE ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

50 odd OEMs have signed on to the White House's latest initiative - including Nissan

50 odd OEMs have signed on to the White House’s latest initiative – including Nissan

Today, in collaboration with the Administration, nearly 50 industry members are signing on to the following Guiding Principles to Promote Electric Vehicles and Charging Infrastructure. This commitment signifies the beginning of a collaboration between the government and industry to increase the deployment of electric vehicle charging infrastructure.

Building on existing partnerships among federal government, states and communities, electric vehicle and charging infrastructure manufacturers and retailers, electric utilities, national laboratories, universities, and nongovernmental organizations, we endorse the following guiding principles to enhance electric vehicle use and create a national, household, workplace, and urban charging infrastructure that is available to all Americans:

  • Drive the market transformation to electric vehicles by making it easy for consumers to charge their vehicles with grid-connected infrastructure that is accessible, affordable, available and reliable, and interconnected with other low-carbon transportation options where feasible.
  • Promote electric vehicle adoption by increasing access to charging infrastructure and supporting the development of plug-in electric vehicles that are as accessible, available, and convenient as gasoline-powered vehicles.
  • Promote a robust market for vehicle manufacturers, utilities, equipment service providers, and support industries that ensures a consistent user experience, customer choice, and allows for a streamlined permitting process.
  • Enhance American manufacturing competitiveness, innovation, and the development of advanced technology. 
  • Attract and leverage private, State, and Federal investment in electric vehicle deployment, infrastructure, research and development, and education and outreach.
  • Enable smart charging and vehicle grid integration through solutions such as demand response, and other energy storage and load management strategies.

Signatories to the Guiding Principles to Promote Electric Vehicles and Charging Infrastructure include the following industry members, agencies, organizations, and states:

  • Avista
  • Berkshire Hathaway Energy
  • BMW
  • California Air Resources Board
  • ChargePoint
  • Consumers Energy
  • Con Edison
  • Connecticut Green Bank
  • Dayton Power & Light Company
  • Duke Energy
  • Edison Electric Institute
  • Electric Drive Transportation Association (EDTA)
  • Eversource Energy
  • EVGo
  • Florida Power and Light Company
  • Ford
  • Georgia Power
  • General Motors
  • Greenlots
  • Hawaiian Electric
  • Hawai`i Electric Light
  • Maui Electric
  • Indianapolis Power & Light Company
  • Kansas City Power & Light
  • Louisville Gas & Electric and Kentucky Utilities
  • Mercedes-Benz USA, LLC
  • National Association of State Energy Officials (NASEO)
  • National Grid
  • NextGen Climate America
  • New York State
  • Nissan
  • Orange and Rockland
  • Portland General Electric
  • PPL Electric Utilities
  • Pacific Gas & Electric
  • PNM Resources
  • Puget Sound Energy
  • Southern California Edison
  • Southern Company: Alabama Power
  • Southern Company: Georgia Power
  • Southern Company: Gulf Power
  • Southern Company: Mississippi Power
  • State of California
  • TECO Energy
  • Tesla
  • Westar Energy

EXECUTIVE ACTIONS TO INCREASE CHARGING INFRASTRUCTURE

Providing Financing to Scale Up Charging Infrastructure

Unlocking Up $4.5 billion in Loan Guarantees and Inviting Applications to Support Innovative Electric Vehicle Charging Facilities: Today, the DOE’s Loan Program Office (LPO) issued a supplement to its Title XVII Renewable Energy and Efficient Energy (REEE) Projects Solicitation, clarifying that certain electric vehicle (EV) charging facilities – including associated hardware and software – is now an eligible technology under the solicitation.  The solicitation can provide up to $4.5 billion in loan guarantees to support innovative renewable energy and energy efficiency projects in the United States. Loan guarantees can be an important tool to commercialize innovative technologies because these projects may be unable to obtain full commercial financing due to the perceived risks associated with technology that has never been deployed at commercial scale in the United States. The DOE’s LPO supports a large, diverse portfolio of more than $30 billion in loans, loan guarantees, and commitments to approximately 30 closed and committed projects nationwide, including leading edge renewable energy projects, advanced technology vehicle manufacturing facilities, and two of the first new nuclear reactors to begin construction in the United States in more than three decades.

Publishing a Guide to Federal Funding, Financing and Technical Assistance for EVs and Charging Stations: DOE and DOT are publishing a guide to outline specific examples of funding programs, financing incentives, and technical assistance to help advance the nation’s economic, environmental, and energy security, through the support of EVs and charging stations that reduce petroleum use and greenhouse gas emissions from the transportation sector. It will also list current tax credits and incentives applicable to EV charging.  The DOE’s Alternative Fuels Data Center provides a comprehensive database of federal and state programs that support EVs and infrastructure.

Supporting the Development of Electric Vehicle Charging Corridors

Launching the Process to Designate Alternative Fuel Corridors as Part of the Fixing America’s Surface Transportation (FAST) Act: Today, the DOT is soliciting nominations from State and local officials to assist in making designations for alternative fuel corridors. Section 1413 of the FAST Act requires that the Secretary of Transportation designates national EV charging, hydrogen, propane, and natural gas fueling corridors, and the nomination process will ensure that the corridors proposed for designation will create a national network of alternative fuel facilities. In designating corridors, the DOT will (1) consider the nominated facilities, (2) incorporate existing corridors designated by States, and (3) consider the demand for, and location of, existing fueling stations and infrastructure.  DOT will also evaluate applications based on their ability to reduce emissions and collaborate across the public and private sector. Details on this program can be found here or here.

Developing Criteria and Proposing a Plan for a National Network of Fast Charging Stations for EVs: DOE and DOT have agreed to partner on the development of a 2020 vision for a national network of fast charging stations for EVs in order to facilitate coast to coast, nationwide zero emissions travel.  Building upon DOT’s planned designation of alternative fuel corridors under the FAST Act, DOE and DOT, in cooperation with the DOE National Laboratories, DOT Volpe Center, and other government and industry stakeholders, will commence efforts in fiscal year 2017 to develop criteria that will help identify specific locations for siting fast charging infrastructure adjacent to the DOT-designated national and community corridors. The proposed effort will address four key areas important to evaluating the potential for a national network for fast charging including: (1) siting criteria for charging locations; (2) charging and utility infrastructure needs and cost assessment; (3) impacts of electric demand charges to consumers and utilities; and (4) potential longer-term innovations including evolution up to 350 kilowatt (kW) fast charging. The partnership will address these questions to provide the necessary information for the basis of a dialogue with stakeholders to help define public-private partnerships, funding, and financing models for implementing a national fast charging network. Along those lines, the DOE and DOT will be convening stakeholders this fall to identify critical needs for a national network of fast charging stations. 

Expanding the Electric Vehicle Fleet

Inviting State, County, and Municipal EV Fleets to Join Forces with the Federal Government in EV Procurement: The Office of Federal Sustainability is inviting State, county and municipal government fleets to join forces with Federal agencies to maximize their collective buying power, and aggregate their EV and charging infrastructure purchases. In doing so, governments at all levels can lower their procurement costs, expand technology availability, and increase automotive manufacturers’ demand certainty. The Office of Federal Sustainability will partner with government and agency fleet purchasers to coordinate and aggregate the purchasing of EV fleets, with distinct acquisition procurement strategies to be determined. Alone, the federal government plans to purchase more than 500 plug-in hybrid electric vehicles (PHEV) or EVs in fiscal year 2017.

DOE’s Office of Energy Efficiency and Renewable Energy (EERE) will be Signing a Memorandum of Understanding (MOU) with the American Public Power Association (APPA) to Collaborate on Municipal Fleet Electrification: Through this agreement, EERE and APPA will ensure collaborative efforts to enable electrification of personal and fleet transportation in municipalities throughout the United States. EERE and APPA will provide information to increase education and awareness of the benefit of EVs to public power utilities and local officials, and develop a community action plan focused on smaller communities with fewer than 200,000 electric customers. The partnership will also work to enhance workplace charging efforts at public power utilities, study the impacts of EVs in public power communities, and share insights regarding infrastructure installation and EV interaction with the modern grid.

Driving Technological Innovation and Increasing Access to Data

Leveraging the Power of Data through an ‘EV Hackathon’: Today, the White House Office of Science and Technology Policy (OSTP) is announcing that they will host an EV hackathon this fall. Hackathons are events that bring together coders, data scientists, topic experts, and interested members of the public to discover insights and develop new solutions. The event will take place in concord with the release of anonymized data on EV charging stations to the research and software development community. The ‘EV Hackathon’ represents a unique opportunity to bring together the EV and software communities to collaborate to enhance EV deployment.

Conducting a Technology Study to Explore the Feasibility for Fast Charging, up to 350 KW, for EVs: DOE will partner with industry, the National Laboratories, and other stakeholders to develop a study that will examine the vehicle, battery, infrastructure, and economic implications of direct current (DC) fast charging of up to 350 kW, which is expected to be completed by the end of 2016. A 350 kW charging system could charge a 200 mile range battery in less than 10 minutes.  The implementation of DC fast charging has the potential to impact many technology areas and tackle key technological barriers associated with high rate charging (50 kW and above), and fast charging increases the utility of EVs, aides in their adoption, and helps enable widespread use of EVs.

Announcing  that the Pacific Northwest National Laboratory (PNNL) will Lead Research to Achieve the Strategic Battery500 Goal: A multi-partner team, led by PNNL as part of the Battery500 research consortium, will receive an award of up to $10 million per year for five years to drive progress on  DOE’s goal of reducing the cost of vehicle battery technologies. Battery costs exceeded $500/kWh when President Obama launched his EV Everywhere Grand Challenge goal of making EVs that are as affordable and convenient for the American family as gasoline-powered vehicles, and low-cost, high performance batteries are a key component of the strategy to attain the President’s goal. The Battery500 Consortium aims to triple the specific energy (to 500 WH/kg) relative to today’s battery technology while achieving 1,000 electric vehicles cycles. This will result in a significantly smaller, lighter weight, less expensive battery pack (below $100/kWh) and more affordable EVs.  The Battery500 consortium will include four DOE National Laboratories and five universities in an effort aimed at achieving revolutionary advances in battery performance.  Consortium partners include the following:

  • Pacific Northwest National Laboratory (research partner and advisory board)
  • Brookhaven National Laboratory
  • Idaho National Laboratory
  • SLAC National Accelerator Laboratory
  • Binghamton University (State University of New York)
  • Stanford University (research partner and advisory board)
  • University of California, San Diego
  • University of Texas at Austin
  • University of Washington
  • IBM (advisory board)
  • Tesla Motors, Inc. (advisory board)

Increasing Charging Infrastructure in Our Homes and Workplaces

The Standard for High Performance Green Buildings Will Consider a Revision to Encourage EV-Ready Building Practices: By employing EV-Ready building practices, multi-unit dwelling and commercial building developers can prepare a facility with electrical infrastructure to accommodate a future charging station installation, resulting in significant cost savings for building owners and tenants. To encourage more EV-Ready development in cities and states across the country, an EV-Ready building code measure has been introduced to the American Society of Heating, Refrigerating, and Air-Conditioning Engineers (ASHRAE) 189.1, a standard for high performance green buildings that in 2018 will become the basis for the International Green Construction Code. Through the adoption of this EV-Ready building practice, cities and states can align with the EV building strategies identified by Federal agencies in the 2016 Guiding Principles for Sustainable Federal Buildings.

Expanding DOE’s Workplace Charging Challenge to Include 35 New Businesses, Non-profits, Universities, and Utilities: DOE’s Workplace Charging Challenge encourages America’s employers to commit to providing EV charging access for their workforce. Vehicles are parked at homes and workplaces most of the time, making the Workplace Charging Challenge a significant opportunity to expand our nation’s charging infrastructure. In fact, charging at work can potentially double an EV driver’s all-electric daily commuting range.   Participating employers include organizations that are assessing their employees’ need for charging to those who have successfully launched workplace charging programs. DOE’s Workplace Charging Challenge has grown to more than 350 partners since its launch in January 2013, and is on track to meet its goal to partner with 500 United States employers by 2018. The 35 new partners announced today include:

  • Bates College
  • Berkshire Hathaway Energy
  • CenterPoint Energy, Inc.
  • City of Seattle
  • Clean Future, Inc.
  • Confluence Environmental Center
  • Con Edison
  • Duke Energy Carolinas
  • Duke Energy Florida
  • Duke Energy Indiana
  • Duke Energy Kentucky
  • Duke Energy Ohio
  • Duke Energy Progress
  • Eugene Water & Electric Board
  • Fresh Start Detail Co.
  • Hawai`i Electric Light Company
  • Hawaiian Electric Company
  • Hyundai
  • Joseph Hughes Construction
  • Maui Electric Company
  • Morris Energy Consulting
  • NIKE, Inc.
  • North American University
  • North Coast Electric
  • Olympic College
  • Orange and Rockland Utilities
  • Southern Company: Alabama Power
  • Southern Company: Georgia Power
  • Southern Company: Gulf Power
  • Southern Company: Mississippi Power
  • Southwest Clean Air Agency
  • Sustainable Future LLC
  • The Valley Hospital
  • University of Oregon
  • Utah Valley Hospital

PRIVATE SECTOR COMMITMENTS TO INCREASE ELECTRIC VEHICLE CHARGING INFRASTRUCTURE

Twelve utilities and charging companies are announcing commitments to increase deployment of EVs and charging infrastructure, and to use the Guiding Principles to Promote Electric Vehicles and Charging Infrastructure to work together to accelerate EV deployment.

Utilities

  • Avista commits to install electric vehicle supply equipment (EVSE) in its Eastern Washington service territory, as part of a two-year pilot program recently approved by the Washington Utilities and Transportation Commission.  Provided full participation levels, Avista expects to install a total of 272 EVSE connection ports in approximately 200 different locations:  120 in residential homes, 50 at workplaces, and 30 in public locations, including 7 DC fast chargers to enable regional EV travel.
  • Florida Power and Light (FPL) is committed to the mass market adoption of EVs by working with local, state, and federal stakeholders on initiatives that will help drive EV adoption.  FPL will continue to educate and support residential and commercial customers on the benefits of EVs and work with tfhem to remove barriers to adoption.   FPL also commits to continue to place EVs into its fleet when possible.
  • The Hawaiian Electric Companies have committed to work with all stakeholders to support EVs as part of reaching the islands’ goal of 100 percent renewable energy for electricity by 2045. The Hawaiian Electric Companies will continue to install more DC fast charging stations, research demand management and demand response strategies in EV charging and seek new policy and infrastructure opportunities to provide reliable, clean power for EV charging.
  • Kansas City Power & Light (KCP&L) commits to continuing its leadership and support of the electric transportation market by deploying 10 percent of its Clean Charge Network in underserved and low-income areas of its service territory. KCP&L believes that charging infrastructure should be available and accessible to its customers of all income levels.
  • National Grid commits to help accelerate EV and EV charging market growth in the Northeast, by bringing forward regulatory proposals for new EV charging infrastructure development and consumer education in the territories it serves. These initiatives will build on the company’s planned efforts to demonstrate new technologies such as DC fast charging, expand workplace charging for employees, and increase plug-in vehicles and technology deployment within the company fleet.
  • Portland General Electric (PGE), Oregon’s largest electric utility company, commits to engage stakeholders and submit a proposed plan to Oregon Public Utility Commission in 2016 defining the utility role in transportation electrification, pursuant to recently passed Oregon legislation, which identifies transportation electrification as key to meeting Oregon’s greenhouse gas emissions targets.  PGE also commits to work with Federal partners, including DOT and DOE, and the Edison Electric Institute in appropriate leadership roles to continue to advance transportation electrification.  PGE will spend 5-10 percent of its corporate fleet budget on electrification, and commits to encourage and incentivize PGE employees to acquire EVs and serve as ambassadors for electrification.
  • The Public Service Company of New Mexico (PNM) will provide the associated infrastructure to the City of Albuquerque for their purchase of an all-electric bus fleet for the soon to be built Albuquerque Rapid Transit system. The project is the first of its kind in New Mexico and the first all-electric Bus Rapid Transit system in the United States.
  • Southern California Edison (SCE) will collaborate with stakeholders to develop plans to meet California Senate Bill 350 requirements for on-going, comprehensive utility programs and investments to accelerate widespread adoption of transportation electrification. SCE’s plans will complement stakeholders’ efforts to expand available charging infrastructure, deliver effective market education and outreach, encourage incentives, and improve customers’ experience. SCE will also launch its Clean Fuel Reward program in 2016 to provide incentives to residential EV owners using proceeds from California’s Low Carbon Fuel Standard program.
  • Southern Company and its electric-generating traditional operating companies – Alabama Power, Georgia Power, Gulf Power, and Mississippi Power – have been and will continue to be leaders in the advancement and promotion of the electric transportation market. Southern Company remains active in both the on-road and non-road markets, working with industry, municipalities, government, and the military to further the use of electric transportation and to ensure the development of necessary charging infrastructure. Southern Company is committed to consumer education through social media outreach and community charging programs as well as special concierge events provided through the REVolution program. The Southern Company Energy Innovation Center, meanwhile, continues to facilitate and encourage industry research aimed at improving the effectiveness and cost-efficiency of EV technology.
  • The Edison Electric Institute (EEI) will work with its member electric companies and their associated state regulatory commissions to a) provide the charging infrastructure needed to scale electric transportation, b) develop measures that support the market while controlling costs and ensuring benefits are shared by all customers, and c) engage in direct outreach and education to customers.

Charging Companies

  • ChargePoint commits up to $20 million toward the deployment of a national network of high-speed charging stations as part of public-private partnerships.  This includes research and development investments, site identification, smart city deployments and DC fast charger corridors.  ChargePoint will work with the DOT, other Federal, State, and local government agencies, and private entities to determine the optimal location for such high-speed charging stations, and to secure financing from private entities and through public-private partnerships. In order to future-proof the network, ChargePoint is committed to developing a line of high-speed DC fast chargers with 125-350 kW charging capacity. ChargePoint commits to work with the broader industry to develop the standards necessary for interoperability, allowing drivers to use one account to charge at stations manufactured by multiple vendors.   ChargePoint commits to make access to its high-speed network simple, accessible and convenient through industry-leading driver services and mobile applications. ChargePoint commits to work with original equipment manufacturers (OEMs) to make data available to help optimize their vehicle programs and better understand driver behavior. ChargePoint commits to work with utilities to make data available to help improve vehicle grid integration and better understand driver behavior.
  • EVgo commits to invest $100 million in EV infrastructure over the next 5 years to expand its nation-leading charging network.  This investment will focus on providing customers with access to high-speed charging at charging rates significantly faster than what is available on the market today.

BUILDING ON PROGRESS

The above-mentioned private sector commitments announced today build on a history of progress to increase EV adoption and promote EV charging infrastructure, which is illustrated by the following:

Automakers

  • BMW Group is dedicated to improving EV technology and increasing EV adoption. In pursuit of this goal, the BMW Group has committed to producing BMW iPerformance vehicles, or plug-in hybrid versions of all of its volume models. The first model, the BMW X5 xDrive40e, was released in fall 2015, and was followed this year by the 330e Sedan and the 740e xDrive Sedan. The BMW Group is committed to advancing battery technology through research partnerships, including with the DOE’s Argonne National Laboratory, and will continue to support DC fast charging infrastructure in the United States. BMW successfully launched ‘project i’ with the plug-in hybrid i8 and the all-electric i3 in 2014, and the inclusion of a plug-in hybrid version in all of its volume models.
  • Ford is investing an additional $4.5 billion in electrified vehicle solutions, adding 13 new electrified vehicles to its product portfolio by 2020. More than 40 percent of Ford’s nameplates globally will be electrified by the decade’s end.
  • General Motors will introduce the industry’s first long-range, affordable EV later this year. The Chevrolet Bolt EV will provide more than 200 miles of range on a full charge, be priced under $30,000 (net full federal tax credits) and will be produced at General Motor’s assembly plant  in Orion Township, Michigan. The 2017 Chevrolet Bolt EV, along with the range-extended electric Chevrolet Volt, will soon be included in the General Motors and Lyft Express Drive fleets in select markets. This short-term vehicle access program will provide exposure to EVs from the largest EV fleet in ridesharing to drivers and passengers alike. General Motors also will continue investing in battery technology and expertise, including at the largest battery lab of any automaker in North America, and remain a champion of workplace charging. General Motors has installed over 500 workplace chargers for use by employees and visitors to General Motors campuses around the United States.
  • Mercedes Benz will have 10 plug-in hybrids available by next year.
  • Nissan has sold more than 95,000 LEAF EVs in the United States, and uses a multi-pronged approach to invest with charging partners to install EV charging infrastructure at corporate workplaces, metro communities and Nissan dealerships. Nissan has led the tenfold increase in CHAdeMO fast chargers available nationally since 2013 with now more than 1,840 fast chargers available at retail, hospitality, fueling station, and dealership locations. These fast chargers can charge an all-electric LEAF up to 80 percent in 30 minutes, greatly extending the range of the vehicle. In addition, under the ‘No Charge to Charge’ promotion, Nissan has made over 900 of these public Fast Chargers available for free to new LEAF buyers for 2 years across 38 key markets, with another 12 markets launching in 2016. As a result, Nissan’s expansion of metro-area fast charging will cover cities and communities representing 90 percent of LEAF sales. Nissan continues to work collaboratively with charging network providers, charger manufacturers, utilities, retail site hosts and importantly, other automotive OEMs to ensure the continued growth of open-standard fast charging to expand and connect Nissan’s community charging network investment across the country.
  • Tesla will start volume deliveries of Model 3 in late 2017, which will have a range of at least 200 miles, meaning that affordable long range EVs will be available on the market sooner than analysts predicted. Tesla has already started operations at the $5 billion Gigafactory it is building outside Reno, Nevada, which will manufacture batteries, ensuring that EVs are powered by American-made, high-quality, and affordable batteries.

Charging Companies

  • ChargePoint operates the largest and most open EV charging network in the world, with more than 30,000 total charging spots and over 330 DC fast charging locations. To date, ChargePoint drivers have traveled 396,800,000 miles on the ChargePoint network. Recently, ChargePoint successfully completed the Express Corridor project, in which it deployed nearly 100 DC fast chargers along the East and West Coast, including in partnership BMW.
  • EVgo works closely with automakers like Nissan, BMW, and Ford to develop a vehicle-centric customer experience. These partnerships have brought customers faster charging speeds and more charging locations, allowing EVgo to operate 700 DC fast chargers in more than 35 top metro markets across the country. In 2015, EVgo’s public high-speed charging network delivered more than 21 million EV miles, saving nearly 900,000 gallons of gas and offsetting nearly 10 million pounds of carbon dioxide.

Utilities

  • Avista, in Spokane, Washington, is committed to supporting electric transportation, starting with its first installation of three public EV charging stations in 2010.  Avista followed this with a commitment to electrify its fleet with at least 5 percent of fleet budget allocated to electrification, installation of workplace charging and participation in DOE’s Workplace Charging Challenge, with over 40 port connections planned at its facilities over the next four years; ongoing technical support and education for residential and commercial customers; and collaboration with regional utilities to form the Pacific Northwest Utilities Transportation Electrification Collaborative as a forum to share best practices and accelerate the transition to electric transportation.  Most recently, Avista successfully filed and received approval from the Washington Utilities and Transportation Commission to proceed with a pilot program to install utility-owned EV charging infrastructure at customer homes, businesses and public locations.
  • Consumers Energy has submitted a proposal to the Michigan Public Service Commission to advance EV infrastructure in Michigan. Consumers has developed a  comprehensive program to enable EV travel across the state with the placement of DC fast chargers at 30 locations, increase the presence of Level 2 chargers by 400 units, generate Workplace Charging programs with 40 employers, and reinstate home charging incentives for 2,500 customers. This broad approach will help escalate EV adoption, expand customer transportation options, incite and support Michigan’s motivation toward smart mobility, emerging technologies, job creation, and sustainability.
  • Eversource Energy, with a goal of reducing the region’s carbon footprint, has created EV opportunities for its customers, and employs a multifaceted approach to reducing emissions for its fleet vehicles as well.  As of the end of 2015, there were about 6,500 EVs in the company’s service territory with over 700 publicly accessible charging stations in the region. In 2014, along with other utility members of the Edison Electric Institute, Eversource pledged to commit five percent of its annual fleet spending on EV technologies. The company’s support has funded EV rebates for about 450 vehicles in Connecticut. In Massachusetts, Eversource serves as a commissioner on the Commonwealth’s Zero Emission Vehicle Commission, which serves to study the economic and environmental benefits and costs of increased use of zero emission vehicles in the Commonwealth. Eversource is working with the Massachusetts Department of Energy Resources on programs to advance the EV market through a combination of studies, outreach and education, and the rate pilot program.  Eversource is committed to explore solutions that support EV owners in its service territory, while ensuring system reliability for all of its customers.
  • Florida Power and Light (FPL) launched its EV program in late 2010 with a focus on ensuring that it meets customer EV needs, enabling the market to grow, and ensuring reliable service.  Initiatives include education and outreach, technology pilots, employee workplace charging, fleet charging, an EV website, and local, state and federal industry involvement.  The company operates a large electric fleet with over 570 HEVs and 156 PHEVs / EVs, and has installed 74 Level 1 charging stations with 139 charge ports, and 83 Level 2 stations with 160 charge ports to support both its fleet and employee vehicles.  In June 2015, the company joined DOE’s Employee Workplace Charging Challenge and saw employee ownership of EV’s increase 500 percent in 12 months.
  • Georgia Power, the largest subsidiary of Southern Company, launched a Get Current.Drive Electric TM initiative intended to help facilitate the adoption and use of EVs in Georgia.  This comprehensive program promotes public education, the building and operation of public/community charging stations, and the offering of promotional rebates to residential and business customers for installing EV chargers. Through this two-year program, the company estimates that more than 2,500 charging stations will be installed statewide to support current and future EV drivers.
  • The Hawaiian Electric Companies have provided customers with EV charging options since 2010, including discount utility rates for EV charging and partnerships to increase home and public charging opportunities.  Hawaiian Electric, Maui Electric and Hawaii Electric Light companies have installed eight DC fast charging stations on Oahu, Maui and Hawaii Island with more to come. The stations are strategically located to reassure the islands’ growing number of battery EV drivers struggling with range anxiety or unable to charge in their residences. A utility proposal for improved time-of-use rates at present is before regulators. And the JUMPSmartMaui is a collaborative demonstration project between Japan, Hawaii and Maui that incorporates Smart Grid, renewable energy, and all-EV solutions to achieve a cleaner future for Maui.
  • Kansas City Power & Light is deploying over 1,100 charging stations as part of its Clean Charge Network to transform the market in Kansas City, Missouri. The Clean Charge Network is a network of ChargePoint Level 2 charging stations as well as DC fast chargers available to the public at locations throughout the KCP&L’s service territory.  Since deployment of the Clean Charge Network began in January 2015, the Kansas City metropolitan area has become number one in the United States for EV driver growth and has experienced a more than 400 percent increase in EV charging sessions, number of EV drivers, and electrical usage for EV charging.
  • Louisville Gas & Electric Co and Kentucky Utilities Co developed a program that strives to expand EV infrastructure around the Commonwealth of Kentucky. In 2016, the Kentucky Public Service Commission approved the companies’ application to install up to 20 Level 2 public charging stations in its service territories and an unlimited number of private entity sponsored stations. The companies will begin to roll out the stations in 2016.
  • Michigan Utilities in conjunction with the Michigan Public Service Commission introduced a variety of Level 2 home charging reimbursement incentives in 2011. The incentive programs helped stimulate Michigan’s EV adoption with over 3,500 customers participating.
  • National Grid has supported the EV market in the Northeast since 2011 when it began installing more than 150 public charging stations, in partnership with the EVSE industry, host site customers, and state agencies.  Today, more than 3,000 drivers have used these stations, filling up at locations across Rhode Island, Massachusetts, and upstate New York.  National Grid has also installed work place charging in more than 10 different company facilities and hosted multiple “ride-n-drives” for employees.
  • NV Energy, a Berkshire Hathaway Energy operating company, has proudly supported the electrification of transportation in Nevada since 2009.  The company embraced a three-pronged effort and various strategic partnerships to achieve its EV success.  First, it established a favorable rate structure for residential and commercial customers to charge EVs at their homes or businesses, which has the ability to lower both EV charging and overall home or business energy costs.  Second, a shared-investment program and partnership with major customers resulted in more than doubling the number of public charging stations in Nevada.  These public charging stations are providing charges to EV owners at no cost for the first five years. NV Energy’s third major initiative has been to partner with the Nevada Governor’s Office of Energy, the DOT and rural electric associations to develop the Nevada Electric Highway, which is connecting major population centers in the state with a DC fast charging network that aligns with interconnecting highways.
  • Pacific Gas & Electric (PG&E) continues to expand its fleet of alternative-fuel vehicles—one of the nation’s largest among electric and gas utilities—by investing at least one-third of its annual fleet procurement on EVs, totaling more than $100 million.
  • Portland General Electric (PGE) has demonstrated a commitment to EV charging and education on electrification, including: operation and improvement of “Electric Avenue” – which highlights colocation of 6 chargers, four of which are DC fast chargers; installation of  EV chargers at PGE workplace locations, with 51 total chargers planned; encouraging business customers’ installation of  workplace charging and their participation in the DOE’s Workplace Charging Challenge; delivery of education and technical assistance on electrification to retail customers; and continued annual sponsorship of the EV Roadmap Conference that emphasizes sharing of best practices and lessons learned.
  • PPL Electric Utilities is working to encourage the everyday use of EVs throughout its service territory in central and eastern Pennsylvania. The utility uses 15 Chevy Volt vehicles as part of its fleet, and has developed an internal car-sharing program to make the EV cars available for employees’ business use. PPL also offers free charging to employees through EV chargers installed at several locations. PPL is committed to investing more than 10 percent of its fleet budget on fleet electrification and is committed to buying only bucket trucks with electric lifts. Finally, the company has created a website to share information on cars and incentives with its 1.4 million customers.
  • San Diego Gas & Electric recently received approval from the California Public Utilities Commission to install 3,500 charging stations at 350 locations in San Diego County.
  • Southern California Edison (SCE) recently started a pilot funded by all customers to install up to 1,500 EV charging stations and launch expanded EV market education programs; is conducting a one-year pilot at the Los Angeles Air Force Base to demonstrate vehicle-to-grid vehicles; and recently completed pilots on workplace smart charging for its employees. SCE spent 20 percent of its recent annual fleet budget on electric drive vehicles; offers seven residential and commercial rates designed for transportation electrification; includes EV charging and solar carport as part of its energy efficiency contract with Federal Aviation Administration in Palmdale California; and conducts on-going testing and evaluation of several heavy duty EVs for air districts.
  • Southern Company launched SO Prize in 2014, an internal ideation competition that elicited nearly 1,000 innovative ideas from among the employee workforce. One of the winners of SO Prize was a proposal called REVolution, which provides for a special concierge-type service designed to help consumers pick the best EV for their lifestyle. The REVolution team has since conducted onsite events in Pensacola, Destin, and Panama City, Florida, and is exploring other ways of expanding consumer outreach through online methods. In addition, the Southern Company system’s internal fleet of cars, line trucks and other vehicles is moving toward a goal of being 10 percent electric by 2018.
  • The Edison Electric Institute signed an MOU with the DOE last year that has since led to collaboration between utilities and the Federal government on a wide range of actions, including launching an education and outreach campaign, building analytical support for investment in EV infrastructure and technology, and providing a forum for stakeholder engagement.
  • Westar Energy was an early adopter of EVs with 10 percent of on-road fleet being electric, and has committed more than 5 percent of annual spending on EVs.  Westar also installed 65 charging stations throughout its service territory.  Additionally, Westar has responded to the DOE Workplace Charging Challenge by making EVs available to employees through a centralized vehicle pool for business travel and by providing free workplace charging to employees who purchase EVs.

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113 Comments on "US Announces $4.5 Billion Available To Support EVs, 350 kW Charging, 500 Wh/kg Batteries"

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I hope they use the money to meet the goals. Sometimes (often?) gov’t money gets squandered with nothing to show for.

I noticed one sentence in the guidelines we should pay particular attention to, to that end:

> DOT will also evaluate applications based on their ability to reduce emissions and collaborate across the public and private sector.

The money is not only for fast chargers, but for all sorts of alternative fuels (even propane). So my first thought was they’ll squander a lot of it on hydrogen filling stations, which as we know aren’t cheap.

But he above, if it means anything, must mean that an application for H2 fueling stations should always lose in competition with an application for DC fast chargers, since many more chargers can be had and far more CO2 will be offset for the same money that way.

InsideEVs and the press in general should hold them to it, but I doubt the mainstream media can do the job (instead writing stories in wide-eyes admiration about how only water comes out the tailpipe!), so the EV community needs to act as the watch dog here!

Truly good news and it gives me hope, but there’s a lot that can go wrong with huge initiatives like this. Delays, infighting, lack of momentum, glacial progress in actual installations, and not least of all a complete wipeout of the program should a differently-minded administration take over after the November election.

Still, if it works, meaning that they actually start doing common sense installations relatively quickly, it will be great.

You don’t think The Donald is in favor of EVs? With his blatant nationalism I’d think reducing US dependence on foreign oil should be a rather logical policy for him to advocate!

Using “The Donald” and “logical” in the same sentence…

I take it you’ve never listened to any of his speeches?

TRUMP….Crazy like a Fox!

If strongman Trump gets in he will crush this initiative and promote gas guzzlers.

Agreed, the wannabe fascist (think that’s an exaggeration, did you see his speech?) that is Donald Trump is advocating that we try and grow the coal industry. I don’t see him being friendly to renewables.

Coal is officially a “green” energy source to fact challenged Republicans.

How so?

Isn’t coal the #1 CO2 producer? Also destroys the land.

Of course, that’s not a factual statement from the Republican party… but it is their official party position.

Exactly! I realize your comment was tongue in cheek, but Trump and his followers SHOULD be supporting EVs for exactly the reason you mention – reduce our dependence on foreign oil. I push this point with my fellow conservatives every chance I get. And that is exactly why the Bush Administration started pushing for EVs in the first place.

My guess is Trump don’t give a damn about foreign oil, he is with the companies who make money out of wars and oil.

It’s the other way around.
The Bush family is in the oil industry for generations.
First, Bush helped kill the first wave of EVs.
Second, he pushed the hydrogen nonsense and subsidized corn ethanol, plus the Oil and gas industry under the pretext of independance.
Ethanol and bio-fuels are not clean and perpetuate the use of ICE.

Not only that ! FACT: Bush Killed any & all Clean Air Improvements Implemented to Clean up the I C E , About 101 of them , He Trashed the Laws in the garbage to Open wide the 0IL pipelines.

W pushed for and signed into law the Energy Security Act of 2007, which is the only reason there is a $7500 tax credit for electric cars with packs over 16 kWh. Bush is the reason electric cars are taking off.
Of course this was before GM got bailed out and the GOP was for energy security and reducing our reliance on oil, much of which is imported.

It’s amazing how little people know about EISA07 even though it was probably the most comprehensive energy and environmental legislature this country has ever seen. EISA07 changes our lives on a daily basis and will continue to do so for at least the next thirty years. EISA07 will improve energy security and environmental quality for generations to come and I am proud to be a member of the generation that pushed this legislation through.

Oh he will further reduce dependence on foreign oil, by drilling for more oil offshore and in wildlife areas.

And he’ll choose GOP cabinent secretaries. What are the chances of him finding a republican who would preserve Obama’s EV initiative? Such a find would be rarer than a spotted owl in a clear cut redwoods forest.

Governor Perry of Texas has pushed for wind power and BEV’s for years. He also pushed, gently, to allow Tesla to sell direct in Texas.
http://evworld.com/news.cfm?newsid=25573

Trump thinks ethanol and fracking will deliver the U.S. from foreign oil. It won’t. The combined contribution from bio-fuels and fracking still amounts to only 1/2 of U.S. daily oil use of about 20 million barrels.

Oil recovered by fracking is expensive oil because the recovery technology is significantly more expensive than the old straight bore vertical wells from the early days of oil when many wells were so close to the surface in Pennsylvania that they could literally be dug by hand with shovels.

We will never be free from foreign imports of oil until we abandon oil itself.

Except Trump has made it clear he believes that global warming is a conspiracy by liberals… So I’m sure he believes EVs are part of that conspiracy.

I think we all know that a Trump president with Republican controlled Congress is the end of EVs as we know it today.

We should care more about what Pence thinks, since he will be responsible for foreign & domestic policy while Trump works on “making America great again”.

I have a nickel that says you watch the Late Show with Stephen Colbert at night, (=

So you’re saying absent government incentives (which is nothing more than “we will steal less from you if you buy an EV”), EVs have no chance? I think you’re underestimating EVs and overestimating governments role in their acceptance.

When someone makes a comparison of a technology goal compared to current technology they usually use the technology from ten years ago for the comparison. That is true here, since current leading edge batteries are in the 250 Wh/kg to 300 Wh/kg range. Their goal of 500 Wh/kg is at best double the current energy density, not triple.

No kidding about the ‘sea of words’, either. Notice how both Tesla and General Motors are credited with the first affordable long range EV? I doubt they ever read the whole thing themselves.

They are talking about pack level. The 85kWh Model S pack is about 150Wh/kg, so triple is about 500Wh/kg.

I really hope they can start building at least some 150 kilowatt chargers before they start going after the unicorn known as the 350 kilowatt chargers.

I have looked on plug share and Blink and Charge point have not put in a hundred quick chargers along the northeast.

Evgo however is adding two to three new quick chargers every week or two.

Greenlots appears to be dead in the water.

I do personally think a national quick charger system is important for United States in case of oil shortages.

It’s probably smart to take the power level decision in each concrete case. With all the planning and administration that goes into it a 350kW charger may sometimes be just a little bit more expensive than a 150 kW (not to mention 50 kW), and certainly a lot cheaper than installing 150 kW and then upgrade in a few years. I think this will vary a lot by site, as not all sites are equally easy to supply with the required power.

Cars that can accept 350 kW may not be here for many years to come, but I don’t think anyone really knows. 150 kW is however a sufficient level to keep me personally happy at all times, since 98% of my charging takes place at home. It is not an issue for me to take one or two twenty minute charging breaks in the course of a day, and I would never drive so far in a single day as to need more than two fill-ups (assuming my next EV is a 200-mile or more vehicle).

I hear you, OR. The marginal utility of each step faster than a 150 kW charge rate is going to be less and less. Given the heat build up with super fast charging, getting past 200 kW charge rates within 5-10 years may not be worth it. Especially when most drivers realize that they will be using fast charging relatively rarely and charging for 20 minutes to get 200 miles of additional AER is not great sacrifice.

The problem with “it doesn’t affect me, therefore it doesn’t exist” mentality is that when John Q. Public is driving the Wagon Queen Family Truckster EV from Chicago to Wally World in California, they don’t really want to sit around waiting for a long recharge.

Like it or not, we will get both 150kW and 350kW charging, however the later will require cars that have batteries above the current 400 volt threshold (1000 volts * 350 amps)

Since 150 kw is approx 400V x 350A. 350 kw is approx 800V x 350A. Much of the hardware that supports 150kv will also support 350kv with a few minor changes in the hardware side. The overall cost difference in the hardware will likely be less then supporting both CCS and CHAdeMO currently cost when installing new.

True, however, the cooling requirement is doubled. The rest is easy.

I think this is the most important news since the Model 3 reveal! And much more surprising! It’s hard to be negative about it, but I notice several people manage to expect it to be a failure (the kind of people who imagine corporations equals competence and government the opposite, a rather outdated view in many cases if you ask me).

The only big question mark for me is how much of this will be allocated to EVs. While the “story” hardly mentions anything else, the published information (I read only bits of it – talk about TLDR!) says its for many alternative fuels, including H2, natural gas and propane to name a few. It is stated that applications will be evaluated based on the expected CO2 reductions though, which strictly speaking ought to mean not a single H2 station will qualify (since all the other alternatives allow more stations and offsetting more CO2 at the same cost).

Pop the champagne – this is grounds for celebration!

If the corporation is run poorly, it will be out of business and no longer exist. In effect, evolution is at play. When you hear some company fail, that’s a cause for cheer in that something better survived or will come to market.

If the government is run poorly, it will get more funding and will run even more poorly. In effect, government is the survival of the least efficient / most wasteful that they can get away with. You rarely hear of government agency “going out of business”.

When it comes to corporate-government partnership, it is worrisome. Even if corporate is not run well and wasteful, government will bail it out (eg. GM, investment banks). Even if corporate was blatantly corrupt and paying tons of money to their CEO, well connected corporate will continue their waste, may even thrive (eg. Iraq war). In effect, it could become the evolution for most corrupt.

“If the government is run poorly, it will get more funding and will run even more poorly. In effect, government is the survival of the least efficient / most wasteful that they can get away with. ”

There’s some serious dogma in those statements.

How many American businesses have been ruined by going public? The investors demand greater and greater returns with every quarter, so the executives basically “cash in” on the company’s reputation by cheapening the products and cutting R&D, then consumers learn they are junk and avoid them. After the company goes bankrupt the executives bail with multimillion dollar bonuses and the cycle repeats with another company. Was the company a success? It sure was for those who ran it.

If it’s so easy to run the company into ground and make money, everyone would be doing it, and no company would survive to make viable product / services. Obviously, we have surviving companies making products, hence private enterprise and the invisible hand works.

In reality, the reputation of those execs who ran the company into ground are tarnished to make it harder for them to do it again. As the great village idiot GW Bush said, “you can’t fool me again”. The incentive is to run the company well in efficient manner to survive and grow.

Contrast that to government. How often do government agencies fail for lack of result, incompetence, fraud, overspending by huge amounts? Almost never. In fact, if they bitch about not having enough money due to inefficiency, fraud, etc, they are likely to get even more money next year. There is no incentive to improve and run efficiently. Quite the opposite, spend more, be less efficient, and that’s how they survive and grow.

I have got a problem with that 350 KW value because it is just a notch to low compared with the bare minimum of 500 KW needed to have real fast 10 minutes charging time. As a consequence it could set a low power lock on fast charge that could then become difficult to increase to the 500 KW level. Now of course why is 500 KW the bare minimum? Well because batteries are not going to remain at 90 KWh, even less when one consider the new electric trucks. Batteries will end up somewhere between 150 KWh and 200 KWh, for trucks they will even go to 300 KWh. So, if we consider the lowest of those values, 150 KWh and want to be able to charge that in 10 minutes for real, we need 150 × (60/10) = 900 KW and accounting for power reductions needed for cooling we come to 1000 KW needed easily. Of course we can then start to argue if 10 minutes is really needed but 350 KW will get us to 30 minutes at best. 500 KW on the other hand will still give a true 20 minutes, which may not be 10… Read more »

Prius, 350 kW charge rate gets you to 30 minutes at best? And that is too low?
Dude, we are talking about around 165 kWh in 30 minutes. That would get an F150 400 miles of additional AER. It would get a normal sedan 600 miles of AER in 30 minutes and 200 miles in 10 minutes.
Sometimes good enough is good enough and perfect is a failure waiting to happen.
I will be happy to see relatively common chargers hit 100 kW charge rates.

100 KW, that is not fast charge, that is even lower than what a present supercharger is doing. Real fast charge is Megacharger at 1000 KW and that is when the real fun begins. No more advantages left what’s however to gas cars. EV will accelerate faster, charge at night at home and charge as fast at Megachargers.

Again, don’t make perfect the enemy of good enough.
1000 kW charge rates are ridiculously fast and bulky. You are pursuing a charge rate required by 1-2% of the population of drivers. Don’t let the oddballs determine what is considered to be needed.

Exactly Ziv. 1 MW charging will most likely only be pheasable for trucks, as they will have much larger battery packs and will make use of those high charge rates.

Many people won’t be satisfied with the bare minimum other wise golf cart electrics would have been around since decades. We also always underestimate the future needs and possibilities.Megacharger is not an option like autopilot or selfdriving cars can be, it is a requirement for massive adoption and therefore a necessity. 500 KW is halfway there but at least it goes into the right direction toward a higher tech future that is bright and desirable.

Prius, repeating a silly statement doesn’t give it any semblance of truth or accuracy. Tesla owners are very happy with 120 kW charge rates. Anything at or near that is very good and will be considered to be good for several years. Getting to 150 kW is nearly there for Tesla so we are already moving past 120 kW charging.
And given the fact that a 100-120 kWh pack (available 2 or 3 years from now?) is enough for a car to go 360 miles (with the 80% charge taper kicking in at a nice 290 miles of AER) which means charging at 360 kW is problematic anyway.
350 kW charge rates will probably be a very acceptable plateau for a couple years. Only truck drivers and long haul buses will need faster charging. Trying to heavy up regular fast chargers to stupidly fast charge rates would be a huge waste of money.
Remember, the vast majority of your charging will be done while you are sleeping, fast charging is a relatively secondary issue for most BEV drivers.

150kW is 50kWh or 150-200+ miles in 20 minutes — barely enough time to use the restroom, freshen up and buy a beverage. I’ll take it!

I hear you Timmy. And in the article posted a couple hours ago, it turns out Tesla chargers can go up to 145 kW charging already. The future is here! LOL!
Now if GM will up their game and get the Bolt charge rate up to 60 kW charging we will be a tiny step closer to BEV’s hitting the main stream market.
My money is on GM not getting to 60 kW charge rates until late next year with the 2018MY Bolt, though.
GM never misses an opportunity to miss an opportunity. They will get there but they will only do so a year or two after the step would have been appropriate.

“1000 kW charge rates are ridiculously fast and bulky. You are pursuing a charge rate required by 1-2% of the population of drivers. Don’t let the oddballs determine what is considered to be needed.” You’re right as far as EVs being made today, but let’s look ahead to the goal of future EVs that can be charged for 300 miles of driving in 10 minutes. Currently (pun intended), Tesla Superchargers can provide — optimally — 150 miles of charge in 30 minutes, using 120 kW. To get to 300 miles in 10 minutes, that needs 6 times the current. That would be 720 kW. I wouldn’t be at all surprised to see 1000 kW chargers even for ordinary cars in the future. 10 minutes isn’t the ideal; it’s just what I, and others, think is the maximum wait time that the average person would put up with. Tesla’s CTO once said that Tesla Motors wants to get down to a 5-10 minutes charge time. However, such ultrafast charging will required battery cells capable of significantly faster charging without overheating. Those haven’t yet been seen in anything except laboratory prototypes, so we are unfortunately a long way away from seeing those… Read more »

Push, I don’t doubt that will see charge rates over 350 kW, but I don’t think exceeding that in the next 8 to 10 years is a goal worth pursuing. Tesla is already pushing around 145 kW charge rates into their cars. Chademo and CCS are way behind but I bet they close the gap in the next 3 years.
But what will be out there in 10-15 years is way different from what we should be pushing for now. I would be happy with CCS and the Bolt agreeing to charge at a 60 kW charge rate in December. By December of next year I hope Tesla will be over 150 kW charge rate and CCS over 75.
But that is just me and my parochial mind.

CHAdeMO is already at “100kW”… 200 amps * 500 volts. That means that a Kia Soul EV can TODAY charge at about 75-80kW max (200 amps * 395 volts).

To be more clear, there are VERY few of these 100kW stations out in the wild. I think Norway has some.

The problem is that the charger is not supposed to be the trailing weak link of an ev. If it takes years to implement charging infrastructure, it is obviously a mistake to plan them for what present ev are capable of taking as power, you need to plan for what cars are going to be capable of by the time the chargers will be operational. This is especially true from the moment a charger can always give less power to a car but never more power than the maximum it has been made for. So if you do a 500 KW charger now and put it in the field in two years, it will charge a new Model S P110DL+ at a reduced power rate of say 160 KW, but that charger will still be operational in 15 years when a thirds generation Model S P160DL+ultra equipped with 10C types cells comes along that is able to charge at 530 KW. In other words chargers really need to be planned for the future and in the Model SP160DL+ultra it will already be lacking 30 KW in charging power. Of course in the same an old first generation Model S60 will… Read more »

The 5 minute level is an even bigger challenge because requirements are actually logarithmic to the time reduction instead of the apparent linear. Amps time voltage is linear but the cooling is a square that is supplied by a heating cubic (itself to the C power of the cell type).

But OK 5 minutes is even more gas like but then multiMegapower is needed so that would kind of make even Megapower the start instead of the end.

A Model S 150 with a 150 KWh battery and a charge power reduction from 100% at the start to 50% at the end would need a charge power 12 times as high divided by 0.75 to account for its charging curve, which make 150*12*0.75=2400 KW. The same charging in 10 minutes would take 150*6*0.75=1200 KW. For comparison 500 KW would charge it in 24 minutes, 150 KW would charge it in 45 minutes.

Acknowledgement: Intended only for oddballs, Silly, non-Parochial minds. And non-excluding the existence of Zen 1 KW home chargers. 

Correction: The Model S 150 charged by the 150 KW charger would need 80 minutes to charge. 1 h 20 minutes.

Why would you always need to charge to the max?

It’s not like filling a huge gas tank takes as much time as filling a small gas tank.

Because it is easier to use a straw man argument against current progress on fast charging rather than look at the real issue, which is that charge rates are climbing and good progress is being made.

Search the document for ‘nuclear power plant’. Interesting.

heisenberghtbacktotheroots

Yeah that got lost in the sea of words…

Thanks for the hint.

The federal government is not going to invest in a proprietary charging network. Tesla and Nissan both need to start supporting CCS or whatever the 350 kW nationwide standard is going to be. If they don’t then they are going to be forced out of the EV market by EV manufacturers that do support the national charging standard.

Consumer Reports has pre-approved you for a position with their company. They like the way you, too, think you have the right to tell Tesla what to do LOL.
Tesla has the best charging system and infrastructure in the world. They have put every other OEM to shame. Deal with it. Stop the whining.

They do right now. But if nation wide fast standard is introduced and if Tesla tech is not compatible then they will have problem. But I guess since they are part of this group they will try to make it compatible.

CHAdeMO is not proprietary, therefore your argument isn’t valid.

CHAdeMO might get token support at first but there is going to be a lot of pressure to support only a single standard and that’s not going to be CHAdeMO. Tony, you really need to develop CCS conversion, a lot of people are going to want them.

Unfortunately, the reverse is true. People ask for a way to use CHAdeMO to recharge their CCS car. I don’t believe that I’ve ever gotten a serious request for one the other way. By the way, we have no immediate plans to produce either adaptor. The reason is simple; the build out is overwhelmingly (in the USA / Europe) dual protocol chargers. So, given that most chargers will have both plugs (and maybe a Tesla plug, too), I have little fear that a “One World Order” of charger plugs is going to ostracize all the others. You did notice that Nissan is also in this group, correct? You also know that Nissan only uses CHAdeMO on three continents, and that they’ve spent a lot of money on it. They aren’t going to voluntarily abandon it. Now, 10-20 years down the road? I have no idea, and neither do you. I do know that for many decades, anybody can go to a petroleum station and buy gasoline in several grades, plus diesel with a different nozzle and hose. Few people have demanded that there be only one nozzle with one type of fuel. I suspect that’s the end game. Also, nobody… Read more »

Very well said… all points agreed!

Texas FFE said:

“The federal government is not going to invest in a proprietary charging network.”

The U.S. federal government did not “invest in” the switch from leaded to unleaded gasoline, either. But it did set standards mandating that gas stations sell unleaded gas, and mandated that auto makers start making cars using unleaded gas.

The federal government could certainly mandate a standard (an actual standard, not just another competing format) for EV charging. And if the various EV auto makers don’t soon get together and hammer one out themselves, the government should do exactly that. In fact, arguably the EV revolution would be further along if the government had done that back in, say, 2008.

I have very bad news for you. The state of California thought exactly like you about 20 years ago. So, they mandated a conductive plug of the inductive plug that GM was using on their EV.

How do you think that worked out? Hint, not one of the original standards from that era has survived.

If we could fill up our gas cars at home and work, would we need so many gas stations? This could pay for millions of chargers at home and work! We shouldn’t make the EV like the iCE vehicles. It’s not always a “fill up” scenario. It’s plugin while your sleeping and working first!

BINGO…your comment explains why EV charging networks aren’t growing on their own, very low demand for “fill up” scenario.

I’ve had my Focus Electric over 18 months and I’ve only charged one time away from home, just because I had time to burn. However, fast charging will be important with longer range EVs so I can travel long distances on weekends.

I can install a dual protocol DC charger for $100,000 in Lake Wales Florida but I won’t earn enough to pay the property taxes lol Due to extremely low demand.

Before there were enough motorcars on the roads to create enough demand to support gas stations, gasoline was sold in cans at drug stores and hardware stores.

Unfortunately, I don’t see any way to do something similar for public EV charging. I think the closest we can come is restaurants and shopping malls installing a limited number of EV fast-chargers to attract customers. It may pay for such businesses to operate EV chargers at a loss; an expense rather than a profit-making service.

Bill, I believe the expansion on DCFC infrastructure will not actually change the amount of charging done away from home. The statistic for average percent of yearly fast chargers per year is ~95%. What will change is that more drivers will drive long distance with longer range EVs, but the percentage of yearly fast charging is actually likely to go down. But to give EVs total freedom a reliable robust DCFC network is needed for that ~5% or less amount.

It’s an insurance blanket that gives BEV drivers a warm/fuzzy feeling. Will it be used by 100% of BEV drivers? No. But it will help people switch from gas cars to EVs knowing it’s there. And yes, long distance BEV drivers will utilize it.

Let me just congratulate all you folks who have a nice house with a garage with access to adequate electricity, and a job to commute to.

I wonder what those in apartments / condos / military / students / renters in houses / retired / unemployed / furloughed / etc, will be doing?

Tony, I live in an apartment building that was coverted to condo 40 years ago. I pay an extra $25 a month for the privilege of plugging in and getting $18 to $20 of electricity (if I am charging in the day time) every month.
Since I charge at 110 volts, & most of my charging is done at night when time of use makes the juice even cheaper, the condo is doing pretty well by the deal and I am ecstatic. You don’t need 220 volt charging if you are charging overnight. It is nice, but not necessary.

And if you (Tony) had read the full statement (which may have taken 10 minutes) you would have seen that changes to building codes are included for people just like you.
Heck, many states and provinces have had 110v ‘block heater’ receptacles for decades, so this is an easy fix.

I don’t know who “people just like me” are, but I am aware of efforts to regulate condos / apartments to require EV charging access. It will be a long fight, as are any societal changes. I met a guy just the other day at a large EV gathering who lived in a condo, in California where the law already supports him. It took him YEARS to get it done, and a LOT of effort and expense. Laws certainly don’t guarantee success, and while he was successful, he said he wouldn’t do it again. He did like his EV, though. If “people like me” are folks who only drive electric cars, and live in a comfy house with lots of solar powered electricity, that’s awesome. All four of the EVs in my garage can be plugged in at once (and are daily). I can assure you that 120 volt charging of my cars would not meet my transportation needs, however I have little need to have more that 10kW (40 amps * 250 volts) of power, either, with car batteries smaller than 100kWh. Any of the cars can individually be fully charged in 10 hours or less. Anyhoo, I’ve had… Read more »

Well, few people have access to 40 kw to charge all their electric cars. Most people cannot afford one new ev, let alone 4 of them. I’m rather surprised you have 250 volts there under load, assuming you are using standard contruction with no boost.

Another point is that Teslas charge inefficiently at 120 volts. My Roadster cost over 50% more to charge at 120 vs. 240, and, at a minimum, the earlier model “S”‘s quiescent loss during cold weather was greater than the 1400 watts available charging from a 120 volt outlet.

However, both my GM products charge cost-effectively at the standard 900 watt rate. I charge both my EV’s simultaneously most of the time using only 2 kw, even though I have a 240 wallbox – which will probably get a lot more use with a future BOLT.

I believe this was the import of the comment about apartments and condos – people will take imperfect facilities and make them work – at least with GM products which can be throtled down to use almost any existing facility and still charge efficiently.

Tony Williams said: “I met a guy just the other day at a large EV gathering who lived in a condo, in California where the law already supports him. It took him YEARS to get it done, and a LOT of effort and expense.” It’s natural that this early in the EV revolution, it is difficult or impossible to get individual apartment owners to install EV chargers in their parking lots. I’m sure it was just as hard in the early days of the motorcar revolution, to get an apartment owner to set aside a parking space for a tenent’s motorcar. As the EV revolution progresses, and as more and more people switch to EVs, the demand for apartment parking lots to have Level 2 EV chargers installed, will also increase. And we’ll soon see cities start to install curbside chargers in residential areas where there’s no off-street parking. Furthermore, there’s no need for an expensive EVSE to be installed at these EV slow chargers. The EV-Line solution will be much easier and less expensive to implement. The EV itself carries a “smart” portable EVSE which is plugged into an outdoor 220v outlet equipped with a wifi off/on switch, controlled… Read more »

Actually, we can copy Europe. Having relatively high power connections that can be unplugged under load is not safe.

Making all the consumers carry all the electronics in their car for an EVSE isn’t smart.

Leave EVSE at the street, and let the consumer plug in with a simple cord like our JLong. The ENTIRE cord and plugs (on both ends) are fully protected for GCFI, and there’s never a hot disconnect. Fully capable circuit overload protection from the installed EVSE which will not allow excess amps.

Also, never an overload of the circuit from a backyard electrician who built a simple adaptor to plug a 40 amp EVSE into a 20 amp capable circuit.

Pushi, I dont know where you get your drivel from, but I’m in a very cold area, and charging of my GM products is much faster in the coldest days of winter time than the summer, for obvious reasons.

Sitting in a park in Syracuse the friday before last, my ELR took what was to me, an unheard of 5 1/2 hours to charge from the ‘dual chargepoint’ (the voltage was adequate there so not an issue), and it was still not quite complete. Granted, it was quite warm for this area.

The winter time is the fastest charging simply because any heat loss helps, not hurts.

500 wh/kg is overkill. 350-400 is fine, what matters more is wh/l. We need to fit long range batteries into cars. We can worry about making them super light later.

Correct me if I’m wrong, but I believe watts per kg and watts per liter improvements go hand in hand.

Higher or lower energy density by size may be inverse to density by weight.

Brandon said:

“Correct me if I’m wrong, but I believe watts per kg and watts per liter improvements go hand in hand.”

So far as I know, the average yearly improvement in energy density of li-ion batteries, currently about 7.5-8% per year, applies equally to gravimetric energy density (watts per kg) and to volumetric energy density (watts per liter).

However, individual cell types can be, and often are, optimized for either gravimetric or volumetric energy density at the expense of the other quality.

Maybe someone will wise up and make a small roof mounted motor that can recharge any vehicle.

Actually, that’s a great idea. I’m surprised nobody has had the vision to think of that before. Amazing what you can accomplish when you think outside the box.

Are you talking about portable range extenders? They already exist.

And someday football teams will just start calling the touchdown play outright, instead of all of those passes and runs which only *might* result in a touchdown. Why hasn’t anyone wised up and thought of that?! 😉

How would roof mounted motor work to recharge the car? Or are you talking about perpetual motion device?

I think he’s talking about a fuel-powered genset mounted on the roof instead of installed in a trailer pulled behind the EV. In other words, turning your BEV into a serial hybrid EV for a long trip.

What he’s missing is that a genset is heavy. Installing it on a car’s roof… probably not a good idea.

AC Propulsion’s tZero, which served as the prototype for the Tesla Roadster, had a genset trailer too; photo linked below.

But the very notable lack of demand for genset trailers as range extenders for BEVs, rather strongly indicates that will never be more than a tiny niche market.

Pulling a trailer behind your car is an inconvenience and an expense that most people aren’t willing to put up with.

https://upload.wikimedia.org/wikipedia/commons/9/9d/Acp_tzero_DSC00467.jpg

I’d like to think that as range goes up on the i3, fewer people will buy the gasoline engine (about $4000).

I’ll bet they keep buying it, though, in roughly the same ratio as today.

I found most notable the absence of Volkswagen and Apple in the list above, BMW and Mercedes are there along with Tesla, Nissan, Ford, GM.

That’s because Apple products are trash. In fact, Apple’s success is based purely on marketing schemes that target people who are easily susceptible.

I use Macs because of OS X. Apple hardware is usually overpriced and poorly designed from an ergonomic standpoint, though they make some good laptops.

The 5K iMac has a nice display but how stupid is it to bolt a computer onto the back of it? They currently have no desktop computers worth buying so I’m using a Hackintosh and a heavily hacked/upgraded 2009 Mac Pro.

3500 chargers in one county out west, but my utility, National Grid, putting in 150 in 4 states. I’ve used more than 10% of these in Western NY (over 15 of them). But the other utilities around here have done nothing, even with the State offering to pay 1/2 the bill. Not that National Grid is all that great of a utility – the people who worked for predecessor companies 60 years ago would probably roll over in their graves if they saw the current incompetance. As an example, the juice at my house yesterday during our hottest season (all the air conditioners in the neighborhood cranking) was 104, and 106 (leg-leg 210). Unfortunately, my Solar system measures grid activity leg-earth so it crapped out for most of the day. Of course, since my 8.2 kw system tends to prop up the juice, when it craps out the juice goes even lower. Then from June 20th to July 3rd, the juice was as 127, and 128 (leg-leg 255) after midnight. Someone must have accidentally bumped into the voltage regulator control. All the stuff in my house can tolerate 105 (although its getting close with the refrigerators and freezer’s compressors), except… Read more »

I am in the UK, and interested to hear a US perspective on what you think might happen to all the positive steps made by Obama IF Trump ends up winning the election.

He doesn’t acknowledge climate change, so I can’t imagine he’d be a huge fan of EVs.

I’m not going to be a Trump voter, but I don’t acknowledge ‘Climate Change’ either, excepting as the continual ‘Solar Radiation Management’ programs have, besides polluting the environment, have essentially backfired and is causing worrisome warming – what a way to take a ‘non-problem’ and make it real. In any event, no matter. Non-Suporters of EV’s will eventually realize, that with cheap large batteries of hopefully the near enough future, that the other advantages make use of EV technology too compelling to ignore: 1). PHEV’s allow much smaller, long lasting, more efficiently running engines. 2). The common complaint of a small engine, “This thing can’t get out of its own way!”, doesn’t apply to PHEV’s since the momentary high acceleration needed is provided by the large battery. It doesn’t matter that the ICE engine is undersized. 3). In the majority of North America, our electricity supply is dangerously underutilized out of hours. I say dangerously since central station equipment will last much longer, and need much less maintenance, if a somewhat larger partial load is maintained on the generating equipment over the midnight shift. We are unlike, say France. Unlike them, we do not have a significant amount of space… Read more »

Trump will not be elected. US can’t be that stupid.

But even if Dump gets elected, Tesla and Bolt are made in US and he’ll see the value in that (he is a Wharton boy, after all). He might try to do away with incentives, but Tesla makes great cars, environmental benefit or not. Frankly, tying EV to “green” is just silly; many of today’s EV are great cars (SparkEV being the best of them all), there’s no need to make excuses for them.

Not to scare you, but many thought Brexit wasn’t going to happen either.

Oh, we are that stupid. Here are excerpts from the 2016 GOP platform, written by Steven Rosenfeld. He covers national political issues for AlterNet, including America’s retirement crisis, democracy and voting rights, and campaigns and elections. He is the author of “Count My Vote: A Citizen’s Guide to Voting” (AlterNet Books, 2008). 1. Tax cuts for the rich: “Wherever tax rates penalize thrift or discourage investment, they must be lowered. Wherever current provisions of the code are disincentives for economic growth, they must be changed… We propose to level the international playing field by lowering the corporate tax rate to be on a par with, or below, the rates of other industrial nations.” 2. Deregulate the banks: “The Republican vision for American banking calls for establishing transparent, efficient markets where consumers can obtain loans they need at reasonable rates based on market conditions. Unfortunately, in response to the financial institutions crisis of 2008-2009, the Democratic-controlled Congress enacted the Wall Street Reform and Consumer Protection Act, otherwise known as Dodd-Frank.” 3. Stop consumer protection: “The worst of Dodd-Frank is the Consumer Financial Protection Bureau, deliberately designed to be a rogue agency. It answers to neither Congress nor the executive, has its… Read more »

Isn’t there already a country that espouses all the wonders of the plan above??
Oh yah; it’s Liberia

https://en.m.wikipedia.org/wiki/Liberia

The list is hyperbole in many points. There are also points that are completely wrong, such as LGBT issues. Cheney’s daughter is L, Milo supports Dump, etc. I doubt they’ll push for anti-LGBT.

I actually agree with many things regarding fiscal issues, but there are many things in there that grow the government which I disagree very strongly. For example, build a wall? People who braved thousand miles trek can’t get a ladder? That’s just plain stupid.

There are other stupidity with Dump. I’m not the smartest bulb, yet I can see the idiocy. I’m sure there are many out there who do, too. That’s why Trump will be Dumped. Unfortunately, Hillary isn’t whole lot better when compared as a whole, though she’s less obvious than Dump.

Americans voted for GWB twice so we can be stupid lol

I actually agree with a handful of those proposals.. but some of them are absolutely ridiculous.

Alas, “No one ever went broke underestimating the intelligence of the American public.”

http://www.quotationspage.com/quote/858.html

EVDude:

“…IF Trump ends up winning the election.”

Honestly, that’s something that I… and a lot of people… don’t even want to admit is a serious possibility. Sort of like the zombie apocalypse. Sure, it will be horrible if it happens, but in reality it couldn’t… right?

Hopefully it will be like Goldwater in 1964: An extremist candidate who wound up creating a landslide victory for the other party. (The electoral vote was 486 to 52.) You can see that a lot of GOP candidates think this is the reality, because they’re distancing themselves from “The Donald” in the hope that voters will vote for them despite refusing to vote for the GOP candidate for President.

I certainly hope they’re right. It’s damaging enough to American culture, and to the U.S.’s international reputation, to have a demagogue like “The Donald” spouting his hate speech and his xenophobic — sometimes outright racist — rants on TV every day.

The idea that “The Donald” could actually become President… is literally unthinkable. I can only compare it to Italians electing Mussolini and Germans electing Hitler.

It couldn’t happen here? Well, I hope not. But it’s not impossible. Time to re-read Sinclair Lewis’ 1935 novel It Can’t Happen Here.

https://en.wikipedia.org/wiki/It_Can%27t_Happen_Here

Can you imagine a nation of the historic nature of the United States that could have possibly fallen to a level in which the two main political parties choose, respectively, a felon/liar/shake down artist and a bully/boor/liar?
How did America choose two nearly equally horrible candidates in the same election cycle?
I never thought the Libertarian Party would be the best choice, but given the crooked competition, Libertarian it may be.

To equate Clinton to Trump’s level of disgust/inaptness is completely absurd.

I don’t think Trump is a felon. Hillary is. She directed a subordinate to strip the security clearance header from and email and to send it on an unsecure email system. The thoroughly politicized FBI chose not to indict her, but she committed the crimes.

And then there were the Clinton shakedowns of foreign governments for political favors. Uranium? Whats it good for?
Cash!
http://www.nytimes.com/2015/04/24/us/cash-flowed-to-clinton-foundation-as-russians-pressed-for-control-of-uranium-company.html?_r=1

Interesting information, things here in Canada are getting ready I guess, so soon or later we will see things moving on