According
to data provided by Virginia, Maryland, and the District of Columbia
Motor Vehicle Departments, there are approximately 500 EVs registered in
the metropolitan Washington region. At least three major EV and PHEV
models are available in the region, and service to convert hybrids to
PHEVs is available.
While
it may not be possible to predict exactly how many EVs will be
operating in the region incoming years, one means of estimating future
EV adoption is to analyze the recent experience ofhybrid vehicle
adoption. According to data from the Transportation Planning Board
(TBP), from2005 to 2011, the number of registered hybrid vehicles in the
region grew more than 600 percent,from approximately 12,000 vehicles to
more than 70,000. COG staff determined that a conservative estimate
would be 1,500 to 3,000 EVs operating in the region by the end of the
decade. The high estimate could see anywhere from 50,000 to 75,000 EVs
on the region’s roadways by 2020. A projection conducted by the Electric
Power Research Institute, based on past hybrid sales, manufacturer
production estimates, and other publicly available studies, predicts
that there could be 15,000 to over 30,000 EVs in the Washington region
by 2015.
Potential for EV Use
COG
staff analyzed the potential for EVs in the context of current driving
patterns in the region. According to COG’s Household Travel Survey, most
vehicle trips in the region are relatively short, with an average
vehicle trip length of 7.7 miles. This is well within the range of one
charge for all EVs in the market today. Therefore, for most daily
commutes and other trip purposes, the relatively short length of the
trips would not cause significant range anxiety.
Publicly Accessible EV Charging Infrastructure
A
growing EV charging infrastructure exists in the metropolitan
Washington region as a result of stimulus funding through state
governments and private investment. COG staff developed an inventory of
EV charging stations for the metropolitan Washington region. Altogether,
the inventory identified 332 chargers in 133 publicly available
charging station locations, 11 of which are planned stations. The
District of Columbia has the most charging stations among COG
jurisdictions (36), followed by Arlington County, Virginia (15); Fairfax
County, Virginia (18); and Charles County, Maryland (11). The District
of Columbia and Arlington County, Virginia, have the highest number of
chargers (85 and 62, respectively). About 40 percent of the chargers are
Level 1, and the remaining 60 percent are Level 2.6 No
DC fast chargers were installed when the inventory was developed. The
inventory indicates that building managers are installing EVSE in a
variety of land uses.
LOCAL GOVERNMENT POLICY
To
understand the current EV policy landscape of the metropolitan
Washington region, COG conducted a survey of its 22 member jurisdictions
in early 2012 about EV permitting procedures and infrastructure
planning efforts. Results of the survey indicated that with some
exceptions, most jurisdictions reported having no EV policy development
in place. Two exceptions are the District of Columbia and Fairfax
County, Virginia, which are integrating EV considerations into the
permit review process, building code policy, and ADA parking
restrictions. The City of Frederick, Maryland, and the City of Falls
Church, Virginia, indicated that they are tracking EV charging permit
applications. In other jurisdictions, electrical permits do not indicate
whether an EV charging station is being installed—thus presenting a
barrier to tracking. Additionally, if a dedicated circuit is already
installed, EV drivers charging at 120V (Level 1) outlet would not need
to obtain a permit.
The
Municipal Policy and Permitting/Inspections subgroups emphasized that
local governments will play a critical role in the region’s EV
readiness. To facilitate continued growth of the market and smooth the
transition to higher rates of EV adoption, the subgroups recommend that
local governments ensure that EV infrastructure development is addressed
in comprehensive for definitions of EV charging technology.
Planning
efforts and that zoning, building codes, and permitting and inspection
processes provide a pathway to the expeditious installation of charging
equipment. Streamlined permitting and inspection processes, EV and
charging incentives, infrastructure readiness, low permitting and
inspection costs, and nominal installation costs all contribute to
reducing barriers to greater EV adoption.
ELECTRIC UTILITY POLICY
The
regulatory status of EV charging stations—contained in provisions of
electric utility policy—can help or hinder the ability of private
companies and utilities to provide EV charging services. Across the
region, the regulatory status of EV charging service providers is
inconsistent and in some cases unclear. Maryland, Virginia, and the
District of Columbia have all taken steps in recent years to resolve
areas of uncertainty in their electric utility policy as it relates to
EVs and EV charging. However, room for improvement remains, particularly
when it comes to notifying utilities about EV charging station
locations.
The
Electric Utility Policy subgroup found that clear state-level policies
are needed to promote private investment in EV charging infrastructure
for charging in the for-pay charging market. They recommend that
ideally, local and state policy would allow utilities to be notified in
advance about the location of EV charging equipment so they can ensure
that appropriate infrastructure is in place to accommodate the increased
load and avoid service disruptions for their customers.
EVs FOR FLEET USE
A
2012 survey of fleets in the metropolitan Washington region found that
EVs are being adopted slowly. The Greater Washington Region Clean Cities
Coalition’s survey of 11 fleet managers found that most EVs currently
in operation are used onsite, such as trucks used on landfills or campus
landscaping equipment. 7 According
to the Coalition, fleet managers cite the cost of EVs and
infrastructure as obstacles to purchasing additional EVs. The Fleets
subgroup provided recommendations on promoting partnerships between
governments and manufacturers to reduce costs and increase utilization
of EVs in fleets, encourage charging infrastructure sharing, and promote
cooperative purchasing.
OUTREACH AND EDUCATION
The
public’s current level of knowledge about electric vehicles is limited.
Education efforts by private and public entities (including
nongovernmental organizations, electric utilities, PEV service
providers, auto dealers, other businesses, and government) are needed to
bridge the gap.
To set the stage for EV marketplace success in the metropolitan
Washington region, regional partners involved in the Metropolitan COG
Electric Vehicle Planning Initiative have identified key target
audiences and information needs for those audiences.
In
addition to identifying an initial list of resources for EV
stakeholders to use in education and outreach efforts, the subgroup
provides recommendations on how to increase outreach efforts throughout
the region. Continuing to search for and share resources, engaging with
regional partners to encourage collaboration and to share experiences,
and promoting EV awareness through industry training and curricula
should be priorities for the region.
SUMMARY OF RECOMMENDATIONS
Achieving
EV readiness in the metropolitan Washington region will require a
coordinated approach among all stakeholders, including utilities,
players in the EV industry, state and local governments, and nonprofit
groups. This report contains recommendations for these stakeholders to
promote a consistent set of practices across the region that will remove
barriers to EV adoption and infrastructure planning.
The top five recommendations to facilitate EV deployment in the region are as follows:
1.
Stakeholder partnerships, such as a Washington Regional Electric
Vehicle Partnership, should be formed to develop a business case for
EVs, and to assess the potential for community return on investment.
2.
Stakeholders should consider offering incentives such as preferred
parking, HOV occupancy exceptions, and tax credits to promote EV
adoption.
3. Electric permitting procedures should identify EVSE installations and notify electric utilities of their locations.
4. Outreach and education is needed to promote EV adoption and inform the public of its benefits.
5. Comprehensive plans and zoning regulations should guide EV infrastructure
development and ensure that the built environment can accommodate future EVSE installations.
See the entire report
here
LINKS:
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