Tahoe-Truckee PEV Readiness Existing Conditions 6.20.2016 Draft

Transcription

Tahoe-Truckee PEV
Readiness Plan: Existing
Conditions Report
Contract #16C00029
Task 1.1 Deliverable
FINAL
June 2016
Prepared for
Tahoe Regional Planning Agency
128 Market Street
Stateline, NV 89449
Prepared by
ICF International
620 Folsom St
Suite 200
San Francisco, CA 94107
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page
Contents
1. Introduction ...................................................................................................................................1
Tahoe-Truckee PEV Planning Area ......................................................................................................... 1
2. PEV Market Overview ..................................................................................................................2
Vehicle Offerings .................................................................................................................................... 2
Charging Infrastructure .......................................................................................................................... 3
3. Regional Baseline Conditions........................................................................................................7
Regional PEV Ownership ........................................................................................................................ 7
Availability of Charging Infrastructure ................................................................................................. 11
4. Regional PEV Projections ............................................................................................................ 14
Resident PEV Projections...................................................................................................................... 14
Visitor PEV Trip Projections .................................................................................................................. 18
5. PEV-Related Policies and Programs............................................................................................. 21
State-level PEV Related Policies & Programs ....................................................................................... 21
Zero Emissions Vehicle (ZEV) Program .......................................................................................... 21
California Low Carbon Fuel Standard (LCFS) Program ................................................................... 21
Nevada and California, New Energy Future Accord ...................................................................... 21
Regional PEV-Related Policies & Programs .......................................................................................... 21
Building Codes ............................................................................................................................... 22
Zoning and Parking ........................................................................................................................ 24
Permitting and Inspection ............................................................................................................. 25
Local Government Readiness ........................................................................................................ 26
6. PEV Related Grants and Incentives ............................................................................................. 27
Incentives for Vehicle Purchasers......................................................................................................... 27
Incentives and Financing for Charging Infrastructure Deployment ..................................................... 29
7. PEV-Related Training, Outreach, and Education .......................................................................... 32
Training Programs ................................................................................................................................ 32
Outreach and Education....................................................................................................................... 32
8. Behaviors and Needs of Regional PEV Users................................................................................ 34
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Figures
Figure 1. Level 2 (J1772) charger installed by the Tahoe City Public Utility District ..................................... 4
Figure 2. Current PEV Ownership in the Study Region ................................................................................. 7
Figure 3. Map of Total Electric Vehicle Ownership in Tahoe-Truckee Planning Area .................................. 8
Figure 4. Map of Battery Electric Vehicle Ownership in Tahoe-Truckee Planning Area ............................... 9
Figure 5. Map of Plug-in Hybrid Electric Vehicle Ownership in Tahoe-Truckee Planning
Area ............................................................................................................................................. 9
Figure 6. Current Tahoe-Truckee Planning Area PEV Ownership by Vehicle Make/Model ....................... 10
Figure 7. Map of Regional Charging Infrastructure .................................................................................... 12
Figure 8. DC Fast Charger Located at the Heavenly Village Parking Garage in South Lake
Tahoe......................................................................................................................................... 13
Figure 9. HEV and PEV Deployment in the Tahoe-Truckee Region............................................................. 14
Figure 10. Forecasted PEV Deployment in Tahoe-Truckee Region to 2040 ............................................... 15
Figure 11. Forecasted PHEV Deployment in Tahoe-Truckee Region to 2040 ............................................. 16
Figure 12. Forecasted BEV Deployment in Tahoe-Truckee Region to 2040 ............................................... 16
Figure 13. Regional Visitor PEV Trip Projections ......................................................................................... 19
Figure 14. Regional Visitor BEV Trip Projections......................................................................................... 20
Figure 15. Regional Visitor PHEV Trip Projections ...................................................................................... 20
Figure 16. PEV Driver Self-reported Income Brackets ................................................................................ 34
Figure 17. Importance of Information Sources for PEV Acquisition ........................................................... 35
Tables
Table 1. Available PEV Models and Corresponding Electric Range .............................................................. 3
Table 2. Electric Vehicle Supply Equipment .................................................................................................. 5
Table 3. Market Share of Hybrid and PEV Vehicles by Selected Geographical Regions ............................. 11
Table 4. Existing PEV Charging Infrastructure by Geographic Region and Type ......................................... 13
Table 5. Passenger cars, as a percentage of light duty vehicles in study region ........................................ 17
Table 6. EVSE Specifications in California Green Building Codes ................................................................ 23
Table 7. Accessibility Requirements for Electric Vehicle Charging Stations for Public and
Common Use ............................................................................................................................. 25
Table 8. Incentives for PEVs ........................................................................................................................ 27
Table 9. Incentives to Deploy Charging Infrastructure ............................................................................... 30
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Acronyms and Abbreviations
Acronym / Abbreviation
Stands For
AC
alternating current
AFV
alternative fuel vehicle
AEO
Annual Energy Outlook
AFDC
Alternative Fuel Data Center
ARFVTP
Alternative and Renewable Fuel and Vehicle Technology Program
BEV
battery electric vehicle
CalCAP
California Capital Access Program
CARB
California Air Resources Board
CEC
California Energy Commission
CSE
Center for Sustainable Energy
CVRP
Clean Vehicle Rebate Program
DC
direct current
DCFC
direct current fast charger
EVSE
electric vehicle supply equipment
HEV
hybrid electric vehicle
HVIP
Hybrid Truck and Bus Voucher Incentive Program
ICE
internal combustion engine
LCFS
Low Carbon Fuel Standard
LDV
light duty vehicle
NEVA
Nevada Electric Vehicle Accelerator
NREL
National Renewable Energy Laboratory
PACE
Property-Assessed Clean Energy
PEV
plug-in electric vehicle
PHEV
plug-in hybrid electric vehicle
SAE
Society of Automotive Engineers
TOU
time-of-use
ZEV
Zero Emissions Vehicle
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Tahoe-Truckee PEV Readiness Plan: Existing Conditions Report
1. Introduction
The first phase of ICF’s work for the Tahoe-Truckee Plug-in Electric Vehicle (PEV) Readiness Plan is
focused on a regional assessment to inform the development of tools (Task 2) and planning efforts (Task
3). The assessment is intended to provide an overview of the current PEV ecosystem in the study area
(see map below) and identifies key needs to prepare for and coordinate PEV infrastructure deployment.
This report focuses on two broad aspects of the PEV ecosystem: 1) current regional PEV use and
charging infrastructure availability and 2) a review of regional policies and programs relevant to PEVs
and charging infrastructure.
Tahoe-Truckee PEV Planning Area
The Tahoe-Truckee region is a key stop along regional corridors (Interstate 80 and U.S. Highway 50) and
will be a critical component of the so-called ‘electric highway’. Furthermore, the region is the gateway to
the Northern and Eastern Sierras and is nearby several urban areas including Sacramento, CA; the City of
Reno, NV; and Carson City, NV. The study
region for the project, as outlined in the
map to the right, includes the planning
area of the Tahoe Regional Planning
Agency and the Town of Truckee. This
includes the City of South Lake Tahoe,
Tahoe City, Incline Village, and Kings
Beach, as well as other communities. The
study region is not limited to California; it
includes parts of Nevada along the
Eastern border of Lake Tahoe.
The high volume of trips that originate
outside the region and the high number
of second homes in the study region
make for a challenging planning process.
Both of these characteristics reflect
Tahoe’s status as a prime travel
destination. In many jurisdictions, it is
sufficient for planning agencies to focus
on the demand for PEVs that are owned
and driven by local residents. However, in
the case of the Tahoe-Truckee study
region, this approach will not satisfy a
significant portion of the potential PEV-driving population, who may originate their travel outside of the
region and seek charging infrastructure while in the region.
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2. PEV Market Overview
The PEV readiness planning focuses on plug-in electric vehicles including plug-in hybrid electric vehicles
(PHEVs) and battery electric vehicles (BEVs). PHEVs have both a battery-powered motor and an internal
combustion engine (that uses gasoline) capable of powering the wheels; BEVs are powered exclusively
by a battery-powered motor and do not use gasoline. The figure below shows the Nissan LEAF, a BEV
and a Chevrolet Volt, a PHEV.
Vehicle Offerings
Electricity is used as transportation fuel in three types of vehicles: hybrid electric vehicles (HEV), which
are powered by both an internal combustion engine (ICE) and an electric motor; plug-in hybrid electric
vehicles (PHEV), which have an ICE and larger battery packs than HEVs and are designed to plug into the
electrical grid to charge the vehicle; and battery electric vehicles (BEV), which plug into the electrical
grid and are then powered solely by energy from the battery.
The battery technology used in PEVs has been in development for two decades; however, limitations on
stability, energy capacity, energy storage capacity, and the cost of producing the battery have been
barriers to widespread deployment in vehicles. Despite the latest advances in rechargeable battery
technology, most notably lithium-ion chemistry, the energy densities of batteries are still about two
orders of magnitude less than that of common liquid fuels used in internal combustion engines. Prior to
2010, PEVs were limited to niche markets, introduced in demonstration programs, converted by
aftermarket companies, or legacy PEVs from the deployment in the 1990s. More recently, however, the
number of vehicle offerings has been steadily increasing. The Nissan LEAF and Chevrolet Volt both
debuted in late 2010, as the United States started to emerge from the effects of the Great Recession.
Today, there are upwards of 25 PEV offerings from which consumers can choose, and the market
continues to expand rapidly as automobile manufacturers roll out additional models. The table below
lists most of the currently available PEVs, as well as several that are expected to be available within the
next 12-18 months. The table also includes the expected all-electric range in miles for each vehicle. Over
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the past several years, technological advancements have extended the electric range significantly;
however cold temperatures can reduce range capability by 30 to 50 percent.
Table 1. Available PEV Models and Corresponding Electric Range
PEV
Architecture
Est. Electric
Range (miles)
Vehicle Make & Mode
BEV
Tesla Model S, Tesla Model X, Tesla Model 31
BEV
Chevrolet Bolt2
BEV
Nissan Leaf, Kia Soul, Mercedes Benz B-Class, Fiat 500e
84-107
BEV
BMW i3, Chevy Spark, VW eGolf, Ford Focus, Honda Fit, Mitsubishi iMiev,
Smart ForTwo
62-83
230-260
200
PHEV
Chevy Volt
53
PHEV
Cadillac ELR, Audi A3e, Hyundai Sonata
27-37
PHEV
BMW X5 & i8, Porsche Cayenne, Volvo XC90
13-20
PHEV
Ford C-Max Energi, Ford Fusion Energi, Mercedes C350, Porsche Panamera,
Toyota Prius Prime3
20
PHEV
Toyota Prius Plug-in4
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1
Tesla reports that the Model 3 will start to ship in 2017
Chevrolet reports that the Bolt will start to ship in 2017
3
Toyota reports that the Prius Prime will ship in 2016
4
Toyota pulled the Prius Plug-in from production in June 2015; Toyota announced in March 2016 plans to
release the Prius Prime with an all-electric range of about 22 miles.
2
Charging Infrastructure
Improving access to charging infrastructure in the Tahoe-Truckee Region is crucial for making PEVs a
viable transportation alternative. There are multiple planning considerations for charging infrastructure.
We consider the following elements: location,
level of charging, quantity, investment, and
payment.

DCFC
0.5 h
Location: What are the potential areas to
deploy and install charging infrastructure.
These typically include residential or athome charging, workplace charging, and
opportunity charging, which can be
privately or publicly available. The charging
triangle to the right illustrates the following:
the majority of charging demand will be for
residential applications as vehicle owners
seek to conveniently charge their vehicles
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DC Level 2 or Level 3
Opportunity
1-2 h
Workplace
48 h
Residential Charging
610 h
3
Level 2
Level 1 or Level 2
Level 1 or Level 2
June 2016
as they are parked overnight. Today, about 80% of charging happens at home. The remainder of
demand will mostly be at workplaces, where employees and/or visitors are generally parked long
enough to receive a significant charge. Finally,
opportunity and DC fast charging at public locations
will see a smaller share of demand from PEV drivers
who take the opportunity to charge at convenient
locations in order to extend the range of their trips;
these chargers most likely would be needed for long
trips far away from home and/or a workplace.
However, the share of DC fast charging is inexorably
linked to the deployment of BEVs in a region since
PHEVs on the market today are not equipped for DC
fast charging.

Level of charging. Electric vehicle charging
infrastructure is typically differentiated by the
maximum amount of power that can be delivered to
the vehicle’s battery. This determines the time that it
takes to charge the vehicle’s battery. Table 2 below
provides a summary of the three types of charging of
which the Readiness Plan will focus – the charging
equipment is referred to as electric vehicle supply
equipment (EVSE).
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Figure 1. Level 2 (J1772) charger installed by the
Tahoe City Public Utility District
June 2016
Table 2. Electric Vehicle Supply Equipment
Level 1
Alternating Current
Level 2
Alternating Current
Level 2 & 3
Direct Current
(aka DC fast charging)
Uses a standard plug - 120
volt (V), single phase
service with a three prong
electrical outlet at 15-20
amperage (A)
 Used specifically for PEV  Used specifically for PEV
charging
charging
 ~ 240 V AC split phase
 Typically requires a
service that is less than
dedicated circuit of 20-100
or equal to 80 A.
A, with a 480 V service
connection.
J1772 charge port
J1772 charge port
J1772
combo
Use
Residential or workplace
charging
Residential, workplace, or
opportunity charging
Rapid charging along major
travel corridors
Limitations
Low power delivery
lengthens charging time
Requires additional
infrastructure and wiring
Can only be used by BEVs
currently. Provides power
much faster than the AC
counterparts, but are more
expensive to build and
operate due to the necessary
equipment and electrical
upgrades
Time to
charge
2 to 5 miles of range per 1
hour of charging
10 to 25 miles of range per 50 to 70 miles of range per 20
1 hour of charging
minutes of charging
Description
Connector
type(s)
CHAdeMO Tesla
combo
Infrastructure  Charging outlets should  Requires additional
 Requires a three phase DC
required
have ground fault
grounding, personal
power supply with 480 V
interrupters installed
protection system
service.
and a 15 minimum
features, a no-load
 Requires additional
branch circuit
make/break interlock
grounding, personal
protection.
connection, and a safety
protection system features,
breakaway for the cable
a no-load make/break
 Requires no new
and connector.
electrical service for a
interlock connection, and a
building operating on an  If 240 V service is not
safety breakaway for the
existing circuit.
already installed at the
cable and connector.
charging site, a new
service drop will be
required from the
utility.

Quantity. How much infrastructure will be required? And how much infrastructure of each type –
Level 1, Level 2, and DC fast charging will be required at homes, workplaces, and in public? Many
stakeholders believe that charging infrastructure needs to be ubiquitous, despite the fact that a
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large share of charging happens at home (and often at 110 V). This issue is discussed only briefly
here (and addressed in more detail in the Final PEV Readiness Plan).

Investment and payment. Who pays for charging infrastructure deployment? And how much should
users expect to pay for access to charging infrastructure? There are many stakeholders engaged in
the deployment of charging infrastructure, including third party providers, utilities, and others. The
business models around charging infrastructure deployment are still evolving; partly as a result of
the market dynamics in this space, drivers are facing different payment structures (e.g., per hour vs
per unit of electricity, kWh or a flat fee per session) and it is unclear how this will unfold over the
next several years. While important aspects of the planning process, this part of the project does not
have a substantive discussion of the issues related to investing in (i.e., paying for the installation and
maintenance of charging equipment) and paying for access to charging infrastructure – these will be
covered in subsequent parts of the planning process.
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3. Regional Baseline Conditions
To assess the current state of PEV ownership in the Tahoe-Truckee region, ICF analyzed vehicle
registration data provided by IHS Automotive. The data includes total vehicle registrations by county,
census tract, and block group, as of March 2016. With this level of detail, ICF was able to conduct a finegrained sub-regional analysis of PEV adoption patterns, as presented below.
Information on existing Tahoe-Truckee PEV charging infrastructure was sourced by ICF from the
Alternative Fuel Data Center (AFDC) and supplemented by stakeholder interviews of the Tahoe-Truckee
Plug-in Electric Vehicle Coordinating Council members.
Regional PEV Ownership
The Tahoe-Truckee region has seen significant growth in PEV ownership over the past few years. As of
March 2016, there were 115 PEVs registered by area residents, a 180 percent increase from the 41 PEVs
registered in 2013. Figure 2 below shows the number of PHEV and BEV registrations by sub-region
within the Tahoe-Truckee PEV Planning Area, from populations with the highest number of total vehicles
to lowest (as indicated in the secondary chart axis). The Tahoe-Truckee sub-regions with the greatest
number of PEVs include Incline Village, South Lake Tahoe, and the Town of Truckee. Incline Village has
the highest PEV market share (0.26 percent), followed by Truckee (0.17 percent), and South Lake Tahoe
(0.11 percent).
Figure 2. Current PEV Ownership in the Study Region
A map indicating total electric vehicle ownership by sub-region in the Tahoe-Truckee Planning Area is
presented in Figure 3.
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Figure 3. Map of Total Electric Vehicle Ownership in Tahoe-Truckee Planning Area
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Figure 4 and Figure 5 below show a side-by-side comparison of regional PHEV and BEV ownership.
Figure 4. Map of Battery Electric Vehicle Ownership
in Tahoe-Truckee Planning Area
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Figure 5. Map of Plug-in Hybrid Electric Vehicle
Ownership in Tahoe-Truckee Planning Area
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Almost three quarters of the total Tahoe-Truckee PEV ownership is composed of BEVs, predominantly
due to high rates of regional Tesla vehicle ownership. As shown in Figure 6, Tesla vehicles represent 45
percent of all PEVs in the region; a trend that diverges from PEV ownership patterns in county areas
outside the Tahoe-Truckee PEV Planning Area (Carson City, Douglas, El Dorado, Nevada, Placer, and
Washoe) and California as a whole, both of which have Tesla vehicles making up 14 percent of their total
PEV population.
Figure 6. Current Tahoe-Truckee Planning Area PEV Ownership by Vehicle Make/Model
Source: ICF Analysis of data from IHS Automotive
In terms of overall market shares, the Tahoe-Truckee region has made less progress towards hybrid and
PEV adoption compared to county areas outside the PEV Planning Area and California as a whole (Table
3). This can be attributed to a variety of factors including terrain, weather, and limited all-wheel drive
PEV offerings by vehicle manufacturers.
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Table 3. Market Share of Hybrid and PEV Vehicles by Selected Geographical Regions
Geographic Region
% of total vehicle population
Hybrid
PEV
PHEV
BEV
Tahoe-Truckee PEV Planning Area
1.25%
0.17%
0.05%
0.12%
County Areas Outside the TahoeTruckee Planning Area1
1.92%
0.28%
0.16%
0.12%
Carson City
0.90%
0.03%
0.03%
0.02%
Douglas
0.84%
0.05%
0.05%
0.02%
El Dorado
2.38%
0.44%
0.44%
0.17%
Nevada
2.25%
0.25%
0.25%
0.09%
Placer
2.86%
0.49%
0.49%
0.21%
Washoe
1.16%
0.09%
0.09%
0.06%
California Total
3.04%
0.62%
0.29%
0.33%
1
These county area percentages exclude areas located within the Tahoe-Truckee PEV Planning Area – for
example, vehicle ownership in the Town of Truckee is included in Tahoe-Truckee PEV Planning Area percentages
(row 1) and excluded from the Nevada County percentages (row 6).
Source: ICF analysis of data from IHS Automotive
Availability of Charging Infrastructure
Figure 7 presents a map of existing regional destination or opportunity charging stations. There are
currently 30 charging locations in the Tahoe-Truckee PEV Planning Area with a total of 77 chargers (i.e.,
plugs). Please note that charging locations often include multiple chargers or charging points– similar to
a gas station with multiple pumps. The majority of these chargers (81 percent) are Level 2 connections
and close to half (49 percent) can only be used by Tesla vehicles.
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Figure 7. Map of Regional Charging Infrastructure
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Fourteen of the 15 DC fast chargers are located in Truckee, and the
fifteenth was recently installed in City of South Lake Tahoe, at the
Heavenly Village Parking Garage. All of the DC fast chargers in
Truckee are Tesla SuperChargers, which can only be used by Tesla
vehicles, while the South Lake Tahoe DC fast charger can be used by
all BEV models.
As shown in
Table 4 below, 57 percent of Tahoe-Truckee regional chargepoints
are open to the public, as 33 of the 77 total regional chargers are for
guest, employee, or private use only. Within County areas outside the
Figure 8. DC Fast Charger Located at the
Tahoe-Truckee PEV Planning Area, there are 89 charging locations
Heavenly Village Parking Garage in
1
with 191 Level 2 chargers and 27 DC fast chargers. Of the total 218
South Lake Tahoe
chargers, 89 percent are open to the public and only 18 percent are
Tesla only. These trends reflect the fact that there is a larger share of
Tesla BEVs in the study region than the County areas outside of Tahoe-Truckee.
Table 4. Existing PEV Charging Infrastructure by Geographic Region and Type
Charging
Locations
Level 2
Chargers
DC Fast
Chargers
% Chargers
Tesla Only
% Chargers
Open to the
Public
Tahoe-Truckee PEV
Planning Area
30
62
15
49%
57%
County Areas Outside the
Tahoe-Truckee PEV
Planning Area
89
191
27
18%
89%
Region
1
Includes EVSE within Carson City, Douglas, El Dorado, Nevada, Placer, and Washoe counties, but does not include those in the
Tahoe-Truckee PEV Planning Area in order to not double count.
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4. Regional PEV Projections
Resident PEV Projections
The deployment of charging infrastructure is linked to the number of PEVs expected to be on the road.
PEV projections for the study region were developed out to 2040 and shown in the figures below. ICF
developed three PEV deployment scenarios for planning purposes, as highlighted in the table below.
Scenario
Low
Medium
High
Description
Modified the default share of new vehicle purchases represented by passengers cars and light trucks
included in the EMFAC model to reflect current vehicle ownership in the region (which is skewed
towards light truck). We kept the rate of new PEV purchasing consistent with CARB’s so-called most
likely compliance scenario with the Zero Emission Vehicle (ZEV) program.
Assumed a so-called “fair share” PEV adoption in Tahoe-Truckee Region consistent with likely
compliance scenario for Zero Emission Vehicle (ZEV) program.
Assumed 25% increase in new PEV purchases by 2018; this increase is a proxy for a) improvements
to the technology (e.g., range) and performance of PEVs (e.g., operation in cold weather), b)
increase in PEV offerings in the light truck sector, and c) decreases in the costs of PEVs and/or
components.
To date, the rate of PEV adoption in the Tahoe-Truckee study region has kept pace with, and is slightly
ahead of where HEV adoption was at the same time of that technology’s deployment in the mid-2000s
(see Figure 9 below). For illustrative purposes, ICF included a trend (as a dotted line) assuming that the
adoption of PEVs in the study region follows a trajectory identical to HEVs over the next 10 years.
Figure 9. HEV and PEV Deployment in the Tahoe-Truckee Region
1,200
Vehicle Population
1,000
800
Plug-in Electric Vehicles
600
400
Hybrid Electric Vehicles
200
0
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Year of Deployment
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The figure below shows the total number of PEVs included in the deployment scenarios out to 2040 as a
share of total light-duty vehicles on the road.2 ICF’s analysis suggests that PEVs will comprise about
2.55.3 percent of light duty vehicles on the road by 2025, and increase to 6.219.9 percent by 2040.
Figure 10. Forecasted PEV Deployment in Tahoe-Truckee Region to 2040
25%
Plug-in Electric Vehicles
(% Fleet)
PEVs
High
20%
15%
Medium
10%
5%
Low
0%
2015
2020
2025
2030
2035
2040
Source: ICF analysis, EMFAC2014
The PEV forecasts shown above are the sum of PHEVs and BEVs: The figures below show these broken
out by vehicle type. ICF used the same proportion of sales included in the EMFAC model to distinguish
between PHEVs and BEVs. It is important to note that the intent of these forecasts is to aid in the
infrastructure and readiness planning processes. The breakdown of PHEVs and BEVs is salient to this
process because the type of charging infrastructure that is required to support these two types of
vehicle architectures is quite different. The objective of the planning process is to recognize these
differences, while identifying flexibility in the planning exercise to account for different futures and
enable planning agencies such as TRPA to modify their approach to supporting infrastructure if the
market evolves differently than laid out here.
2
Note that the light-duty vehicles included in EMFAC come from the following vehicle categories: LDA (passenger cars), LDT1
and LDT2 (light trucks) and MDVs (medium duty vehicles e.g., delivery vans and other small vehicles weighting less than
10,000 pounds).
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Figure 11. Forecasted PHEV Deployment in Tahoe-Truckee Region to 2040
Plug-i nHybrid Electric Vehicles
(% Fleet)
16%
PHEVs
14%
High
12%
10%
Medium
8%
6%
4%
Low
2%
0%
2015
2020
2025
2030
2035
2040
Figure 12. Forecasted BEV Deployment in Tahoe-Truckee Region to 2040
7%
BEVs
Battery Electric Vehicles
(% Fleet)
6%
High
5%
4%
Medium
3%
2%
Low
1%
0%
2015
2020
2025
2030
2035
2040
The low and high deployment scenarios are linked to the medium deployment scenario, so we initiate
our discussion of how these were developed with the medium scenario. The medium scenario is taken
directly from the EMissions FACtor (EMFAC) model that is developed and maintained by CARB. The
EMFAC model utilizes the so-called most likely compliance scenario associated with the ZEV program
(discussed in more detail below). ICF extracted the vehicle ownership estimates of PHEVs and BEVs from
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the EMFAC model (see Figure 10). For the sake of comparison, a similar number of PEVs are estimated
to be deployed using the medium PEV deployment scenario (1,500 vehicles on the road by 2025) or if
one assumes that PEVs will be adopted at a similar rate to HEVs for the region (about 1,100 vehicles on
the road by 2025). ICF also notes the shape of the curve in the medium deployment scenario, which
starts to plateau post-2030. This shape is a result of how the likely compliance scenario is implemented
in the modeling: The ZEV Program extends through 2025 and the EMFAC model is linked to existing
policies that have been adopted. The model is not designed to be predictive in a post-2025 world. As
such, the percentage of ZEVs sold annually post-2025 is fixed at around 15 percent.
The low deployment scenario was developed assuming that a lower share of passenger cars are sold in
the Tahoe-Truckee region than what is included as a default in the EMFAC model. The EMFAC model
assumes a fixed ratio of new passenger car to new light truck purchases of around 65 percent. In other
words, a fixed 65 percent of new vehicles sold each year are assumed to be passenger cars and the
remaining vehicles are trucks (which includes SUVs, minivans, and cross-over vehicles). This is notable
because the EMFAC model effectively assumes near-zero penetration of PEVs in the light truck sector.
The number of PEVs deployed then, is linked to the share of passenger cars in the light-duty sector. The
table below illustrates the transition towards a greater share of light duty passenger cars over time as a
result of this assumption in EMFAC.
Table 5. Passenger cars, as a percentage of light duty vehicles in study region
Year
%Passenger Cars of New LDV
2000
50%
2005
45%
2010
40%
2015
38%
2020
45%
2025
52%
2030
57%
Source: ICF analysis of EMFAC2014 data
ICF modified the default share of light duty vehicle sales (from 65 percent) and set it at a fixed rate of 38
percent passenger cars, consistent with the current share of cars vs trucks registered in the TahoeTruckee region today (see table above, with 2015 value in bold font). ICF then used the same fleet
turnover assumptions in EMFAC and estimated the corresponding number of PEVs in this modified
scenario. As a result of this change in assumption, the number of PEVs deployed in the low scenario is
about 40 percent lower than in the medium scenario.
For the high scenario, ICF assumed that there would be an increase in the sale of PEVs in the TahoeTruckee region compared to the medium scenario starting in 2018. Furthermore, we assumed that there
would be an increasing share of PEVs sold annually post-2025, hence the modified shape of the
deployment curve shown in the figures above (with an upward slope in the out years, rather than a
plateau). ICF increased the share of electric vehicle sales by 25 percent annually (e.g., 10% to 12.5%).
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This increase in sales of 25 percent is meant to serve as a proxy for a) improved vehicle performance
(e.g., greater range), b) increased vehicle offerings (e.g., more all-wheel drive vehicles and more lighttruck offerings), c) vehicle cost reductions, or d) some combination of these three potential market
developments. Post-2025, ICF increased the annual share of PEV sales by the average annual increase
included in the likely compliance scenario for PHEVs and BEVs from 2020 to 2025.
Ultimately, the readiness planning process is not designed to predict the future of PEV deployment;
rather, it is designed to help support deployment and give planning agencies the ability to react to
market changes.
Visitor PEV Trip Projections
In peak tourism months, visitors account for over a third of total vehicle trips made throughout the
Tahoe-Truckee region. Understanding how many of these trips will be made by PEVs is essential to the
charging infrastructure deployment plan for the study region.
ICF developed a range of projections for PEV visitor trips – a low, medium, and high scenario - using
data on regional travel patterns, vehicle purchasing trends, and likely compliance for regulations that
are driving growth in PEV ownership (especially in California, slightly less so in Nevada). The following
steps describe the methodology and data sources used to develop these projections:

Step 1–Determine the number of vehicle trips made by visitors to the study region. ICF used data
outputs from TRPA and the Town of Truckee’s travel demand models to determine the number of
vehicle trips made by visitors to the Tahoe-Truckee region during the peak summer season. In both
of these models, visitors represent around 35 percent of total regional vehicle trips.

Step 2–Estimate the geographical origin of visitor vehicle trips. Since driving distance is a limiting
factor in whether a trip can be made by a BEV, it is important to understand the geographical origin
of visitor vehicle trips. Through a third-party data aggregator, AirSage, TRPA collects information
about population mobility throughout the study region. AirSage analyzes anonymous location and
movement of mobile devices, which is derived from wireless signaling data, to provide insight into
where populations, are, were, or will be, and how they move about over time. AirSage collected
visitor device arrival and departure data over 13 days in July 2014. By analyzing the movement
patterns of these devices, AirSage is able to determine the “home” or origin county of the 600,000+
visitor devices detected in the region during that time period. ICF applied the percentage
breakdown of visitor devices by county origin to the visitor vehicle trip data from Step 1 above to
estimate the number of visitor trips coming from various regions in California and Nevada.

Step 3–Estimate the percentage of a visitor trips that will likely be made by a PEVs. ICF assumed
that visitor trips originating in a California county would be representative of that county’s
forecasted light-duty vehicle population, as included in the EMFAC model (state-wide, the model
assumes that ZEVs comprise 15.7% of new light-duty vehicle sales by 2025). Note that since Nevada
is not a ZEV state and modeling efforts similar to EMFAC are not available, ICF estimated PEV
ownership for visitor trips originating in Nevada counties using historic hybrid vehicle sales patterns
from IHS Automotive DMV registration data.
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
Step 4–Modify assumptions to develop a low, medium, and high PEV visitor trip scenarios. The
results from Step 3 represent the Medium PEV Visitor Trip Scenario. The following adjustment were
made to produce the low and high scenarios:
 Low PEV Visitor Trip Scenario–ICF assumed that visitors have a lower than expected PEV
adoption rate due to factors such as lack of all-wheel drive capability, terrain and weather
impacts, and potential range anxiety of drivers. In this scenario, PEV adoption rates are assumed
to be 30% lower than the medium scenario, and visitor trips made by BEVs are limited to 250
miles.
 High PEV Visitor Trip Scenarios–ICF assumed that visitors have a higher than expected PEV
adoption rate. TRPA visitor surveys demonstrate that the median income of visitors is generally
higher than the median income of their origin county. Since there is a positive correlation
between higher income levels and PEV adoption, we assumed that the percentage of visitor
trips made by PEV is 30% higher than the medium scenario, and that there would be no
limitations on driving distance due to technological improvements and widely available charging
infrastructure (presumably DC fast charging equipment).
Figure 13 present the results of the low, medium, and high visitor PEV trip projections scenarios through
2040. By 2040, PEVs are expected to make between 6.5 and 13 percent of total visitor trips to the
Tahoe-Truckee region.
Figure 13. Regional Visitor PEV Trip Projections
The contribution of BEV trips and PHEV trips to the total PEV projections is shown in Figure 14 and
Figure 15 below – these estimates are linked to the previously discussed ZEV Program likely compliance
scenario developed by CARB. By 2040, we estimates that BEVs will represent 1.84.3 percent of total
visitor trips to the region, while PHEVs will represent a greater share, 4.78.7 percent.
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Figure 14. Regional Visitor BEV Trip Projections
Figure 15. Regional Visitor PHEV Trip Projections
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5. PEV-Related Policies and Programs
The following section provides an overview of the existing PEV-related policies and programs
throughout the Tahoe-Truckee and adjacent regions, with a focus on state- and local government-level
efforts to increase PEV deployment and EVSE infrastructure through clean transportation policies,
building standards, zoning, and permitting and inspection.
State-level PEV Related Policies & Programs
Zero Emissions Vehicle (ZEV) Program
The primary program driving PEV adoption throughout California is the ZEV Program. In March 2012,
Governor Brown issued an Executive Order that set a target of 1.5 million ZEVs on California’s roadways
by 2025. The program today requires 15 percent of light duty vehicles sold in California be ZEVs by 2025,
which includes battery electric vehicles, fuel cell vehicles, and transitional zero emission vehicles like
plug-in hybrid electric vehicles. The Governor’s Office followed up this Executive Order with its California
ZEV Action Plan, which details more than 100 specific actions that state government is taking to
accelerate the ZEV market. The ZEV program is largely responsible for the growing number of PEV
models available on the market today.
California Low Carbon Fuel Standard (LCFS) Program
PEV drivers can also benefit from another complementary policy, the Low Carbon Fuel Standard (LCFS)
Program in California. The LCFS Program requires a ten percent reduction in the carbon intensity of
transportation fuels by 2020 from the baseline of gasoline and diesel fuels. The LCFS program is
implemented using a system of credits and deficits: transportation fuels that have a higher carbon
intensity than the compliance schedule yield deficits, and fuels that have a lower carbon intensity, such
as electricity, generate credits. Under the LCFS, electric vehicle service providers dispensing electricity as
a transportation fuel in California are eligible to generate LCFS credits. Fuel electricity LCFS credits
generate revenue that provides a monetary incentivize for the deployment of charging infrastructure
throughout California.
Nevada and California, New Energy Future Accord
On the Nevada side, there are currently no comprehensive PEV-related State policies that are driving
market changes similar to those in California. However, Governor Brian Sandoval recently signed the
Governor’s Accord for a New Energy Future, committing Nevada to support needed infrastructure
development, incentives and policies when appropriate to encourage expanded use of PEVs.3 Governor
Jerry Brown of California also signed this accord.
Regional PEV-Related Policies & Programs
State and local governments play an important role in supporting PEV readiness in the Tahoe-Truckee
region by developing and implementing policies and programs that help accelerate PEV adoption. The
3
Governor’s Accord for a New Energy Future. February 2016. Retrieved from http://www.governorsnewenergyfuture.org/theaccord/.
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following section first describes state-level policies related to PEV-ready building codes and permitting
processes, which is then followed by a discussion of local government efforts in these areas, as well as
local zoning and parking ordinances.
Building Codes
Building codes contain safety standards and specifications that guide new construction and renovations.
There are two major opportunities to
create building codes that support PEV
deployment. The first is to specify
standards for EVSE in the building code
to ensure that any EVSE installations are
safe and accessible. The second is to
require pre-wiring for EVSE to lower the
cost of future EVSE installations. Prewiring refers to the practice of providing
sufficient basic infrastructure, such as
conduits, junction boxes, outlets serving
garages and parking spaces, adequate
wall or lot space for future EVSE, and adequate electrical panel and circuitry capacity, to meet
anticipated future demand for EVSE.
California’s Building Code and Electrical Code both include specifications related to EVSE. These codes
apply in all cities and counties, unless local governments have taken action to adopt their own codes
that are more stringent. Thus, many local governments in California already have standards for EVSE in
place, and those that use their own building codes can simply adopt the relevant sections of the state
code into their own codes. Placer County, El Dorado County, Nevada County, the City of South Lake
Tahoe and the Town of Truckee have all adopted the current 2013 California Building Codes. This
includes the 2013 California Green Building (CALGreen) Code, which currently includes both mandatory
and voluntary PEV readiness measures that apply to new construction and most additions and
alterations. Table 6 presents the mandatory and voluntary EVSE requirements of the adopted 2013
CALGreen Code as well as the proposed changes to the 2016 code that will go into effect in January of
2017.4
4
California Building Standards Commission. December 2014. 2015 Triennial Code Adoption Cycle Timeline. Retrieved from
http://www.documents.dgs.ca.gov/bsc/2015TriCycle/2015TricycleTimeline.pdf.
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Table 6. EVSE Specifications in California Green Building Codes
Building Type
Measure
Type
2013 Mandatory
Requirement
2013 Voluntary
Measures
Proposed 2016
Requirements
Residential,
EVSE prenew one- and wiring
two-family
dwellings and
townhouses
with attached
private
garages
Requires raceway, panel
capacity, and area (EV
charging spaces) for
future installation of EV
charging stations.5
Tier 1 and Tier 2:
dedicated
Residential,
new
multifamily
dwellings with
17 or more
units
EVSE prewiring,
dedicated
PEV parking
spaces
Requires that 3% of
parking spaces have EVSE
pre-wiring capable of
supporting future
charging equipment. The
EVCS must be identified
on construction
documents. Note that this
does not require
installation of charging
equipment.
Tier 1 & Tier 2: 5% of
parking spaces have
EVSE pre-wiring capable
of supporting future
charging equipment.
No major changes to the
requirements have been
posed by the California
Department of Housing and
Community Development.
Nonresidential
EVSE prewiring,
dedicated
PEV parking
spaces
For buildings with greater
than 50 spaces, requires
EVSE pre-wiring for
approximately 3% of total
parking spaces.
Tier 1: requires EVSE
pre-wiring for
approximately 4% of
total parking spaces.
CARB8 has suggested the
following changes:
208/240-volt branch
circuit in the raceway
Future charging spaces
must be designated
parking for EVs. 7
The EVCS must be
identified on construction
documents.
Tier 2: requires EVSE
pre-wiring for
approximately 6% of
total parking spaces.
No major changes to the
requirements have been
proposed by the California
Department of Housing and
Community Development.6
-Increase the mandatory
requirement from 3% to
6%.
-Decrease the parking lot
size threshold from 51 to 10
parking spaces.
-Increase voluntary
standards:
Tier 1 – 8% of total spaces
Tier 2 – 10% of total spaces
5
Exceptions: where there is no commercial power supply or where compliance will alter the local utility infrastructure design
requirements on the utility side of the meter exceeding $400.
6
California Department of Housing and Community Development. September 2015. 2015 Report to the Legislature – Status of
California Green Building Standards Code. Retrieved from http://www.hcd.ca.gov/docs/calgreen/2015legreport.pdf.
7
Exceptions: On a case-by-case basis where the local enforcing agency has determined EV charging and infrastructure is not
feasible based upon one or more of the following conditions: 1. where there is insufficient electrical supply. 2. Where there is
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Nevada does not have a state green building code. Washoe County, Douglas County and Carson City
have adopted the 2012 International Building Code and Energy Conservation Code, which does not
include mandatory EVSE requirements.9
Zoning and Parking
Through zoning codes, design standards, and parking rules, local governments have the opportunity to
ensure both that there are sufficient charging opportunities to meet projected PEV demand and that
PEV parking spaces are effectively designed and regulated to accommodate charging vehicles. Zoning
codes can allow, encourage, or require appropriate placement of EVSE in various land use designations
associated with developed land. Zoning code provisions, design standards, and parking rules can also
specify requirements for design and installation, signage, accessibility, fees, time limits, lighting, and
maintenance.
California recently adopted new accessibility requirements for EVSE into Chapter 11B of the 2016
Building Code, which will be effective in January of 2017.
The code requires that if EVSE will be available for use by the public, the installation(s) need to comply
with the minimum designated accessibility requirements, as outlined in Table 7 below.
evidence suitable to the local enforcing agency substantiating that additional local utility infrastructure design requirements
may adversely impact the construction cost of the project.
8
California Air Resources Board. July 2015. Electric Vehicle Charging Infrastructure: Suggested CALGreen Code Changes for
Nonresidential Buildings, Technical and Cost Analysis. Retrieved from
http://www.documents.dgs.ca.gov/bsc/2015TriCycle/CAC/GREEN/Exhibit-B-CARB-Cost-Analysis-and-Technical-Report.pdf.
9
International Code Council. Nevada State Adoptions. Retrieved from https://www.iccsafe.org/about-icc/governmentrelations/map/nevada/.
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Table 7. Accessibility Requirements for Electric Vehicle Charging Stations for Public and Common Use
Min Number (by type) of EV Charging Stations Required to Comply w/ Section 11B-812
Total No. of EV
Charging at a Facility
Van
Accessible
Standard
Accessible
Ambulatory*
1 to 4
1*
0
0
5 to 25
1
1*
0
26 to 50
1
1
1*
51 to 75
1
2
2*
76 to 100
1
3
3*
101 and over
1, plus 1 for each 300, or
fraction thereof, over 100
*Accessible EVCS designed for accessibility but not reserved for exclusive use by the disabled
Source: California Division of the State Architect. Access California - New Regulations for Electric Vehicle Charging Stations.
Presentation provided to the Electric Vehicle Charging Association on March 9th, 2016.
Permitting and Inspection
Streamlined permitting and inspection processes are key to PEV planning. This can help expedite the
installation of EVSE at appropriate locations, provide the service at a reasonable cost to consumers, and
maintain the safety of consumers and the public. California recently passed legislation to streamline
EVSE permitting and inspection throughout the state.
California Assembly Bill 1236 (2015): Cities or counties with a population of 200,000 or more residents
(such as Placer County) must adopt an ordinance that creates an expedited, streamlined permitting
process for EVSE by September 30, 2016. A city or county with a population of fewer than 200,000
residents (including El Dorado County, Nevada County, City of South Lake Tahoe, and the Town of
Truckee) must adopt such an ordinance by September 30, 2017. The city or county will consult with the
local fire department or district and the utility director to develop the ordinance, which will include a
checklist of all requirements for EVSE to be eligible for expedited review. The law requires the approval
of an application consistent with the city or county ordinance, and notification of the required
information for entities submitting incomplete applications who would like expedited permit issuance.
Nevada does not currently have any policies in place for streamlining EVSE permitting and inspection.
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Local Government Readiness
ICF conducted an email survey with representatives from El Dorado County, Placer County, Nevada
County, Douglas County, Washoe County, Town of Truckee, and the City of South Lake Tahoe to assess
the actions that public agencies in the region are taking to promote or prepare for electric vehicles.

Processes associated with adding a publicly available charging station at a business
All seven agencies require a building permit for installation of EVSE, typically showing the site details
and wiring methods. The City of South Lake Tahoe requires that applicants first submit an
application for a design review, and then once that is approved, they can submit an application for a
building permit. Placer County requires a plan for a single line diagram and electrical panel
calculations that show the EVSE location on the site and address any accessibility requirements. The
Town of Truckee currently approves a Zoning Clearance for EVSE through the building permit
process, but other permits may be required depending whether the EVSE is located in a historic
preservation overlay district or within an easement.
Close to half of the agencies noted that they have not encountered any challenges when working
with businesses that have installed EVSE. However, a few agencies reported that there has been
some discussion/confusion on how the ADA requirements relate to the installations. One
respondent noted that the ADA compliance requires giving up a parking stall, which businesses do
not like to do.

Processes associated with installing and permitting a charging station at a private residence
All seven agencies require a building or electrical permit to install a charging station at a private
residence. Permit review periods range from two weeks (Nevada County) to express permits issued
over the counter (Placer County). In most cases, the permits require applicants to submit a line
diagram to show the electrical loads. Most agencies reported that they have not encountered
challenges with residential EVSE installations. However, one agency did note that some
homeowners are installing chargers without the benefit of the building permit. There has also been
some effort with the Truckee planning division to make corrections on certain residential plan
checks that require 220v garage outlets, since it isn’t a standard requirement for all residences.

Adopted policies, plans, permitting procedures, code, design guidelines, or incentives related to
electric vehicles
As mentioned in the Building Codes section above, the local governments on the California side of
the Tahoe-Truckee region are required to adopt the State CALGreen Code, which has mandatory
and voluntary PEV readiness requirements. Many of the agencies noted these Codes, as well efforts
currently underway to establish procedures or ordinances for streamlining permitting in accordance
with AB1236. On the Nevada side, Douglas County provides an incentive to applicants by giving a
fifty percent discount on building permits for alternative energy projects.
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6. PEV Related Grants and Incentives
Incentives for Vehicle Purchasers
Incentives for PEV purchasers are offered at the federal, state, and local levels. These include tax
credits, vehicle rebates, carpool lane access, insurance discounts, and charging rate reductions. Table 8
provides an overview of the available government incentives for PEV purchasers in the Tahoe-Truckee
region.
Table 8. Incentives for PEVs
Funder/
Government
Incentive Program
Entity
Administrator
Federal
Plug-In Electric
Drive Vehicle Tax
Credit
Federal (IRS)
Available to
Individuals,
businesses,
government
entities
Available
through
Not
specified
Incentive available
$2,500-7,500, depending upon
battery capacity; applies to
vehicles acquired after
December 31, 2009.
Tax credit can be combined with
State level rebates.
California
California
Clean Vehicle
Rebate Program
(CVRP)
Hybrid Truck and
Bus Voucher
Incentive Program
(HVIP)
California Air
Resources
Board (CARB)
CARB
Individuals,
2023
businesses,
government
entities in CA
$1,500-4,00010 for the lease or
purchase of new, ARB-certified
PEVs.
Businesses,
fleet owners
in CA
$12,000-110,000 per mediumand heavy-duty PEV vehicle,
depending upon vehicle
technology, vehicle weight,
amount purchased, and if the
truck would be used in a
disadvantaged community.
2023
Rebate can be combined with
federal PEV tax credit.
10
Vehicles purchased on or before March 28, 2016, are eligible for rebates of up to $5,000. For vehicles purchased on or after
March 29, 2016, eligibility for the rebate for individuals is based on gross annual income, as stated on the individual's federal
tax return. Individuals with a gross annual income above the following thresholds are not eligible for PEV rebates: $250,000
for single filers, $240,000 for head-of-household filers, and $500,000 for joint filers. For individuals with low and moderate
household incomes of less than or equal to 300% of the federal poverty level, rebates are increased by $1,500, for a total
rebate amount of up to $6,500.
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Funder/
Government
Incentive Program
Entity
Administrator
Available to
Available
through
Incentive available
State of
California
Increased
Incentives for
Public Fleets in
Disadvantaged
Communities
(Public Fleet Pilot
Project)
CARB
State and
Not
local public
specified
entities in CA
$5,250 -$10,000 for purchases
light-duty, ARB-certified PEVs.
Entity must be located in a
disadvantaged community.
Rebate cannot be combined
with CVRP rebate or federal tax
credit.
State of
California
Clean Air Vehicle
Stickers
CARB
Individuals in 2019
CA
Access to carpool lanes through
January 1, 2019 for an unlimited
number of BEVs and the first
40,000 PHEV applicants.
State of
California
LCFS Credits
CARB
Vehicle
Employers,
fleet owners
in CA
Utilities have different strategies
to return the value of credits
earned via residential charging.
N/A since
regulation
extends
beyond
2020
LCFS credits for the electricity
used to supply EVSE.
State of
California
Insurance Discount Farmers
Individuals,
Not
Insurance, AAA businesses in specified
CA
Farmers Insurance provides a
discount of up to 10% on all
major insurance coverage for
PEV owners. AAA offers up to a
5% discount.
State of
Nevada
Alternative Fuel
Vehicle (AFV)
Parking Fee
Exemption
Various local
authorities
All NV PEVs
owners
December
31, 2017
Free parking for PEVs at public
metered parking areas. Each
local authority is responsible for
creating an application process
and issuing a distinctive decal
for AFVs.
State of
Nevada
Emissions
Inspection
Exemption
Nevada
Emissions
Control
Program
All NV PEVs
owners
Not
specified
Exemption from Nevada's
emissions testing requirements.
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Funder/
Government
Incentive Program
Entity
Administrator
El Dorado
County
Drive Clean!
Incentive Program
El Dorado
County Air
Quality
Management
District
Available to
Residents of
El Dorado
County, CA
Available
through
Incentives
will be
issued
pending the
availability
of funds
Incentive available
$1,000 for the lease or purchase
of new, ARB-certified PEVs. Preapproval is required and
previous vehicle purchases are
not eligible. Applicants must
agree to own/lease vehicle for
three years within El Dorado
County.11
In addition to government incentives, many of the utilities serving the Tahoe-Truckee region also
provide charging incentives for PEVs which allow customers to pay a discounted rate if they charge their
vehicle during the utility's off-peak hours. Regional utilities currently offering these rate reductions
include:

Liberty Utilities currently offers a general discounted time-of-use (TOU) rate and is in the process of
approving a PEV TOU domestic service tariff and a small general service tariff (for detached
garages), which lower rates by 14 to 18 percent than the general TOU rate. No separate meter is
required.12

NV Energy offers a special TOU rate for its northern Nevada customers, which includes a special rate
for electric vehicle charging ($0.0538/kwh) from 10 pm to 6 am.13 The off-peak charging for electric
vehicles is about 12% lower than the off-peak rate for other electricity uses. As an added benefit the
discount applies to all the power used during those periods, not just the power that charges your
car.14

Pacific Gas & Electric offers discounted residential TOU rates for electricity used for PEV charging.
Incentives and Financing for Charging Infrastructure Deployment
There are many incentives and financing options to help defray the costs of deploying charging
infrastructure. Similar to vehicle purchasing, these incentives vary at the federal, state, and local levels.
Table 9 includes an overview of the available government incentives for PEV charging infrastructure
deployment.
11
El Dorado County Air Quality Management District. March 2016. Drive Clean! Program Guidelines. Retrieved from
https://www.edcgov.us/uploadedFiles/Government/Air_Quality_Management/EDC%20Incentive%20Program%20COMPLETE.
pdf.
12
http://www.libertyutilities.com/west/documents/LU_GRC_Phase_Two_Vol_1of1.pdf
13
NV Energy. Electric Vehicle FAQs. Retrieved from https://www.nvenergy.com/renewablesenvironment/EV/faq.cfm.
14
NV Energy. Electric Vehicle Rate. Retrieved from
https://www.nvenergy.com/renewablesenvironment/EV/electricVehicle.cfm#rate.
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Table 9. Incentives to Deploy Charging Infrastructure
Government
Entity
Incentive
Program
Funder
Available to
Available
through
Incentive available
Federal
Alternative Fuel Federal (IRS)
Infrastructure
Tax Credit
Individuals, businesses, December
fleet owners,
2016
employers
Electric vehicle fueling equipment installed between January 1, 2015
and December 31, 2016, is eligible for a tax credit of 30% of the cost,
not to exceed $30,000 for businesses and $1,000 for residential
consumers. Permitting and inspection fees are not included in covered
expenses.
Federal
Low and Zero
Federal Transit
Emission
Administration
Vehicle
Research,
Demonstration,
and
Deployment
Funding
Local, state, and federal Not
government entities;
specified
public transportation
providers; private and
non-profit
organizations; and
higher education
institutions
Financial assistance is available for research, demonstration, and
deployment projects involving low or zero emission public
transportation vehicles. Funding may cover up to 80% of project costs,
with a required 20% non-federal cost share requirement. Eligible
vehicles must be designated for public transportation use and
significantly reduce energy consumption or harmful emissions
compared to a comparable standard vehicle.
State of
California
EVSE Loan and
Rebate
Program California
Capital Access
Program
(CalCAP)
Small businesses in CA
Not
specified
Provides loans for up to $500,000 for the design, development,
purchase, and installation of EVSE at small business locations in
California with 1,000 or fewer employees.15
State of
California
Alternative and CEC
Renewable Fuel
and Vehicle
Technology
Program
(ARFVTP)
Businesses, workforce
training partners, fleet
owners, consumers,
and academic
institutions in CA
2023
Competitive grant program that provides funding for EVSE
infrastructure, light duty PEV deployment, workforce training and
development, and regional PEV readiness plans.
The proposed 2015-2016 investment plan includes $18 million in EVSE
infrastructure and $3 million in workforce training and development.16
California
Energy
Commission
(CEC)
15
More information about the CalCAP Program for the Electric Vehicle Charging Station Financing Program can be found online at
http://www.treasurer.ca.gov/cpcfa/calcap/evcs/index.asp.
16
California Energy Commission. January 2015. 2015-2016 Investment Place Update for the Alternative and Renewable Fuel and Vehicle Technology Program. Retrieved from
<http://www.energy.ca.gov/2014publications/CEC-600-2014-009/CEC-600-2014-009-SD-REV.pdf>.
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Government
Entity
Incentive
Program
Funder
Available to
Available
through
Incentive available
California
PropertyVaries by
local
Assessed Clean County
governments Energy (PACE)
financing for
residential
EVSE
Eligible property
Not
owners in Placer and El specified
Dorado, and Nevada
Counties
PACE financing allows property owners to borrow funds to pay for
energy improvements, including purchasing and installing EVSE. The
borrower repays over a defined period of time through a special
assessment on the property.
California –
local air
districts
Local government,
Not
businesses, individuals, specified
and non-profit
organizations in CA
Funding is available for projects that reduce air pollution from on- and
off-road vehicles. Eligible projects include purchasing alternative
fueling vehicles and developing alternative fueling infrastructure.
ICF International
Motor Vehicle
Registration
Fee Program
El Dorado and
Northern
Sierra Air
Quality
Management
Districts
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June 2016
7. PEV-Related Training, Outreach, and Education
The introduction of new technologies like PEVs requires careful coordination and effective outreach to
consumers. The familiar aspects of car ownership – such as vehicle pricing, fuel pricing, vehicle range,
availability of refueling infrastructure – changes with PEV ownership. With support at the federal and
state level through incentives for vehicles and for infrastructure, it is incumbent upon local and regional
agencies to provide key, high-level messages that highlight PEV availability and benefits, including total
cost of ownership, environmental, health, and community benefits. The following section provides an
overview of currently available PEV-related training, outreach and education in the Tahoe-Truckee
region.
Training Programs
The Sacramento Clean Cities Coalition works with other organizations to offer training to fleet
managers, fleet operators as well as emergency responders to expand their knowledge of alternative
fuels and alternative fuel vehicles. They currently offer equipment specification training seminars
designed to provide fleet managers guidance on determining which alternative fuel vehicles (including
PEVs) will provide them with the best return on their investment while at the same time not having a
negative impact on day to day operations.
The Nevada Electric Vehicle Accelerator (NEVA) hosts Electric Vehicle Infrastructure Training Program
(EVITP) workshops that include presentations about applicable building codes and appliance load
calculations when installing EVSE at both residential and commercial locations. These workshops are
available to all interested parties, including electrical and building contractors, permitting agencies,
building inspectors, architects, planners, and building owners, engineering maintenance staff and other
personnel involved with the design and installation of EVSE at residential and commercial sites.17
At the state-level, the California PEV Collaborative provides webinars and resources to engage decision
makers interested in workplace and multi-unit dwelling charger installations.18 They provide
information on charger installation benefits and funding opportunities for small businesses; fee
strategies for charger use; building code and accessibility requirements; charger sharing and etiquette at
workplaces; and, an introduction to PEV terminology, charger installation and infrastructure
considerations. 19
Outreach and Education
Several national and local organizations are dedicated consumer advocates for PEVs and have been
working to promote PEV ownership and outreach to potential and current PEV drivers to help them
navigate PEV-specific ownership and operational requirements and to access available incentives and
funding. Although the general public is becoming more aware of PEVs as a result of vehicles being on the
17
http://nevadaeva.org/neva-kickoff-meetings-in-reno-and-las-vegas/
California PEV Collaborative. November 2015. Plugging in at Work: How to Effectively Install, Share and Manage Electric
Vehicle Charging Stations. Retrieved from http://www.pevcollaborative.org/sites/all/themes/pev/files/WPC_2.0_web.pdf.
19
California PEV Collaborative. 2015 Annual Report. Retrieved from
http://www.pevcollaborative.org/sites/all/themes/pev/files/CPEV_annual_report_web_0.pdf
18
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road, more work in this arena is needed. The following is a listing of established organizations that
provide consumer-specific PEV education.

At the national level, the National Renewable Energy Laboratory (NREL) developed a Vehicle Cost
Calculator,20 which allows users to calculate the purchase price, fuel costs, repair and maintenance
costs, and applicable tax incentives, as well as the cost and emissions savings associated with
purchasing PEVs compared to the costs associated with conventional vehicles. Furthermore, NREL
has provided the option to organizations to host a simplified version of the tool by placing the Cost
Calculator widget21 on their own webpages.

Plug In America (PIA) is a consumer-oriented voice in the U.S. promoting the use of electric vehicles
and effective policy at the local, state and federal levels. PIA provides a range of expert assistance
related to the widespread adoption of electric vehicles and conducts consumer outreach and
awareness--through individual events and aggressive use of online campaigns--to connect
prospective drivers to new electric vehicles now available. PIA outreach efforts include supporting
National Plug-In Day or National Drive Electric Week, a multi-city celebration of consumer
enthusiasm that brings together current and prospective drivers. In 2015, the National Drive Electric
Week included 196 events in 41 states, seven Canadian provinces, Hong Kong and New Zealand with
more than 130,000 participants and 9,000 test drives. The National Drive Electric Week will run from
September 10-18 in 2016. PIA maintains a consumer-focused website that provides extensive
information about the emerging PEV market that features a consumer guide to new products that is
updated annually and an online vehicle tracker that has the most comprehensive set of information
about the products currently available in the market. http://www.pluginamerica.org/.

U.S. Department of Energy (DOE) developed a series of educational material for consumers that
communicate benefits of PEVs including an eGallon calculator, which allows drivers to see how
much they can save on fuel by using electricity instead of gasoline. DOE also publishes PEV
handbooks for consumers, electrical contractor, fleet managers, and public charging station hosts,
as well as reports on the costs associated with non-residential EVSE.
http://www1.eere.energy.gov/cleancities/publications.html.

California Air Resources Board (ARB) sponsors the DriveClean.ca.gov website that provides
information about the cleanest, most efficient cars on the market. The site allows users to look up
incentives in a specific region, or search and compare vehicles by make / model, vehicle category,
technologies and fuel types, Smog Score, Global Warming Score or engine family number. The site
also contains a calculator to help users calculate potential savings by inputting information on their
driving habits and regional fuel costs, and to find out how much the vehicle pollutes, and compare it
other vehicle makes and models. ARB recently launched the PEV Resource Center website that
contains information developed by the PEVC that provides California State consumers information
about PEVs, charging, incentives, costs and safety. DriveClean.ca.gov.
20
Available online at: http://www.afdc.energy.gov/afdc/calc/
21
Available online at: http://www.afdc.energy.gov/afdc/widgets/
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June 2016
8. Behaviors and Needs of Regional PEV Users
To assess the behaviors and needs of Tahoe-Truckee PEV owners, ICF analyzed county specific data from
the Center for Sustainable Energy’s (CSE) EV Consumer Survey.22 Their survey reflects data from
consumers who purchased or leased their PEVs from September 2012 to May 2015, received a rebate,
and responded to a voluntary EV Consumer Survey.23
There are 340 survey respondents residing in Placer, El Dorado, and Nevada counties. Overall, the
purchase/lease split of these drivers was close to even, with 46 percent leasing and 54 percent
purchasing their PEVs. Consistent with DMV registration data discussed earlier in the report, the
majority (approximately 65 percent) of the vehicles are BEVs. Three-quarters of PEV drivers are
between the ages of 35 and 64 and over 80 percent had some form of higher education such as a
bachelor’s or graduate degree. Almost all of respondents reported living in a detached house that they
own (93 percent). Regional PEV drivers are skewed to higher income groups, as show in Figure 16
below.
Figure 16. PEV Driver Self-reported Income Brackets
When asked about their interest in acquiring a PEV when they started their search for a new vehicle, 37
percent of respondents noted they were only interested in a PEV, while 35 percent were very
interested, and 24 percent were somewhat interested. Figure 17 shows how respondents ranked
various information sources in terms of importance to driver decisions to acquire a PEV. The most
highly ranked information source was PEV manufacturer websites and online discussion forums.
22
Center for Sustainable Energy (2016). California Air Resources Board Clean Vehicle Rebate Project, EV Consumer Survey
Dashboard. Retrieved from http://cleanvehiclerebate.org/survey-dashboard/ev.
23
Please note that CSE data presented below are representative of their unweighted survey results.
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June 2016
Figure 17. Importance of Information Sources for PEV Acquisition
The CSE EV Consumer Survey respondents in the Truckee-Tahoe Region reported that saving money on
fuel costs, reducing environmental impacts, and carpool lane access were the most important reasons
why they decided to acquire a PEV. In addition, federal tax incentives and the California state rebate
were ranked as very important and extremely important factors that made it possible to acquire a PEV.
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Tahoe-Truckee PEV Readiness Existing Conditions 6.20.2016 Draft

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