{"id":61895,"date":"2024-01-30T11:03:16","date_gmt":"2024-01-30T19:03:16","guid":{"rendered":"https:\/\/energi.media\/?p=61895"},"modified":"2024-01-30T11:03:16","modified_gmt":"2024-01-30T19:03:16","slug":"why-the-slowest-ev-chargers-may-be-the-fastest-way-to-get-people-into-evs","status":"publish","type":"post","link":"https:\/\/energi.media\/news\/why-the-slowest-ev-chargers-may-be-the-fastest-way-to-get-people-into-evs\/","title":{"rendered":"Why the slowest EV chargers may be the fastest way to get people into EVs"},"content":{"rendered":"

This article was published by Grist<\/a> on Jan. 30, 2024.<\/em><\/p>\n

By Gabriela Aoun Angueira<\/a><\/strong><\/em><\/p>\n

Kay and Bruce Schilling decided last year that they wanted to install electric vehicle charging at an apartment building they manage in Belmont, California, but they had no idea where to begin.<\/p>\n

They figured that adding the amenity could attract renters, and Kay so loved driving her own EV that she hoped providing chargers would help tenants make the switch themselves. \u201cOnce people experience driving an electric car, it\u2019s like you can never turn back,\u201d she said.<\/p>\n

The Schillings considered their options. DC fast chargers charge a car in as little as 30 minutes, but were far too expensive. They looked into\u00a0Level 2 chargers<\/a>\u00a0\u2014 like those commonly seen outside grocery stores and office buildings that typically charge a car in four to ten hours \u2014 and quickly encountered challenges.<\/p>\n

To supply enough power, they\u2019d need an expensive electrical upgrade, which could take at least a year due to long permitting queues. The required improvements and charging hardware were so costly that they\u2019d only be able to install a couple chargers, requiring tenants to share. And since a powerful Level 2 could fill an EV battery in a few hours, residents would have to move their cars when they were finished to open the stall for the next driver.<\/p>\n

\u201cIt didn\u2019t feel like a very friendly way to provide a service to our tenants,\u201d Kay told Grist.<\/p>\n

Then the Schillings heard about a program by the community-led electricity provider Peninsula Clean Energy, or PCE, aimed at getting apartment building owners to adopt a commonly dismissed method of EV fuelling: Level 1 charging, done with a trusty wall outlet.<\/p>\n

Level 1 charging is slow: It uses a 120-volt outlet, like a TV, and batteries fill at a rate of about five miles every hour. But it\u2019s also relatively cheap and simple. The Schillings discovered they could install 30 Level 1 \u201csmart\u201d outlets \u2014 one for almost every parking stall \u2014 without major electrical work. PCE picked up nearly the entire bill.<\/p>\n

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PCE is pursuing a strategy of getting a high volume of slower, less expensive chargers into multifamily housing rather than fewer, faster, chargers.\u00a0Courtesy of Orange<\/em><\/figcaption><\/figure>\n<\/div>\n<\/div>
While most EV drivers who own a single-family home can install a charger, the one-third of the U.S. population living in multifamily dwellings depend on property owners to make that decision. But those who want to provide the amenity often encounter infrastructure hurdles, prohibitive costs, and the conundrum of how to implement a system that is convenient for tenants.\u00a0<\/figcaption><\/figure>\n

It\u2019s a problem that the U.S. is only beginning to confront, since most early EV adopters live in single-family homes. That will soon change, according to Brennan Borlaug, a research analyst at the National Renewable Energy Laboratory, or NREL, who co-authored a study on national charging needs.<\/p>\n

\u201cWe\u2019re coming into a period where the used EV market is going to start to be flooded and there are going to be a lot of people adopting EVs in multifamily homes,\u201d Borlaug said. \u201cIt\u2019s going to be exciting to see more people be able to drive these cars, but there will be some growing pains.\u201d<\/p>\n

To support 33 million electric vehicles on U.S. roads by 2030, NREL estimates the U.S. would need\u00a0nearly 27 million Level 1 and 2 charging ports at residences and workplaces<\/a>.<\/p>\n

Reaching that number will require an enormous effort, but PCE believes one tool for getting there is to \u201cright size\u201d charging solutions, putting less focus on speed and more emphasis on ubiquity. The community choice aggregator sources clean energy for residents of San Mateo County just south of San Francisco, where EVs accounted for\u00a0one-third of new car registrations<\/a>\u00a0last year and around 250,000 residents live in multifamily dwellings. It is focusing millions of dollars on incentives for Level 1 charging. The strategy, it says, will get more people\u00a0some<\/em>\u00a0power instead of a few people a lot of power.<\/p>\n

\u201cUsing low-power solutions seems to be the fastest, most affordable, and most scalable solution to get immediate charging access to where people live,\u201d Phillip Kobernick, head of transportation programs at PCE, told Grist. \u201cSo instead of putting one [fast] charger in, which is the default way, let\u2019s put in 20, and at a much lower cost.\u201d<\/p>\n

Through its\u00a0EV Ready program<\/a>, PCE has already spent over $2 million to help install nearly 1,000 charge ports, most of them at apartment buildings and condos. Another 3,000 are in process.<\/p>\n

To craft its strategy, PCE scoured census data and surveyed customers. It discovered that most drivers leave their cars parked for at least 12 hours a day, and don\u2019t drive more than about 40 miles daily. It also found that those customers who did use Level 2 charging at their apartments were plugged in all night, but drawing electricity for less than three hours.<\/p>\n

\u201cThat was like, okay, obviously this is an overbuilt solution,\u201d said Kobernick, \u201cif you\u2019re just sitting there with a plug in your car doing nothing for nine hours.\u201d<\/p>\n

The long periods that cars were parked at night, and the short distances they were driving in the day, meant that plugging into a standard outlet could easily keep drivers\u2019 batteries topped off. \u201cIt\u2019s not that we reinvented the wheel,\u201d said Kobernick. \u201cIt\u2019s more that we matched our program to do what a lot of people are already doing.\u201d<\/p>\n

The low-and-slow approach also meant far fewer buildings would need electrical upgrades, and it would put less pressure on California\u2019s already strained grid. But the strategy would only work if the outlets were installed in high volumes so every tenant could access one and plug in for as long as necessary. PCE created a program that would pay up to $2,000 per Level 1 or \u201clow-power\u201d Level 2 outlet (which uses a 240-volt, 20-amp outlet and can add about 140 miles overnight), with no cap on the number of outlets. The subsidies are higher for affordable housing buildings. All projects include free site design.<\/p>\n

The Schillings\u2019 project at the El Dorado Apartments took just two weeks to permit and two more to install. They needed a couple of panel upgrades, but nowhere near the amount of work required if they\u2019d chosen Level 2 stalls. With PCE\u2019s help the $77,000 undertaking cost them just $8,000. Residents plug in to the\u00a0Orange Level 1 \u201csmart\u201d outlets<\/a>\u00a0with the cord that comes with their car and pay for the electricity through a connected app. The Schillings said their tenants have embraced the approach.<\/p>\n

\u201cYou just kind of plug in and forget it,\u201d said Bruce Schilling. \u201cIt\u2019s good for the night.\u201d Not long after the outlets were installed, a resident told them that now that he could charge at home, he was going to buy an EV.<\/p>\n

There\u2019s a public fast charging station across the street from the El Dorado Apartments, which tenants can use if they need to fill up quickly for a long day of driving. Borlaug said that this kind of symbiotic relationship helps the Level 1 approach work while taking pressure off the fast chargers, which are for now underbuilt and oversubscribed.<\/p>\n

\u201cLevel one is get what you can, and then you rely on the public networks to backfill whenever you need it,\u201d he said.<\/p>\n

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The GoPowerEV PowerPort 3 includes two Level 1 outlets and one low-power Level 2, allowing tenants to choose their charging speed based on how many miles they need and what they want to pay.\u00a0Courtesy of GoPowerEV<\/em><\/figcaption><\/figure>\n<\/div>\n<\/div>
By reducing reliance on public charging, which typically costs more than filling up at home, PCE\u2019s approach could widen EV access, too.<\/figcaption><\/figure>\n

The St. Francis Center, which manages affordable housing units in San Mateo County, used PCE rebates to install smart outlets in six parking stalls at the Alma Lea apartments in Redwood City. There are no EV drivers there yet, but the center wanted to make sure that a lack of home charging wouldn\u2019t stand in the way of anyone considering switching to electric.<\/p>\n

\u201cIt\u2019s thinking about the lived experience of our tenants long term and setting them up for success,\u201d said Michael Pierce, board chairman of the St. Francis Center. \u201cThe families in our properties should have the opportunity to own an electric vehicle and get the benefits of lower cost per mile and less maintenance.\u201d<\/p>\n

Pierce believes that now that the outlets are there, it\u2019s only a matter of time before electric vehicles appear in the parking lot. \u201cI think it\u2019s a chicken-and-egg thing. When they need another car, it\u2019s an option that they can choose without having to worry about charging.\u201d<\/p>\n

The\u00a0GoPowerEV PowerPort outlets<\/a>, capable of both Level 1 charging and low-power Level 2, could save Alma Lea\u2019s tenants even more money on charging costs. Drivers set how many miles they need to add to their range and what time they need it through the connected app, and the software can wait to charge the car until electricity rates are cheapest. Users can even tell the app to charge\u00a0only\u00a0<\/em>during the least expensive times, even if that means not getting as many miles as filling up the whole time the car is plugged in.<\/p>\n

That option works, Pierce says, because drivers are charging every time they park, rather than whenever they manage to find a spot at a public fast-charging station. \u201cYou realize, I don\u2019t need to do this binary \u2018full-not full,\u2019\u201d he said. \u201cI can just add a little bit at a time and I\u2019m going to be fine.\u201d<\/p>\n","protected":false},"excerpt":{"rendered":"

This article was published by Grist on Jan. 30, 2024. By Gabriela Aoun Angueira Kay and Bruce Schilling decided last year that they wanted to install electric vehicle charging at an apartment building they manage [Read more]<\/a><\/p>\n<\/div>","protected":false},"author":6,"featured_media":61896,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"give_campaign_id":0,"footnotes":""},"categories":[1],"tags":[109,137,528,80,14],"class_list":{"0":"post-61895","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-news","8":"tag-climate-change","9":"tag-electric-vehicles","10":"tag-electrification","11":"tag-environment","12":"tag-featured"},"acf":[],"yoast_head":"\nEV chargers - Thoughtful Journalism About Energy's Future<\/title>\n<meta name=\"description\" content=\"To support 33 million EVs on U.S. roads by 2030, NREL estimates the U.S. would need\u00a0nearly 27 million Level 1 and 2 EV chargers.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/energi.media\/news\/why-the-slowest-ev-chargers-may-be-the-fastest-way-to-get-people-into-evs\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"EV chargers - 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