Enid Joffe Clean Fuel Connection, Inc. August 6,

 In EVSE business for 14 years  Grew out of Edison International subsidiary  Sold and installed over 7500 chargers  Installation partner for MINI E program  Woman-owned  Electrical contractor  EV fleet for past 8 years 2

 To the extent possible, mirror the current consumer car buying experience—impulsive, ego-driven.  Ideally should be able to: ◦ Drive vehicle home on day of purchase and charge ◦ Confidently drive beyond 50% of battery range knowing that recharging opportunities are readily available ◦ Be able to travel beyond typical daily route and know there are chargers along the way 3

 None of this will be possible when PEVs are released later this year  So how do ensure positive early customer experience?  Need short term solutions to create positive experience for early buyers  Need long term solutions to achieve customer experience objectives  What are the barriers and how do we address them? 4

 Today—30 to 45 days installation time in CA  Includes site visit, estimate, permit, install, inspection, etc. ◦ Actual install time approx. 4 hours ◦ Pulling permit in person 2 to 4 hours (except LA which has on-line permitting) ◦ Inspection window--4 hours  Barriers: ◦ Multiple stakeholders, multiple hand-offs can create multiple delays ◦ Permit/inspection—local AHJ budget cuts ◦ Panel capacity ◦ Customer education--previous buyers were a carefully screened and selective group; mass market customer EVSE installation profile is unknown ◦ Special meter installations ◦ Cost of installation ◦ Lack of vendor-neutral, customer-friendly tools (think solar calculators) ◦ No garage (ie., urban environments, coastal areas) 5

 Solutions: Short term ◦ Pre-purchase inspections and installations ◦ Install circuit only  Solutions—long term ◦ Subpanel in lieu of panel upgrade ◦ Explore using EVSE to measure kWh consumption for billing purposes ◦ Separate EVSE from vehicle purchase—pre-or post- purchase ◦ Streamlined permitting—on-line permit, pre-inspection activation (ie., NYC, LADWP) universal permit application (NREL/US Car Project) ◦ Plug-in EVSE ◦ New construction requirements 6

 Barriers: ◦ Parking tied to individual units ◦ Residential panel, utility meter and parking not co- located ◦ Small panel size—as low as 30 amp ◦ Dual meter adapters/time of use meters not feasible due to meter configuration ◦ High cost of installation (Examples: Santa Monica, San Francisco) ◦ Landlord tenant relationship—how is cost of electricity purchased ◦ Condo/co-op associations (lengthy approval process) ◦ Lengthier permit process (weeks or months)—plan check ◦ Cost impacts due to blocked utility rates 7

 Solutions—short term ◦ House meter installation ◦ Guest parking installation ◦ EVSE with billing capability ◦ Pre-purchase inspections and installations (a must!) ◦ Curb-side charging by permit; parking meter/charger ◦ Residential charging in public garages (ie., NYC)  Solutions—long term ◦ Sub-metering ◦ New utility service (Code change required?) ◦ New construction requirements ◦ PEV Owner Bill of Rights (similar to Solar Bill of Rights) ◦ Valet parking with fast charge 8

 How much public charging is enough?  Barriers: ◦ Range anxiety is real ◦ No data-driven basis for assessing need for public charging and impact on PEV sales ◦ No data-driven basis for selecting charging locations (last mile, range-extension, frequented locations, along major corridors, predictable locations) ◦ Demand for public charging over time is unknown ◦ Concerns re on-peak demand—no data on charging behavior if residential only vs. public and workplace ◦ Pricing signals—do we need them? Will they work? How does it change behavior? ◦ Business case for public charging 9

 Solutions—short term ◦ DOE/CEC funded projects will provide data on public charging behavior ◦ Research on trade-off between on-peak public charging and increase in off-peak residential load (i.e, does availability of on-peak public charging increase PEV sales and residential off-peak load enough to mitigate negative impact of public charging) ◦ Pricing signals  Solutions—long term ◦ Data-driven answers re driver preferences ◦ Evolution of Fast charging ◦ Research on optimal mix of public, workplace and residential charging ◦ Market forces—as private investment increases, ROI will determine locations 10

 Workplace charging continues to be weak link in EVSE framework  Barriers: ◦ Unknown demand—employers don’t know what to expect ◦ Equity issues—charging benefits small number of employees ◦ Cost—workplace costs high for many parking configurations ◦ Work-place is by definition on-peak; will it reduce off- peak residential demand ◦ Workplace ownership issues complex—ie., leased facilities ◦ Payment for charging 11

 Solutions—short term ◦ Tie workplace charging to corporate GHG reduction goals ◦ Provide employer incentive i.e, for VMT or ridership goals (SCAQMD model) ◦ Explore corporate fleet lease/rental options (ie., Enterprise)  Solutions—long term ◦ Develop ROI models—ie., GHG reduction, employee satisfaction ◦ Explore cost savings models potential vis a vis other fleet cars or corporate rentals ◦ Document impact on employee charging behavior 12

 Disabled Access  Signage  Curbside charging and payment  Plug vs. hardwired EVSE  Drivers without garages ◦ Use of reserved street-side parking ◦ Designated residential charging spaces in public or private parking lots  Public Education--how do we help consumers evaluate their options (prior to vehicle commitment) 13

 State Effort ◦ Collaborative Council (ARB, CEC, CPUC, UC Davis and industry stakeholders)  Regional efforts ◦ Bay Area EV Corridor Project ◦ San Diego Coalition ◦ Ready, Set Charge!  Submitted Plan to CEC for 6 Statewide Coalitions to support regional efforts already underway  Local Efforts ◦ Workshops with Building Officials in No. CA ◦ ICC effort to educate membership ◦ Ready, Set Charge! template for local PEV readiness  Riverside is the pilot site 14

 Current Status: ◦ A lot of energy and activity around PEV and the beginnings of a statewide plan  We will not have many of the issues resolved by rollout but are trying to establish short- term solutions  Long-term solutions are complex (ie., getting uniformity among local jurisdictions) and some years out 15

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