[0:49] 嘅, i讀書, rego, i讀書, i讀書, i讀書, i讀書, i讀書, i讀書.

[0:59] I'm from Madness, and I'm from the Chinas and the Lyons.

[1:03] I'm interested in the books and the modern Irish band.

[1:06] I started more than just starting to start.

[1:10] I mean, it was quite a kind of like to budget.

[1:13] OK.

[1:15] Well, I was here with the, they had the large families.

[1:19] It was now reduced as the Austin's, back then,

[1:23] I think maybe 1,000 cars less.

[1:26] Yeah, it was a little bit more.

[2:58] I think that could be a good morning folks.

[3:01] I really get started.

[3:03] For those of you who I don't know, my name's Matt Hart.

[3:06] I'm Craig's executive director.

[3:08] And thank you so much for coming to today's workshop on EV charging stations.

[3:14] This is part of a series that Craig is sponsoring.

[3:20] Craig is sponsoring in order to promote these federal funding opportunities to the benefits

[3:26] of our municipal members by partisan infrastructure law, obviously being a very significant source of that funding, but there are other sources too.

[3:36] So we're very pleased to have a couple of guest presenters here with us today.

[3:41] We've got Jacob Buckman here from Ever Source, and we've got Joanna Hall and Sam Albert from the firm of Weston and Samson.

[3:50] A couple other things before we get started. Unfortunately, Elizabeth Sanderson, her colleague

[3:57] here at Crog was not able to attend today. And she really put a lot of work into preparing

[4:03] for today's session, so we certainly appreciate her efforts. So I'm standing in for her. I certainly

[4:09] don't know the BIL and the federal funding opportunities as well as she does, but we'll give it our

[4:16] best effort to go over those.

[4:21] As you can see, we don't have a microphone here in the room, so we're

[4:25] going to do our best to project. If you can't hear us, if you're having trouble hearing, feel free

[4:31] to move a little bit closer. We've got screens around the room, as you can see, so you should be

[4:36] able to readily follow the presentation. We will periodically stop to take questions,

[4:44] so we'll periodically stop to do that and feel free to get refreshments at any

[4:50] point in time. So since since you know I think we've got a little bit of time

[4:55] together this morning I do think of it helpful if we could just quickly go

[4:59] around the room and introduce ourselves and we'll give our guests a couple more

[5:04] minutes to just talk about their work and what they do with their respective

[5:08] organizations. So thank you all so much for coming and really looking forward to

[5:13] a good session today.

[5:14] Jacob.

[5:15] Great.

[5:16] Thanks so much.

[5:17] So I'll introduce myself personally.

[5:18] Yeah.

[5:19] We're going to go around the table, and then we'll take things off with you.

[5:22] So, Jake Buckman, I'm a program manager for Electric Mobility at Ever Source.

[5:27] My primary role right now is ensuring that we're meeting all of our poor installation goals

[5:34] that we have, so we have, and I'll get into detail in the program itself, but we have

[5:40] internal goals that we track inside the company as well as we have large

[5:44] goals that we're meeting for the state to show that the incentives that we're

[5:49] sending out are being used appropriately and are actually building out the

[5:54] electric vehicle infrastructure required to meet our various state goals and

[5:59] federal goals that we have. All right. Thank you. Hi everyone. Good morning.

[6:04] Joanna Hall from Weston and Samson, a team leader at Weston and Samson that works on

[6:11] all energy related projects, renewable energy, energy efficiency, and EV charging stations.

[6:17] We help municipalities and private clients with planning, implementation, and EV charging.

[6:24] We serve as a liaison between customers and utilities,

[6:27] resource and national grid, helping clients certainly to obtain grant funding or other funding

[6:33] it may be available to help support implementation of EV charging stations and happy to be here this

[6:40] morning to talk with all of you. So thank you for having us. I am Sam Albert. I'm also with

[6:46] Weston-Sampson on the technical specialist. I work mostly with electric vehicle charging stations

[6:52] as well as energy efficiency and renewable energy type projects, lead assessments, things like

[6:58] that helping to help build names and customers, say, an energy work with the German and the team

[7:07] and, you know, I get to be here and talk to you about electric vehicles.

[7:12] Hey everyone, good morning. Jail Polanco here. I am Jake's counterpart over in Connecticut

[7:20] Electric Mobility for Ever Source and same goals as Jake mentioned but some of the things I'm currently

[7:26] working on is aggregation of all the charge stations within our program and analyzing that

[7:32] information and understanding patterns, behaviors, just to help improve our program and I think

[7:40] operate more efficiently. David Porter, town manager in Marlboro.

[7:47] And Roger Cron, Transportation Engineer here at Cron and get involved with our website program

[7:54] and heavy illnesses right now on our Safe Streets program and also support Elizabeth on a lot of our funding opportunities that we're seeking for our towns and our region.

[8:09] Garrett Daniels, town farm, town farm region.

[8:13] Everybody's in the clock.

[8:15] We're monitoring your share of malls.

[8:17] State of the household.

[8:18] You can help you.

[8:19] Can we also listen to the management?

[8:20] on this is.

[8:22] I've got to be.

[8:23] John.

[8:26] That.

[8:28] The.

[8:30] 11.

[8:34] 15..

[8:35] Good morning, my name is Ray Harris. I work at the town that's in the Department of Public Works.

[8:42] I'm Ralph Eloise, Director of Transportation, and I'm Rods and the Deputy Director of Transportation,

[8:47] Planning and Clunk. I'm Caitlin Palmer, Director of Regional Planning and Development and Frog.

[8:52] I'm a Crystal Video, College of Engineering, and I'm Ron Nolt, Luke's Consultant and Engineers.

[8:59] Excellent. Well, looks like we got a great group here today and really looking forward to today's conversation.

[9:05] So I'm great. Jacob or Jake, as you prefer. You're leading up.

[9:09] Okay. So we've just introduced ourselves. That's our agenda.

[9:13] All right, go.

[9:14] Let's open to the Connecticut Electric Vehicle Charging Program.

[9:20] So my slide deck is all based around a pure approved incentive program to install the one that

[9:28] I'm going to be talking about primarily today is the commercial industrial program.

[9:33] program. We have a commercial industrial program as well as a residential program. I can

[9:37] always follow up if anyone has any questions about that later in terms of, you know, if

[9:42] you need more education materials for residents or things along those lines, I'm happy to

[9:46] get into it either at the question and answer at the end or afterwards. So the program that

[9:54] we implement in my trial and myself that we're implementing is a nine year program.

[10:02] It's

[10:03] It's broken out into three, three year phases,

[10:05] and the intention of those phases are to,

[10:09] number one, bucket the funding that we have

[10:12] to implement the program,

[10:15] as well as give opportunities to iterate

[10:18] and improve the program across the duration of these nine years.

[10:23] So the program started in 2022.

[10:26] We are entering the third year of our first three year phase,

[10:30] So we are getting into kind of our first big inflection point to see, you know, what are the major areas where we can improve it as well as

[10:41] just being able to kind of put a flag in the ground as to our performance over these past three years.

[10:50] So what is it? What is this program?

[10:53] Just to level set everyone, charging station information, you have level one, level two,

[11:00] level three.

[11:01] This program is only for level two and level three chargers, level three chargers are also known

[11:07] as DC fast chargers or DCFC, level one chargers.

[11:13] This is essentially just an outlet.

[11:17] You have 120-volt outlets all over this room.

[11:20] You can charge an electric vehicle off the wall outlet. It's just extremely slow.

[11:26] As I've listed up here, it's roughly five miles of range per every hour of charge.

[11:32] So it would take a very long time, but it is doable. Every car has a built-in capacity to monitor

[11:38] how much electricity is coming into it to actually charge the battery. This is what you see in more

[11:47] or a lot of shopping centers, they are a faster charge than the 120 volt level ones.

[11:55] They provide, you know, between 20 and 60 miles of range per hour of charge.

[12:00] That's really determined by the model and how much electricity is actually flowing through

[12:07] that model of level two charger.

[12:09] So you can have kind of, you know, low or high voltage level two chargers to meet those

[12:15] different requirements.

[12:16] And then lastly, you have your 480-volt DC fast chargers.

[12:20] Those provide the most range to a vehicle for an hour of charge.

[12:24] It's anywhere between 60 and 100 miles.

[12:29] And you know, just to give a little more information for each of these categories,

[12:33] level two, level three chargers.

[12:36] We're learning more and more, you know, every month that goes by in terms of how

[12:40] how they're being installed, what applications are needing the different customer needs the

[12:47] best for DC fast chargers. We're seeing more of a trend towards higher power DC fast

[12:54] chargers, so things that are anywhere between 100 kilowatts to 150 is kind of where our incentive

[13:04] program is seeing the most demand. And then for the Level 2s, it's also a similar application

[13:11] for places that have public or destination charging. They're looking for higher levels or faster

[13:18] charges in situations like multi-unit dwelling, which is one part of our program. That's not always

[13:25] necessary, nor is it always the best application of the higher voltage level 2s. Those are also

[13:32] residential areas, the lower level 2s can also kind of meet the needs.

[13:39] So the program itself, this is an incentive program, so how it breaks out is into two location

[13:47] territory types.

[13:49] So you have underserved and you have baseline territories, and different incentive amounts

[13:54] for each of those areas.

[13:56] For the level two projects, you can obtain up to $20,000 per site for a baseline up to $40,000 for an underserved.

[14:07] And then for DC fast chargers, it's up to $150,000 per site and up to $250,000 in underserved.

[14:15] And then you can see as you make your way across the chart, we have different property types.

[14:19] So you have multi-family, public, workplace, and then you also have the important installation

[14:26] requirements.

[14:26] So that's the minimum number of plugs that have to be installed at a site in order to

[14:32] obtain or be qualified for the incentive.

[14:36] Excuse me, Jake.

[14:36] Will we be able to get this PowerPoint after that, certainly.

[14:41] And so, you know, keys here, one of the things that's really important is we have this

[14:49] as a per-site incentive.

[14:51] So if you are in a situation where you have a parking garage and there are multiple

[14:57] levels to the parking garage, that site incentive can be applied to the parking garage.

[15:00] I do each level of that parking garage because it's a separate area, and in most cases they have separate panels for each of those levels. Similarly for, let's say, if this is going in a, in a town hall where there's like maybe a public lot in the front in the back, so like a north and a south lot, each of those areas would be considered different sites as long as they are being fed by separate panels. And so you could, again,

[15:28] and obtain up to 20,000 or 40,000 for each

[15:33] of those individual parking areas.

[15:39] Lastly, and this will be in the slide deck,

[15:41] we'll make sure it gets emailed out later.

[15:43] There's a link to the underserved communities map.

[15:45] This is a website through deep.

[15:49] You can essentially, if you're not sure,

[15:51] if maybe you just have census tracks in your town,

[15:56] and you want to verify that a location is underserved or not, you can always put it in the address lookup that's through that break.

[16:07] Okay, so we've kind of talked through the program, the types of chargers, the incentive, how are you actually eligible and able to participate?

[16:19] The first thing that you have to do before you even, you know, consider breaking ground is a

[16:25] charger, and the charger will have to be selected from our Qualified Product List. So we vet

[16:33] vendors and we have them send applications into us to be on our Qualified Product List,

[16:40] our team and coordination with UI, review each of these products and make sure that it means all

[16:46] the environmental constraints that we have for humidity,

[16:50] heat, and cold, as well as all of our data requirements.

[16:54] So, Cassie, to give charging data back to us

[16:58] because it's a regulatory requirement

[17:00] that we have to give that to Vera.

[17:03] And then for the actual costs.

[17:06] So, it's broken out into two categories of what you can apply

[17:09] those incentives towards.

[17:11] The chargers, which is up to 50% of the cost of the chargers,

[17:14] and then up to 100% of the make ready costs,

[17:18] which include future proofing.

[17:20] Future proofing simply put is just laying additional conduit

[17:24] and doing additional trenching for chargers

[17:28] that you don't plan to install at the time

[17:31] when you're doing the initial project buildout,

[17:34] but you know at a future date,

[17:36] you'll want to put chargers, additional chargers in.

[17:39] So you essentially have the infrastructure ready to go

[17:41] and all you have to do is put out put on a pad

[17:43] or if you want to have pads and just add chargers later, you do so.

[17:50] One small note here, this incentive is can only be used once per location so if you

[17:58] are to do an installation this year and then in six years want to upgrade the chargers

[18:05] or add additional chargers to an existing bank, if you've already applied and received incentives

[18:12] for that location, you will not be eligible to kind of go back to the well for additional funds.

[18:21] All right, so going in a little bit deeper in what are, you know,

[18:24] make ready costs, what other costs would be needed to be picked up by the customers.

[18:30] So make ready are all of the infrastructure costs. So it's your conduit in trenching,

[18:36] it's increasing the size of the panels, it's adding new or upgraded services to a

[18:43] comedy, the increased electric load, it's also, you know, the pads, it's the physical

[18:49] labor of the team installing them as well as any permitting site design, engineering work

[18:56] required in order to scope out and actually install the project.

[19:02] So this is, these costs are up to 100% paid for by EverSource or UI and any additional costs

[19:11] over what the project costs are would be picked up by the customer.

[19:18] So I'll get into just some hypothetical examples in the next slide to break that out further.

[19:25] So we rebate up to half the cost of the chargers, so whether that's the level two or the DC

[19:30] fast chargers, and then finally there are a number of cost paid for by the customer, so

[19:35] that includes signs, the ballers that would have to go in front of the electric vehicle

[19:41] service equipment to protect them. Network fees are something that are really important.

[19:46] I really want to take a moment to highlight. So if you imagine you have a level two charger,

[19:52] you have the physical hardware, right? The actual charge station itself that is supplying

[19:58] electricity to the car, but behind that you have software that's actually running the

[20:02] charging station. It is the software is what you interact with to set the cost per charge

[20:10] as well as view the usage at that charge station. In order to actually be able to, in order

[20:20] to have that physical equipment running, you need software behind it to keep it working

[20:26] as well as let you know, you know, a lot of the network services that are available

[20:32] have different abilities to spot failures, whether it's like connection failures

[20:39] or physical failures sometimes as well, and that requires an annual fee in order to pay for that ongoing service.

[20:48] That ongoing service is required for five years after you install the charge station

[20:53] for our trends and conditions. That's a pure requirement because again, we aren't looking to just

[20:59] install these chargers and forget about them. We want to install the chargers, obtain charging

[21:05] data so we can make informed decisions with the state on where are these chargers being utilized the

[21:13] best, what different rate structures work best for customers for the various location types that

[21:20] being installed at. And so that's what goes into the five-year data requirement that

[21:26] Pura has that would be required for customers to pay. Of course, any other maintenance fees,

[21:33] that there are lots of different models for maintenance, whether it's through contractor

[21:39] teams or through vendor agreements that you could have with those charge stations. So there's

[21:45] lot of options there and then any other related warranties.

[21:51] So getting into, like I mentioned, a couple of examples, you know, look, we'll just keep

[21:55] the numbers all rounded, but from a practical standpoint, how could a couple of these different

[22:00] situations play out?

[22:02] So the first one is a location in New Haven, so that's a baseline community.

[22:09] It is a multi-family property type.

[22:15] So, what that means is the minimum of two ports would have to be installed.

[22:21] As you make your way across, you have the cost of the chargers is $10,000.

[22:27] Also $10,000.

[22:30] Now, that brings a total project cost to $20,000.

[22:33] And that is, you know, the incentives for this situation are $20,000 as well.

[22:40] And remember that we only rebate up to half the cost of the chargers.

[22:44] So that's why the total proposed rebate is only 15 and then that cost to the customer will be $5,000.

[22:51] I know on the DC fast chargers.

[22:57] Actually, I'll wait till I get to that. I think I have to slide. Here we go.

[23:02] I asked the question. That $5,000 does not include the cost of our network.

[23:06] You'll see it made this, right? That's correct. That would just be for the project cut.

[23:10] The upfront project costs.

[23:13] And you know, I appreciate you mentioning that because there are different network service providers.

[23:19] They're also listed on our Qualify product list.

[23:23] So it is on the customer to decide which one they want to go with.

[23:28] There are different pricing models for the various network service providers.

[23:33] So you do have options and what you think is the right selection for your application.

[23:39] and then actually getting into the process.

[23:44] So I mentioned earlier, the very first thing you have to do

[23:47] is kind of select from the Qualify product list

[23:50] as well as finding a contractor

[23:53] or working with electricians and engineers

[23:56] to scope out the project.

[23:59] Once the project's scoped out,

[24:00] then you apply for the rebates.

[24:04] So we have an application processing team

[24:09] that receives, reviews, approves, or if they're denying the project, they'll give feedback

[24:17] as to what other information they would need in order to approve it.

[24:21] And then ultimately, what you get before you start any of, before you break ground, is

[24:26] an incentive reservation letter.

[24:29] That letter just lets you know that, you know, this is the binding thing that you will be

[24:36] receiving, you have your spot reserved to receive rebates when your project completes.

[24:42] We have currently, since we're in the second of the third year of this phase, we've already

[24:49] fully subscribed rebates to different property type areas.

[24:53] So multi-unit dwellings, we've completely subscribed all the funds and we have a wait list right

[24:59] right now, as well as the public destination charging is almost fully subscribed and then

[25:07] our DC fast chargers are also fully subscribed.

[25:10] We do have roughly 700 ports worth of funds available for workplace charging and fleets and

[25:21] so if you do have a municipal fleet, there's significant amount of funds available for that.

[25:25] And those funds do get refreshed every three years at a minimum, like I mentioned earlier.

[25:33] So, beginning of each of the phases, all of those funds are started anew.

[25:42] And for public destination charging, we expect at least a thousand plugs will be available for rebates.

[25:51] So, step in, continue to step through this process.

[25:54] After you get that reservation incentive letter, then you can go and start the project.

[26:00] You know that, you know, all the work that's in, you know, you can actually plan properly

[26:05] that the work that's being done can be rebated for, you know, the amount that we let you

[26:09] know in the letter.

[26:11] Once you've activated the chargers, then we have a payment request form which requires things

[26:17] like a completed electrical inspection from the town, as well as an invoice of the work

[26:26] performed and a breakout of the chargers, the serial numbers, so we can connect to them

[26:33] and make sure that we see them on our end for data tracking purposes.

[26:38] and then finally we'll send the reservation check in the mail and that whole process from applying for the payment and then receiving the check takes anywhere between 10-15 business days.

[26:52] So we try to keep this process as tight as possible just to accommodate towns and customer needs.

[26:59] One last point here is our program is open enrollment, so for multi-unit charging for public

[27:08] charging, workplace and fleets, you can apply it anytime, even if the funds are fully

[27:15] subscribed to other projects, you can still be put on the wait list and we'll work it as

[27:20] soon as funds become available. We'll work that wait list from the top down, the first

[27:25] online. The only thing that's different is our DC fast charging program. It is a very

[27:33] expensive program and we've had so much demand from the first year that, in the second

[27:38] year of the program, Pure Red directed us to have a scoring criteria in order to award

[27:46] incentives to those projects. So that competitive window was from March 15th to June 1st and

[27:53] those we had roughly 350 ports worth of applications, you know, sent to us and we could only

[28:02] award 127 so it was very competitive. But, you know, I definitely understand the need

[28:09] and part of the intention of PIR is making sure that the chargers are being spread, especially

[28:17] DCFC chargers are being spread, I putably across the state. So, there is incentives where

[28:22] There's at least scoring incentives to the companies

[28:27] and the projects that are installing them

[28:29] and dispersing them across the state

[28:31] because that's really, we understand how helpful

[28:33] it is for people to actually get around.

[28:39] Jake, would you mind going over that parking lot example

[28:41] from the previous slide, just the numbers?

[28:44] So I think that's particularly relevant to our members.

[28:46] Yeah, absolutely, the Bridgeport one, sure.

[28:49] Yeah, so this is like I mentioned earlier

[28:52] when it comes to parking garages.

[28:54] So this is a six level parking garage.

[28:58] They were looking to install six ports, level two.

[29:04] So they're just looking at three sites or three levels within that parking garage to install chargers.

[29:10] And they would be two ports per level.

[29:13] So the total cost of the chargers would be $30,000.

[29:17] The rest of the make ready costs were estimated at $60,000.

[29:21] So the total project cost was 90 and the rebate was 75.

[29:27] So how that kind of happened is if you have three sites,

[29:33] three level two sites, let's see here.

[29:38] Oh, I think that the numbers, I think it did the numbers wrong on this one.

[29:42] So that this would be a better example if I did my math correctly, but that's why.

[29:48] So this, it can be tricky sometimes.

[29:52] So the most critical thing to start with from left to right is the underserved location.

[29:57] So this means that per site...

[30:00] Or for each level of this garage, the customer would be able to receive up to $40,000 for each of those sites. And so, although they could receive up to $120,000 for the entirety of this project and rebates, their maximum rebate would only be $75,000 because they'd still at the end of the day would have to pay for half the cost of the chargers. That was that the general requirement to

[30:29] that to cover up to half was something

[30:31] set by pure, just to make sure that customers, contractors,

[30:36] property owners are investing some of their own funds

[30:41] in order to be more diligent and take care of these installations

[30:46] properly to incentivize that.

[30:51] One important note here as well, let's say, for example,

[30:55] the total cost of that same project was $150,000

[30:59] instead. And the incentives wouldn't cover the whole thing. It is up to the customer to decide how

[31:05] the incentives are what they're going towards. So if they want to put all of the money towards

[31:13] the installation costs and none towards the cost of the chargers, that's at the customer's discretion.

[31:21] And the vice versa is the same. If their total rebate is relatively small and it only covers up

[31:28] to have the cost of the chargers, it makes no difference to the utility how the customer

[31:32] wants to allocate those funds.

[31:36] Thanks for covering that.

[31:38] All

[31:42] right.

[31:42] So some final FYI's kind of wanting to get down here.

[31:47] We don't have an approved contractor list, it is open to customer choice entirely.

[31:55] We have something called an EV rate rider.

[31:57] So, this essentially eliminates the demand charges for electric supply to electric vehicles.

[32:07] That's the intention and how we are ensuring that now we're able to actually have customers

[32:12] sign up to that program is when you have a separate meter that is only supplying electricity

[32:18] to electric vehicles.

[32:20] So this is definitely something that's a pretty advantageous program to participate in.

[32:29] Demand charts may be really high because one of the vehicles gets plugged in and it really

[32:33] spikes in terms of the draw at a particular location, and that can really impact demand

[32:40] charges, especially when you're looking at DC fast chargers.

[32:44] So, that's a great program and I think it's also really important if you're being forward

[32:53] thinking about, you know, maybe even if all you can afford is two or four ports, but

[32:58] you can also get a separate meter for those chargers, you know, having that meter, that

[33:04] separate meter service available for future ports.

[33:07] I think it's definitely going to be to your advantage.

[33:09] Like I mentioned earlier, the application turnaround time is roughly 10 to 15 business days.

[33:15] If you don't have enough service at the site for to accommodate those chargers, I have

[33:21] links for the ever source territory to our form in order to get that ball rolling and working

[33:27] with the service engineers and then just a final note on charging pricing models.

[33:34] So when you're working with your network service provider after the charging station is installed

[33:39] and you're configuring them to work how you want, you can select from, you know, about the options.

[33:45] Whether it is just considered an amenity and it's free charge or if it's a pay-as-you-go

[33:53] and the customer is paying exactly whatever the electricity rate is at that moment.

[34:00] or if you want to have it like a subscription fee where a monthly basis the

[34:05] customer is paying a flat rate and all of those chart all those pricing

[34:12] models are acceptable and that's all things that you would work out with the

[34:16] network service provider when you're commissioning and turning those charges

[34:20] online.

[34:24] All right and then contact information here and again these will all be

[34:29] available after the presentation, you know, I'm happy to take a couple questions now before

[34:37] I end it up to Joanne and Sam.

[34:42] You mentioned Maximum's per site, and then it looked like in the bridge border, there

[34:47] were three sites.

[34:49] What constitutes a site?

[34:50] Yes.

[34:51] So a site is a separate parking area.

[34:54] Yeah, so that can be a little bit nuanced at times.

[34:59] There are different, but the essentially what it boils down to is

[35:05] separate site will have its own panel servicing the electric vehicles and it will have

[35:12] either some physical barrier disconnecting it from another parking area or a large distance.

[35:20] So, for example, if you had, like, a hotel with different cardinal parking lots that you couldn't access, you know, one to the next. You'd have, like, a north west, you know, east and south lot.

[35:31] Each of those would be separate parking areas, and that's one part of qualifying as a separate site. They would also need a separate panel servicing each of those separate sites in order to be available to qualify for a separate site incentive.

[35:49] parking. Also easy examples because each level is separate from the first or the one below it,

[35:56] and as long as that level has its own electric panel that can service the area that would meet the

[36:03] site incentive criteria as well. The more difficult ones are if there is a large distance, so let's say

[36:11] You have a shopping center, and there are chargers at the face of the building, and chargers at the back of the lot.

[36:22] Sometimes two to three hundred feet between those two charging stations.

[36:26] Again, as long as they're fed from separate panels, they can be considered as two physically separate sites.

[36:32] And on the table, it looks like the majority in cost is set high with medical tips, but

[36:38] it sounded like these might have been real life kind of examples.

[36:42] Some of them are drawn from it, and I know a hundred of them are relative, like it sounds

[36:47] like most of the cost is covered.

[36:49] Are these representative of the actual installation costs kind of?

[36:52] Not always.

[36:53] It definitely varies.

[36:56] It is extremely site dependent.

[36:58] I'm sure German and Sam will have a lot more information on that.

[37:00] I have seen many applications especially on the multi-unit dwelling side where all of the,

[37:07] you know, where they're installing chargers in front of, you know, multi-unit dwellings

[37:11] the panel is maybe 20 feet from where the chargers are going in so they're trenching

[37:16] their material costs are all relatively low and, you know, they fit within that 20 to $40,000

[37:23] depending on the property of the location type incentive.

[37:28] But on the TC Fast Charger side, we're seeing where a new pad transformer has to be installed.

[37:35] And, you know, DC Fast Charging Chargers themselves, the hardware can go from $75 to $150,000 per charging station.

[37:46] And the total cost is in the quarter to a half million dollar range and are $150,000.

[37:53] site incentive is helpful but nowhere near covering it.

[37:57] So it definitely varies.

[38:00] It definitely varies.

[38:02] And one more.

[38:03] Sure.

[38:04] Please.

[38:05] Maybe.

[38:07] So a lot of these examples tend to be, you know, destinations like parking

[38:17] garages or places of work or that.

[38:19] That one thing that we're concerned about in the transportation sector is the expansion

[38:26] of market penetration of EVs and ranging with the idea for people that are traveling.

[38:34] So there's a netting program at the federal level to locate these things here, interstate

[38:39] exits, and I would think the model for those types of stations would be more like a gas

[38:44] station where you're getting up the highway, you're trying to charge up to go to the

[38:49] increase your range, and that would be more

[38:52] I'm presuming a profit-based kind of a charging station.

[38:58] And is this eligible for that type of a facility

[39:02] these incentives?

[39:03] Certainly, yeah.

[39:04] So gas stations, restaurants, anything that,

[39:09] you know, anything, any place that a public person

[39:13] could just drive up to and plug their vehicle

[39:16] the plug their vehicle into would be considered a public or a destination charge.

[39:21] So that could be a tap hall, that could be anywhere where there's not a physical gate

[39:27] closing off the charger for the main 12 hours of a day in a seven day week.

[39:35] So we do in our application, we actually do have the definition of public destination charging,

[39:40] but it is essentially any place that's that's not gated for the main business hours kind of day.

[39:50] So that considered commercial?

[39:53] So I'm sorry to consider commercial industry.

[39:56] Yeah, so that would be considered commercial use.

[40:01] The residential program is essentially for only for

[40:05] for chargers going into a, not only a single, single family home, but also if you have

[40:13] like a condominium or something on those lines where they have a deeded parking space

[40:18] or garage space where a level two charger would be installed.

[40:22] So the residential side is very narrow and the commercial side is quite broad when it comes

[40:28] to these charging installations.

[40:30] I have one, I feel like it's actually a pretty dumb question, but I'm going to ask it because

[40:34] I don't know. For the DCFC charging, you mentioned that's commercial, not residential.

[40:42] If I have a regular car, like a regular AV car, it's not like I can't use it on my hybrid

[40:49] or something like that.

[40:50] Yeah, if you have a plug-in hybrid, I mean you can use any charger as long as I mean some

[40:58] Some I would just slightly curve that with some electric vehicles have maybe they have different plug types, but most most in most cases this will be going away over the next five to 10 years because there's a national standard now for plug types, but and there are some cars that can only accept up to certain levels of charge.

[41:22] So again, I wouldn't say that it is in broad brush strokes, you could plug any EV in anywhere,

[41:28] but in most cases you can't plug in EVs pretty much everywhere.

[41:32] So these are all for personal vehicle. We're not talking like mid or heavy trucks.

[41:36] Correct. This whole thing, but thank you for mentioning that. This is only a light-duty vehicle program,

[41:41] so vehicles under 10,000 pounds. There is a docket for medium and heavy-duty vehicles,

[41:48] But it's not been approved yet and we just had a meeting on it yesterday with our regulatory team as there is more interest in getting that program started.

[42:00] But we'll definitely have a lot more announcements and details to come when that's approved.

[42:05] So, yeah, so I think you mentioned on the D.C. fast structures, you have like 300 applications

[42:11] and 127 available. What about the level 2 charter program, what's the supply rate availability

[42:18] available? Yeah. So, each of the categories have different kind of demands. So, like I mentioned,

[42:29] the multi-unit dwelling has been the most popular, which in terms of, you know, if we're thinking

[42:35] about how are these chargers being used? I think a lot of the reporting coming back is

[42:47] personal, charging at home is really easy. Charging at home is really easy and when you're

[42:53] driving somewhere, if you're going to be at a restaurant and you can just plug it in because

[42:57] you're going to be there for an hour is great or highway charging that's really fast is also,

[43:01] So those are some of the ideal cases.

[43:05] And so we've seen a lot of demand on the residential charging side for customers participating

[43:11] in that program that we've had, I think, over 3,000 people participate in the residential

[43:19] side.

[43:20] And then our multi-unit dwelling side is also the most popular on the CNI and outside of DCFC

[43:27] where we have almost 2,000 courts worth of funds available and those have been fully reserved

[43:37] over these past few years. That particular program, we've gone back to the state in our annual review

[43:43] this year to request that funding allotment be increased year over year by quite a significant amount.

[43:52] We won't know until until the end of November what they decide, but we are open to you know customer demand and then communicating that to the regulators who are kind of allowing us to

[44:06] fund those different program segments.

[44:09] So, just to clarify, so on the level three fast chargers that you had an application period

[44:17] like for a margin to view them in these.

[44:19] Correct.

[44:20] So on the level two chargers do you have an ongoing application?

[44:24] I'm going.

[44:24] Exactly.

[44:25] I'm going.

[44:26] And if the segment that you do apply for funds to is, like I said, fully reserved, we will

[44:33] will still accept your application and then just put you on the wait list and want the

[44:40] moment we do get funds, then we'll work from the top down on our wait list. So I definitely

[44:44] highly suggest if you can wait for the funds or if you need to wait for the funds to still

[44:49] send in an application anyway and get on the wait list.

[44:54] Andrew's one more question. So the DOT is rolling out this Navy program.

[45:00] Is this program that you're explaining right now, going to be pretty much go peeled into their program? Absolutely. So the Navy program, the way the way it's defined is, you know, within certain distance from high wind corridors, as well as they have kilowatt requirements for the charges being installed. It has the above 150 kilowatts and above. And would the intention of supplying more electricity faster charge

[45:29] for vehicles on those travel corridors. Our DC FC program is essentially, you know, it covers

[45:38] a broader area of the state with still the intention to rapidly charge vehicles, but how it's defined

[45:46] is for each of the ports that's actually supplying the charge has to have a minimum of 50 kilowatts per

[45:59] It kind of does all the really high capacity charging, and our program takes customers right up to the start of it, and so our programs are defined separately and required to not overlap.

[46:14] So either you can take advantage of our funds if it's a, you know, depending on the location type.

[46:19] and but if it is a larger installation that's on a highway corridor that's

[46:25] supplying a really high charge to vehicles you'll more likely fall under the

[46:30] that you plan.

[46:34] Yeah, just for more practice, so if I wanted to project that like the

[46:42] application to you, I'd be on the way with this point, the program's full up,

[46:47] sometimes next year you'll get more units of what you're saying.

[46:51] Not necessarily, so our funding is given at the beginning of the first year of a three-year phase and it's supposed to carry all three years.

[47:05] We are going into the final year of our first phase, so at a minimum we will have funds available in 2025.

[47:16] But the only asterisk to that is if you do apply and get on the wait list now, if a different

[47:25] project falls through, so if there's a different public destination project that doesn't happen

[47:31] for whatever reason, customer cancels your funding or they just couldn't wait something

[47:37] on those lines, their reservation goes back to the bucket, and then we'll just apply it to the

[47:44] next person on the wait list. So Q. Yeah. Exactly.

[47:52] And so just make sure, so it's a rebate, but we have to wait till our reservation is

[47:56] taken before we can spend the wait. Correct. And you'll be notified, you know, of, you know,

[48:01] you'll be notified that you are on the wait list and that you're in Q and then you'll receive a

[48:05] notification when your reservation letter has been accepted, fully accepted, and you're

[48:12] ready to start the project.

[48:14] Thank you.

[48:15] Is there a timeline for once you get the reservation letter that the project has to be completed

[48:20] by?

[48:20] Yes.

[48:21] You have one year from then now, of course, there are always exceptions.

[48:27] If there is a material delay, I mean, when the program first started, things like meter

[48:35] socket and switch gears, which are just really critical pieces for these programs, for

[48:41] these installations. We're on back order. Some of them still are. So, when you do have

[48:48] constraints or things do come up, let's say, if a funding source falls through or if

[48:55] you're bored, you know, if a board decides that they, you know, change their mind on a project

[49:00] or if a contractor doesn't work out, just let us know and we'll work with you and figure

[49:06] out whether if you need an extension, or if it makes more sense to just relinquish

[49:10] the reservation and apply back in the next cycle, but we can tough you those options.

[49:16] Are there any limits to or rate controls for what the owner of the facility can charge each

[49:24] car per?

[49:25] No, there's no rate controls, but we're getting the ideas, there's a couple pieces of this,

[49:32] but one of the main ideas is there's increasing saturation of chargers in the market.

[49:38] And so when a customer goes on to the application on their phone to see, okay, where can I charge

[49:43] my vehicle?

[49:43] They'll also see the cost to charge at that location and nearby locations.

[49:48] So if something is gregiously either likelihood is they're going to drive another half a mile

[49:54] to the next spot instead, for situations like multi-unit dwelling where there might be

[50:01] an HOA, that would have to be sometimes collectively decided on.

[50:06] So it depends, but there are some kind of market checks in place to assist with that.

[50:13] Any questions?

[50:16] Did I hear correctly that you still have roughly 700 level two boards available,

[50:22] places like libraries for workplace, workplace and fleet charging. So if you have like a town

[50:29] fleet of, you know, even if it's just, you know, two or three vehicles that are becoming,

[50:36] are turning electric and you're looking to have, and you don't even need to have the vehicles,

[50:41] you know, on the site waiting for cargo stations. But if that's, you know, part of your town plans,

[50:48] We can support that. I think we have only 40 or 50 public level twos, which would supply like your public library or town hall.

[50:57] We have about 40 or 50 of those chargers remaining in the bucket. But, like I said, still apply, even if they do get reserved because it's maybe 10 to 20% of all of our level two applications do end up getting canceled for one reason or another and then we just work our way down the list.

[51:18] You also mentioned that each site is only eligible once?

[51:26] Yeah, each location. So if you have like the library, your town's library,

[51:31] they're only, for the duration of this nine-year program, they're only eligible for these reservation.

[51:38] This is at one time.

[51:40] Is that, as I'm trying to think about like a public works department that has, you know, a fleet of vehicles.

[51:45] vehicles, and right now they might only have one or two light duty vehicles that would

[51:55] be fully served by some level two chargers, because they need to charge them overnight.

[52:01] Five years from now, seven years from now, toward the end of this program, they might

[52:06] want a DC fast charger because they have larger vehicles, bigger batteries, and they're using

[52:13] them a lot more, and they don't have their old diesel trucks to sort of back it up.

[52:17] So would they be out of luck if they already used this program to install those level two

[52:21] fudgers?

[52:21] Sure.

[52:22] So a couple new nuances there, but the main one is if they were install level two chargers

[52:30] tomorrow and in five years they needed more, yes, they would not be eligible in the future.

[52:36] And that is, you know, from a town planning perspective, that is something to consider.

[52:40] You know, what is how badly do we need, you know, how useful would these incentives be right now versus if you know in three to five years, you're going to be required to have, you know, to transition your fleet of vehicles, you know, transition another 20 of those 30 vehicles to electric, you know, may make more sense to wait three to five years and capture the incentive at that time.

[53:05] And of course, there's a risk to that as well that maybe everyone's demand goes up at

[53:10] that point in time and workplace chargers, the funding for those is just much more competitive

[53:16] in the future.

[53:17] None of us really know, but all I can say is you have to just kind of make the best judgment

[53:22] calls you can.

[53:23] In terms of the medium and heavy duty chargers and the additional hardware required to service

[53:31] those, we don't have a program for medium and heavy duty chargers.

[53:35] and servicing medium and heavy-duty vehicles yet,

[53:38] but when that does happen,

[53:41] which they're confident of will in the next,

[53:44] you know, one to three years probably,

[53:48] we'll have, we'll definitely have multiple campaigns

[53:50] and webinars, things like that,

[53:53] that will host to educate and get everyone up to speed on.

[53:57] And if you have a good idea of how you want to,

[54:00] I guess increase your amount of fleet

[54:03] or whatever case may be, take advantage of the future proofing to make sure you have the infrastructure set up for that.

[54:09] Yeah, so I'm going to hand it off to Joanna and Sam, and yeah, I'll be available at the end for any other questions and things like that.

[54:18] Thanks everybody.

[54:20] Great.

[54:21] Thank you, David.

[54:26] So this is a brief agenda on what this portion of the presentation will cover.

[54:30] We're going to get into some more project type details on landing, permitting construction.

[54:35] We will talk about user fees and costs a little bit.

[54:39] We'll talk about some specific exciting considerations based on actual projects that Sam and I have worked on.

[54:46] Vendor tips to topics to consider when selecting a vendor.

[54:51] You know, we and EverSource as well are not promoting any one vendor over another.

[54:56] It's an open market, but we just hope to provide you with some helpful questions to maybe ask vendors as you're looking to select one.

[55:04] and then some lessons learned on actual projects.

[55:09] So moving ahead, Jake already presented a lot of this information on this table.

[55:15] He did a wonderful job.

[55:17] The only addition here is the communications and interface detail here to clarify the level

[55:24] one residential home charger really doesn't have any communication or software associated

[55:31] with that.

[55:32] it's not as complicated as a level two and a level three which increase in complexity

[55:37] with network communications, you know fancy user interface screens and software to track

[55:44] both usage and revenue and it can get more complicated as you move up the levels. So that's the only

[55:51] thing I would add to this slide aside from what Jake already presented. A little bit of an introduction

[55:59] to electric vehicles, many of you probably already know this, but there are numerous environmental

[56:04] benefits associated with implementing electric vehicles, as opposed to gas vehicles.

[56:11] Many of you may know that transportation is currently the largest sector for CO2 emissions,

[56:17] so having more electric vehicles on the road and infrastructure to support them will help

[56:22] to reduce overall emissions and back to here is that approximately 7,000 pounds of CO2 per

[56:31] electric vehicle could be saved each year for each EV that's put on the road. They have

[56:36] corresponding air quality and health benefits. That is actually a huge benefit to the public

[56:44] through implementation of EVs and then cost savings. I know that this is one data point we

[56:51] pulled the average of $1,000 savings per year compared to fossil fuels. I know many people have

[56:57] felt the pinch of gas prices and EVs would help to mitigate that. I do want to pause here. I'll

[57:04] go to the next slide to share this map. But in this room here, can we have a survey of how many people

[57:10] drive an electric vehicle or a hybrid vehicle? Is there anyone in this room? Okay, so a couple people.

[57:17] and I would say this is pretty typical of meetings that we have or presentations that we give

[57:22] that there's a smaller number of people who currently drive EVs, but that's certainly expected

[57:28] to increase. This is just a overview map showing the current density of EV charging locations in

[57:35] New England and part of New York and you know as you can see the EV charging is concentrated in the

[57:42] more urban populated areas, but there is a good smattering.

[57:47] That will be the whole map here of where you can find

[57:49] EV charging stations throughout New England and New York.

[57:55] Here we have some examples of installed EV charging stations.

[57:59] So showing some different configurations.

[58:02] That's the point of this.

[58:03] The one on the left here is a bus facility in Concord Mass

[58:07] where they have electric buses

[58:08] and they charge them here at this lot.

[58:10] the right-hand photo is the ever-sourced headquarters located in Westwood,

[58:16] Massachusetts, where the EV charging stations are there paired with solar

[58:21] canopies. And I'll just mention for anyone that is thinking about this type of

[58:26] project, a solar project paired with EV is eligible for the investment tax credit

[58:32] and municipalities are now eligible to take advantage of that as well. So that is

[58:37] new development as of 2023, which is a huge benefit and bonus to municipalities who could potentially

[58:45] take advantage of that huge tax credit. So we wanted to share this slide as an example of how

[58:52] that could be done and what it could look like. This is just another installed EV charging station.

[58:58] It happens to be in Belmont, Massachusetts. This is a level three DCFC. So that's a fast charge

[59:04] there that, you know, if you, it should be available on the app to find charging station locations

[59:11] and since it is a level three, you could potentially plug in there for about 20 minutes and get

[59:17] a full charge for your car and then be able to be on your way. So that's just another example.

[59:23] We wanted to provide a, you know, a range of project types in these, in these slides to share the

[59:28] photos with you. Now I'll pass it to Sam to talk a little bit more about some detail

[59:34] planning and the engineering that goes into a charting station design.

[59:39] That's true. So this is just a way out of the sample parking lots and you can see that

[59:46] there's a building up to the northwest, I guess, of that possible location. And the reason

[59:56] I was showing this is because you can

[1:00:00] Let's think about the planning early or then when you're actually, you know, going to be selecting a contractor or installing a contractor, kind of just high level thinking and planning about where the potential locations are. Should they be closer to the library? Should they be closer to the public parking lots or in the parking lot? There's potential larger cities for curbside charging. So really just thinking about the planning of that.

[1:00:29] You know, located to other, you know, driving lanes, you know, potentially bike lanes, things like that.

[1:00:39] You want to ideally be close to where the ever sourced or new infrastructure for electricity is because that can lower your costs as well as the utilities costs and infrastructure requirements there.

[1:00:58] you also want to make sure that there's ADA accessible facilities. So for example,

[1:01:07] like a curb cut or walkways and crosswalks to help enable people of all, you know,

[1:01:17] able to use the facilities correctly. And consideration also with like frequency.

[1:01:27] So like if it's far from an urban area, you know, maybe it would make more sense to be on like one of those corridors where you're tapping into more than one possible.

[1:01:41] Like use like for example near commuter rail parking station or train station near a bus station for other places where there might be people who are parking for a longer period of time, things like that.

[1:01:57] So this is just part of the planning process and then basically there's different configurations.

[1:02:06] So when you're talking about accessible facilities, you can design.

[1:02:11] There's a couple different options of how to locate the striping so that you have enough spacing between the spaces and all that stuff.

[1:02:25] So, this is another view of this is an actual like playing in of when you get a little bit further into process.

[1:02:33] So, when you submit an application to a resource, the first thing you want to do is have the site plan, you know, as part of your application.

[1:02:41] But then after there's some sort of review, you might be able to either sketch up the drawing a little bit better.

[1:02:51] or use CAD to design the system better,

[1:02:55] and to identify the different components.

[1:02:58] So not only where the charging stations are going to go,

[1:03:01] but you want to talk about where the conduit is going to go.

[1:03:04] How are you going to be trashing it,

[1:03:06] where the setbacks are going to be,

[1:03:08] where the, if there's a bad amount transformer,

[1:03:11] where that spot is going to be,

[1:03:13] and think about where the trees are and located to that,

[1:03:19] And where other barriers might be like fire hydrants or parking meters or other types of poles that could be either in the way or health also direct where you want your charging stations to be.

[1:03:36] So there's some good best practices on that so

[1:03:43] when it comes to ADA design considerations some of the things that we look at are the existing site conditions.

[1:03:50] So existing site conditions included the sidewalks located close or right next to a sidewalk.

[1:03:58] If it doesn't have a sidewalk, you might need to create a sidewalk.

[1:04:04] Crosswalks, for example, if you need to cross the parking lot to get to a building.

[1:04:10] For example, and then local to like a building entrance can be priority as well.

[1:04:15] So there's also an addition, you know, you want to take into consideration if you are required to have in the accessible spot.

[1:04:25] You'll also need hash marks next to the space, which typically take up almost a full parking space.

[1:04:33] So you kind of want to plan for potentially taking away a parking space or moving the lines a little bit to accommodate.

[1:04:43] So standard ADA practice for striping is blue striping, so the paint should do blue.

[1:04:53] Standard EDs are typically green, and that's like a federal standard typically.

[1:05:01] And then the minimum combined space and aisle width, so that's with the hash marks as well as the parking space itself.

[1:05:11] about a 16 feet minimum for that ADA accessible space.

[1:05:21] All right.

[1:05:21] I'm going to talk about some general permitting requirements

[1:05:24] to install an EV charging station.

[1:05:27] We have found that most of the time a building

[1:05:30] and electrical permit are needed.

[1:05:32] And that may be it.

[1:05:33] So that is not very onerous in terms of permitting requirements.

[1:05:37] However, I will mention that the local zoning

[1:05:40] Biolog should be checked, and you should do a local zoning review.

[1:05:44] Some towns have town-specific permitting requirements.

[1:05:47] We found many towns do not yet address EVs in their Biologs,

[1:05:52] and that's why only a building and electrical permit are required in the future

[1:05:56] that could change as more EVs, EV charging stations are installed.

[1:06:01] Some towns may impose additional permitting requirements,

[1:06:05] but right now for the most part, it's pretty simple

[1:06:08] with just a building and electrical permit you would need to submit a plan, and I'll say

[1:06:12] I'm showing some examples of, and then that should be approved.

[1:06:16] I also mentioned that Connecticut DOT has its own requirements, especially for the

[1:06:21] NEBI plan deployment that are going to be deployed along highways or within one mile of highways,

[1:06:27] and then Connecticut DEP should be just consulted with as well if you're looking to do a new

[1:06:33] development, for example, of your impacting wetland areas, if you're, you know, doing

[1:06:38] any kind of new site development, all of the permitting requirements associated with

[1:06:42] that site development would need to be followed. But if you have an existing parking lot

[1:06:46] and you're simply looking to install EV charging stations in an existing parking lot, building

[1:06:52] an electrical permit are really the only two permits that maybe you did in that situation.

[1:06:57] So the conclusion is it's not too too onerous in terms of permitting yet, which is good

[1:07:03] Yes.

[1:07:09] So back to construction. So when you're getting into actual construction after you go through some of the design and planning, submitting an application to have resource or the local utility, getting some feedback on where the infrastructure is going to be once you get your, you know, incentive and grant approvals.

[1:07:30] So in terms of the infrastructure, so you might think that the construction of a charging station is just, you know, the station itself, right, because that's all you can see.

[1:07:40] However, there's a significant portion of construction associated with the electrical infrastructure depending on the project.

[1:07:47] So that's just something to consider.

[1:07:49] For example, you might need to dig some trenches to learn some cables and electrical.

[1:07:54] You might need a pad on the ground next to the charging station, or two depending on

[1:08:00] the situation.

[1:08:01] You might need additional cabling, sometimes you can connect to a pole or a riser which

[1:08:09] doesn't necessarily have to have a pad mount transformer, however, a lot of situations

[1:08:14] do require the pad mounts.

[1:08:17] So again, you want to be as close as you can to the electric infrastructure to reduce those costs, but when you get into actual construction, that's the first thing you need to do.

[1:08:26] That's what's called the make ready process to the utility and that enables you to install everything up to the actual pad, you know, the pad, which is a concrete pad that you're going to put your charging station on. So that's the first step.

[1:08:42] So once you're done with your infrastructure, you know, there's obviously the utility needs to have their engineering involved in terms of acceptance of the plants and all that stuff.

[1:08:52] But once the construction is done with that, then you can start installing your charging station.

[1:08:58] And the charging station, there's electrical wiring, there's a physical station that gets installed activation of the system.

[1:09:07] So that typically is like a remote activation through the manufacturer, then there's commissioning and that can be remote or that can be in person that could be technician representative of the manufacturer that's right there with the installer to help with that process and to make sure that it's working properly and all the voltages and sharpness are working correctly and communications and everything.

[1:09:32] So you want to make sure that that's all commissioned working properly before you make it publicly accessible.

[1:09:40] And then after that, then you have some of the civil process.

[1:09:45] So you might have repaving of some of the spaces.

[1:09:48] There might be some regrassing and things like that of some of the spaces behind the charging station,

[1:09:54] anything the space is signs and all that included so it's not just the charging

[1:10:01] station that needs to be constructed.

[1:10:07] Okay and then next we just have a high

[1:10:09] level overview of user fees. I know this question had come up already so user fees

[1:10:15] can range from free to what we've seen in general is the 20 20 cents per

[1:10:21] kilowatt hour to 40 cents per kilowatt hour. We kind of get this question a lot you

[1:10:25] which fee should we charge for use of our charging station and it depends on a number of factors

[1:10:31] specific to each owner or customer. But this is a typical cost range that we've seen. If the

[1:10:39] charge is per kilowatt hour, alternatively, you could charge per hour. We've seen fees in the

[1:10:44] range of two to four dollars per hour. And then fees can also be imposed if you overstay your limit.

[1:10:52] So for example, in an urban setting, if people are doing curbside charging, they park

[1:10:58] there, EV there overnight, and they incur a fee for charging, but then their car is fully

[1:11:02] charged, and they are not moving it out of that spot to allow for somebody else to come

[1:11:07] in and park there.

[1:11:08] So we'll see fees imposed for overuse of the area, and these are just some options that

[1:11:15] you can consider if you're looking to install a charging station and you're wondering about

[1:11:19] fees, where do I start, what are other people doing?

[1:11:22] Mention some general parameters that some EV-charging owners use in their fee structure.

[1:11:31] So are those for fast charging fees?

[1:11:34] This would be, for example, for a level two charger.

[1:11:39] Yeah, that's a good question.

[1:11:43] Yeah.

[1:11:44] Costs of the units themselves, again, this is a very high level overview or cost will vary

[1:11:49] per site, per project, and per charging station chosen for installation, but the infrastructure

[1:11:55] can range 25 to 50,000. I think we've actually seen some that are in excess of 50,000,

[1:12:03] so 50,000 is not necessarily even the high limit of the make-ready infrastructure, and

[1:12:09] that depends on the length of conduit, the distance from existing, measuring an infrastructure,

[1:12:15] And that, you know, that's what is in that make ready bucket, getting the site ready for a charging station, the equipment itself, I think Jake had already mentioned this level two charging stations can range from $8,000 to $30,000 each.

[1:12:30] And then there's a huge jump between level two and level three, which is, you know, we have here 100,000 to $300,000.

[1:12:38] And, again, that's a big range in itself, but level through your equipment is certainly

[1:12:42] more expensive than level two, and it's a big jump there.

[1:12:47] And then the installation cost you do need an electrician to install the equipment to

[1:12:51] do all the wiring that's based on, you know, labor rates and the equipment, but you need

[1:12:58] to add up these three cost items to really get your total project cost there.

[1:13:04] it's not just the charging station itself or the infrastructure itself, it's also the labor

[1:13:08] and the installation time that goes into installing all of that. So we just wanted to present this

[1:13:15] to be so people could be mindful of the total true cost of installing an EV charging station.

[1:13:20] But the incentives from the utilities absolutely help. So don't let this scare you away.

[1:13:26] Yes, and that doesn't include things like if you needed the software. It doesn't include that. That

[1:13:31] that would all be additional as well, very good point.

[1:13:34] Yeah, the software, your O&M, your long-term contract

[1:13:38] with that kind of item would be in addition to this.

[1:13:43] All right.

[1:13:45] So as Joanne, I mentioned earlier,

[1:13:47] so these are things that you wanna think about

[1:13:50] when you're looking at different vendor options.

[1:13:53] So like different manufacturer options,

[1:13:56] different networking options, et cetera.

[1:14:00] So talking about networking,

[1:14:02] there's a whole variety of different types that I think Jay went into a little bit earlier.

[1:14:08] Two-way metering, so that's something that's up and coming, and

[1:14:12] the abilities are going to want to take advantage of that more and more, so it's possible

[1:14:16] that they may be incentivized to allow two-way metering charging stations that, for example,

[1:14:24] might allow vehicles to act as like a storage for their demand-response systems, so that could be

[1:14:31] something in the future to watch out for as like a future that both the manufacturers as

[1:14:37] well as the networking capabilities, kind of, research, yeah.

[1:14:42] Yeah, so like two way metering, another term for it might be like vehicle to grid. So it's

[1:14:46] the idea that like a vehicle could then supply electricity back to the grid in a similar way

[1:14:51] that solar panels, you know, also be the grid that are on like a residential home.

[1:14:57] So it's less common right now for

[1:15:00] A system that are available, but it's something to watch out for the picture in the next couple of years. Solar tie-ins also, so that might be something we want to see if it's a possibility on the specialty if you're looking to potentially including solar in that space. As Joe mentioned, there's investment tax credits available for stuff like that. And then commissioning is definitely something to look out for, especially when you're talking to manufacturers to see if they include their own form of care.

[1:15:29] commissioning as part of their cost because the manufacturers really are the ones who have

[1:15:35] a lot of the most experience like around the country with these installations. It's the

[1:15:41] installers that a lot of them are new to this phase because it's really an upcoming market

[1:15:46] that the manufacturers because they have the market share. They have a lot of experience actually

[1:15:53] making sure the systems are working correctly and all that stuff. So sometimes the commissioning

[1:15:59] might actually include training the installer because the installer might be relatively new to the program, et cetera.

[1:16:08] And definitely look at warranties because there's options of warranties. There's three years, five years, you know, certain things are included, certain things aren't.

[1:16:18] So that's definitely something that's there when you're looking at different vendors.

[1:16:30] The lessons learned just from the projects that we've been involved with.

[1:16:36] So early utility coordination is definitely key.

[1:16:39] So even through the planning process, especially if you're looking into multiple charging stations, multiple applications,

[1:16:47] The earlier the better, the earlier you can talk to your utility account route, Dr.

[1:16:51] Jake, you know, whoever your local utility rep is, that's the person you want to talk to,

[1:16:57] because they're going to know, is there infrastructure here?

[1:17:01] Is there going to be additional cost to you or, you know, what are the current, you know,

[1:17:07] eligible manufacturers and vendors and, you know, installers in the space?

[1:17:12] So, like, they're the ones that are going to know the space and the incentives and the timeline

[1:17:18] for potential of their tie-ins or, you know, incentives and all that stuff. So, the earlier

[1:17:24] the better you can talk to them, reducing the delays down to where planning and zoning challenges.

[1:17:33] So, if you are planning a installation in a zone that might not be

[1:17:41] you appropriate for something like that according to the city or local government, that might be

[1:17:47] something that you can think of ahead of time as well. So talking to the planning department in

[1:17:54] your town, talking to the transportation division in your town, those are all really important things

[1:17:59] to be involved with as well as if there's other owners of this face or cold owners. If it's private

[1:18:07] or something like that, and you know, all those considerations, so could I add to that?

[1:18:12] Sure.

[1:18:13] Yeah, so one of the things just is a challenge from our side is implementing the program.

[1:18:19] And implementing the incentive program is, you know, different towns have different zoning requirements,

[1:18:25] whether it's stamp drawings, sometimes for site designs or not at all.

[1:18:31] sometimes it could just be a Google map, satellite view with wire line drawings, very simple line drawings,

[1:18:40] describing the installation.

[1:18:45] The main challenge there is, because there's inconsistency from town to town,

[1:18:51] some of the contractors that we've worked with haven't been able to give accurate costs to municipalities or to their customers,

[1:18:58] because it's not always obvious and clear until they've gone through it, what a different town would require in order to have an approved planning and zoning application.

[1:19:13] So, you know, my ideal world, if it was possible to, that there was like a, a common simplified,

[1:19:21] you know, EV installation, and that could accommodate, you know, decent fast chargers and level two chargers,

[1:19:28] that would be great to have just as a standard.

[1:19:31] So then customers who are, you know, we're applying or are scoping out these projects,

[1:19:36] have a better idea of what to expect in terms of like the total costs.

[1:19:39] The main kind of black guy that we've seen happen on this is a customer and a contractor

[1:19:48] will sign an agreement, sign a contract for a scope of work, and then the contractor

[1:19:53] will go submit the application and then find out that they need stamped architectural drawings

[1:19:59] and then go back to the customer and say, sorry, we need another $2,000 in order to accommodate

[1:20:04] these additional costs. And that really can, you know, negatively impact those relationships,

[1:20:10] you know, and those are not always things that the customer is obviously, you know, the

[1:20:15] contractor is always aware of because we don't expect them to be experts on each town's

[1:20:21] permitting and zoning regulations. It's just something to note that we've seen.

[1:20:27] Brief question. Have you had any, have anybody had any concerns about safety issues regarding

[1:20:34] Yeah, in the beginning there was, I think it was, there were more safety concerns until

[1:20:42] towns actually saw the way the installation happened. So, for example, we saw towns that

[1:20:47] required the fire department to be on site when it was being installed because they were

[1:20:51] bucketing it under the same zone as a gas station being installed. And it's simply, but it's not

[1:21:01] and it's much safer, you know, in talking with electricians that are used to doing these,

[1:21:07] you know, level two chargers, 240 volt level two chargers are of a similar vein of installing

[1:21:13] a dryer plug, right? It's not like that it's an extremely intense installation, but I mean,

[1:21:20] you can talk to this more. Definitely changes when you get to DC fast chargers, and the total

[1:21:25] infrastructure required for those as even as well as higher level two chargers, higher capacity

[1:21:30] seeable two characters. Yeah, on that note, there is potential issue with fact in certain

[1:21:41] areas, not necessarily the station itself because that's a heavy unit, but the cord sometimes

[1:21:47] those are cut for copper. So just certain manufacturers have certain features with certain devices

[1:21:54] is that are more co-actively thinking protective for more urban areas such as retractable cords

[1:22:04] and things like that. They only deploy when in use, when not in use. They retract up into the

[1:22:09] unit, things like that. Any concern about the vehicle batteries that they're charging?

[1:22:14] No, you know, in general, in terms of like fire hazards, those sort of things, electric

[1:22:24] vehicles are just on pole safer than, you know, internal combustion engines.

[1:22:30] And if you think about, you know, the fire hazard situation, your internal combustion

[1:22:34] engine is having thousands of explosions go off every second, right, that it's operating.

[1:22:40] And it's, you know, the course their safety measures before it gets to the actual fuel tank, but, you know, they are much more, you know, they are both combustible vehicles, but the internal combustion engine just for the data side of it is more of a fire hazard than an electric vehicle.

[1:22:59] Thank you.

[1:23:04] Question about standardization and if you could talk a little bit about state of the practice of standardization of plugs or, you know, I've heard stories from past where there's installations for heavy vehicles and then that things are on a date, you know, very quickly.

[1:23:23] And also Tesla versus other cars where all that stands right now and how to incorporate

[1:23:29] that into any designs or we see things stabilized and where you think see things still in flux.

[1:23:37] Yeah, I mean, most recently Tesla 4 GM have agreed on the national standard for health for plants.

[1:23:45] So there was, you know, there has been competition around that in the past.

[1:23:50] Let's say J1772, or there are a number of different plug types.

[1:23:56] Just for clarity on the EverSource UI program,

[1:24:00] we do, that is a requirement for our qualified product list

[1:24:05] that it has to have a J1772 plug type in order to be eligible to our program.

[1:24:13] So at least it's standardized from our end and you know, we will continue to, you know, accept and reflect whatever the national standards are going to be.

[1:24:25] And so at least from the plug side, you know, there's definitely consolidation happening among the big OEMs.

[1:24:38] Is that what was recently announced is that the Tesla standard was adopted?

[1:24:43] Yes. It's just the plug?

[1:24:44] Yes.

[1:24:44] Not the station itself.

[1:24:46] Not the station itself.

[1:24:47] And so it's just for normal creature.

[1:24:50] The station is the vertical sticker.

[1:24:52] Correct.

[1:24:52] And each station typically has two charging ports?

[1:24:55] Not always, but in most cases.

[1:25:01] Additional points you want to cover in lessons learned.

[1:25:04] Just a couple of quick ones.

[1:25:06] So just to help avoid installation delays, I mean, anything can happen.

[1:25:11] but equipment has been one thing that has been

[1:25:15] a typical delay of past few years.

[1:25:19] There is different types of equipment

[1:25:20] that comes to the infrastructure

[1:25:22] or registration itself, delays with communication

[1:25:26] with the user factor, depending on where they're located

[1:25:29] and where they're at, et cetera.

[1:25:35] And application programs to clear there's no delays

[1:25:38] with the application program, you just submit.

[1:25:40] and get a approval relatively quickly, there might be a waiting list potentially with certain programs but, you know, the programs are there to pay customers like us who want to actually as well these things.

[1:25:58] And then equipment purchases, I think those already mentioned and scheduling.

[1:26:04] So just scheduling wise, you just want to make sure you're aware of, you know,

[1:26:10] restrictions or anything regarding, you know, the construction that's going on

[1:26:15] and the steps that are going to be taken relative to the different construction components,

[1:26:20] you know, the infrastructure first that will be stationed itself.

[1:26:24] And just to kind of think about how long that's going to take because it might even be a different

[1:26:30] installation contractor that does your infrastructure versus the actual station.

[1:26:36] And definitely letting your public know if it's a library,

[1:26:43] giving them a heads up. The main parking lot is going to be unavailable for

[1:26:47] x period of time, or if it's a school that has to be that you want to have open for the fall

[1:26:54] that you're just planning accordingly to accommodate those different installation timelines.

[1:26:59] We had a farmer's market occurring in a parking lot where we were scheduled to install

[1:27:05] even for our new station.

[1:27:06] We were going to do work that day and then we were informed, oh, the town has a farmer's

[1:27:10] market every day.

[1:27:11] Every day, the week it was on the stage, so you're going to have to come back another day.

[1:27:14] So just things like that.

[1:27:18] The summer even sent us, I mean, that was the main topic of Jake's presentation and I know

[1:27:24] you're going to talk more about that as well so we can skip over that.

[1:27:27] this is just a table of summarizing, trying to summarize the

[1:27:30] incendence available, but I know that it's certainly going to be more

[1:27:33] dismashed on that.

[1:27:36] Okay, so why don't we talk about some of the federal and state funding

[1:27:40] opportunities then we'll have like a final round of Q&A and you know we've got

[1:27:46] we've got ample time for that. So the first one we wanted to highlight here and

[1:27:50] all this information is available on the CROG website. The first one we wanted

[1:27:55] to highlight is a federal program, this reliability and accessibility accelerator grant, and it's

[1:28:04] sponsored by Federal Highway of 200 million nationwide, and the funds need to be used to repair

[1:28:14] or replace, so not to repair or replace existing, existing publicly accessible level two, or the DC

[1:28:23] the fast charging equipment that are broken or non-operational as

[1:28:32] of October 11th.

[1:28:35] And eligible applicants include the state DOTs and local governments like all of our members.

[1:28:43] Applications are due by November 13th, and here's where you would apply online.

[1:28:50] So let's see if we can, I want to see if we can open this up and get into a little more detail with it.

[1:28:59] It's supposed to be one click, but I

[1:29:19] can read this okay.

[1:29:20] So that was the summary I just reviewed.

[1:29:27] So the analysis that has already been conducted here,

[1:29:33] there are 12 of these units, either at level 2 or the DC level,

[1:29:41] within our region that are considered to be temporarily unavailable and

[1:29:46] that are eligible for this source of funding. I don't know if we can't remember if

[1:29:52] we have any of these towns in the room. Yeah so we do have LA-10 here, but here's

[1:29:58] list of towns.

[1:30:01] Here's the list of towns, and then check this out. There's more information available here.

[1:30:08] This is hard to see, I know, but we've gone through the effort to identify all these stations, their exact location as well as the owner and some contact information. So if you're from one of these communities, and the property is privately owned, and you want to reach out to them,

[1:30:32] You know, you've got the information to do so if you want to be proactive in that regard

[1:30:40] I see at least one public one, right to the city of Hartford. We've got one at City Hall here

[1:30:46] So, you know, we've already gone through this and Matthew's out

[1:30:50] for your information

[1:30:54] There's something else I wanted to point to here that's not available right now and

[1:31:00] I'd think

[1:31:01] Joanna and Sam can probably comment on it as well, which we expect to come back next

[1:31:06] year.

[1:31:09] And that is this CFI discretionary program.

[1:31:13] So it's now closed.

[1:31:15] It's now closed for this year.

[1:31:18] I don't know if anybody here applied.

[1:31:22] Any towns?

[1:31:23] No, not seeing any hands.

[1:31:24] But this is something, keep an eye out for what do we think Roger?

[1:31:29] We might see this again next spring.

[1:31:35] Yeah, so this this came out in the spring of this year and I think closed in May or June.

[1:31:42] But this is a pretty neat program for charging and fuel or fueling infrastructure equipment.

[1:31:50] You know, in there are two categories, the community program and then the alternate fuel corridor program.

[1:31:58] And the QUTI grants program I thought was particularly relevant for our members.

[1:32:04] This is something that can be located on essentially any public facility.

[1:32:11] You know, it could be your parking lots, public schools, your parks, etc.

[1:32:17] The minimum award is 500,000 maximum award of 15 million.

[1:32:22] And so definitely those of you who are looking to implement this technology on a more comprehensive

[1:32:30] and robust fashion, keep an eye out for that opportunity next spring.

[1:32:42] So a couple of federal programs there,

[1:32:47] the state program, so this is a part of utilizing

[1:32:52] in the National Navi Funds here, and in Connecticut, our DOTs run on this program.

[1:33:01] And for this, for Phase I, for Phase I, they've made approximately $15 million available.

[1:33:09] Stay wide, but it's more specific than that.

[1:33:13] So these are really focused on building out fast charging stations in priority areas,

[1:33:22] what

[1:33:22] And I believe there are just two in our region and I'll point those out in a minute.

[1:33:29] So if the DOT did issue this LOI, so the LOI period is open and applicants who are interested

[1:33:38] must submit their LOIs by November 9th.

[1:33:42] And the DOT does anticipate publishing its RFP early next calendar year.

[1:33:49] So, this is limited right now in terms of its applicability.

[1:33:56] Let me open the link.

[1:34:10] So, this is summary information.

[1:34:13] We just reviewed.

[1:34:15] So, I think there are 11 locations statewide that are then identified right now.

[1:34:22] And there are two in Crocs region, one in Hartford, one out in Wellington.

[1:34:29] And again, all this information is available on our website.

[1:34:34] Let me see if I can go to the link.

[1:34:40] And actually, the DOTS consultant, Fusano Niel,

[1:34:45] has already prepared this interactive map.

[1:34:54] You can look at this here.

[1:34:57] We go to the Hartford location.

[1:35:03] So they've already mapped this out.

[1:35:05] So if you own a facility, an eligible facility,

[1:35:09] within this geographic footprint here you can apply for the program. So we've got this geographic

[1:35:16] footprint here at Harvard and then one in Wellington as well. Julian and Sam I'm not sure if there's any

[1:35:24] additional detail you want to provide on that. One more thing I heard on the conference call about

[1:35:29] the program they said that the priority areas are important however not excluding and so if you

[1:35:38] want to apply from another area, that's okay, but you have to have an argument as why

[1:35:44] that area is better than others. Okay, everybody catch that, Cavia.

[1:35:52] All right, so again, all this info

[1:35:53] is available on our site.

[1:36:04] So that includes our formal presentation. You know, what other questions,

[1:36:08] thoughts, comments do we have for any of our presenters? I have a question.

[1:36:16] Yes,

[1:36:16] requires both the family over a certain number of units

[1:36:21] and commercial to have EV station at least set up

[1:36:26] so that they can add the actual station

[1:36:28] that they want to later, but as part of the building permit

[1:36:32] process, they have to wire it, let's just call it that.

[1:36:35] I don't know if that's the may,

[1:36:36] I don't know if that's quite new for any of the none

[1:36:38] of that term in youth.

[1:36:40] I'm presuming though, not installing a stage,

[1:36:43] you're not eligible for any of this funding

[1:37:08] So that would all be on their own then be correct. Do you know any you have any other details on either the name

[1:37:15] and then you'll find a report being answered.

[1:37:17] That's good.

[1:37:18] All right, thank you for that Patrice.

[1:37:20] We're going to flag it, so we have a,

[1:37:23] and some of you participate in it.

[1:37:24] We've got a planning and development round table.

[1:37:26] We want to make sure we can share that information

[1:37:28] with our members there.

[1:37:32] Matter, are you familiar with the grant programs

[1:37:34] or DEP as the folks who I got the penalty grant,

[1:37:39] the diesel gate grant?

[1:37:40] How do you want to refer to it?

[1:37:43] Just quite vaguely.

[1:37:44] I have one of those.

[1:37:45] Okay, do you want to expand on it Kristen?

[1:37:47] I think they would have known about it. My predecessor applied for it, Gary was very good about that sort of thing.

[1:37:52] He left me a lot of grants that are picking up the ball from, and this is one of them where we just got the award.

[1:37:58] I think at my third week of the point of note, when it came from DUP, we're currently waiting for the finish of the contract.

[1:38:07] Apparently, it takes a very long time to write these documents, but the big takeaway from this was,

[1:38:12] is we're working with Newington Electric

[1:38:14] for the grant and then for the installation.

[1:38:18] And there's a 50 week delay on the switch here.

[1:38:21] Yeah, so I can't order that, but I've got the contract signed.

[1:38:24] But I have an expiration date on the grant.

[1:38:27] I'm gonna have to ask for an extension

[1:38:28] because I won't have grant sponsors and things by the way.

[1:38:30] And I think I think they'll respect the,

[1:38:33] I mean, so for example, I work with April

[1:38:36] and like Newington Electric, pretty often.

[1:38:38] And they're multiple, like, Tanzanian Spellies are awarded the BW funds who applied to

[1:38:45] the EverSource incentive program in early 2022 and then just kind of said, hey, we aren't

[1:38:50] actually going to move forward until we find out about the BW grant.

[1:38:55] And those were all when the amounts passed summer.

[1:38:59] And like you mentioned, you know, contracts and then material delays are going to, you know,

[1:39:03] be out on top of that.

[1:39:04] So just for starters if you, if anyone else has been awarded the DW grant or no of other

[1:39:12] towns that are awarded and have a different source incentive, you know we are at a minimum

[1:39:18] going to be honoring the window, the reservation window you have for the DW so you won't have

[1:39:24] to worry about it's already automatically, that's one thing we automatically kind of updated

[1:39:28] on our end to recognize the full window that you have for DW to get the installation done

[1:39:33] And I would imagine that you're not the only ones.

[1:39:37] And I know for certain you're not the only ones

[1:39:40] experiencing the switch gear delays.

[1:39:42] And it's common to the point where we're consistently

[1:39:46] extending reservations to accommodate those material delays.

[1:39:50] The last correspondence I had to do was there in the process

[1:39:53] of moving the money from VW into whatever bucket

[1:39:56] they got to put it into.

[1:39:57] And that's part of the reason why the contract hasn't been finalized

[1:40:01] because I have to refer to whatever bucket they put the money into before they can give me the

[1:40:05] contract. So I can have my mayor sign it. Got it. Understood. I appreciate the context. It's good

[1:40:10] that it's always helpful for us to have better understanding of that on our end. Yeah. Well,

[1:40:16] I was ready to order this stuff and everybody said hold it, but yeah.

[1:40:20] I mean at least I can put the condoms in the ground, but I can't do that yet either because by

[1:40:24] and buy the material before the grant sign,

[1:40:26] then it will be eligible.

[1:40:30] Thank you for raising that, Chris.

[1:40:32] Other questions?

[1:40:33] I have the answer.

[1:40:34] It's a public act 22 to 25.

[1:40:38] And part of the, part of the planera.

[1:40:44] Okay.

[1:40:46] But it does require a certain amount of readiness

[1:40:52] to a site if it needs certain qualifications.

[1:40:55] Not for single family loans

[1:40:56] from multiple dwelling complexes under a certain amount.

[1:41:00] I wonder if it's like five and a five enough is what we were required from the city.

[1:41:05] We just put in a commercial project with fix and I don't think that was required.

[1:41:10] Okay. Yeah, I'll follow up on it. Thank you.

[1:41:13] All right, I have a question as well.

[1:41:17] Unfortunately, I didn't touch on this. I didn't touch on the cost share

[1:41:20] for these federal state programs.

[1:41:22] So the typical split we're seeing on these BIL initiatives is 80-20% with a 20% local

[1:41:29] match.

[1:41:30] Do you know can any of the ever-sourced grants be utilized or be applied towards the local

[1:41:37] match?

[1:41:38] Have you received that question?

[1:41:40] So they can't be applied toward, so you can use federal and state grants for projects.

[1:41:50] We have a requirement that up to, you know, up to whatever capacity we have control over

[1:41:57] that we make sure projects are utilizing federal grants before state grants.

[1:42:02] And so, you know, how that would look in this situation, if it's an 80-20 split,

[1:42:08] If you apply to an ever-sourced program after a federal program, there's an order of

[1:42:22] operations and how the incentives are distributed, and what will happen,

[1:42:38] and we just talked

[1:42:38] For example, and you have an ever-sourced incentive, how it will go is after you receive

[1:42:46] the ever-sourced incentive, we'll then look at what total or proportion of the project

[1:42:53] was covered by ever-sourced incentives, and then they will, you know, add rebates up to 80%

[1:43:01] of the total project costs.

[1:43:04] So there will, the attention is not to ever fully fund the cost of projects, that there

[1:43:13] will always be a town or a customer cost at the end of it, and the federal, the state

[1:43:21] or federal agency that is representing the federal funds will kind of be the final

[1:43:29] operator to to ensure that there's not an over because the worst case scenario is that, you know,

[1:43:35] rate payer funds are overpaying and you have a random customer getting paid money to install

[1:43:43] charging stations. So we do have checks and balances in place to ensure that doesn't happen.

[1:43:50] All right, so that's something we should all know, you know, particularly for the more costly

[1:43:54] infrastructure like those level three fast charging units, you know, for the least exploring

[1:43:59] in that opportunity. Other questions,

[1:44:06] Caitlin?

[1:44:07] On the integrated solar one, so by a very limited understanding of how this works, so

[1:44:13] the solar isn't being used to directly power the chargers off. It's going to the grid,

[1:44:18] but it's sort of just looked at as like a survey out of co-occurricated.

[1:44:21] Yeah, co-occurricated.

[1:44:23] And thank you for asking that question, because a lot of people mistakenly think that the

[1:44:28] Soolar is powering the car and that is not the case.

[1:44:31] They end just people looking.

[1:44:32] And maybe could you speak to a little bit about sort of like,

[1:44:36] like obviously EVs, you know, they're better than cars,

[1:44:38] but there's the question I think about sort of the sustainability

[1:44:41] of sort of the whole process as far as like the energy generation

[1:44:45] and then the car and then the light cycle of the car

[1:44:48] and the battery.

[1:44:49] So like, and maybe that ties in a bit too.

[1:44:52] Maybe also I had a question, like sort of group capacity.

[1:44:54] In general, that's another question.

[1:44:56] I mean, no, that's a good, I mean, to wrap it.

[1:45:00] I mean, the total lifecycle of a combustion vehicle, including construction, you know, through end of life, compared to that of an EV, including construction of the EV, the EV, even with the rare earth mineral minerals required. And the, you know, the more intensive process to build the battery is still 70% of the total environmental impacts of a combustion vehicle. So, when you're looking at the entire lifecycle, even knowing that the

[1:45:29] up front environmental impacts and EV are greater than that of a

[1:45:33] combustor vehicle right now. The total life cycle of that vehicle is still has a

[1:45:38] smaller impact.

[1:45:41] We had an all hands ever sourced just two weeks ago and

[1:45:46] similar questions were coming up in regards to heat pumps because again we're

[1:45:52] electrifying more of the grid decarbonizing, you know how buildings are being

[1:45:56] heated and one of the questions that popped up was, well, if the electricity being generated

[1:46:03] is with natural gas right now, if we're electrifying the grid, it's still being powered

[1:46:09] by a fossil fuel, what is the break point there in terms of overall efficiency, and with

[1:46:19] the exception of the coldest months, for this is just talking about heat pumps, with certain

[1:46:26] exemptions throughout the course of the year, it's still better than, you know, a diesel

[1:46:32] furnace in your home, and then similarly for electric vehicles, even if the way the electricity

[1:46:39] is being generated today is not ideal.

[1:46:43] You're still preparing overall transportation to be ready for, you know, renewable electric

[1:46:51] generation, as well as still, you know, what we're really trying to curb here and the whole point

[1:46:57] of electrifying transportation is reducing the impacts of carbon emissions in higher populated

[1:47:08] areas as one of the most impacted places. So, you know, the part of that trade off is, you know,

[1:47:18] of ideally less kids that have asthma just

[1:47:22] from being in a highly air-fluted area.

[1:47:26] And so that's also part of what goes into does it make sense

[1:47:32] under any other thoughts to add to it?

[1:47:34] That's pretty much the end.

[1:47:38] All right.

[1:47:39] Other questions?

[1:47:40] Dr. Roger in the data.

[1:47:41] I'm going to have a program of my understanding

[1:47:44] mad head up on the screen.

[1:47:45] There was an November like ninth date for a letter of interest.

[1:47:49] But I didn't go to the webinar.

[1:47:50] My understanding was that isn't required, but they're kind of encouraging that potential applicants would be prepared without the request for proposal that's coming out like in January or February or something like that.

[1:48:04] Does anybody has more information about that?

[1:48:06] Yes, you have to submit the letter of intent as a, you know, potential plier to the RFP.

[1:48:15] You should be able to be eligible to be a better OARP.

[1:48:19] You have to submit that first.

[1:48:22] Thank you.

[1:48:23] And you do not have to have a letter of support for the building owner or the landowner or anything like that.

[1:48:31] you know that but that is going to be required when you want some of your

[1:48:37] our paint okay so start thinking about that part okay if you don't have to be

[1:48:42] a landowner to submit a letter of intent in that area I mean you could be a

[1:48:48] city oh yeah you could be planning to lease but I have a building on our gas station

[1:48:57] on our, you know, any of the above for anybody.

[1:49:03] Thank you for using that, Roger.

[1:49:04] David, you had a question as well.

[1:49:07] You alluded to a tax credit program for co-located solar

[1:49:13] and EV charging.

[1:49:15] How does that differ from tax credits available for solar

[1:49:21] and EV charging that may not be co-located?

[1:49:24] Is there a special program that kind of layers on top

[1:49:27] for co-locating?

[1:49:28] So that's a great question. It's the same program that exists now, the investment tax credit,

[1:49:33] which is now back up to 30 percent. But the change that was not previously available to municipalities

[1:49:41] to take advantage of and it now is. So that's what the change is. And I'm saying if you install

[1:49:49] solar and EV, both components of that project are eligible for the investment tax credit.

[1:49:57] If you

[1:49:57] just install EV, that's Ellenville as well. But the bigger bang for your buck would be to do both

[1:50:03] together because it's such a high tax credit that you could take advantage of it for both aspects

[1:50:09] of the project combined, and then changes that it's now available to municipalities whereas previously

[1:50:14] was only available to the revenues. And then I'll see you get all the benefits of sharing cognitive

[1:50:22] infrastructure right when they're actually on top of each other or you're not you know they're

[1:50:27] in two separate areas then you have a lot of additional trenching conduit and potentially panels

[1:50:32] are metering that has to take place whereas when they're stacked on top of each other they can share

[1:50:36] a lot of that and reduce costs.

[1:50:39] Yeah it's a intriguing model to think about for sure. Other questions?

[1:50:47] I wish there was one further down to that.

[1:50:50] That kind of another sort of amorphous question.

[1:50:52] I think anything specific related to sort of the maybe it's multi-family siding,

[1:50:58] and that maybe it's also relative specific to the ever source incentive program.

[1:51:03] I think you said it's also public.

[1:51:05] But then you also mentioned it like each of ways as an example.

[1:51:07] And so I'm just wondering like is it still a requirement that the multi-family siding

[1:51:11] is still publicly accessible, and I was also more generally curious to going to

[1:51:16] latch you. Are we seeing, I guess, for the

[1:51:21] Eversers program, then being located not in the underserved areas? Like, is that

[1:51:25] more targeted towards? We're not targeted, but you know, no, no, no, all the

[1:51:30] questions. So, there is not a requirement for multi-unit dwelling

[1:51:35] installations to be publicly available. And, you know, how does that actually, how

[1:51:40] How does a customer actually interact with a publicly available charger?

[1:51:43] What does that actually look like?

[1:51:44] Well, on, let's say if you have an application on your phone for Amtup, which is a network

[1:51:51] of chargers, you don't think of it like a cell phone, cell phone service area, you open

[1:51:57] up your app for Amtup and you look for chargers that are available.

[1:52:01] The ones that are at a multi-unit dwelling are not required to be listed as publicly available

[1:52:08] charging stations because the IDM, the intent is that they're serving the residents, right?

[1:52:13] Whereas the ones like I mentioned earlier are available, you know, those 12-hour chunks

[1:52:18] of business days are going to be listed as publicly available, charge setting one could

[1:52:24] drive up to.

[1:52:26] In regards to, you know, baseline versus underserved communities, it's different for each of

[1:52:33] the industry sectors, but currently we've seen a, I'm trying to remember if it's which

[1:52:43] way the spread is. So we had it in our annual review, but I believe it is 60, 40, or 60%

[1:52:51] of all of our applications are on the baseline side, and then 40% are on the underserved side.

[1:52:58] So it definitely has assisted in making sure that we're getting, you know, more broad market penetration, but I'll confirm that.

[1:53:07] Thank

[1:53:12] you, Caitlin.

[1:53:13] Other questions?

[1:53:18] How about it?

[1:53:19] Find the investment expert over the Amazon program.

[1:53:22] Yes.

[1:53:24] Thanks for that.

[1:53:26] Let's take the question.

[1:53:29] Any others?

[1:53:32] Just ask the general questions, sort of like your opinions on what are the biggest challenges to overcome?

[1:53:38] come in the next, I don't know, five years or so on EV adoption?

[1:53:43] Yeah, from the, I'm not as concerned about the EV adoption side. I mean, in terms of market

[1:53:50] trends, of purchases of electric vehicles, that is definitely, you know, it's been doubling

[1:53:59] every year essentially for the past five years. So I'm not as concerned from the, you know,

[1:54:05] from the individual wanting to purchase an e-mail system from like the infrastructure side

[1:54:13] I think we're on the right track and we're going to be learning you know JL and I

[1:54:17] JL specifically is going to be learning a lot more over the next year or two in terms of how often our different

[1:54:22] Chargers being used, how long they're being used for you know are the different rates or

[1:54:29] costs per charge types that are more attractive or less attractive to customers. So we'll learn a little bit more on that

[1:54:35] if there's anything that's really acting as a roadblock, but from, you know, really from my perspective,

[1:54:41] as I'm seeing the infrastructure being built out and the challenges of it, permitting and zoning

[1:54:47] and supply chain are the two biggest issues we have. I've worked with multiple contractors who have

[1:54:54] been held up by permitting and zoning six to eight months for a project because they're getting

[1:55:02] just kind of spoon-fed, small changes that have to happen to their project, or you know they're

[1:55:07] not getting feedback for two to three months at a time and then when they are it's because they

[1:55:12] have to tweak their application and then wait for another month or two before they get feedback. So

[1:55:17] that is directly impacting how quickly the infrastructure is being installed and then as well

[1:55:24] you know the supply chain. It's a bigger concern on the DC fast charger side because

[1:55:31] It's higher tech components required to accommodate them, but even from some of the larger

[1:55:38] level 2 installations that students will require switch gears or new meter sockets, those

[1:55:43] are delayed sometimes three, six months or a year depending on the component required.

[1:55:48] Yeah, and when it comes to all that, in regards to a pipeline status, we keep track of all

[1:56:00] filming of a project. For example, so if it's a supply chain, you know, related issue, or if it's

[1:56:07] permitting and zoning, we're looking to find measures to intervene, right? For example,

[1:56:13] if there's a particular town that has more issues than others, then we'll leverage our ability

[1:56:19] to work with community relations, internally to try to mitigate these issues.

[1:56:24] So, you know, we've talked a lot about these charging stations like in maybe public

[1:56:35] accessible areas, but I can see what about from the standpoint of people just charging

[1:56:42] at home.

[1:56:43] And I could see a situation where ranges increase for vehicles that people are mainly charging

[1:56:49] at home? Are there incentive programs or are there any barriers to folks in

[1:56:55] spelling, other types of chargers at home or what do you see for like land, land

[1:57:00] whether any barriers and codes or regulations that? Yeah, on the residential side

[1:57:07] we do have a residential incentive program so we have similarly on the

[1:57:11] residential side a 12-5 product list where we will rebate $100 for each of those

[1:57:17] those chargers, those charter costs are, you know, anywhere between $600, $2,000, so it's

[1:57:24] a significant incentive for our Qualified Product List Chargers on the residential side,

[1:57:31] as well as 500 any wiring upgrades needed to install them.

[1:57:37] And then we also have a, what's called, managed charging program that customers can't, would

[1:57:43] could also apply to and take part at which essentially helps them, helps set up a charging

[1:57:53] time frame for their vehicle. So they, you know, they can come home at 5 o'clock and

[1:57:57] I plug it in, but the charger wouldn't start charging your vehicle until 9 o'clock at night

[1:58:02] where the cost to charge their vehicle would be lower. So there is a residential program

[1:58:11] In regards to safety, like I mentioned earlier, a residential level 2 charger is the same

[1:58:16] thing.

[1:58:17] It's just a dryer plug that's being installed.

[1:58:21] From the safety standpoint, level 2 chargers could just have a dryer plug, or they can

[1:58:27] be wired directly to a panel, being wired directly to the panels to clean the safer option,

[1:58:32] just because the amount of electricity that's passing through is pretty high for a long duration

[1:58:37] of time.

[1:58:40] And then overall in terms of adoption on that end, if you have a Tesla and a Tesla

[1:58:46] charger is not currently on our residential level 2 qualified product list, you can still buy a

[1:58:51] Tesla charger. You would pay for that wholly out of pocket, but you can still obtain the $500

[1:58:56] for the wiring upgrade as well as participating in the managed charging program. So we're very flexible

[1:59:02] in terms of, you know, accommodating what customer vehicles,

[1:59:06] residential vehicles they have, and how they can participate.

[1:59:12] How about one more question?

[1:59:14] Well, we'll take two more. I think I see two minutes.

[1:59:16] Go ahead, ask them. Mine's the clarification.

[1:59:18] It's okay.

[1:59:20] David, did you have one?

[1:59:21] My question was just about the charging standards, the J-1772,

[1:59:26] versus the Tesla funds.

[1:59:28] Did I hear correctly that you're currently requiring

[1:59:32] In order to qualify for your incentives a J-17-72 that is increasing that right

[1:59:39] applied

[1:59:41] And if if all of these manufacturers have

[1:59:45] You know over the next two three years are switching to the other kind of plug

[1:59:49] How easy are difficult how costly is it to change the

[1:59:57] Yeah, so on on all of these chargers the

[2:00:00] All right. I'm going to just have internet right now. The I'll have to get back on terms of, you know, when the the national plug standards rolling out, and I have to confirm, I can't remember if I talk my head if it is then moving to the J 1772 or not. You know, currently when it comes to Tesla, they have what's called the magic doc is their their latest charge station, which.

[2:00:29] accommodates, you know, the older Tesla models as well as the new plug standards. And it's,

[2:00:40] you know, we recently approved that particular core connection for our DC fast charger program.

[2:00:48] So there's no immediate concerns over, you know, connectivity or incompatibility with electric vehicles.

[2:00:58] and most cases, you know, there are, they cost, they're relative, the costs are fairly relative,

[2:01:07] depending on the type of vehicle you have, how old it is and the connection type you're connecting

[2:01:11] to. But, you know, there are single-piece adapters, you know, essentially to have your car be able to

[2:01:17] charge from, you know, multiple charger types if it doesn't immediately accommodate it. So,

[2:01:21] So the expectation isn't going to be, you know, like my town hall just has this outdated

[2:01:28] plug type, and I can't get a charge there.

[2:01:31] It's mostly, you know, especially, it'll be mostly more on the EV owner char or owner

[2:01:36] and operators to say, oh, you know, I have an old EV and I have, you know, universal plug

[2:01:43] adapter for my vehicle.

[2:01:46] Thank you.

[2:01:47] Thank you. Good question. Cheers. So last word on this public at 22 to 25. Section 5c starts on page 15 of 35 and it took it started in January, January 1st, 2023 of the municipality shall require each new construction of a commercial building or multi unit residential building with 30 or more designated parking spaces.

[2:02:15] So it's not by unit. It's by parking spaces. So if you have 30 or more parking spaces for cars or like to be trucks, they have to include electrical vehicle charging infrastructure.

[2:02:26] That's capable of supporting level to vehicle charging stations or direct current fast charging stations. So we have read that to me. You have to

[2:02:35] to get everything but the actual charging station there.

[2:02:38] So they decided to put that in and they did that and put it in.

[2:02:41] But it is the requirement.

[2:02:43] And it's kind of interesting because the state is trying

[2:02:46] to do away with minimal parking requirements and all that.

[2:02:50] So I'm wondering how that conflicts a little bit.

[2:02:53] But I'm sorry.

[2:02:55] You were reading that I was wondering if it's based

[2:02:57] on the parking requirement or based on what's actually

[2:03:00] installed on the developer that was so late.

[2:03:03] a blue rating that the parking requirements are not because they still put it in whatever they feel is necessary.

[2:03:08] You'll hit that 30, if they have 30. So it doesn't say whether they're required or not.

[2:03:15] So, you know, a large whole unit conflict is not in a large portfolio.

[2:03:19] Properties are obviously going to have board space.

[2:03:24] If we could dig into those, but we're going to force it.

[2:03:27] Yeah, they're going to have to do that.

[2:03:31] Right, and I don't believe it's our building department feels it's under there for a few building officials that they would require the infrastructure to be there before the SCO is issued on property.

[2:03:44] So we're treating it through the building department now.

[2:03:47] No, it's not.

[2:03:50] All

[2:03:53] right, well, how about a big round of applause.

[2:03:56] our presenters here today.

[2:04:01] Thank you so much and thank all of you for attending today. We did

[2:04:05] report this session. We did report this session. We'll make it available and we'll send out the

[2:04:11] presentations as well. So I hope you all attend our next workshop in the series. Thank you.

[2:04:37] I'm sorry, doesn't it?

[2:04:42] No, I'm sorry, doesn't it?

[2:04:46] I was chasing it all the time.

[2:04:50] I think you guys don't really remember.

[2:05:58] We can't say it's critical.

[2:06:00] We can't say it's critical.

[2:06:01] It's a personal experience but there's a lot of time.

[2:06:07] There's deep down to it.

[2:06:15] The business itself is full of practice.

[2:06:19] So we have to stop there.

[2:06:22] It's the國家's place that we can't see.

Capitol Planning Region, CT meeting

Transcript