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Fueling a Low-carbon Future in Utah: The Role of Hydrogen [C2ES]

by Christina Cilento Center for Climate and Energy Solutions, June 2022Original Article Here

“As an energy exporter with significant renewable resources and a strategic location in the west, Utah will be key to accelerating the United States’ energy transition. Recently, the state has garnered international attention for its growing role in the bourgeoning hydrogen industry, with multiple industry-leading projects underway. Barriers remain to deploying hydrogen in a low-carbon future, but Utah has potential to play a leadership role in the hydrogen sector if it can address its own unique barriers. This brief provides insights from a C2ES roundtable held in November 2021 that explored the future of hydrogen in Utah. It highlights the benefits hydrogen can bring to the state, Utah’s unique advantages in the growing hydrogen industry, and the challenges that must be addressed to unlock hydrogen’s decarbonization potential, both in Utah and beyond”

Hydrogen is having a moment.

Heralded for decades as the “fuel of the future,” the most common element in the universe is again gaining recognition for its potential role in decarbonizing some of the most challenging sectors of society.

Hydrogen investments in the United States doubled in value between 2020 and 2021. In addition, the Department of Energy has launched a Hydrogen Shot initiative to drastically reduce the price of clean hydrogen. Congress has expressed support for clean hydrogen, too, including passing billions of dollars for hydrogen technology as part of last year’s bipartisan infrastructure law.

Numerous states are now vying for a slice of that funding, including Utah, which has earned international attention for its multiple industry-leading hydrogen projects.

To explore the opportunities and challenges for clean hydrogen in Utah, C2ES held a virtual roundtable discussion in November 2021. Our state policy team brought together more than 90 local leaders from business, state, and local government, nonprofits, universities, and other organizations, who shared their views on the future of hydrogen in the state.

The outcomes from the roundtable are detailed in our new policy brief, Fueling a Low-Carbon Future in Utah: The Role of Hydrogen.

We learned that interest in hydrogen in Utah is high, from government and private sector investors making high-profile hydrogen deals to curious local government leaders who’ve heard the hydrogen hype and want to know more.

But with that interest come questions. What impact will hydrogen production have on Utah’s water availability and air quality? For which applications will hydrogen be a competitive decarbonization tool? And what can the state do to improve public awareness and hydrogen infrastructure in a way that can foster market growth for hydrogen technologies?

These questions may be driven by Utah-specific concerns, but they apply to the hydrogen industry’s success at both the national and international levels. Answering these questions and better characterizing hydrogen’s potential in locally relevant ways will be critical to scaling the sector and realizing the tangible benefits hydrogen can bring across the country, including the potential for improved air quality, jobs, infrastructure improvements, and more.

Major points during the discussion included:

  • Utah is well positioned for a key role in growing the hydrogen sector. The state is strategically located in the West, with connections to major population and trade centers. Its growing logistics industry, with trucking and rail centers, is a natural user base for hydrogen technologies. As an energy-producing state, Utah also has ample infrastructure, a workforce with expertise that can apply to hydrogen investments, and high renewable energy potential essential for economically producing hydrogen via electrolysis. Furthermore, as the host to the largest “Gulf-style” geologic salt dome in the Western United States, Utah has a competitive advantage in hydrogen storage that is already in development.
  • Hydrogen faces barriers in the state that reflect broader societal challenges. These include concerns about water availability for green hydrogen production, especially given Utah’s growing drought, which led some in the group to suggest natural gas-based hydrogen is more appropriate for the state. But in Utah’s notoriously leaky Uinta Basin, fugitive methane emissions, roughly three times the national average, are a serious impediment to producing low-carbon hydrogen. Utah’s multiple air quality challenges also make it crucial to ensure that hydrogen production and use minimize criteria pollutant emissions–like nitrogen oxides (NOx)–which are released when hydrogen is burned. In addition to these Utah-specific concerns, participants pointed out a variety of barriers facing the sector as a whole, including cost challenges; lack of hydrogen infrastructure, such as fueling stations and pipelines; and the need to bolster public awareness and create demand to grow the market for these technologies.
  • Hydrogen can bring numerous benefits to Utah, but the state needs intentional planning and policies to realize them. By effectively addressing the barriers above, Utah can ensure communities benefit from the growth of hydrogen. For instance, workers whose jobs depend on Utah’s fossil-heavy energy sector can channel their expertise into emerging hydrogen opportunities in the clean energy transition. With effective air pollution control measures, hydrogen can also help improve Utah’s air quality by eliminating criteria emissions from sources like trucks or trains. Finally, the state can capitalize on its competitive business environment and growing startup ecosystem to attract new investment and make Utah a hub for hydrogen innovation in the West.

Read the full brief to learn more: Fueling a Low-Carbon Future in Utah:The Role of Hydrogen

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Cedar City’s newly improved CNG Station touted as environmentally friendly and cheaper than gas [St. George News]

Copied from St. George news on June 10th, 2022

Cedar City’s newly improved CNG Station touted as environmentally friendly and cheaper than gas

CEDAR CITY — Drivers of vehicles fueled by compressed natural gas now can access a more efficient fueling station at Cedar City’s J R’s Truck Stop, which Utah Inland Port Authority’s executive director Jack C. Hedge said will both cost and pollute less.

A group photo taken just before the ribbon-cutting for the newly improved CNG station at JR’s Truck Stop, Cedar City, Utah, May 25, 2022 | Photo by Free Reyes, St. George News

On May 25, officials from Dominion Energy and their partners gathered at the truck stop for the ribbon-cutting ceremony for the newly improved CNG station.

Dominion Energy’s partners included the Utah Inland Port Authority, Utah Clean Cities, Lancer Energy,  J-W  Power company and American CNG.

“It’s been a collaboration of competitors and we’ve come together for a cause and it’s a great story to share,” said Dominion Energy Manager of Operations Brett Brown, adding that the station offers a functional option for large truck transport.

Brown said the station originally was established in 2014 and that customer volume has increased by 300% over the last three years.

Customer demand prompted Dominion Energy to send a team to Tulsa, Oklahoma, to learn about increasing pump speeds – J-W Power Company’s compressor technology, which now is being utilized at the new station.

Brown said it would take about 45-50 minutes to fill a large truck’s tank with natural gas before the improvements, but that time’s now been cut to approximately 10 minutes, making it the fastest in the state. Filling up at the new CNG station takes less time than at a regular diesel fuel pump, Hedge added.

Sales director Nate Thacker using the CNG station at JR’s Truck Stop, Cedar City, Utah, May 25, 2022 | Photo by Alysha Lundgren, Cedar City News

“And time means money to a truck driver,” he said.

Additionally, a unit of natural gas is less than half the price of a gallon of diesel, Brown said. With inflation heavily impacting fuel prices, adding cost-efficiency can reduce the price of end products, said Hedge.

Sales Director Nate Thacker and his team from American CNG presented a hybrid bus that runs on a blend of natural gas and diesel fuel, which served as a backdrop to the celebration.

The bus has a short drive range of approximately 70-100 miles, but other models can travel farther. The technology can be used with any existing diesel asset, Thacker said.

American CNG converts diesel-fueled vehicles so they will run on blended fuel types, so having access to both CNG and diesel at the truck stop is “phenomenal,” said Thacker.

“We’re super excited about this,” he said. “I’ve got my own vehicle. When I drove down, I decided to stop at this one and fuel up here versus the slower filling stations at other places – come in here real quick and get it done.”

Dominion Energy currently has over 230 vehicles running on natural gas within their service area, said Brown, adding that there are 22 CNG stations within Utah and Wyoming.

Location and freight

Interstate 15 is one of the most important freight corridors in North America and Cedar City is an important waypoint for cargo and goods between the “giant markets” on the west coast and production areas of the Midwest, Hedge said.

Trucks pulled up to the CNG station at JR’s Truck Stop, Cedar City, Utah, May 25, 2022 | Photo by Free Reyes, St. George News

“That’s why this place has become such a hotbed for truck stops, truck maintenance and refueling and tire repair and all those things,” he said. “It’s because of its location.”

Hedge said 30-40% of the nation’s import and export cargo flows through Utah. Of goods consumed on a daily basis, 90% come from the ports of Los Angeles and Long Beach, California and travel into Utah by truck.

“So something like this is super important to reduce the carbon footprint,” he said.

The Utah Inland Port Authority was created by the State Legislature in 2018 to evaluate the movement of goods transferred to and from Utah, Hedge said.

Its mission is to promote smart, sustainable logistics solutions through infrastructure investments, added the organization’s Chief Operating Officer Jill Flygare.

Trucks pulled up to the CNG station at JR’s Truck Stop, Cedar City, Utah, May 25, 2022 | Photo by Free Reyes, St. George News

“(The CNG station) really fits well within our mission of building out the infrastructure that moves goods more efficiently through the system,” she said. “And it helps with our jurisdictional area and getting those goods to all of the end-users within the Intermountain West.”

UPS moves freight between Southern California and its distribution center in Salt Lake City, covering the entire intermountain region, Hedge said, adding that access to CNG stations reduces the carbon footprint associated with that work and makes moving cargo more efficient and cost-effective while improving air quality.

“If you bought it, a truck brought it,” he said. “Literally … everything came in a truck. Projects like this are going to make that movement by truck more efficient, less polluting, less costly.”

The supply chain is the lifeblood of the economy, Hedge said.

 

 

Sustainability

Large truck transportation is likely the biggest offender of urban emissions, said Brown, adding that diesel-fuel emissions can be reduced to near-zero by utilizing renewable natural gas, like that available at the truck stop. Renewable natural gas can be harvested from facilities that produce it naturally, such as landfills, wastewater treatment plants and farms.

The CNG station at JR’s Truck Stop, Cedar City, Utah, May 25, 2022 | Photo by Alysha Lundgren, Cedar City News

The benefits go beyond the point of zero emissions because the station is utilizing renewable fuels that otherwise would have been released as greenhouse gasses, said Tammie Bostick, the executive director of Utah Clean Cities.

Utah Clean Cities is part of the Department of Energy’s Vehicle Technologies Office and has been working on vehicles that use alternative fuel and related infrastructure in Utah for 35 years. The organization is focused on Utah-based energy, such as renewable natural gas, electric and propane, she said.

Additionally, the organization is working to make hydrogen fuel more accessible. The gas can be produced from methane with a process called steam methane reformation and then injected into a pipeline to be transported to a distant location or used on-site at an H2 station, said Bostick.

Because the fuels are all sourced stateside, local decision-making, the use of local infrastructure and vehicles and energy independence all will be encouraged, Bostick said, adding that rising gas prices should serve as a reminder to consider alternatives.

“We have one opportunity – and it’s now – to get it right,” she said. “And so getting it right with advanced and alternative fuels is our opportunity today. And so, when we look at the Build Back Better funding, don’t shake your head and say, ‘Ah! Federal dollars, just coming our way.’ Shake your head yes and open your hand and make a plan because this is the time to make your plans and to have your transportation opportunities be realized.”

A truck filling up at the CNG station at JR’s Truck Stop, Cedar City, Utah, May 25, 2022 | Photo by Alysha Lundgren, Cedar City News

The Utah Inland Port Authority is partnering with Dominion Energy and Lancer Energy to build advanced fuel facilities like the one at J R’s Truck Stop across Utah, Hedge said. The organization is also part of the Project Beehive initiative which aims to develop a renewable fueling station in Salt Lake City that will provide multiple refueling options, including hydrogen, electric and CNG.

“We hope to replicate this in numerous locations around the state,” he said. “We’re moving as fast as we can move to get these done.”

Renewable natural gas has been available at the truck stop since 2020, reducing greenhouse gas emissions by an estimated 8,000 metric tons, which Brown said is the equivalent of removing approximately 3,490 cars from the road.

Dominion Energy is working with partners in an effort to be an industry leader in sustainable energy, Brown added.

“We’d like to leave places better than we found them,” Brown said.

 

 

Vehicle conversion

American CNG sells replacement and original equipment manufacturer parts that can be used to convert a vehicle to run on dedicated natural gas or blended fuel. Thacker said the company realized there was a “hole in the market,” because of the long waitlist to purchase CNG vehicles.

A mock-up of how American CNG plans to paint the hybrid bus that runs on a blend of diesel fuel and CNG, which they’ll use to visit schools, no date or location specified | Image courtesy of American CNG, Cedar City News

The company’s primary focus is to help users of diesel engines transition into alternative fuel, said Thacker, adding that the hybrid technology allows drivers to begin using CNG as they purchase dedicated technology.

Additionally, the parts are transferable. If a school district replaces a 20-year-old bus, they can install the parts in the new vehicle.

American CNG also sells parts to other companies to convert diesel and gasoline engines, as well, Thacker said. And the company plans to convert 100,000 trucks in the next five years and 1,000 by 2023.

“Our technology is essentially a bridge to allow people to start moving into the alternative fuel technology,” he said. “And we’re just here to grow the infrastructure and the awareness as much as possible”

Updated June 13, 1:10 p.m.: Adds information about making hydrogen fuel more accessible.

Photo Gallery

 

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Tech Q of the Week: Role of Electric Utilities in Owning Charging Equipment?

Information provided by Technical Response Team (May 2022)

 

Which states allow electric utilities to own electric vehicle (EV) charging equipment? What is the role of electric utilities in owning EV charging equipment?

 

Please see the Alternative Fuels Data Center (AFDC) Examples of Utility-Related Laws and Incentives webpage for a summary of utility programs that promote and incentivize EVs and EV charging infrastructure and for multiple examples of utility EV programs. Some state legislatures pass mandates that require utilities to begin incentive or pilot programs. Similarly, state governors may issue executive orders that require utilities or commissions to begin a program. Typically, these mandates support a state goal related to zero emission vehicle deployment, EV charging infrastructure, or greenhouse gas emissions reductions. Utilities must still get commission approval for new rates, rebates, grants, and programs even though the state legislature or governor mandated the program(s).

 

Utah

  • Utah is one state that has directed programs with utility-owned EV charging stations:
  • House Bill 296, 2020, and Utah Code 54-4-41 authorize the Utah Public Service Commission (PSC) to establish a large-scale EVSE program with utility-owned EVSE, EVSE rate structures, and public education. This bill stimulates utility filings with the Utah PSC, but the bill alone does not require that utilities submit filings. Instead, Utah’s legislature requires that the commission make funding available for EVSE programs. Whether utilities will be required to submit a filing rests on whether the PSC requires utilities in its jurisdiction to file for the program or not.

 

Colorado

Colorado  has also authorized utility-owned EV charging stations:

  • Public Electric Utility Services Authorization
  • Public electric utilities may provide electricity to charge EVs as unregulated or regulated services and may recover the costs of distribution system and infrastructure investments to accommodate EV charging. The Colorado Public Utilities Commission (Commission) should consider revenues from charging EVs in the utilities service territory in evaluating the retail rate impact from the development of EVSE, which cannot exceed 0.005% of the total annual revenue requirements of the utility.
  • Public electric utilities are required to file an application with the Commission for widespread transportation electrification programs every three years. Programs may include investments or incentives to facilitate the deployment of customer- or utility-owned EVSE and associated electrical equipment, facilitate electrification of public transit and other vehicle fleets, rate designs or programs that encourage EV charging, and customer education, outreach, and incentive programs that increase awareness of transportation electrification.(Reference Colorado Revised Statutes 40-1-103.3, 40-3-116, and 40-5-107)

 

Other states that allow utility-owned EV charging stations include Nevada, Kentucky, Florida, and Arizona.

 

The U.S. Department of Transportation’s Rural EV Toolkit provides an overview of the importance of electric utilities in developing EVSE:

“Electric utilities are responsible for the delivery of electricity to homes and businesses, including metering, billing, and customer service. Accordingly, utilities play an essential part in the rollout of EV charging infrastructure, and they are among the first partners that should be considered for EVSE installations.

Utilities have a strong interest in the deployment of EVSE, and they have been investing heavily in both the deployment of EVs and the rollout of charging infrastructure. In the first seven months of 2020, State regulators approved more than $760 million in proposed utility investments in transportation electrification. The majority of these programs involve either direct utility ownership of EVSE installations or “make-ready” programs in which utilities pay for necessary site upgrades.”

 

Further, see the Rural EV Toolkit webpage on Project Development and Scoping, which provides an overview of different ownership models and the different levels of ownership a utility may have of an EV charging site. In particular, see the section and graphic underneath the Decide on Ownership Model. The EVSE Only and Full Ownership models are two models where the utility owns the EVSE. The Rural Toolkit also acknowledges that state regulations may impact how utilities own and manage EV charging infrastructure. These regulations vary widely and therefore pose different considerations for potential business models and arrangements among site hosts, electric utilities, and charging station network operators. 

 

Regarding full ownership models, the following excerpt from the Avista Transportation Electrification Plan describes why the electric utility chose the ownership models in their EVSE pilot program:

“Avista chose the “EVSE only” and “full ownership” models for the EVSE pilot as an alternative to other, more common utility EVSE rebate and “make-ready” programs. It was felt that by utilizing existing supply panels and other supply infrastructure owned by the customer in residential and commercial locations in the “EVSE only” model, costs could be much lower than comparable “make ready” installations with new dedicated services and infrastructure. Further, it seemed possible that utility EVSE ownership and maintenance might be an effective way to provide the most value and satisfaction for customers in terms of reducing the costs, risks and difficulties of installing EVSE, while providing a means for effective load management, without the need for further incentives or a time-of-use (TOU) rate to shift peak loads. Due to the more substantial investments and effort to implement DC fast charging sites and maintain them, the full utility ownership model was chosen to ensure long-term DC fast charging operability and public access.“

 

Finally, electric utilities are highly engaged in the development of EV charging. More than 60 electric utilities make up the National Electric Highway Coalition (NEHC), which is a collaboration among electric utilities committing to create a network of direct current (DC) fast charging stations connecting major highway systems in the United States. The coalition member companies serve more than 120 million U.S. electric customers in 48 states. NEHC utility members agree to ensure efficient and effective fast charging deployment plans that enable long distance EV travel, avoiding duplication among coalition utilities, and complement existing corridor DC fast charging sites. A full list of NEHC members is available on their fact sheet.

 

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Drive Clean Rural USA program demonstrates alternative vehicle use in Southern Utah [St. George News]

Copied from St. George news on June 4th, 2022

Alternative fueled vehicles are being explored by the Drive Clean Rural USA program, Zion National Park has two battery-electric buses, Springdale, Utah.

ST. GEORGE — Alternatives to fuel-driven vehicles may soon be on the road as Washington County and five counties in Southern Utah explore the Drive Clean Rural USA program opportunities. 

Photo illustration courtesy of Pexels, St. George News

The program is funded in part by the Department of Energy Vehicles Technology program. Utah is one of eight states chosen for the project, which involves county government and private fleet partners. The groups will receive free assistance from Utah Clean Cities once they commit to the program. The three-phase project will run through June 2024.  

“The pilot project goes into rural communities to work with them to build out an advanced alternative transportation plan with the alternative fuels in Utah: propane, electric, natural gas and possibly hydrogen,” Tammie Bostick, Utah Clean Cities Coalition Executive Director, said.

According to the Utah Clean Cities website, the program assists local governments and organizations save money by transitioning vehicle fleets to clean fuels and advanced vehicle technologies. Large cities nationwide have many businesses, hospitals, schools, and local governments that have started the process.

Bostick said that rural communities often miss out on the benefits of alternative transportation because they don’t have enough access to information, infrastructure, and financing support.
An electric bus in Zion National Park, Utah, date not specified | Photo courtesy of the National Park Service, St. George News

The goal of the program is to help communities build an advanced alternative transportation plan designed by the community’s leadership and their fleet expertise.

A Drive Clean Rural Utah tour is currently in the planning stages for Southern Utah and other rural Utah communities to demonstrate state-of-the-art alternative vehicles. Bostick said this would allow different regional communities to try out the various state-of-the-art vehicle options for alternative transportation. 

She said that the demonstrations would start ideally at Zion National Park, head to Bryce Canyon National Park, and then finish in Moab, bringing along nearby parks and public lands.

These partnerships are in the negotiation stages, Bostick said. Later, they hope to demonstrate the vehicles at more parks around Utah, including state parks, national monuments, and other recreation areas.

“For the parks, we have a collection of six to eight all-electric vehicles, everything from light-duty trucks to full-size trucks to sporty three-wheelers. There are some ideally sized small utility size yard trucks,” Bostick said. “We plan to launch a campaign across our major national parks and possibly state parks if our timeline permits.”

The communities and organizations could try out these advanced vehicles for a few weeks at a time to see if the new technologies are comparable to traditional vehicles.  

“We think they are really going to enjoy the electric vehicles in the parks, as the range is perfect and the fueling is on-site. It is a plug-and-go system,” Bostick said.

A public demonstration of the Drive Clean Rural Utah program is in the planning stages for St. George through the Five County Association of Governments (FCAG).

“We definitely need to look at this program; we’re excited,” Scott Buys, FCAG Mobility Manager, said. “We are interested in becoming more educated and seeing what options are out there.” 

Buys said there’s a big push to give attention to rural areas from the Utah Department of Transportation. He was recently in a meeting where the Utah Department of Transportation discussed long-range alternative transportation.

Alternative transportation would help the environment and the residents that FCAG serves.

“I’m an advocate for what we call our target population, which is seniors, people with disabilities and low income, accessing public transportation for the five counties,” Buys said. “That’s Garfield, Kane, Beaver, Iron and Washington County, so it’s a big area. With this comes some geographical challenges because we have mostly rural areas.”

Buys said larger towns like St. George and Cedar City already have many buses. But in the rural areas, it’s a challenge to keep drivers since wages are sometimes lower. But he is optimistic due to the recent federal funds set aside for the program.

“I understand that the feds allocated additional funds for rural areas, which I’m delighted to hear because that’s where a lot of our needs are even though they’re a smaller population,” Buys said. “Sometimes the rural areas can be the ones that get left out and yet have some of the greatest needs; whether it’s transportation, medical attention, and those sorts of things.”

Buys said FCAG is learning more about the program and how they can be involved more with the Drive Clean Rural USA program. 

“One of the big questions is affordability,” Buys said. “We’re supportive if we can find ways to have cleaner air and improve the quality of air and the emissions in all communities.”

 Buys said the program is unique because it’s not just electric vehicles. Many different alternative fuels are being explored. 

Businesses and non-profits can receive incentives for fueling these alternative fueled vehicles. In the case of electric cars, Rocky Mountain Power offers incentives for installing electric vehicle charging stations, covering up to 75% of charger costs depending on the project. According to the Drive Electric Utah website, electric vehicle charging will help encourage clean transportation and improve Utah’s air quality.

Federal tax credits of up to $7500 for all-electric and plug-in hybrid cars purchased after 2010 are available. The credit amount will vary based on the battery’s capacity to power the vehicle. According to the U.S. Department of Energy, state and local incentives may also apply.

According to the Drive Electric Utah website, there is a grant for businesses, non-profit organizations, and other governmental entities to apply for reimbursement of up to 50% of the purchase and installation costs for electric vehicle supply equipment. This grant is the workplace charging program funded by the Utah Department of Environmental Quality, DEQ.

For webinars and events about different types of fuel, click here.

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Using Mapping Tools to Prioritize EV Charger Benefits to Underserved Communities

*Utah Clean Cities was a selected reviewer for this report

Report by Argonne National Laboratory – Energy Systems and Infrastructure Analysis Division
May 2022

 

A new Argonne report describes the important role mapping tools play in incorporating equity goals in planning, implementation, and evaluation of investments in EV chargers such as the NEVI Program. The report, “Using Mapping Tools to Prioritize Electric Vehicle Charger Benefits to Underserved Communities,” was authored by Argonne and Margaret Smith, DOE-VTO. Building on the Justice40 Initiative, the report has examples of how to apply mapping tools to identify priority locations for installing EV chargers with the best potential to benefit energy and environmental justice underserved communities.

 

 

“Mapping tools can play an important role in incorporating equity into planning, implementing, and evaluating investments in electric vehicle (EV)
charging stations, also referred to as EV chargers or electric vehicle supply equipment (EVSE). Federal, state, and local organizations need methodologies for using mapping tools as they pursue equity-focused goals to ensure that the benefits of investments in EV chargers flow to energy and environmental justice (EEJ) underserved communities. This report provides examples of how to apply mapping tools to identify priority locations for installing EV chargers that may benefit EEJ underserved communities through four EV charger planning approaches: corridor charging, community charging, fleet electrification, and diversity in STEM and workforce development”

 

 

 

 

In this report, we explore four EV charger planning approaches: corridor charging, community charging, fleet electrification, and diversity in STEM and workforce development. We document these approaches to prioritizing EV charging station benefits to EEJ underserved communities using mapping tools developed through robust stakeholder engagement with industry leaders.

The objectives used in the four approaches intersect and can be customized to meet specific energy and environmental justice goals. Approach objectives include:

  • Build a nationwide network of FHWA-designated EV corridors;
  • Accelerate equitable adoption of EVs, including for those who cannot reliably charge at home;
  • Implement the Justice40 goal that 40% of overall benefits of Federal investment in EV charging flow to DACs;
  • Identify priority census tracts for DCFC placement within 1 mile of EV corridors that benefit nearby EEJ underserved communities;
  • Identify priority census tracts for community EV charging (Level 2 and/or DCFC) that benefit nearby EEJ underserved communities;
  • Decarbonize the transportation sector including fleet vehicles that operate in EEJ underserved communities;
  • Increase diversity in science, technology, engineering, and mathematics (STEM) jobs through EV charger placement; and
  • Increase workforce development opportunities for EEJ underserved communities through EV charger placement.

View the Report Here

June 2022 Newsletter

 

 

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Federal Funding for Electric Vehicle Charging Infrastructure Report 2022