City of
Santa Clara Fleet
Electrification Plan
Prepared by the Center for Sustainable Energy
for the City of Santa Clara
January 2021
© 2021 Center for Sustainable Energy
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Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 3 Contents
About the Fleet Electrification Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Step 1: Assess Funding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Step 2: Apply for EV Infrastructure Funding Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Step 3: Assess Existing Energy Patterns and Vehicle Replacement . . . . . . . . . . . . . . . . . . . . . . 10 Step 4: Procure Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Step 5: Workforce Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Step 6: Successful Greenhouse Gas Reductions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Lessons Learned from Similar Fleets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Chapter 1: Funding Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Current Funding Utilizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Fleet Replacement Budgets ....................................................................... 19 Low Carbon Fuel Standard ....................................................................... 19 Cap & Trade Allowance Revenue ................................................................ 20 CEC EV Blueprint Phase II ...................................................................... 20 Estimated Costs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Vehicles .......................................................................................... 20 Chargers and Infrastructure ..................................................................... 21 Lighting and Auxiliary Systems .................................................................. 21 Upfront Cost Mitigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Infrastructure Mitigation Tactics and Strategies .............................................. 22 Incentive Programs .............................................................................. 23 Ongoing Cost Mitigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Low Carbon Fuel Standard ...................................................................... 28 Summary of Funding Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Short Term ........................................................................................ 33 Medium Term .................................................................................... 34 Long Term ........................................................................................ 34 Chapter 2: EV Charging Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Electrical Load Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Charging Analysis: Police Administration Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Charging Analysis: Fire Station #2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Charging Analysis: Central Park Library . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 4 Site Charging Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Energy Efficiency Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Load Management Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Intelligent Power Optimization .................................................................. 51 Integrated Solar Generation ..................................................................... 52 Battery Buffering ................................................................................. 52 Fleet Management and Telematics .............................................................. 52 Distributed Energy Resource Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Potential DER Solutions ......................................................................... 54 Applicable Time-of-Use Rates ................................................................... 56 Net Energy Metering ............................................................................. 57 Energy Code (Title 24) Considerations .......................................................... 57 Chapter 3: EV Fleet Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Identification of Electric Replacement Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Light-Duty Fleet ................................................................................. 60 Medium-/Heavy-Duty Fleet ..................................................................... 62 Other Considerations ........................................................................... 64 EV Replacement Timeline Proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Light-Duty Fleet ................................................................................. 66 Medium-/Heavy-Duty Fleet ..................................................................... 68 Other Considerations ............................................................................ 70 EV Replacement Cost Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Light-Duty Fleet .................................................................................. 73 Medium-/Heavy-Duty Fleet ...................................................................... 75 Other Considerations ............................................................................. 76 Chapter 4: Workforce Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Fleet Management & Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Understanding EVs and Building a Case for Procurement ..................................... 80 Planning Vehicles with Infrastructure ......................................................... 80 Tracking EVs: GPS Fleet Management Software Integration .................................. 81 Regulatory Legislation: Light-, Medium- and Heavy-Duty ZEVs .............................. 82 Funding Opportunities for Training ............................................................ 84 Fleet Technicians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Introduction to EV Technology .................................................................. 85 Vehicle Safety, Maintenance and Operations (M&O) ........................................... 86 EV Infrastructure Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Installers .......................................................................................... 87 Maintenance ..................................................................................... 88 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 5 Demand Response and Load Management ..................................................... 88 First and Second Responder Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 First Responders: Fire and Police ............................................................... 89 Second Responders: Tow Truck Operators ..................................................... 89 K-12 and Adult Education . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Introduction to EV Technology ................................................................. 89 Green Jobs ....................................................................................... 90 Training Resources Available .................................................................... 91 Chapter 5: Greenhouse Gas Emissions Reductions Analysis . . . . . . . . . . . . . . . 93 Greenhouse Gas Emission Reductions Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Light-Duty Fleet ................................................................................. 94 Medium-/Heavy-Duty Fleet ..................................................................... 96 Other Considerations ............................................................................. 97 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Appendix A: Public Safety Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Appendix B: Replacement Table for Existing Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 Appendix C: General Purpose Vehicle Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Appendix D: Public Safety Vehicle Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Appendix E: Energy Code Requirements for Parking Lot Lighting . . . . . . . . . . . . . . . . . . . . . 105 Appendix F: Number of Chargers and Connectors to be Installed at Each Site to Support Fleet Electrification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 6 City of Santa Clara
Fleet Electrification Plan
About the Fleet Electrification Plan
This Fleet Electrification Plan proposes specific, actionable short- and long-term steps derived from the fleet and infrastructure analyses conducted by the Center for Sustainable Energy (CSE). The short-term actions prioritize early wins that can generate support and build momentum for the long-term actions. The plan also identifies specific departments responsible for implementation and timelines for specific actions. The steps listed in the implementation plan are consistent with the City of Santa Clara’s Climate Action Plan (CA P).
About City of Santa Clara and Silicon Valley Power
Silicon Valley Power (SVP) the City of Santa Clara’s municipal electric utility, has been providing electricity to city customers since July 1896.
SVP provides affordable, reliable electricity and power infrastructure to city residents and businesses. The utility is recognized as a leader in the renewable power space and regarded as a trusted energy advisor that customers can depend on. Silicon Valley Power’s business model demonstrates the value of the nonprofit, community-owned utility and its accountability to shared community ideals.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 7 Executive Summary
Ground transportation fleets are one of the most visible greenhouse gas emitters to Santa Clara communities being served by government operations. According to the City of Santa Clara’s 2013 Climate Action Plan , the transportation sector was the second largest contributor of community greenhouse gas emissions in 2008, generating approximately 523,000 metric tons of carbon dioxide equivalent (CO2e).
In order to reduce transportation emissions, CSE recommends the following steps to electrify the municipal fleet and taking advantage of currently available electric vehicle and charging infrastructure funding opportunities. Funding, electrical vehicle infrastructure and vehicle procurement recommendations are made from earliest to latest in the fiscal year (July 1–June 30) with short-, medium- and long- term action items defined as follows:
Short term (1-3 years)
Medium term (3-5 years)
Long term (5-10 years)
The greenhouse gas emissions analysis and workforce development recommendations are ongoing items that should be implemented throughout the fleet lifetime. The recommendations capture a snapshot in time of where the City of Santa Clara currently is in the fleet electrification journey and offers steps to consider based on fleet electrification best practices and lessons learned from similar fleets that have completed the fleet electrification process.
Step 1: Assess Funding
While upfront costs of electric vehicles (EVs) are decreasing, as the technology advances and the number of available models increases, fleet vehicle replacement and infrastructure build-out remains expensive. This plan highlights funding opportunities available from various sources for both plug-in EVs and EV infrastructure (EVI).
As the fleet electrification plan gets underway, the City of Santa Clara should do the following.
• Continue to quantify and redeem any earned Low Carbon Fuel Standard (LCFS) credits
• Determine the current budget for fleet replacements and charging installations • Identify high-priority sites and vehicles to be replaced • Procure and install charging equipment at highest-priority sites • Acquire subscriptions to charger networking services
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 8 The city should review opportunities from the Clean Vehicle Rebate Project (CVRP) for light-duty replacement options and the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) for medium- and heavy-duty options. If the city procures vehicles on the HVIP list, affiliated vendors should be contacted. In procuring light-duty vehicles, the city can apply for any CVRP eligible vehicle incentives within three months of acquisition. For charging infrastructure incentives, the city should connect with the California Electric Vehicle Infrastructure Project (CA LeV IP). Lastly, the city should purchase subscriptions to vehicle monitoring services prior to the deployment of their electric fleet.
Listed below are significant short-, medium- and long-term action items for the City of Santa Clara when considering fleet electrification.
Short- Term Actions
• Assess the nearest-term vehicle replacements and determine which will be prioritized in Year 1 and succeeding years.
• By the end of Year 3, procure and install 86 charging connectors at identified sites, leveraging CALeVIP incentives as possible in Year 1. • By the end of Year 3, procure, deploy and monitor vehicles across identified sites, leveraging HVIP and CVRP as possible through Years 1–3. • Quantify and claim LCFS credits on EVI.
Medium-Term Actions
• Assess moderate-term vehicle replacements and determine which will be prioritized in each year.
• By the end of Year 5, procure and install charging connectors as appropriate to the number of vehicles at identified sites.
• By the end of Year 5, procure, deploy and monitor vehicles across identified sites, leveraging HVIP and CVRP as possible.
• Quantify and claim LCFS credits on EVI.
Long- Term Actions
• Assess long-term vehicle replacements and determine which will be prioritized in each year.
• By the end of Year 10, procure and install charging connectors as appropriate to the number of vehicles at identified sites.
• By the end of Year 10, procure, deploy and monitor vehicles across identified sites, leveraging HVIP and CVRP as possible.
• Quantify and claim LCFS credits on EVI.
For a detailed version of the funding analysis, see Chapter 1: Funding Analysis.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 9 Step 2: Apply for EV Infrastructure
Funding Programs
Existing and near-term EV infrastructure incentive programs identified as part of Step 1 should be reviewed to determine funding availability and timelines. Some, such as CALeVIP, are first-come, first-served programs that have dedicated project timelines that must be closely followed in order to receive funding; these must be known beforehand and incorporated into planning efforts. Visit CALeVIP’s Peninsula-Silicon Valley Incentive Project website for the latest details on funding.
The city’s EVI installation process should progress as follows:
• Determine which sites to prioritize for near-term fleet adoption • Assess each site to determine the available electrical capacity, available physical space and the number of ADA stalls that will be needed for California Building Code compliance
• Begin make-ready process (trenching, conduit, stub-outs) • Install chargers
• Procure vehicles
Short- Term Programs
The most relevant EV charger incentive program is the Peninsula-Silicon Valley Incentive Project, which can support up to 20 Level 2 chargers or six direct current fast chargers (DC fast chargers or DCFCs), at up to $4,500 per Level 2 connector and $70,000 per DC fast charger. Buying down the initial price of the chargers will be important in improving the overall business case of the equipment needed to support the nearest-term fleet electrification.
Additional cost recovery can be projected by factoring in Low Carbon Fuel Standard (LCFS) credits that can be sold on the credit market – credits are around $0.16/kWh at the time of writing.
CSE advises that for each cycle of vehicle procurement, chargers should be purchased and installed before vehicles are delivered in order to maximize vehicle service time.
Taking delivery of vehicles before charger installation can result in stranded assets or significant inconvenience if problems arise with the charger installations.
Medium-/Long- Term Programs
It is difficult to gauge the future availability of electric vehicle infrastructure incentive programs or funding mechanisms. The most reliable source of funding may come from two sources: LCFS credit trades and/or public charging revenue from city-owned chargers. CSE recommends that chargers installed at facilities with frequent public visitations (e.g., city hall, police stations, parks and recreation areas, etc.) be made available to the public during normal business hours. By doing so, a small margin can be built in to cover the costs of delivering on-peak power to public vehicles, while fleet vehicles charge overnight to take advantage of off-peak Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 10 power. Though these funding sources are unlikely to be substantial, careful pricing of public sessions and frequent trading of LCFS may prove to generate enough cash flow to provide a moderate funding source for additional stations.
For a detailed version of the EV Charging Analysis, see Chapter 2: EV Charging Analysis.
Step 3: Assess Existing Energy Patterns
and Vehicle Replacement
Determine which of the vehicles recommended for replacement consideration will be replaced with an EV in the short term. While 8- and 13-year replacement schedules are used to frame this plan, these ages should be treated as a general guidepost, and evaluating vehicles on a case-by-case basis is recommended.
Vehicles with mileage below the average of their class should be evaluated for necessity. Identifying opportunities to achieve transportation needs with fewer vehicles will improve the cost favorability of new vehicles.
EV suitability for emergency services and detective vehicles should be assessed on a case-by-case basis.
Identify vehicles that can be replaced with a lighter class or if transportation needs can be achieved with fewer vehicles. Telematics systems may prove helpful in determining the latter case.
• Bid on short-term replacement vehicles and consider state-leveraged price agreements in California procurement contracts.
• Identify applicable incentives and other funding sources. Apply for incentives that allow for pre-approval.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 11 Light-Duty Fleet
Short-/Medium-/Long- Term Replacements
The figure below describes the light-duty vehicles recommended for replacement consideration in the short, medium and long term.
Figure 1 . Light Duty Replacements
Table 1 presents proposed short-term EV replacement options by vehicle class for each plug-in EV technology type (BEV – battery electric vehicle; PHEV – plug-in hybrid electric vehicle), with recommended vehicle models indicated in bold.
Table 1 . Proposed Light-Duty EV Replacements by Vehicle Class and Type Class Proposed BEV Proposed PHEV
Sedan, Compact * Chevrolet Bolt EV Hyundai Ioniq Plug-in Hybrid † Sedan, Midsize Hyundai Ioniq Electric Hyundai Ioniq Plug-in Hybrid Sedan, Full Size Tesla Model S Kia Niro Plug-in Hybrid ‡ Sport Utility Vehicle, Small Hyundai Kona Electric Ford Escape Plug-In Hybrid * For compact vehicles in which a subcompact replacement is suitable, the all-electric MINI Cooper SE Hardtop 2 door is a cost competitive option, with expected total cost of ownership within 10% of the Hyundai Ioniq Plug-in Hybrid. † This midsize model is more fuel efficient and cost-effective than compact PHEVs currently on the market. ‡ While full size sedans currently on the market are all in the high-price luxury space, the Kia Niro Plug-in Hybrid, which the EPA classifies as a small station wagon, has the passenger and cargo space equivalent to that of a large sedan and may be suitable for similar applications.
As the light-duty (LD) truck and van EV markets develop over the coming years, CSE recommends revisiting vehicle availability to examine the feasibility of electric replacements at that time.
Term Short Term Medium Term Long Term
Yea r 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Vehicle
Age & Class
7+ year-old sedans
and small SUVs
7+ year-old standard SUVs,
trucks, vans and 4–6-year-
old vehicles of all classes
up to 3-year-old
vehicles of all
classes Turnover of light-duty
fleet completed. Consider
replacement of 2021–2023
acquisitions.
Vehicle
Count and
Cumulative
Percent
42–43
(17%)
42–43
(34%)
39 (50%)
39 (65%)
39 (81%)
23–24
(90%)
23–24
(100%)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 12 Medium-/Heavy-Duty Fleet
Short-/Medium-/Long- Term Replacements
The figure below describes the medium-duty (MD) and heavy-duty (HD) vehicles recommended for replacement consideration in the short, medium and long term.
Figure 2 . MD/HD Replacement Timing
Table 2 presents proposed short-term EV replacement options by vehicle class for each plug-in EV technology type, with recommended vehicles indicated in bold.
Some models include an “or equivalent” label, suggesting that equivalent models from other manufacturers may prove more suitable for specific assignments upon communication with a manufacturer/retailer or more cost-competitive upon acquisition price negotiations. For these models, expanding bidding across a variety of manufacturers eligible for HVIP is recommended, including BYD, GreenPower, Lightning Systems, Motiv and Phoenix.
Table 2 . Proposed Medium-/Heavy-Duty EV Replacements by Vehicle Class Class Proposed BEV Proposed PHEV
Aerial Truck, MD/HD — Altec JEMs ePTO *
Step Van, MD Motiv EPIC E-450 Step Van
(or equivalent) —
* Electric power take-off devices (ePTO) are a mild-hybrid technology that can reduce emissions from MD/HD aerial utility and work trucks. ePTO devices use rechargeable on-vehicle batteries to power truck-mounted equipment such as aerial platforms and digger derricks or other power tools without running the engine, allowing for idle and fuel reductions. HVIP-eligible Altec models with ePTO included include the JEMs 4e4 and 6e6 (MD) and JEMs 12E8 and 1820/18E20 (HD), though the devices can be installed on various truck models and are expected to be cost-effective (see Chapter 3: EV Replacement Cost Estimates).
As the MD/HD EV markets develop over the coming years, CSE recommends revisiting vehicle availability to examine the electric replacements.
For a detailed version of the EV Fleet Analysis, see Chapter 3.
Term Short Term Medium Term Long Term
Yea r 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Vehicle
Age & Class
More than
12-year-old MD
step/cargo vans,
MD/HD aerial
trucks
More than 12-year-old MD
bookmobiles and flatbed
trucks, MD/HD dump, utility
and specialty trucks and 9- to
11-year-old vehicles of all classes
4–8-year-old vehicles of all classes
Vehicle
Count and
Cumulative
Percent
3 (2%)
3 (4%)
10 (10%)
10 (17%)
10 (23%)
18–19
(34%)
18–19
(46%)
18–19
(58%)
18–19
(70%)
18–19
(82%)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 13 Step 4: Procure Vehicles
Short- Term Acquisitions
The EV Fleet Analysis indicates that most of the vehicles primed for near-term replacement are light-duty vehicles, which are eligible for rebates through the CVRP program. Due to the structure of the program, the City of Santa Clara should identify which of the vehicles specified as short-term replacements are desired to be replaced, then submit purchase orders for vehicles. After this, CVRP funding can be requested up to three months after vehicle purchase, for up to 30 rebates per calendar year. If the city replaces a medium- or heavy-duty vehicle in the short term, HVIP funding should be pursued as soon as voucher requests open, which varies each year. It is advised to check the website for the exact dates as program funding is limited and incentives are popular. (Note: CSE highly recommends installing charging infrastructure well before vehicles are delivered to allow time for any unforeseen complications .)
Medium- Term Acquisitions
Vehicles noted as medium-term replacement candidates are a diverse mixture of light-, medium- and heavy-duty vehicles, which are anticipated to have suitable replacements coming to market within the next few years. As noted above, CVRP and HVIP funding should be monitored closely, and vehicle procurement should coincide with funding availability. Due to the longer time horizon associated with vehicles in this category, the feasibility of electric replacements may require reevaluation over time to include any additional vehicle options that have come on the market.
Long- Term Acquisitions
Long-term vehicle candidates are difficult to specifically project, as the electric vehicle landscape is likely to look significantly different at the end of the medium- term replacement window. Reevaluation will be required to reflect a new diversity of options across all sectors, including expected technological developments within the heavy-duty electric vehicle sector and an expanded range of light- and medium- duty vehicles composed of offerings within each major body style, with improved ranges and faster charging times.
For a detailed version of the EV Fleet Analysis, see Chapter 3.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 14 Step 5: Workforce Development
Workforce development in fleet operations should be a constant, ongoing process for the City of Santa Clara. The electric vehicle field is rapidly evolving and will require a dynamic workforce to ensure that the city is aware of the current state of the field. This plan divides the workforce into four primary categories and lists the knowledge each should have.
1. Fleet Management and Administration: Fleet managers, decision-makers and procurement specialists
• Know the basics behind EVs and how they differ from internal combustion engine (ICE) vehicles
• Quantify the fuel and maintenance savings associated with electric vehicles • Outline, adopt and frequently update a fleet transition policy • Seek to minimize fueling costs by leveraging networked equipment, load shifting strategies, load management strategies or all the aforementioned • Implement fleet management solutions to track and monitor EVs, using the data to build out a clear picture of how vehicles are being used and if the vehicle in each role is appropriate for its use case and duty cycle • Monitor developments in light-, medium- and heavy-duty EV legislation at the state level
2. Fleet Technicians: Service personnel, mechanics and vehicle managers • Know the basics behind EVs and how they differ from ICE vehicles • Undergo safety training associated with high-voltage work and EV emergencies
• Familiarize themselves with EV maintenance procedures • If desired, train in advanced EV diagnostics and repair • Receive high-level vehicle-specific training as part of the vehicle acquisition
• As applicable/eligible, receive training through either the EVITP or the NAFTC Infrastructure Training Program
3. EV Infrastructure Technicians: Charger installers, maintainers and service personnel
• As applicable/eligible, receive training through either the EVITP or the NAFTC Infrastructure Training Program
• Understand the basic and routine maintenance tasks needed to keep chargers in good working order
• Maintain and adjust demand response and load management schedules, as needed
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 15 4. First and Second Responders
• Undergo safety training to become familiar with the appropriate protective equipment, response procedures and precautions needed when working with high-voltage lines and other hazardous equipment • Undergo safety training on how to recover and tow alternative-fuel vehicles without incurring additional damage
For a detailed version of the workforce development recommendations, please see Chapter 4: Workforce Development.
Step 6: Successful Greenhouse Gas
Reductions
Light-Duty Fleet
Short- Term Reductions
The greenhouse gas (GHG) emission reductions potential from the electrification of 85 of the city’s sedans and small SUVs in the short term is expected to be roughly 986 metric tons (MT) of CO2e over an 8-year ownership period. The average annual GHG emissions from the current fleet range from 0.7 to 3.4 MT per vehicle. EV replacements range from 59–89% cleaner than current vehicles, presenting GHG reduction potential of up to 3 MT per vehicle annually, or up to 24 tons over an 8-year ownership period.
Medium- and Long- Term Reductions
Because the specific models and fuel efficiency of medium- and long-term EV acquisitions is unknown, a rough estimate of their emission reductions potential is calculated using conservative factors that characterize average emission rates of current vehicles. Assuming replacements of each class are half BEVs and half PHEVs (to align with the Zero Emission Purchasing Mandate), with fixed emission rates and mileage, the medium- and long-term electrification of the city’s remaining 163 light-duty non-patrol vehicles might be expected to save roughly 3,500 MT of CO2e over an 8-year ownership period.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 16 Medium-/Heavy-Duty Fleet
Short- Term Reductions
Short-term EV replacements are expected to emit 66% less GHGs than the current renewable diesel-fueled vehicles. The emission reductions potential from the electrification of one of the city’s MD step vans in the short term is expected to be roughly 56 MT of CO2e over a 13-year ownership period.
GHG savings from each aerial truck with ePTO are expected to be nearly 6 MT annually, assuming PTO operation at four hours per day and 250 days per year. This equates to 72 MT per vehicle over a 13-year ownership period and represents 362 MT of savings potential from five short-term MD/HD aerial truck replacements.
Medium-/Long- Term Reductions
Because the specific models and fuel efficiency of medium- and long-term EV acquisitions is unknown, a rough estimate of their emission reductions potential is calculated using conservative factors that characterize average emission rates of current MD/HD vehicles. Assuming fixed emission rates and mileage, the medium- and long-term electrification of the city’s remaining 152 medium- and heavy-duty non-public safety vehicles would be expected to save over 10,000 MT of CO2e over a 13-year ownership period.
Projecting the same ePTO savings rates onto the city’s 11 aerial trucks that aren’t scheduled for short-term replacement results in an estimated additional 796 MT of savings potential (though all-electric aerial truck options may become available in the medium- or long-term, enabling further GHG savings from vehicle mileage).
For a detailed version of the Greenhouse Gas Analysis, see Chapter 5.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 17 Lessons Learned from Similar Fleets
Common lessons learned from city government fleets throughout California include creating the following: 1) vehicle replacement plan, 2) domicile location plan for each vehicle and 3) hiring a full-time employee or equivalent to manage incentives and coordinate city departments involved in the fleet electrification process.
Vehicle Replacement and Domicile Location Plan
A vehicle replacement plan for all vehicles and equipment should be created for Years 1-5 and 6-10. CSE analyzed the city’s current vehicle and equipment inventory and where assets are parked or based (see Chapter 2: EV Charging Analysis). The city can use the EV Charging Analysis to begin creating the vehicle replacement and domicile location plan. Other items to consider when creating the plans include domicile location for newly purchased zero-emission vehicles, where the newly purchased vehicles will be charged and mapping out the infrastructure needs if the city plans to scale. All of the city’s vehicles located at city hall should be electric for visibility and public charging purposes. Raceways for electrical wiring should be installed for initial electric vehicle supply equipment (EVSE) as well as future EVSE, meaning one for every space, with adequate panels to support both current and future EVSE. If renovations are planned for any of the locations, plan for the projects to be expanded to include EVSE or stub-outs for future EVSE and storage.
Beginning January 1, 2021, AB 841 requires that publicly funded EVSE projects have one or more technicians (electricians) that are certified by the EVITP (Electric Vehicle Infrastructure Training Program) installing the Level 2/DCFC. Further, recent California Division of Measurement Standards (DMS) regulations require significant enhancements to public EVSE. Technicians that install or repair public EVSE must be registered with each county’s weights and measures department (January 1, 2022, for DCFC). Even more arduous California Air Resources Board (CARB) regulations begin January 1, 2022, for public DCFC and January 1, 2023, for public EVSE.
Neither fleet nor workplace EVSE/DCFC are currently subject to DMS and CARB regulations (other than CARB reporting). The city should explore charging for employee parking areas as a means to recover EVSE costs.
The city should become familiar with the new regulations for public charging before committing to expand public charging. If the city decides to provide public charging, it will need a dedicated support team just for the public charging or a maintenance subscription to an EVSE monitoring service.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 18 Hire a Full-time Resource
Fleet electrification requires coordination and communication across multiple departments including fleet and facility services within the city, as well as site operators, permitting and building code specialists and fire department personnel.
A full-time resource person to oversee permitting processes, apply for incentives, manage electric vehicle infrastructure installation and operations and submit proper reporting required of city government fleets will help the city to fully prepare as California transitions to zero-emission vehicles. Chapter 1: Funding Analysis Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 19 Chapter 1: Funding Analysis
The Funding Analysis includes an overview of current funding sources and uses for fleet vehicles and charging infrastructure from the City of Santa Clara and recommendations on how the city can mitigate costs associated with EV charging infrastructure construction and maintenance. It covers 1) incentive programs for charging stations and distributed energy resources, 2) additional opportunities for reducing construction and maintenance costs, 3) costs saved over time when implementing the EV Fleet Analysis and EV Charging Analysis recommendations on load mitigation strategies and 4) estimated revenue on a per-vehicle basis, given by average per-vehicle annual operational savings.
Current Funding Utilizations
Fleet Replacement Budgets
The City of Santa Clara maintains a budget for their annual fleet replacements, which can be utilized to address vehicles in imminent need of replacement. For the 2020-2021 fiscal year, this totals approximately $2.35 million.
Table 3 . General Fund Departmental Fleet Replacement Budgets (2020- 2021 Fiscal Year)
Low Carbon Fuel Standard
The City of Santa Clara is currently claiming an estimated $2.5 million in Low Carbon Fuel Standard credits annually from a combination of sources. These funds are already being used to subsidize additional projects that can generate LCFS credits, including EV charging station installations.
Department Type FY 2020-2021
Fire Heavy Emergency $210,000
Fire Light Vehicle $35,000
Finance Light Vehicle $64,000
Parks & Rec Equip. $24,000
Parks & Rec Medium Vehicle $125,000
Police Light Vehicle Non-Patrol $908,000
Police Light Vehicle Patrol $432,000
Public Works Equip. $12,500
Public Works Light Vehicle $126,000
Public Works Medium Vehicle $408,000
Grand Total $2,344,500
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 20 Cap & Trade Allowance Revenue
The City of Santa Clara has earmarked approximately $2 million from their AB 32 cap-and-trade revenues to implement workplace charging, replace fleet vehicles and develop job training.
CEC EV Blueprint Phase II
If awarded the Phase II Blueprint Grant from the California Energy Commission (CEC), Silicon Valley Power would be eligible for a grant of $2.5 million or 75% of project costs, whichever is less, to begin implementing the recommendations outlined in the Phase I blueprint. These include a wide range of actions, from adjusting building codes and developing submetering procedures to designing and implementing EVSE rebate programs. The Phase I blueprint specifically outlines implementing city-funded and owned charging as an action item, as well as electrifying the city’s fleets.
Estimated Costs
Vehicles
The EV Fleet Analysis report notes the costs of replacing short-term vehicles with plug-in EV alternatives. Overall, there is an estimated $3.05 million total cost of ownership associated with procuring and operating 86 vehicles identified as ideal candidates for short-term replacements.
Table 4 . Total Cost of Ownership
These estimated total costs of ownership assume that the City of Santa Clara is able to leverage both the Clean Vehicle Rebate Project (CVRP) for light-duty replacement options and the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) for medium- and heavy-duty options Duty Type Number of Vehicles Total Cost of Ownership
Light 85 $2,906,249
Medium/Heavy 1 $143,270
Total 86 $3,049,519
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 21 Chargers and Infrastructure
To support the 86 short-term vehicles outlined above, CSE recommended a 1:1 charger-to-vehicle ratio. These allocations are broken out by site and estimated replacement schedule.
Table 5 . Upfront Cost for Short- Term Charging Needs
The total estimated upfront cost of procuring and installing chargers at each of the sites, in order to support the short-term charging needs of the fleet, is approximately $626,411.
Lighting and Auxiliary Systems
While a lack of site audits makes it difficult to specifically identify opportunities for energy efficiency retrofits at city facilities with short-term EV charging installations, satellite imagery was used to visually assess sites and make extremely high-level recommendations on lighting projects that might present a beneficial savings-to-investment ratio at each site.
Facility
(Address) Duty Type Number of
Vehicles
Energy
Consumption
(kWh)
Power
Consumption
(kWh)
Cost
City Hall
(1500 Warburton) Light 20 8476.6 144.0 $145,600
Electric Admin
(881 Martin) Light 1 491.3 7. 2 $7, 280
Fire Station #1
(777 Benton) Light 3 2775.2 21.6 $21,840
Police
Administration
(601 El Camino)
Light 29 30017.4 208.8 $211,120
Police
Administration
(601 El Camino)
Medium 1 1893.1 11.5 $7,611
Street Corp Yard
(1700 Walsh) Light 25 14 047. 2 180.0 $182,000
Water Utility Yard
(1705 Martin) Light 7 7697.0 50.4 $50,960
Total 86 20 623 .5 $626,411
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 22 Given the high energy savings and relatively low upfront cost associated with LED lighting retrofits, undertaking projects to reduce baseline energy loads at sites that may not already have LED lighting, such as the Street Corp Yard/Water Utility Yard, may free up minor electrical capacity and expenses that could be used to continue building out the EV charging network. However, the scope and scale of potential projects cannot be quantified without a detailed site walk.
Upfront Cost Mitigation
This section explores methods of limiting the upfront costs associated with procuring and deploying plug-in EVs and supporting charging, including construction considerations, incentive programs and ongoing cost recovery.
Infrastructure Mitigation Tactics and Strategies
When installing EV infrastructure, it’s important to carefully plan installations in ways that minimize cost, including oversizing installations to provide expandability and minimizing conduit and trenching runs.
Minimizing Conduit Runs
In the process of installing EV charging, trenching and running conduit can make up a significant portion of the overall cost of the project. The Department of Energy estimates that trenching alone can cost up to $100 per foot. Siting an EV charging installation as close to the panel as possible in order to minimize conduit runs, or opting for externally run conduit, can save significant amounts of installation cost and labor.
Site Observed Technology
City Hall
(1500 Warburton)
4-6 LED parking lot lighting pairs observed (shoebox fixtures).
Lollipop fixtures present; may be LED. Google street view and satellite imagery date 2020.
Electric Admin
(881 Martin)
Shoebox fixtures observed, may be LED. Google street view and satellite imagery date 2020.
Fire Station #1
(777 Benton)
Wall packs observed, may be LED. Google street view and satellite imagery date 2019.
Police Administration
(601 El Camino)
~20 LED parking lot lights observed (shoebox fixtures). Wall packs observed on building, may be LED. Google street view and satellite imagery date 2020.
Street Corp Yard
(1700 Walsh)
HID street lighting observed in lot. HID floodlights observed in rear lot and at front. HID wall packs observed on main building walls, with potential failed photocells or manual controls. High potential for electricity savings . Google street view and satellite imagery date 2020.
Water Utility Yard
(1705 Martin)
LED street lighting observed at entrance. Photocell equipped flood light on same pole. Shares pass through to Street Corp Ya rd. Potential for electricity savings . Google street view and satellite imagery date 2020.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 23 Ensuring Capacity for Future Installations
As trenching and conduit are extremely expensive, if demand for EV charging at a given site rapidly increases to the point that an installation needs to be expanded, avoiding the need to duplicate the original work could save significant cost. The Rocky Mountain Institute (RMI) advocates for estimating the future utilization of a site and then, as possible, sizing the charging panel and any necessary electrical upgrades to that future utilization rather than the immediate need. For example, the Street Corp Yard, in the short term, is expected to require a total of 180 kW. At full fleet electrification, the site is expected to require more than 1 MW of charger power, thus, per RMI’s advice, the panel, transformers and conduit should be sized in order to accommodate this future 1 MW of power, rather than incrementally upgrading all of the necessary equipment each time. Future-proofing the site, while increasing the cost of the equipment needed, can more than pay for itself in avoided work if the site anticipates use increasing substantially.
Demand-Managed Charging
An option that leverages both minimizing conduit runs and future power needs is demand-managed charging. Also known as adaptive charging or charge- management systems, these are a newer development that essentially allows several vehicles to share power coming from a single circuit. These systems enable chargers to split or rotate charging power between several units in order to stay within overall panel limits. The simplest systems consist of a rotational charger that uses a timer to switch power to each of multiple chargers connected to the circuit; while more advanced systems are able to react to driver inputs and deliver power where it is most needed while minimizing demand.
In both cases, the effect is the same. By taking advantage of technology allowing for slower, but strategically dispensed charging, a small 40A circuit typically only able to support one or two non-managed charging plugs may be able to support an increased number of charging plugs. This effect of making a single conduit and trenching run easily able to expand to a larger number of charging stations can leverage both tactics outlined above.
Incentive Programs
CSE has identified the following resources for financial incentive opportunities relevant to the needs of the City of Santa Clara fleet. This list includes both state and federal incentives and should serve as a starting point for assessing a strategy for supporting the fleet’s electrification.
Vehicles
Programs for reducing the upfront cost of light- and medium-duty vehicles (up to Class 6 trucks) are outlined in the EV Fleet Analysis and covered only briefly in this section. It’s assumed that each vehicle proposed for short-term recommendations can claim the maximum available tax credit and is additionally able to take advantage of the corresponding rebate program (HVIP for medium/ heavy duty vehicles or CVRP for light-duty vehicles).
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 24 Clean Vehicle Rebate Project (CVRP)
California Clean Fuel Reward Program
Federal Electric Vehicle Tax Credit
Program Clean Vehicle Rebate Project
Eligible Costs Fuel cell, plug-in hybrid or battery electric vehicles Incentive Levels
Fuel cell vehicle: $4,500
Plug-in hybrid: $1,000
Battery electric vehicle: $2,000
Cost Applicability Rebate, 30 vehicles per year
Funding Availability and Status Ongoing
Administrator CSE
Program CARB Clean Fuel Reward Program
Eligible Costs Fuel cell, plug-in hybrid or battery electric vehicles Incentive Levels To be announced in Q4 2020
Cost Applicability Upfront
Funding Availability and Status High, program to launch in late 2020/early 2021.
Administrator CARB, Southern California Edison (statewide contractor) Program Federal Electric Vehicle Tax Credit
Eligible Costs Fuel cell, plug-in hybrid or battery electric vehicles Incentive Levels Up to $7,500 in tax credits; Chevrolet, Tesla no longer eligible Cost Applicability Upfront in leases
Funding Availability and Status
Ongoing, based on claims and procurement from fleet
managers; Need to work with dealer/OEM fleet to take
advantage of benefit
Administrator Internal Revenue Service
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 25 Chargers and Infrastructure
California Electric Vehicle Incentive Project: Peninsula-Silicon Valley Incentive Project
The CALeVIP program is able to reduce the upfront cost for almost all of the major aspects of EV charging and is able to partially reimburse costs, including design and engineering (sans local permitting fees), electrical upgrades and make-ready, optional energy storage equipment, networking service agreements and maintenance agreements. To ensure project eligibility, equipment should be selected from the existing eligible equipment list and network providers should be reviewed to ensure compliance with CALeVIP requirements. For fleet usage, chargers must primarily serve light-duty vehicles, but may serve medium- or heavy-duty vehicles as a secondary usage . Additional information is available by reviewing the Peninsula-Silicon Valley Incentive Project Implementation Manual or by visiting the CALeVIP Peninsula-Silicon Valley Incentive Project landing page.
The following table illustrates the estimated upfront cost of installing charging and the maximum projected rebate available to the City of Santa Clara under the CALeVIP program.
Program CALeVIP: Peninsula-Silicon Valley Incentive Project Eligible Costs EV charging stations, installation and some ongoing costs
Incentive Levels
Level 2 and DCFC at workplaces, MUDs and public properties Level 2 port: $4,500 (up to a max of 20 ports) (Approx.) 50 - 99.9 kW DC fast charger: $50,000 per charger (up to amaximum of 6)
100+ kW DC fast charger: $70,000 per charger (up to a
maximum of 6)
Cost Applicability Upfront, some ongoing
Funding Availability and Status High, program launched in Q4 2020 Administrator CSE
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 26 Table 6 . Estimated EV Infrastructure Costs and Maximum CALeVIP Rebates *Required and calculated for all chargers funded by CALeVIP Carl Moyer Memorial Air Quality Standards Attainment Program (Moyer Program)
The Carl Moyer Memorial Air Quality Standards Attainment Program (Moyer Program) was implemented in 1998. The current program is authorized under Senate Bill 513 (SB 513). SB 513 provides funding for infrastructure projects such as alternative fueling stations for on-road and off-road vehicles and equipment (California Air Resources Board, 2017). Moyer Program project types include:
• Replacement: replacing a vehicle with a newer, lower-polluting or zero- emission vehicle
Facility
(Address)
Duty
Type
Number of
Vehicles
Estimated
Procurement and
Install Cost
Estimated
Annual
Network
Fee*
Estimated
Rebate
Estimated
Net Cost
City Hall
(1500 Warburton) Light 20 $145,600 $200 x 20 =
$4,000
$4,500 x 20 =
$90,000 $59,600
Electric Admin
(881 Martin) Light 1 $7, 280 $200 x 1 =
$200
$4,500 x 1 =
$4,500 $2,980
Fire Station #1
(777 Benton) Light 3 $21,840 $200 x 3 =
$600
$4,500 x 3 =
$13,500 $8,940
Police
Administration
(601 El Camino)
Light 29 $211,120 $200 x 20 =
$4,000
$4,500 x20 =
$90,000 $125,120
Police
Administration
(601 El Camino)
Medium 1 $7,611 $200 x 1 =
$200 N/A $7,811
Street Corp Yard
(1700 Walsh) Light 25 $182,000 $200 x 20 =
$4,000
$4,500 x20 =
$90,000 $96,000
Water Utility Yard
(1705 Martin) Light 7 $50,960 $200 x 7 =
$1,400
$4,500 x 7 =
$31,500 $20,860
Total 86 $626,411 $14,400 $319,500 $321,311
Program Carl Moyer Memorial Air Quality Standards
Attainment Program
Eligible Costs Vehicles (diesel only), infrastructure
Incentive Levels
Funds are available at up to 50% of eligible cost for general projects, 60% for publicly accessible projects, 65% for projects with solar or wind systems attached and 75% for publicly accessible projects with solar/wind systems attached.
Covers battery charging stations, hydrogen fueling stations and natural gas fueling stations.
Cost Applicability Upfront
Funding Availability and Status Moderate, funding availability is determined by local air district Administrator Bay Area Air Quality Management District (distributed by CARB)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 27 • Repower: replacing a vehicle’s motor with a newer, lower-polluting or zero- emission unit
• Retrofit: replacing equipment on a vehicle’s motor in order to reduce the motor’s emissions
• Vehicle Retirement: removing a vehicle from service
• Infrastructure: constructing fueling or charging infrastructure The program applies to on-road and off-road heavy-duty, diesel-powered vehicles including school buses, heavy-duty trucks and buses, transit fleet vehicles, drayage trucks, solid waste vehicles, public agency/utility vehicles and emergency vehicles.
Moyer Program funds are implemented through local air districts (in this case, the Bay Area Air Quality Management District ) and may already be earmarked for other projects.
Due to the uncertainty of funding and the case-by-case nature of the funding source, this analysis does not include an estimation of the savings offered by Moyer Program funds.
Alternative Fuel Vehicle Refueling Property Tax Credit
While Silicon Valley Power/City of Santa Clara is ineligible to leverage the tax credit, it is available for other non-governmental entities that may be able to install charging before December 31, 2020, and represents a maximum of a $30,000 tax credit per site to reduce the cost of EV charger installations Lighting and Auxiliary Systems
At this point, LED lighting has become a standard for installation, and few incentives are available for retrofitting incandescent, high-intensity discharge (HID) or induction lamps with LED fixtures. Silicon Valley Power itself offers a commercial lighting incentive for LED T12/T8 troffer fixtures, as well as LED low- and high-bay fixtures. Parking lot lights and exterior fixtures (e.g., wall packs, “lollipop” posts and bollard lighting) are not included on the 2020-2021 rebate application. Lighting controls beyond those required by building code are eligible for rebates if savings are modeled in the SVP Lighting Rebate Calculator.
Program Alternative Fuel Vehicle Refueling Property Tax Credit Eligible Costs Charging infrastructure
Incentive Levels
Commercial fueling equipment, including hydrogen or
electricity: 30% of cost, maximum $30,000 per site (~$100,000 maximum).
Cost Applicability Tax credit
Funding Availability and Status Extended to December 31, 2021 Administrator Internal Revenue Service
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 28 Ongoing Cost Mitigation
Two primary incentive programs exist to partially reduce ongoing cost expenditures: the CALeVIP Peninsula-Silicon Valley Incentive Project and the Low Carbon Fuel Standard credit program.
Low Carbon Fuel Standard
Under the Low Carbon Fuel Standard program, electricity dispensed from EV charging infrastructure generates tradeable credits, which fluctuate in value based on supply and demand, as well as between fuels due to the carbon intensity difference between diesel, gasoline and alternative fuels.
Throughout this section, each figure relies on some basic assumptions:
• The raw values of the cost per kWh of electricity are aligned with those used in the analyses from the EV Fleet and Charging Analyses: $0.164 for light- duty vehicles and $0.176 for medium- and heavy-duty vehicles. • The 2022 fuel carbon intensity compliance year was used in the CARB LCFS credit calculator to reflect a conservative estimate for LCFS-per-kWh value. • In the same calculator, an average trading price of $198 per LCFS credit was used, reflecting the value of a credit during the week of the analysis: October 12–18, 2020.
The following table summarizes these assumptions and illustrates the expected LCFS generation (on a per-kWh basis) for each vehicle type and fuel.
Program CALeVIP: Peninsula-Silicon Valley Incentive Project Incentive Levels
Level 2 and DCFC at workplaces, MUDs and public properties Level 2 port: $7,500 (up to a max of 10 ports) (Approx.) DC fast charger: $50,000 per (up to a maximum of ~4) (Approx.) Cost Applicability Upfront, some ongoing (including up to 5 years of networking fees and/or service contracts)
Funding Availability and Status Program launched in December 2020 Eligible Equipment Charging infrastructure
Administrator CSE
Program Low Carbon Fuel Standard
Incentive Levels
Owners/site hosts of EV charging infrastructure are eligible to generate credits based on the amount of electricity vended from their stations. Credit values vary based on the annual carbon intensity targets and the demand for credits within the credit market.
Cost Applicability Ongoing
Funding Availability and Status In 2019, Low Carbon Fuel Standard credit prices average $191 Eligible Equipment Charging infrastructure
Administrator CARB
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 29 Table 7 . Expected LCFS Generation for Each Vehicle Type and Fuel The following table illustrates the difference between the cost per kWh of a vehicle’s electric fuel and the corresponding LCFS incentive: that is, the net cost of fueling a vehicle given the assumed values above.
Table 8 . Difference Between Cost per kWh of EV fuel and Corresponding LCFS Incentive
However, these values do not include the expected savings on fuel and maintenance that result from the operation of an electric vehicle over a conventional gasoline or diesel vehicle. The EV Fleet Analysis quantified these savings on a dollars-per- gallon-equivalent ($/eGal) basis; that is, the amount of savings realized for each gallon-equivalent of conventional fuel used. Stated another way, this is given by the formula:
$ Savings = × $ Savings
eGallons
Annual Mileage
Miles per Gallon
The following table quantifies these results.
LCFS Credit per kWh (Assumed $198/Credit)
2020 est . Electric
$/kWh 2020 2022 2024 2026 2028 2030
Light Duty
(Gasoline) $0.164 $0.16 $0.15 $0.15 $0.14 $0.14 $0.13
Medium/
Heavy Duty
(Gasoline)
$0.176 $0.16 $0.15 $0.15 $0.14 $0.14 $0.13
Medium/
Heavy Duty
(Diesel)
$0.176 $0.26 $0.26 $0.25 $0.24 $0.23 $0.23
Net Revenue per kWh (Assumed $198/Credit)
Vehicle Class 2020 2022 2024 2026 2028 2030
Light Duty
(Gasoline) ($0.004) ($0.014) ($0.014) ($0.024) ($0.024) ($0.034) Medium/Heavy
Duty (Gasoline) ($0.016) ($0.026) ($0.026) ($0.036) ($0.036) ($0.046) Medium/Heavy
Duty (Diesel) $0.084 $0.084 $0.074 $0.064 $0.054 $0.054 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 30 Table 9 . Expected EV Operational Savings Over Gas or Diesel Fuels The average annual kWh consumption within each duty type is listed below, along with the estimated per-vehicle annual fueling loss or revenue (after accounting for LCFS resa le).
Table 10 . Estimated Per-Vehicle Annual Fueling Loss or Revenue (Accounting for LCFS Resale)
The above tables illustrate that while in most cases revenue from selling LCFS credits is not expected to completely cover the cost of electricity, the expected fuel and maintenance savings make the value proposition a significant net positive to SVP. Replacing diesel-fueled medium- and heavy-duty vehicles with electric equivalents allows for the possibility of generating some small LCFS revenue, based on the assumed pricing of both electricity and LCFS credits.
To further bolster the overall value proposition, CSE anticipates that at least some chargers should be made available for public use for a fee, as fleet vehicles are expected to charge at no cost. The following two figures plot the average cost per- session against the number of annual public sessions that would need to take place in order to present a break-even scenario solely on energy costs, per light-duty or medium-duty EV added to the city fleet.
Vehicle Class
Average
Annual
Mileage
Vehicle MPG Savings
($/eGa l)
Average Per-Vehicle
Annual Operational
Savings
Light Duty
(Gasoline) 3,538 30 $2.13 $250.49
Medium Duty
(Gasoline) 2,287 10.1 $1.60 $362.30
Heavy Duty
(Diesel) 2,489 7. 3 $1.44 $490.98
Vehicle Class Average
kWh
2022
LCFS
Estimate
Average Per-Vehicle
Annual Revenue
(AAR)
(LCFS Generation - Total
kWh Cost)
Average Net Annual
Operational Savings
(AAR + Annual
Operational Savings)
Light Duty
(Gasoline) 958.9 ($0.014) ($13.42) $237.07
Medium Duty
(Gasoline) 6483.1 ($0.026) ($168.56) $193.74
Heavy Duty
(Diesel) 5,361.5 $0.084 $396.75 $887.73
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 31 Figure 3 . Annual Public Charging Sessions to Breakeven on Energy Costs, per Light-Duty Gas EV Added
Figure 4 . Annual Public Charging Sessions to Breakeven on Energy Costs, per Medium-Duty Gas EV Added
0 5
10 15
$1$2$3$4$5$6$7$8$9$10$11$12$13$14$15
Annual Public Sessions
Annual Cost per Session
Light Duty
0 50
100
150
200
$1$2$3$4$5$6$7$8$9$10$11$12$13$14$15
Annual Public Sessions
Annual Cost per Session
Medium Duty
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 32 These figures illustrate that in order to make fleet charging revenue-neutral from solely an operational cost perspective, each average light-duty EV added to a fleet, at an average of $7 per public charging session, would require two additional public charging sessions over the course of a year. Similarly, each added medium-duty gasoline EV would require 25 public charging sessions (each averaging $7 net revenue) to balance out in terms of operational costs.
However, it should be restated that the small gap between LCFS revenue and electricity expenditures is vastly outweighed by the net benefit to SVP when considering fuel and maintenance savings realized by switching to electric vehicles.
Examining the nearest-term fleet vehicle replacements, the 2022 fuel carbon intensity compliance year was used to reflect a conservative estimate for LCFS- per-kWh value. In the same calculator, an average trading price of $198 per LCFS credit was used, reflecting the value of a credit during the week of the analysis:
October 12–18, 2020. Each kWh of electricity used to charge a light-duty vehicle is worth approximately $0.16 in LCFS credits, while each kWh used to charge a medium- or heavy-duty vehicle is worth $0.26 in LCFS credits.
Table 11 . Annual Electricity Charges vs . Potential LCFS Revenue Based on electric rates from the EV Fleet analysis, annual electricity charges for fueling the vehicles would total around $10,748, which when combined with potential annual LCFS revenue, would make the chargers roughly revenue neutral.
However, this excludes any networking fees that would be required to receive funding through the CALeVIP program or desired by the city: this typically represents an annual cost of approximately $240 per port. If the maximum Facility
(Address)
Duty
Type
Energy Consumption
(kWh)
Energy
Cost
Potential Annual
LCFS Revenue
City Hall
(1500 Warburton) Light 8,476.6 $1,390 $1,356
Electric Admin
(881 Martin) Light 491.3 $81 $79
Fire Station #1
(777 Benton) Light 2,775.2 $455 $444
Police
Administration
(601 El Camino)
Medium 30,017.4 $4,923 $4,803
Police
Administration
(601 El Camino)
Light 1,893.1 $333 $492
Street Corp Yard
(1700 Walsh) Light 14 ,047. 2 $2,304 $2,248
Water Utility Yard
(1705 Martin) Light 7,697.0 $1,262 $1,232
Total 65, 397 .9 $10,748 $10,654
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 33 CALeVIP funding is obtained, this represents an additional annual cost of $17,280 for a minimum of two years past installation.
Summary of Funding Analysis
Overall, the city has strong options and the ability to reduce the costs of vehicles, infrastructure and ongoing EV operation. Due to the overall uncertainty associated with the rapidly developing EV market, only the short-term vehicles have quantified costs associated with them; however, this section will briefly touch on high-level guidance for medium- and long-term electrification plan funding.
Short Term
In summary, the estimated costs and predicted funding mechanisms for a short- term EV infrastructure deployment for the city fleet (excluding public safety vehicles) are as follows.
Table 12 . Estimated Costs and Predicted Funding Mechanisms for Short- Term EV Infrastructure
In the nearest-term, CSE highly recommends taking advantage of the CALeVIP Peninsula-Silicon Valley incentive project, which, if able to be fully leveraged, would reduce the costs of near-term charging installations by more than 50%.
Echoing the findings from the EV Fleet Analysis, CVRP and HVIP should both be leveraged to the maximum extent possible to reduce the upfront costs of, respectively, light-duty and medium/heavy-duty vehicle procurement. In the short term, ongoing costs can be partially recouped by LCFS revenue, but in order to break even will certainly need to rely on active public EV charging usage.
Facility
(Address)
Number
of Ports
Estimated
Cost
Maximum
CA LeV IP
Funding
Estimated
Tax Credit
Estimated
Net
Upfront
Costs
Estimated
Energy
Costs
Potential
Annual
LCFS
Revenue
City Hall
(1500 Warburton) 20 $145,600 $4,500 x 20
= $90,000 $30,000 $25,600 $1,390 $1,356
Electric Admin
(881 Martin) 1 $7, 280 $4,500 x 1 =
$4,500 $2,184 $596 $81 $79
Fire Station #1
(777 Benton) 3 $21,840 $4,500 x 3 =
$13,500 $6,552 $1,788 $455 $444
Police
Administration
(601 El Camino)
29 $211,120 $4,500 x20
= $90,000 $30,000 $91,120 $4,923 $4,803
Police
Administration
(601 El Camino)
1 $7,611 $4,500 x 1 =
$4,500 $2,283 $828 $333 $492
Street Corp Yard
(1700 Walsh) 25 $182,000 $4,500 x20
= $90,000 $30,000 $62,000 $2,304 $2,248
Water Utility Yard
(1705 Martin) 7 $50,960 $4,500 x 7 =
$31,500 $15,288 $4,172 $1,262 $1,232
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 34 Medium Term
Looking to the future, an increasing number of medium- and heavy-duty vehicles are expected to become eligible for electrification. The CALeVIP program and any award from the CEC EV Blueprint Phase 2 are expected to have been completed within the region by this time, therefore, LCFS and public charging will likely become the primary cost recovery mechanisms. A potential cost breakdown follows.
Table 13 . Estimated Costs and Predicted Funding for Medium- Term EV Infrastructure
Long Term
The longest-term vehicle replacements lean toward medium- and heavy-duty vehicles, which may position the fleet well to claim a significant number of LCFS Facility Duty Vehicles Estimated
Cost
Estimated
Conventional
Fuel Cost
Estimated
Energy
Cost
Potential Annual
LCFS Revenue
Building
Maintenance Yard Light 1 $7, 280 $413 $126 $123
Cemetary Light 3 $21,840 $367 $113 $110
Cemetary Medium 1 $7,611 $147 $134 $198
Central Library Light 1 $7, 280 $43 $13 $13
City Hall Light 21 $152,880 $9,872 $3,027 $2,953
Don Von Raesfeld
Power Plant Light 2 $14,560 $1,298 $398 $388
Fire Station #1 Light 2 $14,560 $2,353 $721 $704
Fire Station #2 Light 1 $7, 280 $227 $70 $68
Parks & Rec Service
Center Light 19 $138,320 $9,270 $2,842 $2,773
PD Radio Shop Light 1 $7, 280 $59 $18 $18
Police
Administration Light 29 $211,120 $28,516 $8,743 $8,350
Police
Administration Medium 2 $15,222 $72 $66 $97
Street Corp Yard Heavy 5 $47,555 $5,495 $3,467 $5,121
Street Corp Yard Light 27 $196,560 $12,907 $3,957 $3,861 Street Corp Yard Medium 11 $83,721 $12,514 $11,389 $16,825 Substation Electric
Utility Light 2 $14,560 $466 $143 $139
Substation Electric
Utility Medium 2 $15,222 $2,370 $2,157 $3,187
Water Utility Yard Heavy 10 $95,110 $9,922 $6,260 $9,247 Water Utility Yard Light 7 $50,960 $3,021 $926 $904
Water Utility Yard Medium 4 $30,444 $5,003 $4,553 $6,726 151 $1,139,365 $104,334 $49,124 $61,985
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 35 credits. However, while heavy-duty vehicles, which appear to be exclusively diesel- powered, may recoup more LCFS revenue than the electricity costs they require, the large number of medium-duty vehicles will likely require significant additional public charger utilization. It’s possible that, due to technology shifts, charging hardware installed as part of the short-term implementation plan may need to be expanded or upgraded to support faster charging speeds.
Table 14 . Estimated Long- Term Vehicle Replacements
Facility Light Medium Heavy Grand Total
Building Maintenance Yard 1 1 2
Central Library 1 1
City Hall 2 2
Don Von Raesfeld Power Plant 2 1 3
Electric Admin 1 1
Fire Station #1 1 1 2
Orland Electric Utility 2 2
Parks & Rec Service Center 11 15 26
Police Administration 22 1 23
Street Corp Yard 4 30 10 44
Substation Electric Utility 11 1 12
Water Utility Yard 1 33 16 50
Grand Total 47 93 28 168
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 36 Chapter 2: EV Charging
Analysis
The implementation of electric vehicle (EV) charging across various city sites could potentially add up to 4.68 MW to peak demand on the local grid. Energy efficiency and load management measures could reduce this peak demand, helping to limit grid impacts and reducing the energy costs associated with demand charges. The purpose of the EV Charging Analysis is to evaluate the impact of EV charging on city facilities and evaluate strategies to reduce EV impact. These efforts will include the following.
• Identify opportunities to free up capacity for EV charging through energy efficiency measures such as parking lot lighting upgrades and controls • Evaluate the maximum load and total energy expected for managed and unmanaged scenarios
• Identify load management strategies to reduce demand charges while maximizing the amount of charging available
• Provide guidance on the addition of distributed energy resources (DERs) to mitigate added EV load
• Approximate the upfront cost of near-, medium- and long-term charging installations
• Provide guidance on the timelines and priorities for installing charging installations, both for fleet and for public use.
Methodology
Energy efficiency recommendations were based on best practices for heating, ventilation and air conditioning (HVAC) efficiency, expected fixture wattage and standard LED replacements. Energy savings were not offered for potential HVAC measures because of too many unknowns. Energy savings per light fixture were given in Appendix B to estimate the potential reduction at a specific site.
Unmanaged electric vehicle load profiles specific to City of Santa Clara were created based on typical workplace charging patterns. Connector quantities were based on number of vehicles specific to each site.
Charging station power consumption was paired with load profile data and inputted into Energy Toolbase1 to establish estimated annual costs. Load management strategies for EV charging are based on available industry solutions gleaned from CSE’s experience administering electric vehicle infrastructure incentive projects across California and in the Pacific Northwest. 1 https://www.energytoolbase.com/
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 37 Distributed energy solutions used utility 15-minute interval load profiles in Energy Toolbase to choose an optimum size for solar photovoltaic (PV) and energy storage systems. PV assumptions considered an optimal tilt of 10° and azimuth of 180° (south facing).
Charger upfront costs were determined using data from CALeVIP projects undertaken in Fresno, San Bernardino, Los Angeles and Orange counties. The data notes that, on average, each Level 2 connector costs approximately $6,711 to install, in addition to the upfront costs of the charger itself. As the number of connectors at a site increases, the installation-cost-per-connector does tend to decrease due to the ability to use a single trenching effort to install several connectors. However, in order to provide a conservative estimate for charger costs, an installation cost of $6,711 per connector will be added to the estimated total cost of units for each site.
Electrical Load Analysis
Excluding public safety vehicles, Santa Clara expects to begin replacing 405 light-, medium- and heavy-duty vehicles across 15 sites. Using 2019 average mileage data, the annual added energy consumption is calculated to be 1,207 MWh. If vehicle charging is left unmanaged, a large amount of EVs can be plugged in at once, straining the grid and incurring higher demand charges. Although unlikely, many vehicles charging at once could add as much as 3.92 MW of demand on the grid. The addition of public safety vehicles such as police cars and fire trucks could add an additional 270 MWh annually and 0.76 MW load. Vehicle mileage, energy consumption and power consumption across the fleet can be found in Appendix C and D of this document.
Charging station assumptions are shown in the following tables.
Table 15 . Added Load Due to EV Replacement
Table 16 . Added Load Due to Public Safety Vehicles
There are various automatic and manual charging strategies the city can employ when installing chargers and charging vehicles. These strategies are detailed in the Load Management Strategies section of this report. Using interval data from Yea r Number of EVs
(Cumulative)
Yearly Energy
Consumption (MWh)
Power Consumption
(MW)
2021 91 81 0.70
2023 237 353 1.98
2026 377 1053 3,54
2030 405 1207 3.92
Yea r Number of EVs
(Cumulative)
Yearly Energy
Consumption (MWh)
Power Consumption
(MW)
2021 16 19 0.12
2023 58 171 0.56
2026 67 236 0.68
2030 71 270 0.76
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 38 building electrical meters, we can project the impact of added electrical load from EV charging stations.
CSE ran simulations on three Santa Clara facilities: Police Administration Building, Fire Station #2, and Central Park Library. CSE used average daily mileage for each vehicle class and assumed a typical EV charging pattern with vehicles returning to the lot toward the end of the workday. The analysis was performed using the Energy Toolbase2 energy modeling tool with the CB-1 rate tariff.
Power ratings can vary across technologies and can be limited by existing electrical infrastructure and available parking spaces. CSE chose the following representative charger technologies.
Light Duty: Enel X JuiceBox 32A
The Enel X JuiceBox 32A charger is our representative model for light-duty Level 2 charging stations. Commonly found at sites such as shopping malls, public parking lots and workplaces, the JuiceBox is a single-connector unit able to output around
7.2 kW with options for connecting to a backend network to enable additional functionality, including data monitoring and remote troubleshooting. This can be done either through Enel X’s proprietary JuiceNet software ($60/month) or another compatible network utilizing the common OCPP protocol.
Medium Duty: ClipperCreek HCS-60
The ClipperCreek HCS-60 is our representative model for a medium-duty Level 2 charging station. Capable of charging at up to 11.5 kW on a 48-amp circuit, this station is a simple, reliable option for charging situations that do not require the need to bill users, such as fleet applications. Alternatively, if billing is desired in the future, several companies offer robust aftermarket solutions to control and manage charging stations, including billing options.
Heavy Duty: ClipperCreek CS-100
The ClipperCreek CS-100 is our representative model for a heavy-duty Level 2 charging station. Capable of charging at up to 19.2 kW on a 100-amp circuit, this station is a simple, reliable option for charging situations that do not require the need to bill users, such as fleet applications. Alternatively, if billing is desired in the future, several companies offer robust aftermarket solutions to control and manage charging stations, including billing options.
2 https://www.energytoolbase.com/
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 39 Table 17 . Electric Vehicle Charging Assumptions
Charging Analysis: Police Administration
Building
The Police Administration Building has a total of 84 general purpose vehicles to be replaced by 2030, in addition to 50 public safety vehicles. Peak demand for the building occurs toward the end of the workday, between 4-6 p.m. If all 134 vehicles are replaced with equivalent EVs, charging will represent a substantial portion of the building’s power consumption. Unmanaged EV charging could increase demand by as much as 98.6 kW.
Figure 5 . Police Admin Building Unmanaged Demand Profile Vehicle Class Charging Technology Demand
(kW)
Energy
Consumption
(kWh/mile)
Approximate
Unit Cost
Light Duty Enel X Juicebox 32 7. 2 0.22 $569
Medium Duty Clipper Creek HCS-60 11.5 1.92 $900
Heavy Duty Clipper Creek CS-100 19.2 1.92 $2,800
Replacement Term:
• Short (2021-2022)
• Med (2023-2025)
• Long (2026-2030)
• Long+ (After 2030)
0 50
100
150
200
250
300
350
400
450
Long Term
Added Load
Medium Term
Added Load
Short Term
Added Load
Base Load
12:00AM
1:00AM
2:00AM
3:00AM
4:00AM
5:00AM
6:00AM
Demand (kW)
7:00AM
8:00AM
9:00AM
10:00AM
11:00AM
12:00PM
1:00PM
2:00PM
3:00PM
4:00PM
5:00PM
6:00PM
7:00PM
8:00PM
9:00PM
10:00PM
11:00PM
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 40 Table 18 . Police Administration Vehicle Summary
Table 19 . Police Administration Public Safety Vehicle Summary The Police Department has both public safety and general use vehicles. CSE simulated a managed charging profile that would allow public safety vehicles to charge as needed throughout the day, but would shift general use vehicle charging to off-peak hours after 10 p.m. Due to the volume of vehicles and importance of keeping vehicles charged for public safety, CSE recommends a telematics strategy to track vehicle status and establish charging queues. Telematics strategies and providers are detailed in the Load Management Section.
In this simulation, the managed charging strategy saved $3,024 per year in demand charges and decreased peak demand by 53 kW.
Class Replacement
Term Vehicle Count Annual miles
(2019 Average) Demand (kW) Energy Usage
(kWh)
Light Long 22 6,553 158.4 30,996.12
Light Medium 29 8,550 208.8 53,312.05
Light Short 29 4,814 208.8 30,017.4 4
Medium Long+ 1 179 11.52 343.68
Medium Medium 2 97 23.04 372.48
Medium Short 1 986 11.52 1,893.12
Class Replacement
Term Vehicle Count Annual miles
(2019 Average) Demand (kW) Energy Usage
(kWh)
Light Long 4 5,089 28.8 4,376.33
Light Medium 29 14,905 208.8 92,934.61
Light Short 16 5,640 115.2 19,402.89
Medium Medium 1 1,124 11.52 2,158.08
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 41 Figure 6 . Police Admin Building Unmanaged Demand Profile Table 20 . Police Administration Building Power Consumption 0 50
100
150
200
250
300
350
400
450
12:00AM
1:00AM
2:00AM
3:00AM
4:00AM
5:00AM
6:00AM
Demand (kW)
7:00AM
8:00AM
9:00AM
10:00AM
11:00AM
12:00PM
1:00PM
2:00PM
3:00PM
4:00PM
5:00PM
6:00PM
7:00PM
8:00PM
9:00PM
10:00PM
11:00PM
Long Term
Added Load
Medium Term
Added Load
Short Term
Added Load
Base Load
Energy Use
(kWh)
Max Demand
(kW) Charge ($)
Total Other Energy Demand Total
Base Load 1355013 302 $858 $156,034 $24,000 $180,892
Unmanaged Load 1608092 402 $858 $185,177 $35,923 $221,957 Managed Load 1608092 349 $858 $185,177 $32,899 $218,933 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 42 Charging Analysis: Fire Station #2
Fire Station #2 has one light-duty, general use vehicle and three heavy-duty public safety vehicles. The Fire Station has a relatively small electrical footprint, with a peak demand of 54 kW. Charging multiple vehicles simultaneously would nearly double the peak demand to 90.84 kW. Thus, a conversion to electric vehicles will likely require infrastructure upgrades to the fire station.
Figure 7 . Fire Station #2 Unmanaged Demand Profile
Table 21 . Fire Station #2 Vehicle Summary
Table 22 . Fire Station #2 Public Safety Vehicle Summary Due to the critical nature of the Fire Station, a charge management strategy that keeps vehicles topped off will take priority over avoiding demand charges. Each of these vehicles requires on average about one hour per day of DC fast charging. An effective charge management strategy could avoid all vehicles charging at once, minimizing the cost of infrastructure upgrades. A managed charging scenario that distributes demand throughout the day and limits charging to one vehicle at a time could decrease peak demand by 27 kW and save $2,711 per year on demand charges.
Replacement Term:
• Short (2021-2022)
• Med (2023-2025)
• Long (2026-2030)
• Long+ (After 2030)
0 20
40 60
80 100
0:00
1:15
2:30
3:45
5:00
6:15
7:39
8:45
10:00
11:15
12:30
13:45
15:00
16:15
17:30
18:45
20:00
21:25
22:30
23:45
Long Term
Added Load
Medium Term
Added Load
Short Term
Added Load
Base Load
Demand (kW)
Class Replacement
Term Vehicle Count Annual miles
(2019 Average) Demand (kW) Energy Usage
(kWh)
Light Medium 1 1976 7. 2 424.84
Class Replacement
Term Vehicle Count Annual miles
(2019 Average) Demand (kW) Energy Usage
(kWh)
Heavy Long+ 1 3,573 19.2 6,860.16
Heavy Medium 2 3,714 38.4 14,261.76
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 43 Figure 8 . Fire Station #2 Managed Demand Profile
Table 23 . Fire Station #2 Power Consumption
0 20
40 60
80 100
0:00
1:15
2:30
3:45
5:00
6:15
7:39
8:45
10:00
11:15
12:30
13:45
15:00
16:15
17:30
18:45
20:00
21:25
22:30
23:45
Long Term
Added Load
Medium Term
Added Load
Short Term
Added Load
Base Load
Demand (kW)
Energy Use
(kWh)
Max Demand
(kW) Charge ($)
Total Other Energy Demand Total
Base Load 194214 54 $858 $22,364 $4,691 $27,913
Unmanaged Load 215894 91 $858 $24,859 $8,017 $33,735
Managed Load 215894 64 $858 $24,861 $5,305 $31,023
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 44 Charging Analysis: Central Park Library
Central Park Library has one light-duty and one heavy-duty vehicle. The light-duty vehicle has very low mileage, and most of the added demand will come from the heavy-duty EV. The two vehicles add very little to the baseline load of the library, and an investment in load management may not be worthwhile.
Figure 9 . Central Park Library Unmanaged Demand Profile Table 24 . Central Park Library Vehicle Summary
Replacement Term:
• Short (2021-2022)
• Med (2023-2025)
• Long (2026-2030)
• Long+ (After 2030)
Long Term
Added Load
Medium Term
Added Load
Short Term
Added Load
Base Load
Demand (kW)
0 100
200
300
400
500
12:00AM
1:00AM
2:00AM
3:00AM
4:00AM
5:00AM
6:00AM
7:00AM
8:00AM
9:00AM
10:00AM
11:00AM
12:00PM
1:00PM
2:00PM
3:00PM
4:00PM
5:00PM
6:00PM
7:00PM
8:00PM
9:00PM
10:00PM
11:00PM
Class Replacement
Term Vehicle Count Annual miles Demand (kW) Energy Usage (kWh)
Heavy Duty Long
(2026–2030) 1 2,322 19.6 4,411.8
Light Duty Medium
(2023–2025) 1 377 7. 2 81.055
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 45 Site Charging Analysis
Overall, four sites indicate that their fleets will be excellent candidates for near- and medium-term electrification. In descending order of total short- and medium- term replacement population, they are: Police Administration, Street Corp Yard, City Hall and the Water Utility Yard.
Figure 10 . Overall Fleet Composition by Location and Replacement Term All four of these sites have fleets with significant opportunity for short-term electrification. City Hall has 20 vehicles that could be electrified within the next two years, representing 47% of its fleet. Police Administration has 30 vehicles primed for near-term electrification (46 including public safety vehicles – 35% of its entire fleet) and the Street Corp Yard has 26 vehicles – 20% of its fleet. Finally, the Water Utility Yard has 10 vehicles with short-term electrification potential (8% of its f leet).
0 20
40 60
80 100
120
140
160
Short
N/A - EV
Medium
Long+
Long
Building Maintenance Yard
Cemetery
Central Library
City Hall
Don Von Raesfeld Power Plant
Electric Admin
Fire Station #1
Fire Station #2
Fire Station #6
Fire Station #9
Orland Electric Utility
Parks & Rec Service Center
PD Radio Shop
Police Administration
Rescue 92
Street Corp Yard
Substation Electric Utility
Water Utility Yard
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 46 Figure 11 . Number of Fleet Vehicles with Short Replacement Terms, by Location and Duty Cycle
Opportunities for moderate-term electrification follow a similar pattern, with 21 of the 43 City Hall fleet vehicles predicted for moderate-term electrification (48%), 61 Police Administration vehicles (including 30 public safety vehicles, or 46%), 50 Street Corp Yard vehicles (including 8 public safety vehicles, or 40%) and 18 Water Utility Yard vehicles (23%).
Medium -
Short
Light -
Short
Heavy -
Short
City Hall
Electric Admin
Fire Station #1
Police Administration
Street Corp Yard
Substation Electric Utility
Water Utility Yard
0 10
20 30
40 50
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 47 Figure 12 . Fleet Composition by Location, Duty Cycle and Medium Replacement Term
Public charging could be made available at several of these sites and would ideally comprise many of the same locations made available for fleet charging during normal business hours. As based on the above load management models, the fleet vehicles would be anticipated to be in use during the bulk of business hours.
Potential sites could include any sites that are open and accessible to the general public, including the Police Administration Building, City Hall (which currently has seven Blink chargers), Central Park Library and Mission City Memorial Park.
Table 25 tabulates the upfront cost of installing charging to support each site’s individual fleet electrification timelines. This does not include ongoing costs, such as networking or maintenance.
0 10
20 30
40 50
60 70
Heavy Duty –
Medium
Medium Duty -
Medium
Light Duty –
Medium
Building Maintenance Yard
Cemetery
Central Library
City Hall
Don Von Raesfeld Power Plant
Fire Station #1
Fire Station #2
Parks & Rec Service Center
PD Radio Shop
Police Administration
Rescue 92
Street Corp Yard
Substation Electric Utility
Water Utility Yard
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 48 Table 25 . Estimated Upfront Cost of EV Charger Installation by Site to Support Recommended Electrification
Adhering to the best-case 1:1 connector-to-vehicle ratio, the majority of charger costs will be incurred in the moderate to long time scale (between approx. 2023–2030).
Approximately is $627,000 required to support the nearest-term electrification recommendations at sites with opportunities for electrification before 2023, excluding any public safety vehicles (e.g., patrol cars). If public safety vehicles are included, this total increases to approximately $743,000 to support the additional vehicles.
The vehicle breakouts above indicate that it may be most cost-effective in the short term to begin by installing the lower-power Level 2 chargers to support the adoption of widely available electrified light-duty vehicles. As more medium- and heavy-duty vehicles begin to make economic sense, some of these chargers may be able to be supplanted by higher-power infrastructure better able to support the larger vehicles while leveraging the existing conduit.
Facility Short Term Medium Term Long Term Long+ Term Total Cost Building Maintenance Yard $7, 280 $14,891 $22,171
Cemetary $29,451 $29,451
Central Library $7, 280 $9,511 $16,791
City Hall $145,600 $152,880 $14,560 $313,040
Don Von Raesfeld Power Plant $14,560 $14,560 $7,611 $36,731 Electric Admin $7, 280 $7, 280 $14,560
Fire Station #1 (Non-Safety) $21,840 $14,560 $14,891 $51,291 Fire Station #2 (Non-Safety) $7, 280 $7, 280
Orland Electric Utility $14,560 $14,560
Park & Rec Service Center $138,320 $179,023 $15,222 $332,565 PD Radio Shop $7, 280 $7, 280
Police Administration $218,731 $226,342 $160,160 $7,611 $612,844 Street Corp Yard $182,000 $327,836 $285,972 $66,588 $862,396 Substation Electric Utility $29,782 $78,010 $15,222 $123,014 Water Utility Yard $50,960 $176,514 $294,565 $116,054 $638,093 Non-Safety Totals $626,411 $1,139,365 $1,087,983 $228,308 $3,082,067 Fire Station #1 (Safety) $9,511 $19,022 $28,533
Fire Station #2 (Safety) $19,022 $9,511 $28,533
Police Administration (Safety) $116,480 $218,731 $29,120 $364,331 Street Corp Yard (Safety) $74,188 $38,044 $112,232
Fire Station #6 (Safety) $9,511 $9,511
Fire Station #9 (Safety) $9,511 $9,511
Rescue 92 (Safety) $9,511 $9,511
Safety Totals $116,480 $330,963 $76,675 $38,044 $562,162 GRAND TOTALS $742,891 $1,470,328 $1,164,658 $266,352 $3,644,229 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 49 Energy Efficiency Recommendations
The existing demand and energy loads at the selected city facilities will be composed of several major end-use categories: indoor and outdoor lighting, HVAC, office equipment and light machinery. Without site audits to identify what equipment is in place, assumptions have been made about likely end-use technologies and hours of operation.
• Indoor lighting: Indoor spaces are likely to already have LED lighting installed, but in cases where LED is not installed, the most likely existing lighting will be linear fluorescent fixtures, compact fluorescent (CFL) and in some areas even halogen spotlights.
• Outdoor lighting: Lighting technologies and wattages likely to be found on city properties include high-pressure sodium (HPS) fixtures ranging from 100–400 watts, low-pressure sodium (LPS) ranging from 35–180 watts, metal halide (MH) ranging from 100–400 watts and LED ranging from 35–150 watts. In some rare cases there may be induction lamps and ballasts installed on pole tops, however, most municipalities have removed induction installations and replaced them with LEDs for operation and maintenance purposes. For the purposes of this report, induction fixtures are not considered.
• H VAC: Site may have packaged rooftop air conditioners with gas heat, heat pumps, chilled water systems with fan coils or water-source heat pumps.
Controls will likely be digital programmable thermostats or a central building energy management system.
• Office Equipment: Sites may have computer workstations, on-site servers, copy machines and other office-related plug loads.
• Light Machinery: Sites such as fire stations are likely to have air compressors and a large amount of equipment charging to be ready for an emergency call.
The largest impact on energy consumption and site demand through energy efficiency measures is usually achieved in the lighting and HVAC end uses.
Any existing lighting technologies that are not already LED should be replaced with appropriate LED solutions. Existing outdoor lighting is likely controlled primarily with fixture-level photocells mounted on top of the fixtures. In some cases, there may be a supervisory timer installed on lighting circuits to prevent lights from turning on during daylight hours. Because local birds perch on pole top lights the controls may not perform as expected due to buildup of bird droppings on photocells, resulting in lights staying on during daytime hours where no timers are used.
The city can expect to see demand reductions between 65% and 74% in electrical demand per outdoor lighting fixture by replacing existing HID lighting technologies, with LED equivalents and 30% to 40% savings in indoor spaces where linear fluorescent lamps are being replaced with LEDs. Additional energy savings Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 50 can be achieved with more aggressive lighting controls in parking lots and parking garages, such as motion sensing, bi-level lighting. When parking lots or garages are empty or have no movement, the LED lights will decrease to 40% of full lighting levels resulting in both electrical demand and energy consumption while still maintaining necessary lighting levels for basic safety. When movement is detected, the lighting will come up to 100%. University campuses have experimented with bi-level lighting and found that safety improved. A parking patron in one zone of the parking lot will be alerted to the presence of a person in a different zone when the lighting level increases, heightening the patron’s awareness of a potential threat.3 The figure below represents the percent power required for lighting during occupied and unoccupied times when utilizing bi-level controls.
Figure 13 . Percent Lighting Power Required Utilizing Bi-Level Controls Bi-Level Controls – % Lighting Power
Bi-level lighting control will require a selection of fixtures with built-in controls and sensors. If bi-level lighting control is not utilized, the city should seek to maximize impact while minimizing lighting replacement cost by retrofitting existing fixtures. Retrofit of existing HID fixtures involves removal of the existing HID lamp and ballast and installing a retrofit LED lamp in the existing socket rather than replacing the entire fixture.
A table can be found in Appendix B that provides a quick reference for replacement of existing HID lighting fixtures and linear fluorescent lamps with LED equivalents and the associated electrical demand savings as well as LED lighting specifications the city should expect for appropriate replacement products.
HVAC equipment should be on a regular service schedule to ensure best performance of the equipment, and all operating schedules should be verified to ensure equipment is not operating during hours they are not required and temperature setpoints are strictly controlled. Estimating energy savings and demand reduction for equipment that has not been surveyed is challenging, however, 3 UC Davis, Bi-Level Exterior Lighting Systems, http:/ /greenbuildings.berkeley.edu/pdfs/bp2009_ucdavis_lighting.pdf 0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
UnoccupiedOccupiedUnoccupied
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 51 regular maintenance schedules, filter replacements and strict controls as a regular practice will maximize the efficiency of the existing equipment on all buildings.
Load Management Strategies
Electric vehicle charging installations can carry significant construction and permitting costs. Additionally, new chargers may expose the site host to costly electric bills from demand spikes during periods of high concurrent charger utilization. CSE encourages the city to carefully weigh the potential cost savings associated with EV load management strategies against the needs of the potential customers at each site. Sensible consideration of site end users, anticipated driver dwell times and the desired customer experience will play an important role in selecting a suitable solution at each city property. The city can reduce exposure to both factors by integrating load management strategies at new EV charging stations.
Overall, the most probable sites that will benefit from load managed EV charging will revolve around vehicles with large fleets that all need to charge relatively simultaneously. From the tables above, this will likely consist of Police Administration, Corp Yard and City Hall in the near term, with the Parks and Rec Service Center coming later.
Intelligent Power Optimization
Technology providers place a large bank of chargers onto low-amperage circuits.
Software either prompts drivers for a future “charge completion” time or relies on vehicle state-of-charge status to intelligently prioritize and distribute power while remaining within the host circuit’s capacity. For example, a bank of three Level 2 chargers requires three individual 30-amp circuits. If the existing local electrical panel does not contain the needed capacity for three 30-amp circuits, the site must upgrade the electrical infrastructure. Alternatively, intelligent power optimization strategies could allow the site host to install all three chargers on a single existing 40-amp circuit, relying on software to selectively charge the fleet of connected vehicles based on priority. Chargers can also be configured with time-of-use management in mind, limiting charging to off-peak hours and peak shaving to limit excessively high demand. Some even feature more advanced capabilities such as demand response and vehicle-to-grid.
Solution providers
• Powerf lex4
• Evercharge5
• Liberty Plugins 6
• Greenlots7
• Enel X8
4 https://www.powerflex.com/
5 https://evercharge.net
6 http://www.libertyplugins.com
7 https://greenlots.com/
8 https://evcharging.enelx.com/
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 52 Integrated Solar Generation
Technology providers pair solar photovoltaic systems with battery storage systems for an off-grid stand-alone EV charging solution. Some providers may also feature a grid interconnection option for redundant power supply. These are stand-alone, transportable charging stations that are held in place by gravity, not requiring any bolting or gluing and are sized to fit in any standard parking space. Vehicles park on the unit itself, so there is no loss of parking, and they can charge multiple vehicles at once.
Solution providers
• Paired Power9
• BEAM10 (Formerly Envision Solar)
Battery Buffering
Technology providers pair EV charging stations with energy storage systems, using the battery as the buffer between the electric grid and EV charging needs.
Batteries trickle charge from the grid, ideally during inexpensive off-peak periods and discharge to EV customers at a high-power rate as needed. One technology provider, Freewire, claims that their Boost Charger enables charging using the same infrastructure as Level 2 chargers at up to a 40% lower cost of installation versus other fast chargers.11 These also can be mobile units, reaching vehicles anywhere.
Solution providers
• Freewire12 Boost Charger
• Freewire Mobi
Fleet Management and Telematics
Technology providers control EV charging on a fleetwide level. These systems monitor electric vehicle metrics such as state of charge (SOC), charge completion time, charging station availability, charger queues and depot power consumption.
Data is reported back to a computer dashboard at the charging depot. • Fleet Telematics: Reports on vehicle data such as SOC, vehicle location, odometer and battery health. Rules and notifications can be chosen, such as notifying the fleet manager when a vehicle drops below a set SOC. State of charge can also be used to prioritize the charging order, moving vehicles with a low SOC to the front of the line. Multiple types of fleets can be configured, such as delivery vehicles, service vehicles, school buses, transport buses or trucks. Plug-in hybrid metrics can also be monitored to minimize gas usage. • Charge Scheduling: Users can automatically or manually configure a charging schedule to ensure the lowest possible charging cost and full state of charge for each vehicle. Fleet manager approval can be required for charging during peak rates. They can provide real-time updates of arrival times and 9 https://pairedpower.com
10 https://beamforall.com/
11 https:/ /freewiretech.com/products/dc-boost-charger/ 12 https:/ /freewiretech.com/
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 53 expected completion times as well as adapt to unforeseen circumstances such as late arrivals.
• Energy Management: Any utility rate schedule can be loaded into the software to avoid charging during peak times. More advanced grid services such as demand response and vehicle-to-grid are also available.
Solution Providers
• Amply13
• Fleetcarma 14
• Samsara 15
• Geotab16
• Driivz17
Distributed Energy Resource Solutions
In addition to energy efficiency and load management strategies, the implementation of distributed energy resources (DERs), such as solar photovoltaic (PV) and energy storage systems (ESS), can be a solution to reduce strain on the local Silicon Valley Power grid and lower facility utility consumption and costs. Carport solar paired with local battery storage would capture free energy during the day from the sun, store the energy in a battery and discharge it when needed for either electric vehicle charging or typical building loads. This section highlights some items to consider when exploring DER solutions for city properties that are incorporating on-site EV charging. Using NR EL’s PV Wat ts18 map feature, it was determined that adequate parking lot space exists at each site identified below for a significant size solar array using carport solar.
Figure 14: Carport Solar PV
13 https://www.amplypower.com/
14 https:/ /www.fleetcarma.com/
15 https://www.samsara.com/fleet/telematics/electric-vehicles 16 https://www.geotab.com/fleet-management-solutions/electric-vehicles/ 17 https://driivz.com/solutions/electric-vehicle-service-provider/ 18 https:/ /pvwatts.nrel.gov/
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 54 Figure 15: Solar + Storage EV Charging 19
Potential DER Solutions
Utility 15-minute interval data was provided for multiple sites by city staff, and two sites were picked for this DER analysis: Fire Station 2 (1900 Walsh Ave) and Police Admin Building (601 El Camino Real). Both sites have unique baseline energy profiles and were identified in the EV Fleet Analysis as candidates for implementing four EVs at Fire Station 2 and 134 EVs at the Police Admin Building.
This analysis looked at potential DER solutions for three different scenarios at each site addressing the following electrical consumption from the time period of February 1, 2019 through January 31, 2020.
• Building load only
• Building load plus EV charging load
• EV charging load only
The EV charging load accounts for the number of total vehicles to be implemented in the “Long+” time period, meaning the total EVs identified at a single site.
This will allow for a look at the possible future DER potential at each site. The assumptions for sizing a solar array are considering an optimal tilt of 10° and azimuth of 180° (south facing). All future considerations for DER implementation should be developed by a consultant with detailed site information. These scenarios will not be scalable and will be unique to each site due to several varying factors.
19 https://labs.utdallas.edu/essl/projects/large-scale-vehicle-charging-problem/ Grid Solar Panels
Energy Storage Plug-in Electric Vehicles
DC Microgrid
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 55 The data below represent proposed DER benefits at each site for the three scenarios. Energy Toolbase20 Optimizer, an online tool for sizing PV and storage capacities, was utilized to model project financials including utility bill offset.
Figure 16 . Building Load Only
Figure 17 . Building Load + EV Load
Figure 18 . EV Load Only
The results of this analysis show that implementing solar PV has potential for a positive payback, while energy storage does not make financial sense at this 20 https://www.energytoolbase.com/
Estimated Base
Load
Proposed PV
Capacity
Estimated Annual
PV Production
Potential Electric
Bill Offset
Fire Station 2 54 kW
194,838 kWh 40 kW-DC 58,451 kWh 26%
Police Admin Bldg 304 kW
1,353,486 kWh 273 kW-DC 406,046 kWh 28%
Annual Energy Cost Estimated Capital
Investment
Anticipated Annual
Cost Savings
Anticipated
Payback
Fire Station 2 $27,081 $169,887 $7,047 24.1 Yrs
Police Admin Bldg $175,652 $1,133,221 $49,527 22.9 Yrs
Estimated Base
Load
Proposed PV
Capacity
Estimated Annual
PV Production
Potential Electric
Bill Offset
Fire Station 2 72 kW
216,524 kWh 40 kW-DC 64,957 kWh 24%
Police Admin Bldg 402 kW
1,606,565 kWh 320 kW-DC 481,971 kWh 27%
Estimated Annual
Energy Cost
Estimated Capital
Investment
Anticipated Annual
Cost Savings
Anticipated
Payback
Fire Station 2 $30,999 $187,659 $7,438 25.2 Yrs
Police Admin Bldg $215,268 $1,327,099 $57,863 22.9 Yrs
Estimated Base
Load
Proposed PV
Capacity
Estimated Annual
PV Production
Potential Electric
Bill Offset
Fire Station 2 19 kW
21,678 kWh 4 kW-DC 8,672 kWh 19%
Police Admin Bldg 137 kW
kWh 850 kW-DC 126,540 kWh 35%
Estimated Annual
Energy Cost
Estimated Capital
Investment
Anticipated Annual
Cost Savings
Anticipated
Payback
Fire Station 2 $5,170 $33,869 $969 35 Yrs
Police Admin Bldg $42,924 $355,925 $14,978 23.8 Yrs
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 56 time due to the existing CB-1 General Service Demand Metered tariff structure.
The lack of a time-of-use (TOU) component does not allow these city sites to take advantage of load shifting or energy arbitrage, the major benefits of an ESS.
Considering there is a high daytime load, as highlighted in the Charging Analysis section of this report, solar PV is a great solution for offsetting grid consumption.
It should be noted that projected charging profiles, as previously mentioned, do not account for actual peaks that could exist during real operating conditions.
A developer assigned to sizing PV and storage capacity for a given site will utilize detailed site and energy profile data to optimize DER performance. A full engineering analysis of existing and future interval data incorporating DERs and available Silicon Valley Power tariffs would be necessary to identify financial benefits of switching rates. The general suggestion based on our analysis is to pursue solar PV, and if a utility rate change is explored, battery storage technologies could be technically and financially feasible after additional analysis.
Applicable Time-of-Use Rates
As mentioned in the previous section, the lack of financial benefits for both solar PV and energy storage can be attributed to the lack of a time-of-use billing rate where expensive peak energy can be offset by on-site generation and storage capturing any excess generation. The figure below is from the CB-1 rate schedule where varying demand and energy charges are called out.
Figure 19: Silicon Valley Power CB-1 Rate Schedule21
Customer Charge
per meter per month
Non-Time of Use Time of Use
$69.51 $69.51
Demand Charge
All kW of Billing
Demand, per KW
$8.40
Time of Use
Peak Off-Peak
$8.40 $0.00
Energy Charge
All kWh, per kWh
Non-Time of Use
Time of Use
Peak Off-Peak
$0.11167 $0.12795 $0.09837
The peak TOU period is Monday through Saturday, except holidays (New Year’s Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day, Christmas Day), beginning at 6 a.m. and ending at 10 p.m., while off-peak times are all other times. It should be noted that a cost is associated with swapping the physical utility meters at each site, which was not identified in this rate schedule, in order to apply TOU billing. The following figure highlights the potential utility bill savings for Fire Station 2 and the Police Admin Building if a TOU-based CB-1 rate is pursued.
A more in-depth analysis would be needed to calculate the potential savings for both energy (kWh) and demand (kW) on an annual basis.
21 https:/ /www.siliconvalleypower.com/home/showdocument?id=6251 Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 57 Figure 20 . Potential Utility Bill Savings
Net Energy Metering
If solar PV is pursued by the City of Santa Clara, it should also explore the benefits of switching to a net energy metering (NEM) rate. 22 This would allow for bi-directional metering to measure the total amount of grid energy being consumed by the site as well as any excess energy from the PV system when generation exceeds current building demand. For every kilowatt-hour sent to the grid, Silicon Valley Power will credit that specific metered account at a rate of $0.05332/kWh, also known as the Payment Rate for Excess Energy. It should be noted that the rate schedule states that the cost of the meter is covered by the utility. Following is a figure representing the potential value of excess PV generation at the two sites analyzed.
Figure 21 . Potential Value of Excess PV Generation
Energy Code (Title 24) Considerations
Chapter 6 of the Title 24 California Code of Regulations, Part 6 (Energy Standards) covers the requirements for parking lot lighting. These requirements include the power limits for parking lot lighting, outdoor lighting zones, mandatory requirements, luminaire cutoff requirements and lighting controls. Title 24 Code can become complex for any given site and the information below should be considered a general catchall for lighting upgrades. Our recommendation is for the city to address compliance with a codes expert for each specific site. 22 https:/ /www.siliconvalleypower.com/home/showdocument?id=58854 Total EV Demand
Monthly Peak
Demand Cost
Avoided
Potential Annual
Savings
Fire Station 2 19 kW $159.60 $3,032
Police Admin Bldg 137 kW $1,150.80 $13,806
Proposed PV
Capacity
Estimated Over
Generation
Potential Annual
Savings
Fire Station 2
(Bldg Only) 40 kW-DC 7,659 kW h $408
Fire Station 2
(Bldg + EV) 40 kW-DC 8,653 kWh $461
Fire Station 2
(EV Only) 5 kW-DC 7, 995 kW h $426
Police Admin Bldg
(Bldg Only) 273 kW-DC 12,664 kWh $675
Police Admin Bldg
(Bldg + EV) 320 kW-DC 20,619 kWh $1,099
Police Admin Bldg
(EV Only) 85 kW-DC 68,100 kWh $3,631
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 58 Outdoor Lighting Zones (Sec 6 .3)
The idea of the Energy Standards is to base allowable outdoor lighting power on the brightness of the surrounding conditions. The standards have lighting power allowances for new lighting installations and specific alterations that fall into certain zones in which the project is located. There are five zone categories of outdoor lighting: LZ0, LZ1, LZ2, LZ3 and LZ4. A full summary of each zone is in Section 6.3, Table 6-2 in Appendix E.
The parking lot lighting being altered in this city project is assumed to be categorized as LZ1, developed portions of government designated parks and recreation areas, or LZ3, wildlife preserves.
Mandatory Requirements (Sec 6 .4)
The Energy Code requirements for outdoor lighting apply to hardscape areas, such as parking lots. This typically consists of the paved, gravel or dirt portions of an outdoor building site. The installer is required to sign the appropriate Installation Certificate to verify the correct installation. See Section 6.4.1 and 6.4.2, Mandatory Measures in Appendix E.
Luminaire Cutoff Requirements (Sec 6 .4 .1)
The standards include a new threshold metric based on initial luminaire lumens for the backlight, uplight and glare (BUG) rating requirement. All outdoor luminaires that emit 6,200 lumens or greater must comply with BUG. See Section 6.4.1 in Appendix E for explanation and exceptions.
Requirement of Outdoor Lighting Controls (Sec 6 .4 .2)
The primary requirements for outdoor controls are as follows: lights off during daytime, scheduling controls and motion sensing controls. See Section 6.4.2 in Appendix E for a full explanation of each of these controls and exceptions. The Certificate of Acceptance document for outdoor lighting controls must also be submitted to the local enforcement agency to prove the installed outdoor lighting controls pass the acceptance test.
Prescriptive Method for Compliance (Sec 6 .5)
The prescriptive requirements for outdoor lighting apply only to hardscape areas.
A lighting installation is compliant if it’s installed lighting power is less than the allowed lighting power for the site. The Energy Code specifies different lighting power allowances for different lighting zones. Additionally, different lighting power allowances are defined for asphalt and concrete sites. See for Hardscape Lighting Power Allowances, Table 6-3 in Appendix E.
Alterations for Outdoor Lighting (Sec 6 .6)
The Energy Standards apply to alterations and additions to outdoor lighting systems, and the application of the Energy Standards to alterations depends on the scope of the proposed improvements. Lighting alterations generally refers to replacing the entire luminaire. For the different alteration scenarios. see Section 6.6 in Appendix E.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 59 Chapter 3: EV Fleet Analysis
Identification of Electric Replacement
Options
Using the fleet data provided by the City of Santa Clara, the Center for Sustainable Energy (CSE) identified the range of current vehicle classes to frame the scope of research. To ensure proposed vehicles will suit city assignments, like-for-like electric vehicle (EV) replacement options are recommended such that EVs will be within the same vehicle classes as existing fleet vehicles. For each vehicle class, currently available EVs were assessed for their feasibility as replacement options.
Feasibility was determined by the criteria outlined in the city’s Green Fleet Policy:
1. Vehicles must be within the top 10% of fuel economy and lowest emissions within the vehicle class/type.
2. Vehicles must be cost competitive (within 10% in total life cycle costs of standard fueled vehicles) for the class/type needed for specific assignments.
Cost competition is determined by comparing the average expected life cycle cost (including acquisition, operation and maintenance) of vehicles in each class in the current fleet compared to the expected cost of new EV replacements, assuming similar usage (see EV Replacement Cost Estimates for further detail). In cases where multiple models for a given class/type fit the criteria, the most cost-effective option is recommended.
This analysis incorporates a buffer in the Green Fleet Policy cost competitiveness criteria, including vehicles within 20% in expected life cycle cost of standard fueled vehicles. This will allow for the recommendation of near cost competitive vehicles that may prove to be competitive if additional savings from fleet pricing and additional funding/incentive opportunities are realized.
Though the City of Santa Clara is not bound by state fleet policies, CSE proposes blending the city’s fuel efficiency and cost criteria with California’s “zero-emission vehicle and hybrid first” purchasing mandate 23 for its state fleet, which requires prioritization of light-duty (LD) vehicles and designated medium-duty (MD) and heavy-duty (HD) vehicles in the order of all-battery electric vehicles (BEVs) or fuel-cell electric vehicles (FCEVs), plug-in hybrid electric vehicles (PHEVs) and (non-plug-in) hybrid electric vehicles (HEVs), when all are available on the state contract and can meet operational needs.
This blended approach will recommend pure zero-emission vehicles 24 (ZEVs) when there is a cost competitive option currently available. If pure ZEV and 23 https:/ /www.dgsapps.dgs.ca.gov/dgs/sam/DocumentsDetail/DetailByChapter/4100 24 Pure ZEVs include BEV and FCEV technology types.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 60 PHEV options are both available, but only the PHEV is cost competitive, the PHEV is recommended.
Models of both plug-in25 technologies are presented in this section, with recommended options indicated in bold. For vehicle classes with no current cost competitive alternatives, the most fuel-efficient models of each technology are presented with neither in bold.
Light-Duty Fleet
Light-duty electric sedan and SUV models and their fuel efficiency information were derived from the U.S. Environmental Protection Agency (EPA) Fuel Economy Dataset.26 Because the market for original equipment manufacturer-produced electric trucks, cargo vans and large passenger vans are currently limited in the U.S., models in these classes were identified from a literature review of available electric up-fit manufacturers. Because these vehicles are generally less cost competitive than conventional OEM models, in order to increase likelihood of cost competition this literature review focused on vehicles that are rebate-eligible or those with state-leveraged price agreements in place via a state procurement contract. Table 23 presents proposed EV replacement options by vehicle class for each plug-in EV technology type, when available. Proposed models were determined by the methodology described above and recommended options are indicated in bold. Some models include an “(or equivalent)” label, suggesting that equivalent models from other manufacturers may prove more suitable for specific assignments upon communication with a manufacturer/retailer or more cost competitive upon acquisition price negotiations. For these models, expanding bidding across a variety of HVIP-eligible manufacturers including Motiv, Lightning Systems and Phoenix is recommended.
25 While FCEVs are currently available in California, they are generally of higher price and lower fuel economy than BEVs or PHEVs of the same class (https://www.fueleconomy.gov/feg/pdfs/guides/FEG2020.pdf ). Similarly, medium- and heavy-duty FCEVs are not expected to reach price parity with conventionally fueled vehicles until 2030 ( https:/ /ww3.arb.ca.gov/regact/2019/act2019/apph.pdf ). 26 https://www.fueleconomy.gov/feg/download.shtml
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 61 Table 26 . Proposed Light-Duty EV Replacements by Vehicle Class and Type Class* Proposed BEV Proposed PHEV
Sedan, Compact† Chevrolet Bolt EV Hyundai Ioniq Plug-in Hybrid‡
Sedan, Midsize Hyundai Ioniq Electric Hyundai Ioniq Plug-in Hybrid Sedan, Full Size Tesla Model S Kia Niro Plug-in Hybrid § Sport Utility Vehicle, Small Hyundai Kona Electric Ford Escape Plug-In Hybrid Sport Utility Vehicle, Standard
5-Passenger Tesla Model X Volvo XC90
Sport Utility Vehicle, Standard 7+
Passenger|| - -
Truck, Compact or 1/2 Ton Pickup - XL Hybrid Ford F-150 PHEV Truck, 3/4 Ton Pickup/Utility Motiv EPIC E-450 Work Truck Body (or equivalent) XL Hybrid Ford F-250 PHEV
Van, 1/2 Ton Passenger Lightning Electric Ford
Transit Passenger Van Chrysler Pacifica PHEV
Van, 3/4 Ton Passenger Lightning Electric Ford
Transit Passenger Van -
Van, 1/2, 3/4- or 1-Ton Cargo Lightning Electric Ford
Transit Cargo V an -
*All classes contain vehicles of age to be considered for short-term replacement (see EV Replacement Timeline Proposal). †For compact vehicles in which a subcompact replacement is suitable, the all-electric MINI Cooper SE Hardtop 2 door is a cost competitive option, with expected total cost of ownership within 10% of the Hyundai Ioniq Plug-in Hybrid. ‡ This midsize model is more fuel efficient and cost-effective than compact PHEVs currently on the market. § While full size sedans currently on the market are all in the high-price luxury space, the Kia Niro Plug-in Hybrid, which the EPA classifies as a small station wagon, has the passenger and cargo space equivalent to that of a large sedan and may be suitable for similar applications. || For 7-passenger SUVs in which a minivan replacement is suitable, the Chrysler Pacifica PHEV is a cost competitive option, with expected total cost of ownership within 10% of current f leet vehicles.
As presented in Table 23, while electric options are currently available for most light- duty vehicle classes, only sedans and small SUVs are currently recommended for replacement. EVs are usually found to be cost competitive when their higher upfront acquisition costs are offset by savings from operation and maintenance costs. Because these savings accrue with usage, high-mileage vehicles will accrue more operation and maintenance savings than low-mileage vehicles. With the city’s small service territory, the average mileage for these other vehicle classes didn’t prove to be high enough to accrue savings at a rate that yielded them cost competitive.
The electric vehicle market is still burgeoning with many new models expected to become available in the short term. Limited information is available about release dates and pricing for many expected models, but several light-duty trucks, vans and full-size SUVs are likely to be less expensive than the non- original equipment manufacturer (i.e., up-fit) options currently on the market.
For example, Ford expects to release all-electric versions of its F-150 and Transit Van in 2022, with additional manufacturer-made LD/MD pickups expected in the short- and medium-term from over 10 manufacturers including GMC, Tesla and several start-up companies. Whether or not these will be cost competitive for low-mileage vehicles is currently unknown due to limited pricing information, though acquisition costs are expected to continue dropping into the future as EV technology advances. Further, second-generation models may be more likely to Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 62 have competitive pricing options, so cost competitive models in these classes may be expected in the medium term. Upcoming models for short- and medium-term replacement consideration in are presented in Table 27.
Table 27 . Expected Upcoming Light-Duty EV Replacements by Vehicle Class Medium-/Heavy-Duty Fleet
Medium- and heavy-duty truck and van models were derived from a literature review of available electric MD/HD vehicle manufacturers. Because medium-/ heavy-duty EVs generally aren’t cost competitive without financial incentives, especially without high mileage, CSE staff have identified MD/HD replacement options with cost-effectiveness as a priority. Therefore, most proposed vehicles are eligible for the California Air Resources Board’s (CARB’s) Hybrid and Zero- Emission Truck and Bus Voucher Incentive Project27 (HVIP), and many have 27 https://www.californiahvip.org/
Class Potential Replacement
Vehicle Estimated Release Year
Sport Utility Vehicle, Standard
5-Passenger
Toyota/Subaru
D-segment-class SUV TBD
Sport Utility Vehicle, Standard
7+ Passenger Rivian R1S 2021
Truck, Compact or 1/2 Ton
Pickup Ford F-150 Electric 2022
Truck, 3/4 Ton Pickup
Ford F-150 Electric 2022
Rivian R1T 2021
Tesla Cybertruck 2022
Van, 1/2 Ton, Passenger Volkswagen I.D. Buzz 2022
Van, 1/2 Ton, Cargo
Mercedes-Benz eVito Available in EU, US TBD
Volkswagen I.D. Buzz Cargo 2022
Van, 3/4 Ton Passenger
Mercedes-Benz eSprinter Available in EU, US TBD
Volkswagen I.D. Buzz 2022
Ford Transit BEV 2022
Van, 3/4 & 1 Ton, Cargo
Mercedes-Benz eSprinter Available in EU, US TBD
Volkswagen I.D. Buzz Cargo 2022
Ford Transit BEV 2022
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 63 state-leveraged price agreements via a state procurement contract (both discussed further in EV Replacement Cost Estimates). Table 28 presents proposed EV replacement options by vehicle class for each EV technology type, when available, excluding public safety and other specialty vehicle classes. Proposed models were determined by the methodology described above and recommended options for the short-term replacements (see EV Replacement Timeline Proposal are indicated in bold. Some models include an “(or equivalent)” label, suggesting that equivalent models from other manufacturers may prove more suitable for specific assignments upon communication with a manufacturer/retailer or more cost competitive upon acquisition price negotiations. For these models, expanding bidding across a variety of HVIP-eligible manufacturers including BYD, GreenPower, Lightning Systems, Motiv and Phoenix is recommended.
Table 28 . Proposed Medium-/Heavy-Duty EV Replacements by Vehicle Class Class* Proposed BEV Proposed PHEV
Aerial Truck, MD*/HD* - Altec JEMs ePTO †
Chipper Truck, MD - -
Dump Truck, MD*/HD* - -
Flat Bed Truck, MD* Motiv EPIC E-450 Flat Bed
Truck (or equivalent) -
Pickup Truck, MD Motiv EPIC E-450 Work Truck
(or equivalent) XL Hybrids Ford F–250 PHEV
Tanker Truck, MD SEA Ford F-650 or F-750 EV
(or equivalent) -
Tanker Truck, HD Lion Electric Lion 8
(or equivalent) -
Utility Truck, MD* Motiv EPIC E-450 Work Truck
(or equivalent) XL Hybrids Ford F–250 PHEV
Utility Truck, HD* Lion Electric Lion 8
(or equivalent) -
Bookmobile, MD* Motiv F-59 Bookmobile -
Bookmobile, HD Motiv F-53 Winnebago -
Cargo Van, MD Chanje V8100 Panel Van
(or equivalent) -
Step Van, MD* Motiv EPIC E-450 Step Van
(or equivalent) -
* Class contains vehicles of age to be considered for short-term replacement (see EV Replacement Timeline Proposal). † Electric power take-off devices (ePTO) are a mild-hybrid technology that can reduce emissions from MD/HD aerial utility and work trucks. ePTO devices use rechargeable on-vehicle batteries to power truck-mounted equipment such as aerial platforms and digger derricks or other power tools without running the engine, allowing for idle and fuel reductions. HVIP-eligible Altec models with ePTO included include the JEMs 4e4 and 6e6 (MD) and JEMs 12E8 and 1820/18E20 (HD), though the devices can be installed on various truck models and are expected to be cost-effective (see EV Replacement Cost Estimates).
While several MD/HD classes with vehicles of age to be considered for short-term replacement don’t currently have cost competitive options at the city’s mileage levels, even with available incentives, battery costs are expected to decrease over the coming years. Recent analyses project that MD/HD electric trucks will reach Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 64 total cost of ownership (TCO) parity with comparable diesel trucks by 2024 28 or 2025.29 Further, upcoming models from makers that do not currently have HVIP- eligible offerings, such as Daimler, Nikola, Tesla, Toyota, Workhorse and Volvo are projected to have releases over the next several years 30 that may include cost competitive MD/HD offerings in additional vehicle classes. Further, pilot programs indicate all-electric vehicles serving aerial, 31 dump/chipper32 and other applications may become available in the medium term. Table 29 presents upcoming models, many of which are expected to be suitable for a diverse set of applications.
Table 29 . Potential Upcoming Medium-/Heavy-Duty EV Replacements by Vehicle Class
Other Considerations
Though like-for-like EV replacement options within the same vehicle classes are analyzed here, identifying vehicles that can be replaced with a lighter class will often present additional opportunities to reduce petroleum use and resulting emissions. Further, identifying opportunities to achieve transportation needs with fewer vehicles will improve the cost favorability of new vehicles by reducing upfront acquisition costs while increasing per-vehicle miles, allowing for increased accumulation of savings from operation and maintenance costs. Telematics systems can be installed in fleet vehicles to enhance monitoring capabilities in support of right-sizing the fleet and optimizing vehicle use. Telematics enables detailed tracking of vehicle usage characteristics such as daily mileage and length and location of trips, which are difficult to otherwise understand. These factors are crucial to informed decision-making regarding which vehicles are essential to maintain and prime candidates for EV replacement.
28 https:/ /ww3.arb.ca.gov/regact/2019/act2019/apph.pdf 29 https://www.atlasevhub.com/materials/medium-and-heavy-duty-vehicle-electrification/ 30 https://atlaspolicy.com/wp-content/uploads/2019/07/Electric-Buses-and-Trucks-Overview.pdf 31 https://www.altec.com/altec-collaborates-on-first-fully-electric-vehicle-in-the-us/ 32 https://insideevs.com/news/338000/shenzhen-companies-ordered-500-byd-electric-dump-trucks/ Class Potential Replacement
Vehicle Estimated Release Year
MD Truck
Freightliner eM2 106 2021
Volvo FL Electric 2021
HD Truck
Freightliner eCascadia 2021
Peterbilt 220EV, 520EV,
579EV 2021
Volvo VNR & FE Electric 2021
Tesla Semi 2021
MD Va n Workhorse C650 & C1000 2021
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 65 Communication with a manufacturer or authorized retailer may be necessary to ensure utility trucks, cargo vans or other vehicles with specialized applications are appropriately equipped to handle specific assignments, which may represent additional costs.
An impactful area for fuel-efficient vehicle replacements that is excluded from the primary analysis are police patrol vehicles. While not an all-electric option, the Ford Police Interceptor Utility is a currently available pursuit-rated hybrid SUV.
Ford also offers a plug-in hybrid special service sedan that is designed for detective and other non-pursuit law enforcement applications.
As the LD truck and van and MD/HD EV markets develop over the coming years, CSE recommends revisiting each in turn to reexamine the feasibility of electric replacements at that time.
EV Replacement Timeline Proposal
The recommended vehicle replacement age for light- and medium-/heavy-duty fleets are informed by a Utilimarc assessment 33 of the energy utility industry.
This assessment used national total cost of ownership information including acquisition, maintenance, utilization and depreciation data from across the industry to predict the optimal replacement age to achieve the lowest annualized total lifetime costs for each vehicle class.
The outputs of this assessment include 2–5-year life cycle ranges for the vehicles analyzed in each class and these are used to guide the replacement timeline proposal. Due to the relatively low annual mileage of the city’s fleet compared to the fleet in the Utilimarc assessment, we’d expect city vehicles to both retain their resale value longer than average and incur maintenance and repair costs slower than average. Therefore, the upper bound of the recommended life cycles is used as a replacement guidepost, which averaged 8 years for light-duty vehicles and 13 years for medium-/heavy-duty. Though this replacement schedule is slightly more aggressive than the city’s current schedules, it is expected to result in overall cost savings by minimizing annualized total lifetime vehicle costs of the current fleet and will allow for a faster rate of cycling in fuel-efficient EVs. 33 Appendix A: 2016 Industry Replacement Summary ( https:/ /www.sdge.com/sites/default/files/regulatory/SDGE-221-Fleet%20Services%20 C.%20Herrera%20with%20Appendices%20Redacted_0.pdf )
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 66 Light-Duty Fleet
The proposed replacement schedule for short-, medium- and long-term replacements are characterized as follows.
• Short-term replacement candidates (within 0-2 years): 7+ year-old gasoline- or diesel-powered vehicles with current cost-effective electric alternatives • Medium-term replacement candidates (within 2-5 years): 7+ year-old gasoline- or diesel-powered vehicles without current cost-effective electric alternatives and 4–6-year-old gasoline- or diesel-powered vehicles with either electric alternatives either currently available or expected in the next 5 years • Long-term replacement candidates (within 5-10 years): gasoline- or diesel- powered vehicles either 0–3 years old or vehicles of any age without current or expected cost-effective alternatives
Figure 22 illustrates the proposed replacement schedule for the light-duty fleet (excluding police patrol vehicles, which are assessed separately). Vehicles are grouped by their recommended replacement term and then split evenly across years within that term.
Figure 22 . Proposed Light-Duty Replacement Schedule
Replacement schedules are applied using a 1/1/2021 baseline and short-term candidates are described in Table 30. These vehicles were identified using the following criteria.
• Duty = light
• Acquisition Date = before 1/1/2015
• Fuel Type = gasoline or diesel
• Class = all with EV replacements projected within 20% of current average life cycle cost, excluding police patrol vehicles = sedans and small SUVs These filters produced a list of 85 vehicles—roughly one-third of the non-patrol petroleum-fueled LD fleet—that are prime candidates for replacement in the short term.
Term Short Term Medium Term Long Term
Yea r 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Vehicle
Age & Class
7+ year-old sedans
and small SUVs
7+ year-old standard SUVs,
trucks, vans and 4–6-year-old
vehicles of all classes
0–3-year-old
vehicles of all
classes Turnover of LD fleet
completed. Consider
replacement of 2021–2023
acquisitions.
Vehicle
Count and
Cumulative
Percent
42–43
(17%)
42–43
(34%)
39 (50%)
39 (65%)
39 (81%)
23–24
(90%)
23–24
(100%)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 67 Table 30 . Short- Term Replacement Candidates by Vehicle Class Note: Police patrol and electric f leet vehicles are excluded.
In addition to cost savings resulting from replacing aging petroleum-fueled vehicles with efficient EVs, the city aims to remain at the forefront of clean technology adoption and play an active role in meeting the state’s air quality, climate and public health protection goals. State policies related to light-duty vehicles and used as a benchmark to frame and evaluate city progress are described in Table 31.
Table 31 . Light-Duty External Policy Guidelines
Policy & Target Requirements* Source Notes
Executive Order
(EO) B-16-12:
Zero Emission
Purchasing
Mandate
Target: State agencies
Requires at least
25% of LD purchases
are ZEV by 2020,
with at least half
of those being pure
ZEV
State
Administrative
Manual † Section
4121
City requirement: No
Proposals accommodate goal:
Yes
2016 ZEV Action Plan
Target: State agencies
Increases EO
B-16-12 purchasing
requirement by
5% each year such
that 50% of new LD
purchases are ZEV
by 2025
State
Administrative
Manual Section
4121
City requirement: No
Proposals accommodate goal:
Yes
ZEV & Hybrid First
Purchasing Mandate
Target: State agencies
Requires following
priority structure for
LD purchases when
feasible: BEV/FCEV,
PHEV, HEV, other
State
Administrative
Manual Section
4121.1
City requirement: No
Proposals accommodate goal:
Partial ‡
AB 236 Petroleum
Reduction Goal
Expansion
Target: State agencies
Petroleum reduction
target of 50%
(compared to a 2015
baseline) by 2030.
DGS§ 43% City requirement: No
Proposals accommodate goal:
Yes||
* State policies related to purchasing requirements include exemptions for vehicles having special performance requirements necessary for the protection of public safety and welfare.
† https:/ /www.dgsapps.dgs.ca.gov/dgs/sam/DocumentsDetail/DetailByChapter/4100 ‡ ZEV mandate priority structure is blended with city’s Green Fleet Policy fuel efficiency and cost criteria. § https://www.dgs.ca.gov/Press-Releases/Page-Content/News-List-Folder/State-Announces-New-Purchasing-Policies-to-Reduce-Greenhouse-Gas-Emissions || Assuming half of EV acquisitions are all-electric (per EO B-16-12) and 54% of PHEV miles are fueled by electricity (equal to the lowest expected of recommended PHEV models per the EPA Fuel Economy dataset: https://www.fueleconomy.gov/feg/download.shtml ) Class Count Percent of Total
Light-Duty Fleet
Percent of Class in
Light-Duty Fleet
Sedan, Compact 32 13% 97%
Sedan, Midsize 17 7% 77%
Sedan, Full Size 18 7% 75%
Sport Utility Vehicle,
Small 18 7% 43%
Total 85 34% -
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 68 Medium-/Heavy-Duty Fleet
The proposed replacement schedule for short-, medium- and long-term replacements are characterized as follows.
• Short-term replacement candidates (within 0–2 years): 12+ year-old gasoline- or diesel-powered vehicles with current cost-effective electric alternatives • Medium-term replacement candidates (within 2–5 years): 9–11-year-old gasoline- or diesel-powered vehicles with either electric alternatives either currently available or expected in the next 5 years.
• Long-term replacement candidates (within 5–10 years): gasoline- or diesel- powered vehicles either 4–8 years old or vehicles 4+ years old without current or expected cost-effective alternatives
Figure 23 illustrates the proposed replacement schedule for the medium- and heavy-duty fleet (excluding public safety vehicles). Vehicles are grouped by their recommended replacement term and then split evenly across years within that term.
Figure 23 . Proposed MD/HD Replacement Schedule
Short-term replacement candidates are described in Table 32. These vehicles are identified using the following criteria.
• Duty = medium or heavy
• Acquisition Date = before 1/1/2010
• Fuel Type = gasoline or diesel
• Class = all with EV or ePTO replacements projected within 20% of current average life cycle cost = MD/HD aerial trucks, MD step/cargo vans These filters produced a list of six vehicles—roughly 4% of the non-public safety petroleum-fueled MD/HD fleet—that are prime candidates for replacement in the short term.
Term Short Term Medium Term Long Term
Yea r 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Vehicle
Age & Class
12+ year-old MD
step/cargo vans,
MD/HD aerial
trucks
12+ year-old MD bookmobiles
and flatbed trucks, MD/HD
dump, utility and specialty
trucks and 9–11-year-old
vehicles of all classes
4–8-year-old vehicles of all classes
Vehicle
Count and
Cumulative
Percent
3 (2%)
3 (4%)
10 (10%)
10 (17%)
10 (23%)
18–19
(34%)
18–19
(46%)
18–19
(58%)
18–19
(70%)
18–19
(82%)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 69 Table 32 . Short- Term Replacement Candidates by Vehicle Class State policies related to medium-/heavy-duty vehicles and used as a benchmark to frame and evaluate city progress are described in Table 33.
Table 33 . Medium-/Heavy-Duty External Policy Guidelines Policy & Target Requirements * Source Notes
ZEV & Hybrid
First Purchasing
Mandate
Target: State agencies
Requires
following priority
structure for MD/
HD purchases
in designated
categories when
feasible: BEV/FCEV,
PHEV, HEV, other
State
Administrative
Manual † Section
4121.9
City requirement: No
Proposals accommodate goal:
Partial ‡
AB 236 Petroleum
Reduction Goal
Expansion
Target: State agencies
Petroleum reduction
target of 50%
(compared to a 2015
baseline) by 2030
DGS§ City requirement: No
Proposals accommodate goal:
Yes||
Advanced Clean
Trucks
Target: Manufacturers
Manufacturers are
required to sell ZEVs
as an increasing
percentage of their CA
MD/HD truck sales
starting in model
year 2024 (5–9%
depending on class)
and increasing to
30–50% in 2030
Advanced
Clean Trucks
Regulation 34
Requirement continues
increasing past 2030 with
a goal of a full ZEV fleet by
2045.
City requirement: No 35
Proposals accommodate goal:
Yes
* State policies related to purchasing requirements include exemptions for public safety and welfare vehicles with special performance requirements.
† https:/ /www.dgsapps.dgs.ca.gov/dgs/sam/DocumentsDetail/DetailByChapter/4100 ‡ ZEV mandate priority structure is blended with city’s Green Fleet Policy fuel efficiency and cost criteria. § https://www.dgs.ca.gov/Press-Releases/Page-Content/News-List-Folder/State-Announces-New-Purchasing-Policies-to-Reduce-Greenhouse- Gas-Emissions
|| Assuming EV acquisitions are all-electric or ePTO.
Most of the city’s (non-public safety) MD/HD vehicles—82%—are less than 11 years 34 https://ww2.arb.ca.gov/rulemaking/2019/advancedcleantrucks 35 While there is currently no vehicle procurement requirement of the city, CARB has indicated a potential f leet procurement regulation that aligns with ACT with a goal of a full ZEV f leet by 2040, per personal communication with CARB.
Class Count Percent of Total
MD/HD Fleet
Percent of Class in
MD/HD Fleet
Aerial Truck, MD 2 1% 29%
Aerial Truck, HD 3 2% 33%
Step/Cargo Van, MD 1 1% 14%
Total 6 4% -
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 70 old, leading them to be classified as medium- and long-term replacement candidates.
This puts the recommended replacement periods in alignment with the point at which the EV market is projected to reach cost parity with the traditional vehicle market. In the short term, the city’s use of renewable diesel, rather than petroleum- based diesel, to fuel the MD/HD fleet plays a significant role in meeting petroleum- reduction goals and reducing GHG emissions (discussed further in Chapter 5) until the age of the fleet and the market are better suited for electric replacement.
Other Considerations
While 8- and 13-year replacement schedules are used to frame this study, these ages should be treated as a general guidepost and evaluating vehicles on a case- by-case basis is recommended. For comparison, the state of California has its own fleet replacement schedule criteria 36 that similarly recommends replacement at the most economical mileage and age thresholds. The state’s schedule is more aggressive than the Utilimarc schedule recommended here, with LD vehicles eligible for replacement after 5–8 years, MD vehicles after 6 years and HD vehicles after 11 years.
When assessing vehicle replacement timelines, statewide rebate program guidelines should be considered to ensure maximum rebate eligibility. The CVRP provides rebates (see Chapter 1) for eligible LD public fleet vehicles at a maximum of 30 rebates per calendar year. HVIP incentive funding for MD/HD electric vehicles becomes available annually at which point the program accepts voucher requests until funding is exhausted. It is recommended that the city submit voucher requests soon after funding becomes available to ensure that vehicle acquisitions can receive incentives before funding is exhausted. Fleets can request up to 200 vouchers per calendar year. It is recommended that rebate programs be taken advantage of to the extent possible in the short term, as rebate program eligibility are subject to change each year.
Emergency services and detective vehicles are included in this replacement timeline, though EV suitability for these vehicles should be evaluated on a case-by- case basis.
Timelines assume cost competitive EV options will be available in the medium term. As markets develop over the coming years, CSE recommends revisiting each in turn to reexamine the feasibility of electric replacements at that time. 36 https:/ /www.dgsapps.dgs.ca.gov/documents/sam/SamPrint/new/sam_master/sam_master_file/chap4100/4126.pdf Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 71 EV Replacement Cost Estimates
Replacing the city’s fleet with EVs is a significant investment, and though monetary incentives are available to offset the initial cost of these vehicles, in many cases the additional upfront cost compared to conventionally fueled vehicles will pay for itself within an 8- or 13-year vehicle life cycle due to the lower operation and maintenance costs of EVs.
Costs are analyzed for the short-term recommended fleet acquisitions outlined in the previous sections and compared to the costs of vehicles they would replace in the current fleet. Total cost of ownership (TCO) for proposed EVs and the current fleet are estimated as follows.
TCO (Acquisition Cost - Rebate Amount) + Operation Costs + Maintenance Costs= These variables are described in Table 34 and additional inputs are detailed in Table 35.
Table 34 . Variable Descriptions
* Collected from manufacturer websites (Accessed May 2020). † Contract ID: 1-19-23-22 A-D (https://www.caleprocure.ca.gov/pages/LPASearch/lpa-search.aspx ) ‡ https://cleanvehiclerebate.org/eng/eligible-vehicles
§ https://www.californiahvip.org/how-to-participate/#Eligible-Vehicle-Catalog || LD: https://www.fueleconomy.gov/feg/download.shtml . MD/HD: Collected from manufacturer websites.
Variable
Description
Proposed EV Current Fleet
Acquisition Cost LD: Model-specific MSRP*
MD/HD: Model-specific state contract price †
Class average acquisition cost (from city
data)
Rebate Amount Current CVRP amounts ($1,000–2,000)‡ or
HVIP ($80K–150K)§ amounts N/A
Annual Operation
Costs
Product of model-specific fuel economy|| class-
specific fleetwide average 2019 mileage (from
city data) and fuel costs
Product of class-specific fleetwide average
2019 fuel use (from city data) and fuel costs
Annual
Maintenance Costs
Product of class- and fuel-specific cost-per-mile
factors and fleetwide class-specific average 2019
mileage
Product of class- and fuel-specific cost-per-
mile factors and fleetwide class-specific
average 2019 mileage
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 72 Table 35 . Input Values and Sources
Input Value Description Source
Years of Operation LD: 8
MD/HD: 13
High-end of recommended
LD vehicle life cycle range
Utilimarc Utility Fleet
Assessment †
Electricity Cost*
($/kWh)
LD: $0.164
MD/HD: $0.176
Average expected rate over
life cycle (large commercial
service class)
Silicon Valley Power Rates
and Fees‡
Gasoline Cost*
($/ga llon)
LD: $3.48
MD/HD: $3.75
Average expected cost over
life cycle City of Santa Clara data
Diesel Cost*
($/ga llon)
PL D: N/A
MD/HD: $3.91
Average expected cost over
life cycle City of Santa Clara data
Maintenance Cost
($/mile)
LD ICE:§ $0.15–0.23
LD EV: $0.13–0.22
MD/HD ICE: $0.20–0.35
MD/HD EV: $0.14–0.22
Based on vehicle class and
technology/fuel type
Various via AFLEET Tool ||
Background Data
* Fuel costs assume acquisition in 2022, 8 or 13 years of operation, fixed annual mileage and a 3% fuel price increase annually from a 2019 baseline. † Appendix A: 2016 Industry Replacement Summary ( https:/ /www.sdge.com/sites/default/files/regulatory/SDGE-221-Fleet%20Services%20 C.%20Herrera%20with%20Appendices%20Redacted_0.pdf )
‡ https:/ /www.siliconvalleypower.com/businesses/rates-and-fees § ICE (internal combustion engine) = gasoline- or diesel-fueled vehicles || https://greet.es.anl.gov/afleet_tool
As noted, though EVs currently have higher upfront costs compared to conventional vehicles, the accumulation of savings from their lower operation and maintenance costs can make them competitive when assessing the total cost of ownership over the vehicle life cycle. The maintenance cost ranges detailed in Table 32 are lower for EVs. Vehicles recommended for short-term replacement include expected maintenance savings of 5% and 11% for LD PHEVs and BEVs, respectively, and 39% for MD/HD BEVs. The electricity costs of fueling EVs can be compared to the costs of fueling gasoline or diesel vehicles by translating the price per kWh of electricity into a gallon-equivalent metric, or eGallons. 37 An eGallon represents how much the electricity will cost to drive an EV the same distance that a gallon of gas or diesel would go in a comparable conventional car. Since these values vary based on the fuel efficiency of each vehicle, EV operation costs per eGallon are displayed in Table 33 using illustrative models for example. Light- duty operation savings are illustrated by comparing the 2019 Hyundai Kona EV to the conventional gas-powered Kona FWD. Medium- and heavy-duty vehicles are illustrated using the efficiency of the Motiv EPIC E-450 38 and the Lion Electric Lion 839 compared to 2019 conventional MPG averages.40 When viewing electricity costs in terms of dollars per eGallon, EV operation cost savings become clear.
The average electricity cost expected to drive these illustrative EVs the range of an eGallon (e.g., 30 miles for LD and 7.3 miles for HD) ranges from $1.35 to $2.47.
These costs are 37–61% less than the cost per gallon of conventional fuel, resulting in savings per eGallon of up to $2.13. GHG savings estimates (which are further described in the Chapter 5) are included to exhibit the environmental benefits associated with converting to an electric fleet. The illustrative EVs in Table 36 37 Based on U.S. Department of Energy methodology, an eGallon is equal to the product of three factors: the MPG of a comparable conventional car, the kWh per mile of the EV and dollars per kWh of electricity ( https://www.energy.gov/sites/prod/files/2013/06/f1/eGallon-methodology- final.pdf )
38 https://www.motivps.com/products/epic-e450/
39 Contract ID: 1-19-23-22A Attachment C ( https://www.caleprocure.ca.gov/pages/LPASearch/lpa-search.aspx ) 40 https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 73 are estimated to emit between 16 and 19 fewer pounds of GHGs than conventional vehicles each eGallon, meaning each gallon of gas or diesel offset by electric-fueled driving represents GHG reductions of 66–77%.
Table 36 . Illustrative EV Operation Costs and GHG Savings *Comparisons based on $3.48/gal. gas for LD, $3.75/gal. gas for MD and $3.91/gal. diesel for HD Light-Duty Fleet
The costs of short-term replacements of the city’s light-duty fleet are estimated based on the current fleet makeup and currently available cost competitive models recommended. As described in Table 34 and Table 35, acquisition costs will assume MSRP pricing and include CVRP rebates ranging from $1,000–$2,000. Estimated upfront vehicle acquisition costs, operation and maintenance costs and TCO for the recommended models are presented in Table 37. Cost comparisons are made to class averages from the current fleet and GHG savings estimates (which are further described in Chapter 5) are included to exhibit the environmental benefits associated with converting to an electric fleet.
Light Duty Medium Duty Heavy Duty
Conventional Fuel
Economy (MPG) 30 10.1 7. 3
EV Fuel economy
(miles/kWh) 3.6 0.8 0.5
Electricity Cost
($/kWh) $0.16 $0.18 $0.18
Electricity Cost
($/eGa l) $1.35 $2.15 $2.47
EV Operation Cost
Savings ($/eGa l)*
$2.13
(- 61%)
$1.60
(-43%)
$1.44
(-37%)
EV GHG Savings
(lbs/eGal)
18 (-77%)
16 (- 66%)
19 (-67%)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 74 Table 37 . Light-Duty EV Replacement Cost Estimates
As displayed in Table 37, the acquisition costs of recommended EVs range from 5–36% higher than vehicles of equivalent classes in the current fleet, but after accounting for expected savings from operation and maintenance over the life cycle of the vehicle, the total cost of ownership can be comparable, with expected ranges between +6% to -11% of current fleet vehicles. This is illustrated further in Figure 24 by comparing expected costs of the Hyundai Ioniq BEV to midsize sedans in the current fleet.
Sedan, Compact Sedan, Midsize Sedan, Full Size Sport Utility Vehicle, Small
Model Hyundai Ioniq PHEV Hyundai Ioniq BEV Kia Niro PHEV Hyundai Kona BEV MSRP $26,500 $33,045 $29,490 $36,950
Potential Rebate $1,000 $2,000 $1,000 $2,000
Acquisition Cost $25,500 $31,045 $28,490 $34,950
Incremental Cost $2,142
(+9%)
$4,439
(+17%)
$1,326
(+5%)
$9,182
(+36%)
Class Avg . Annual
Mileage 2,202 3,221 3,946 4,530
8-Year Operation
and Maintenance
Costs
$3,478
(-23%)
$4,440
(-36%)
$6,498
(- 46%)
$6,490
(-54%)
8-Year Operation
and Maintenance
Savings
$1,046 $2,461 $5,447 $7,762
8 -Yea r TC O $28,978
(+4%)
$35,485
(+6%)
$34,988
(-11%)
$41,440
(+4%)
8-Year GHG
Reductions (MT) 3 7 17 24
Short Term Vehicle
Count 32 17 18 18
Overall, 8-Year TCO $927, 297 $603,247 $629,786 $745,919 Overall, 8-Year GHG
Reductions (MT) 110 127 313 437
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 75 Figure 24 . 8-Year Total Cost of Ownership Comparison Medium-/Heavy-Duty Fleet
The costs of short-term replacements of the city’s medium-/heavy-duty fleet are estimated based on the current fleet makeup and currently available cost competitive models recommended. As described in Table 34 and Table 35, costs will assume state-contracted pricing when available, and include HVIP point- of-sale rebates ranging from $80,000–$150,000. Estimated upfront vehicle acquisition costs, operation and maintenance costs and TCO for the recommended models are presented in Table 38. Cost comparisons are made to class averages from the current fleet and GHG savings estimates (which are further described in Chapter 5) are included to exhibit the environmental benefits associated with converting to an electric fleet. Aerial trucks are analyzed separately. $20,000
$24,000
$28,000
$32,000
$36,000
$40,000
Sedan,
Midsize
Hyundai
Ioniq BEV
01 2345 67 8
Annual Cost per Session
Total Cost of Ownership
$31,045
(+17%)
$35,485
(+6%)
$26,606
$33,507
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 76 Table 38 . Medium-/Heavy-Duty EV Replacement Cost Estimates * Compared to a new conventional (non-electric) E-450 cab & chassis. Cost difference decreases when including unknown body costs.
Altec JEMs ePTO devices for aerial trucks are expected to cost roughly $53,000 for MD applications and $74,000 for HD applications.41 Assuming four hours of idle per day, 260 days per year, they are expected to pay for themselves in five years in MD applications and nine years in HD applications and accrue savings after this period. 42 Additionally, HVIP rebates of $20,000–$40,000 can help offset upfront costs of Altec models with JEMs ePTO installed.
Other Considerations
Telematics can be installed in acquired EVs to track the usage characteristics in order to measure costs and benefits of fleet conversion, including additional benefits such as fuel savings from idling, and to help optimize both vehicle utilization and charging schedules.
41 https:/ /www.gsaadvantage.gov/ref_text/GS30F026GA/0V4NO8.3QV0ON_GS-30F-026GA_GS30F026GADEC2019.PDF 42 https:/ /www.eei.org/issuesandpolicy/electrictransportation/FleetVehicles/Documents/EEI_UtilityFleetsLeadingTheCharge.pdf Step/Cargo Van, MD
Model Motiv Epic E-450 Step Van
Price Estimate (cab & chassis) $201,239
Potential Rebate $80,000
Acquisition Cost $121,239
Incremental Cost* $86,239
(+2 4 6%)
Class Avg . Annual Mileage 3,958
13-Year Operation and Maintenance Costs $22,031
(-76%)
13-Year Operation and Maintenance
Savings $71,152
1 3 -Yea r TC O $143,270
(12%)*
13-Year GHG Reductions (MT) 56
Short Term Vehicle Count 1
Overall, 13-Year TCO $143,270
Overall, 13-Year GHG Reductions (MT) 56
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 77 Police Patrol Vehicles
While not an all-electric option, the Ford Police Interceptor Utility is a currently available pursuit-rated hybrid SUV that has the potential to significantly reduce fuel use and operation costs. It has an EPA-estimated fuel economy rating of 24 miles per gallon, roughly 40% better than previous non-hybrid Interceptor models.
This represents about 265 gallons of gas and $750 of fuel costs per vehicle annually at the 15,433 average mileage for the city’s current Ford Interceptors in 2019.
Additionally, an onboard battery can charge electrical equipment, reducing the need to idle the engine to do so, which could decrease idling fuel use by over 50%.
Ford estimates this idle reduction could save 933 gallons of fuel annually for each vehicle, equal to $2,640 of gas at 2019 city costs, assuming 4.9 hours of idling per shift, two shifts per day and daily use. 43
Additional Cost Reduction Opportunities
While upfront costs for the LD fleet are analyzed by MSRP, additional upfront savings may be realized in the light-duty fleet through fleet pricing (e.g., savings from purchasing in volume or savings from purchasing through state-contracted procurement agreements). State-contracted pricing is available for several electric models, though these prices and availability are subject to change and the current contract44 is renegotiated annually, with the current contract expiring April 30, 2021.
State-contracted pricing for MD/HD vehicles has historically been renegotiated every other year. The current contract45 referenced for pricing in this analysis expires on June 26, 2021, at which point models and pricing is subject to change.
While CVRP rebates ranging from $1,000–2,000 are incorporated in this analysis, EVs domiciled in a disadvantaged community are eligible for increased rebates from the CVRP (+$2,500)46 and HVIP (increased amount determined at the time of voucher request). Disadvantaged community status is assigned at the census tract level. Fleet vehicles domiciled in census tract 6085505202 in central Santa Clara are eligible for these increased rebates. 47
Additional grant funding for MD/HD vehicles may be available through the Carl Moyer Memorial Air Quality Standards Attainment Program (Carl Moyer Program) via the Bay Area Air Quality Management District. 48 This program provides grants for clean vehicle replacements or power system conversions of MD/ HD fleet vehicles (and fueling infrastructure), covering up to 50% of vehicle costs for fleets with 10 or more vehicles. Though Santa Clara is within the air district’s jurisdiction and is therefore eligible, priority is given to projects in impacted communities and those under consideration per AB 617, all of which fall outside of the city.
43 https://www.ford.com/cmslibs/content/dam/brand_ford/en_us/brand/resources/general/pdf/brochures/2020_PI_Utility_Mini- Brochure2_lr.pdf
44 https:/ /www.dgs.ca.gov/PD/Resources/Page-Content/Procurement-Division-Resources-List-Folder/Statewide-Contract-Fleet-Vehicles 45 Contract ID: 1-19-23-22 (A-D) https://www.caleprocure.ca.gov/pages/LPASearch/lpa-search.aspx 46 https://cleanvehiclerebate.org/eng/fleet/eligibility 47 https:/ /oehha.maps.arcgis.com/apps/View/index.html?appid=c3e4e4e1d115468390cf61d9db83efc4 48 https://www.baaqmd.gov/funding-and-incentives/funding-sources/carl-moyer-program Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 78 HD trucks that are scrapped and replaced are eligible for incentives up to $200,000 from the Volkswagen Program for Zero Emission Class 8 Freight and Port Drayage Trucks.49 Funding from this program becomes available on August 18, 2020, and is awarded on a first-come, first-served basis.
Federal tax credits of up to $7,500 are available for new EV acquisitions. 50 While municipal fleets are not eligible to claim this tax credit directly, if vehicles are leased rather than purchased, the leasing company may claim the credit and often pass part of the savings on the consumer. 51
CARB’s Low Carbon Fuel Standard program 52 offers credits for EV charging that can be sold for revenue to further offset costs. Additional funding opportunities are discussed in the Funding Analysis.
Cost Estimates
Communication with a manufacturer or authorized retailer may be necessary to ensure utility trucks, cargo vans or other vehicles with specialized applications are appropriately equipped to handle specific assignments, which may represent additional costs.
Average annual mileage and life cycle costs are based on vehicle class averages.
Cost totals and differentials of individual vehicles will vary such that higher- mileage vehicles will have additional savings and vice versa.
This approach compares costs of existing conventional vehicles to new electric vehicles. Cost competition based on a comparison of new EVs to new conventional vehicles might result in different findings depending on the net difference in expected higher average MSRP and lower average operation and maintenance costs of new conventional vehicles.
49 https://xappprod.aqmd.gov/vw/zero-emission.html
50 https://www.fueleconomy.gov/feg/taxevb.shtml
51 https://cleanvehiclerebate.org/eng/ev/incentives/state-and-federal 52 https:/ /ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 79 Chapter 4: Workforce
Development
As the City of Santa Clara installs and
deploys electric vehicle infrastructure
and vehicles, fleet staff must be able
to address electric vehicle incidents as
well as maintain daily operations. In the
workforce development section, CSE
will provide resources and guidance that
inform current fleet staff as well as first responders about available training and educational material and events for handling electric vehicles and infrastructure.
Through the resources provided in this section, fleet staff, first responders and emergency personnel should be able to find the appropriate channels and information in order to:
1. Identify training and educational opportunities.
2. Understand potential hazards unique to individual alternative fuels.
3. Safely respond to an incident in which an electric vehicle is present.
The document is divided into four parts: 1) fleet management and administration, 2) fleet technicians, 3) EV infrastructure training, 4) first and second responder training and 4) K-12 and adult education. In addition to training and educational opportunities, CSE recommends collecting rescue data sheets from the original equipment manufacturer (OEM) and include information regarding type of drive and the location of high-voltage components inside every electric vehicle.
Fleet Management & Administration
Fleet managers should address the following.
• Continue maintaining a familiarity with the basics of EV technology and operation
• Understand how to quantify, compare and report savings from owning and operating EVs over ICE vehicles
• Know how to minimize upfront vehicle and infrastructure costs by leveraging any existing incentives
– Understand how to claim incentives when procuring and operating an electric vehicle
• Know how to plan infrastructure development to best support newly electrified fleet vehicles
• Understand the primary upfront and ongoing costs associated with electric vehicles
Santa Clara’s fleet staff must be
able to address electric vehicle
incidents as well as maintain
daily operations.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 80 Understanding EVs and Building a Case for
Procurement
Know the Basics Behind EVs and How They Differ from ICE Vehicles Several excellent sources of information are available that allow for self-guided or professional education on electric vehicles, covering topics ranging from the history behind electric vehicles and to how to leverage time-of-use rates to maximize fuel cost savings to the nascent technologies within the industry and how the field is likely to evolve. Topics to ensure familiarity with include:
• Charging power levels and vehicle connector types
• Vehicle range, efficiency and power
• Electrical power rates and EV fueling considerations
• EV general maintenance
Understand the Fuel and Maintenance Savings Associated with Electric Vehicles
Fleet managers must examine the service life ownership costs of procured vehicles.
Generally, electric vehicles present a higher upfront cost due to the utilization of newer technology, but as illustrated in Tasks 2 and 4, can provide significant savings in terms of fuel and maintenance costs. The improved efficiency, cheaper fuel and ability to charge vehicles using power generated on-site can limit cash flow out of the organization. Additionally, the lower maintenance requirements associated with EVs can limit vehicle service visits, allowing for greater uptime.
Introduction Resources
• Department of Energy Electric Vehicle Basics (website, self-guided) • West Virginia University (professional online training) • DeAnza College (online/in-person training)
• Chabot College (online/in-person training)
Planning Vehicles with Infrastructure
Install Infrastructure to Support Fleet Transition Policy Fleet staff should make sure charging infrastructure is in place ahead of vehicle deployments planned through Fleet Transition Policy.
Minimize Fueling Costs
Charge Management Strategy 1: Use Networked Equipment
Networked equipment allows chargers to connect to back-end monitoring software, which allows for remote troubleshooting and energy monitoring. Ensuring that chargers are connected to a monitoring service will provide data that can help:
• Identify when to add more infrastructure
• Understand EV driver behavior and design solutions to increase utilization Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 81 • Identify issues/problems with equipment
• Monitor instantaneous electrical load (load shifting) and accrued load (LCFS, GHG emissions)
Integration with a fleet management software is recommended. The charging system should have the functionality to optimize charging during the day, delay charging during peak periods and schedule charging for after 10 p.m.
Charge Management Strategy 2: Load Shifting
To offset electricity costs and maximize renewable energy utilization, EV chargers should be programmed to charge vehicles between the hours of 10 a.m. and 2 p.m., when solar production is at its peak. Seasonality can be factored in to take advantage of extended solar production in summer. During all parts of the year, reducing EV charging when the facility is reaching its peak energy demand can prevent EV charging loads from significantly adding to the peak load.
As more renewable energy and storage are added, the management strategy may need to be updated to best take advantage of these resources. Fleet management, user departments and utility staff will need to work together to development management strategies that consider both the fleet operational needs and utility system impacts.
Charge Management Strategy 3: Load Management
Demand management refers to hardware or software that has the ability to reduce the amount of power that electric vehicles are drawing from the grid. This can take the form of on-site battery storage that helps to supply chargers with power; a charging unit that can ration power between a number of vehicles, prioritizing those that need it most; or even completely off-grid generation, such as connecting chargers to a solar panel and battery bank.
All three of these solutions can be utilized, either independently or together, to reduce the overall ongoing costs of fueling electric vehicles.
Tracking EVs: GPS Fleet Management Software
Integration
In order to better tailor vehicles to specific duties and routes, we recommend that the City of Santa Clara monitor an initial batch of EV deployments to assess several factors that may indicate the vehicles are well-suited for their placement, including the following.
• Number of charge occurrences: how often is this vehicle being charged? If the frequency is high, it may indicate that the vehicle is being driven hard or for long distances, and an alternative model may need to be considered (or may need to be supported by DC fast charging).
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 82 • Time of charge occurrences (and state of charge): when is this vehicle being charged? Ideally, a vehicle will be charged at its “home” garage and able to leverage inexpensive off-peak electricity overnight.
• Vehicle service area: maintaining an awareness of where vehicles are spending most of their time away from the “home” garage can aid in assessing if off-site EV charging at satellite locations may be useful.
Additionally, conventional OBD-II monitors may not be compatible with the onboard diagnostics of EVs due to the difference in the metrics that the systems monitor during normal vehicle operation. Some fleet management software also offers OBD-II/CANbus protocol devices that can monitor these unique and important data feeds. The city should evaluate how telematics can be fully integrated into f leet management decision-making.
Monitoring telematics may require new staff or training to manage all of the data. The city could look to its planning department for staff skill in geographic information systems. West Valley College also offers training in geospatial analysis.
Regulatory Legislation: Light-, Medium- and Heavy-
Duty ZEVs
As the legislative and regulatory landscape continues to change as the state peruses widespread transportation electrification, city staff need to stay abreast of these changes.
For the state’s fleets, Governor Jerry Brown issued Executive Order B-16-2012,53 which requires California’s fleets to increase the procurement of zero-emission vehicles (ZEVs) over time. Specifically, the order requires at least 25% of the state’s light-duty fleet vehicle purchases be ZEVs by 2020. Executive Order B-48-18 54 was issued by Governor Brown in 2018 and builds on this policy by requiring that California deploy 5 million EVs by 2030.
Legislation has been passed that requires timelines for state fleets to transition to EVs. Senate Bill (SB) 49855 (Skinner, 2017) requires the Department of General Services to ensure that at least 50% of light-duty vehicle purchases each fiscal year be ZEVs, beginning in fiscal year 2024-25. Additionally, Assembly Bill (AB) 739 56 (Chau, 2017) establishes requirements for state fleets to purchase medium- and heavy-duty (MD/HD) ZEVs. Specifically, the legislation requires that starting in 2026, at least 15% of new vehicles with a gross vehicle weight rating of at least 19,000 pounds be ZEVs. The requirement increases to 30% starting in 2031. 53 Office of California Governor Edmund G. Brown Jr. (2012). EXECUTIVE ORDER B-16-2012. Retrieved July 22, 2020, from https:/ /www. ca.gov/archive/gov39/2012/03/23/news17472/index.html
54 State of California’s Office of Planning and Research. Zero-Emission Vehicles. Retrieved July 22, 2020, from https://opr.ca.gov/planning/ transportation/zev.html
55 California State Senate (2017). SB-498 Vehicle f leets: zero-emission vehicles. Retrieved July 22, 2020, from https://leginfo.legislature.ca.gov/ faces/billTextClient.xhtml?bill_id=201720180SB498
56 California State Assembly (2017). AB-739 State Vehicle Fleet: Purchases. Retrieved July 22, 2020, from http://leginfo.legislature.ca.gov/faces/ billNavClient.xhtml?bill_id=201720180AB739
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 83 For smaller jurisdictions like cities and counties, landmark climate legislation including AB 3257 (Nunez, 2006) and SB 3258 (Pavley, 2016) enables these jurisdictions to adopt climate action plans to enforce regional emissions reduction requirements. For example, the San Francisco Climate Action Plan proposed discouraging low-efficiency vehicles by charging higher registration fees and promoting more efficient vehicles by offering grants and benefits like high- occupancy vehicle (HOV) lane access.
Building on early executive orders and regulations, Governor Gavin Newsom issued Executive Order N-79-20 in fall 2020, setting more aggressive targets. The executive order calls for the following items.
• CARB is directed to propose regulations to achieve the following targets:
– 100% of in-state sales of new passenger vehicles and trucks should be ZEVs by 2035.
– 100% of in-state medium- and heavy-duty trucks and buses should be ZEVs by 2045 where feasible.
– 100% of in-state drayage trucks should be ZEVs by 2035. – 100% of in-state off-road vehicles and equipment operations should be zero-emission by 2035 where feasible.
• CARB, California Energy Commission and California Public Utilities Commission are directed to accelerate deployment of ZEV fueling and charging infrastructure and identify ways to provide benefits to low-income and disadvantaged communities.
• The Governor’s Office of Business and Economic Development (GO-Biz) is directed to develop a Zero-Emission Vehicle Market Development Strategy by January 31, 2021, to be updated every three years.
• The California State Transportation Agency is directed to identify near-term actions and investment strategies for improving clean transportation by July 15, 2021.
• The Labor and Workforce Development Agency is directed to develop a Just Transition Roadmap by July 15, 2021.
• The California Environmental Protection Agency and California Natural Resources Agency are directed to prepare an action plan on the transition away from oil production by July 15, 2021.
City staff should be aware of these targets and guidance documents as they are developed, although not all will have a direct regulatory impact on the city fleet.
One regulation that the city should pay special attention to is CARB’s proposed Advanced Clean Fleets 59 rule-making. Starting in spring 2021, government agencies will have to report on vehicles with a GVWR greater than 8,500 lbs. This will influence the development of regulations that require zero-emission truck 57 California Air Resource Board (2018). AB 32 Global Warming Solutions Act of 2006. Retrieved July 22, 2020, from https://ww2.arb.ca.gov/ resources/fact-sheets/ab-32-global-warming-solutions-act-2006 58 California State Senate (2016). SB-32 California Global Warming Solutions Act of 2006: emissions limit. Retrieved July 22, 2020, from ht t p s: // leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160SB32 59 https://ww2.arb.ca.gov/sites/default/files/2020-09/200922presentation_ADA.pdf Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 84 purchases, with initial focus on truck types and use cases that are most suitable. A full transition will be required by 2045.
Funding Opportunities for Training
Clean Transportation Program (formerly Alternative and
Renewable Fuel and Vehicle Technology Program)
Implemented by the California Energy Commission, the Clean Transportation Program partners with California Community Colleges, the California Employment Development Department and the Employment Training Panel to develop and expand training programs for existing and new workers within the state’s clean transportation field.
This funding helps make available free or low-cost training available through various channels throughout the state.
California Employment Training Panel (ETP)
The Employment Training Panel (ETP) offers contracts to employers, labor groups and training agencies to help keep the state’s labor force up to date on technology trends and competitive in the market. ETP establishes funding priorities for each fiscal year, based on state labor markets and employer need. Historically, training in green or clean technology has been a “priority industry” eligible for an increased reimbursement. However, at time of writing in late 2020, the ETP has changed its training prioritization to focus on fields designated as critical or essential, in response to the ongoing COVID-19 crisis. This prioritization will last through the end of the 2020-2021 fiscal year (ending July 1, 2021).
The ETP’s AB 118 Pilot Training Program supports development and employment of renewable alternative fuels and clean vehicle technologies in the marketplace.
Contracts under ETP’s AB 118 Pilot Training Program will only fund training related to alternative and renewable fuel and vehicle technology. ETP’s AB 118 supported trainings have included:
• Zero-emission vehicle infrastructure including electric vehicle (EV) charging and hydrogen fueling infrastructure manufacturing, installation, maintenance and repair
• Electric vehicle and hydrogen vehicle technologies including vehicle and vehicle component manufacturing
• Mass transit fleet conversion efforts directly supporting EV and hydrogen- based fuel technologies inclusive of vehicle and fueling/charging infrastructure operation, servicing and maintenance
• First and second responder training supporting EV and hydrogen-based fuel technologies, inclusive of vehicle and fueling/charging infrastructure City staff should contact the ETP’s Economic Development Unit at (916) 327-4391 to discuss how ETP funds could be used for city training needs.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 85 Community Colleges
In addition to associates degrees and certificate program in relevant fields, community colleges can offer workforce training to keep staff up to speed on the latest technologies. Local colleges with automotive programs included Chabot College, De Anza College and Evergreen College. The city can contact the advanced transportation and logistics sector lead to discuss opportunities. 60 Fleet Technicians
Fleet technicians should address the following.
• Continue maintaining a familiarity with the basics of EV technology and operation
• If on-site vehicle maintenance is desired: Pursue advanced training certifications to allow mechanics to conduct more advanced maintenance or repairs on electric vehicles
Introduction to EV Technology
Understanding the Basics
Several excellent sources of information are available that allow for self-guided or professional education on electric vehicles, covering topics ranging from the history behind electric vehicles and how to leverage time-of-use rates to maximize fuel cost savings to the nascent technologies within the industry and how the field is likely to evolve. Topics to ensure familiarity with include:
• Charging power levels and vehicle connector types
• Vehicle range, efficiency and power
• Electrical power rates and EV fueling considerations
• EV general maintenance
Introduction Resources
• Department of Energy Electric Vehicle Basics (website, self-guided) • West Virginia University (professional online training) • DeAnza College (online/in-person training)
• Chabot College (online/in-person training)
60 https://atleducation.org/contact/
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 86 Vehicle Safety, Maintenance and Operations (M&O)
Safety Training Associated with High-Voltage Work and EV Emergencies
EVs and EV chargers have significant hazards associated with their installation and usage, primarily the presence of high-voltage electricity (240-480 volt).
While uncommon, there is also the possibility of fires, toxic fumes or thermal runaway in the event of a problem with the charge controller. Fleet technicians should, at a minimum, be familiar with the procedure of responding to and controlling such emergencies.
Familiarity with EV Maintenance
EVs generally have less maintenance requirements than conventional vehicles. EV powerplants are extremely simple when compared with an internal combustion engine; there are very few moving parts, which translates into a marked decrease in friction, wear and the near-total elimination of lubricating fluid within the motor.
Due to the motor’s ability to act as an engine brake on demand, brake pads and discs have been observed to wear much more slowly. The items requiring replacement on electric vehicles are typically low-cost and easily installed, including changing windshield wipers and cabin filters once a year, as well as the occasional bulb. Tires still need regular rotation, balancing and replacement. These items should not require new training for fleet technicians.
When inspecting the vehicle for damage, typical wear and tear are found in the body undercarriage, wheels and/or tires. Commercial trucks are required to have the Basic Inspection of Terminals (BIT) 61 every 90 days. Fire, refuse and street sweeper BIT inspections occur more often, with inspection intervals half that of commercial trucks. Conventional patrol car inspections occur every 45 days with service and brake checks.
High-Level Maintenance Training as Part of Vehicle Acquisition Basic maintenance and troubleshooting training should be included with procurement and provided by the manufacturer for the city’s technicians. The training should include what can be safely worked on by fleet technicians and what they cannot and should not work on. Most EVs have extended warranties on battery packs and other high-voltage components. Any necessary repairs would typically be done by manufacturer-trained repair staff.
Training in Advanced Diagnostics and Repair
EVs differ from conventional vehicles in several ways – but one of the most unique is the shifting of the control and regulation of the fueling process from a gas dispenser to onboard the vehicle (i.e., moving the “flow rate” regulation from the gas pump to the vehicle’s charge controller). In this way, while the mechanics of the EV drivetrain are much simpler than those in ICE vehicles, the fueling process becomes uniquely integrated into the vehicle’s onboard systems. 61 https://www.chp.ca.gov/CommercialVehicleSectionSite/Documents/O%20chp800h.pdf Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 87 Due to the constant presence of extremely high-voltage electricity throughout EV systems, CSE strongly recommends that only technicians trained in specific EV service work on the internal mechanics or physical troubleshooting of electric vehicles.
Safety, Maintenance and Operations Resources
• Electric Drive Vehicle Career and Technical Education Training • Electric Drive Vehicle Infrastructure Training
EV Infrastructure Training
Installers
Technicians who work on public Level 2 chargers installed after January 1, 2021, and public DCFC installed after January 1, 2022, must be registered with the county’s weights and measures department. The contractor’s employees should be trained and registered with local weights and measures department as well. If the city is self-installing and plans to maintain infrastructure, the fleet staff should consist of a core of well-trained electricians and electrician helpers. As a best practice, technicians should also be EVITP certified.
The Electric Vehicle Infrastructure Training Program (EVITP) is a nonprofit, volunteer, brand neutral, national EV industry collaborative training program that addresses the technical requirements, safety imperatives and performance integrity of industry partners and stakeholders, including the following. • Automobile manufacturers
• Investor-owned and municipal utilities
• Electric vehicle supply equipment/EVSE (“charging station”) manufacturers • Electrical energy storage device manufacturers
• State and local electrical inspectors
• Electrical contractors and electrical workers
• First responders
The curriculum includes information on the following.
• Level 1 (120V), Level 2 (220V) residential charging
• Commercial/institutional Level 2 charging
• DC fast charging
• Medium duty (MD) commercial/institutional
• Heavy duty (HD) commercial/industrial
• Site assessment and load calculations (core)
• Maintenance, troubleshooting and repair
• Wireless conductive energy transfer
Minimum requirements for the EVITP certification include California state- certified general electricians who have completed 8,000 hours of on-the-job Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 88 training and pass the state exam. AB 841 (2020) requires EVITP certifications for installers of state-funded electric vehicle infrastructure.
The Santa Clara County Electrical JATC and other training centers offer EVITP training.
Maintenance
CSE recommends educating all staff on the basic maintenance and charging procedures associated with EV chargers. Overall, EV chargers are relatively simple equipment, but the city can still benefit from staff conducting regular maintenance checks and adhering to best practices for long-term care. Network providers frequently offer service and maintenance contracts, which can significantly ease the process of troubleshooting and repairing any error codes or faults; however, the following items represent the more common, day-to-day maintenance practices important in keeping your EV chargers in excellent working condition. • Keep the cords and connectors off the ground
• Keep troubleshooting contact information up-to-date and clearly visible on the charger
• Ensure the charger is clean, and screens are easily visible and legible • Maintain a log of charger maintenance incidents and repairs • Monitor the online user dashboard for faults and trouble codes at least once per day
Demand Response and Load Management
Most network-connected chargers are able to conduct demand response, which allows the charger to limit output current during times of high building or site usage, thus avoiding any demand fees levied on high power consumption. Adaptive charging systems (also known as load-managed, or charge-management systems) are a newer development that essentially allows several vehicles to share power coming from a single circuit by distributing charging power to vehicles while staying within overall panel limits. More advanced systems are able to react to driver inputs and deliver power to vehicles that need it the most while remaining within the circuit’s limits. CSE recommends identifying and training individuals on demand-response or load-managed charging systems, who can be responsible for making sure that chargers are functioning as intended and serve as points of contact to train other employees. Charging station management may fall under a facilities energy manager position instead of a fleet staff member. The Association of Energy Engineers’ Certified Energy Manager (CEM) is the most widely recognized professional certification. 62
62 https://www.aeecenter.org/certifications/certifications/certified-energy-manager Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 89 First and Second Responder Training
First Responders: Fire and Police
CSE recommends creating rescue data sheets for each electric vehicle, including information regarding type of drive and the internal location of high-voltage components. First responders receive extensive training, but to ensure the safety of the fleet, fleet operators and employees, CSE recommends checking with local fire and police training departments regarding electric vehicle incident trainings received by first responders.
The California Training Officers Association’s Fire Service Training and Education Program (FSTEP) includes a 16-hour curriculum for alternative fuel (including hybrid, electric and hydrogen) safety. Although these trainings are available, many departments have not completed them as there are other priority training topics and limited training periods.
Second Responders: Tow Truck Operators
Like first responders, second responders should receive electric vehicle incident training to learn about working with high-voltage components of electric vehicles.
While the risk of an explosion of the high-voltage battery is very low, handling precautions are recommended. The city could encourage local tow companies to take a training.
Emergency Responder Resources
• California FSTEP courses
• First Responder Alternative Fuel Vehicle Safety Training • EV Safety Training- Towing and Roadside Assistance:
• National Fire Protection Association (NFPA) Alternative Fuel Vehicles Training Program
• Triangle Alternative Fuels First Responder Online Training Modules K-12 and Adult Education
Introduction to EV Technology
Building an electrified green fleet is a great opportunity to lower vehicle total cost of ownership, reduce criteria pollution and improve the health of the community.
With fleet electrification the city can support EV education throughout the community.
Meeting CAP and GHG Goals
California has enacted several policy initiatives and regulations that facilitate and require the transition to fleet electrification. All are designed to help better Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 90 the future of communities by improving local air quality, curbing the impacts of climate change and stimulating the economy by using clean technologies. Some of the initiatives enable smaller local entities like cities and counties to enforce their own regional GHG emission reduction requirements.
Supporting STEM education in schools
The Silcom Valley region is known for its high-tech employment opportunities.
Although many regional schools have science, technology, engineering and math (STEM) programs, there could be more opportunities to support curriculum on electric vehicles. The American Society for Engineering Education has public guidance on Engaging Middle and High School Students in Learning STEM through Electric Vehicles.63
The Switch Lab ( https:/ /www.theswitchlab.com/), based in Sonoma County, offers a full curriculum focused on building an electric vehicle, trains instructors and sells the construction kits.
Community
The city could partner with existing efforts to increase awareness, and ultimately adoption, of plug-in hybrids and electric vehicles. With already high EV adoption in the regional, specific focus on disadvantaged and low-to-moderate income communities could be made. Although the 2020 pandemic has limited in-person events, the city could consider hosting a National Drive Electric Week event or partner with outreach from the Clean Vehicle Rebate Project.
Green Jobs
By continuing to build up its fleet electrification process, the City of Santa Clara is both directly and indirectly contributing to the growth of jobs within the energy and sustainability fields. A 2013 study of clean energy policies and green jobs notes that local climate actions have “moderate and positive effects on the number of green jobs” over a relatively short-term period.64 Examining the City of Santa Clara’s fleet electrification goals, which include a smooth, carefully planned transition to electric vehicles, the successful installation of semi-private fueling infrastructure at city facilities and the deployment of skilled and trained EV technicians to conduct basic maintenance, there is high potential for existing employees to build on their existing skill sets to fill their same roles within a newly electrified fleet. CSE also anticipates the opportunities for additional sustainability staff growing as the fleet increases in size. The fleet electrification project (and associated workforce development) would position the City of Santa Clara as a model and example for other regional cities to follow, as well as an incubator for the development of skilled EV professionals and fleet managers. 63 https://www.asee.org/public/conferences/78/papers/18158/view 64 Yi, H. (2013). Clean energy policies and green jobs: An evaluation of green jobs in US metropolitan areas. Energy policy, 56, 644-652.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 91 Training Resources Available
In-Person Training
Several regional community colleges offer in-person training specifically geared toward developing EV professionals.
• De Anza College offers a stand-alone course on Plug-in Electric Vehicle Technology, which covers much of the material required for understanding the vital characteristics of electric vehicles. Core objective of the course is to ensure that students are able to safely maintain and service a plug-in electric vehicle. • Evergreen Valley College offers a pair of courses – AUTO 181A and AUTO 181B – that serve to lay and build upon the fundamentals of alternative fuel, hybrid and electric vehicles. 181A is a fundamentals course; 181B provides hands-on training with basic diagnostic and repair services for hybrid, plug- in hybrid and fully electric vehicles.
• City College of San Francisco offers an introductory course to familiarize students with the basics of EV motors and batteries, develop service safety procedures and diagnostic skills and perform manufacturer-guided routine maintenance.
Online Modules
National Alternative Fuels Training Consortium (NAFTC)
The National Alternative Fuels Training Consortium (NAFTC) at West Virginia University (WVU) is the only nationwide alternative fuel vehicle and advanced technology vehicle training organization. The NAFTC develops curricula and disseminates training about alternative fuels, alternative fuel vehicles and advanced technology vehicle education. All courses and workshops can be customized to fit audience needs.
NAFTC courses and workshops are offered in both traditional classroom and online learning formats. Participants learn by using educational discussions, videos and assessments as well as lab and shop activities. As a result, participants are on the leading edge of alternative fuels, alternative fuel vehicles and advanced technology vehicle education.
EV-specific courses include:
• A Basic Understanding of Battery-Electric and Hybrid-Electric Vehicles: A two- day course dedicated to exploring the basic engineering principles, operation and maintenance of battery electric and hybrid vehicles. Must be scheduled. • Electric Drive Vehicle Automotive Technician Training : A five-day course designed to provide an in-depth look at hybrid, plug-in hybrid and battery electric vehicles, along with useful background on components and troubleshooting/maintenance techniques. Must be scheduled. • Electric Drive Vehicle Career and Technical Education Training : A five-day course, similar to the technician training above, with the inclusion of
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 92 accessing the onboard diagnostic systems and troubleshooting vehicle faults.
Must be scheduled.
• Electric Drive Vehicle Infrastructure Training : A two-day course designed to provide an understanding of the technical components and installation process of electric vehicle charging stations, including the power “levels,” what triggers the need for electrical panel upgrades, permitting and relevant electrical considerations. Must be scheduled.
• First Responder Alternative Fuel Vehicle Safety Training : Composed of specific trainings for firefighters, emergency medical services personnel and law enforcement officers, these courses outline the emergency response considerations associated with EVs and other alternative-fuel vehicles, including protective equipment, proper vehicle securing methodology and fire response to battery fires. Scheduled by WVU.
• EV Safety Training: Towing and Roadside Assistance : A four-hour workshop illustrating the towing and recovery procedures for electric vehicles and other alternative-fuel vehicles. Scheduled by WVU.
National Fire Protection Association (NFPA) Alternative Fuel Vehicles Training Program
The National Fire Protection Association (NFPA) has a self-paced online training Alternative Fuel Vehicles Training Program for Emergency Responders. The course teaches emergency responders including firefighters and emergency medical services (EMS) professionals how to safely deal with emergency situations involving alternative-fuel passenger vehicles, trucks, buses and commercial fleet vehicles. Upon completing the program, students receive a certificate for their successful completion. For more details, visit their website.
Triangle Alternative Fuels First Responder Online Training Modules
The Triangle Alternative Fuels First Responder Training offers free, self-paced curriculum for the fire and rescue community. For more details, visit their website .
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 93 Chapter 5: Greenhouse
Gas Emissions Reductions
Analysis
Greenhouse Gas Emission Reductions
Analysis
Greenhouse gas (GHG) emission reductions that may be expected from electrifying the city’s fleet can be estimated as the difference between emissions from the current fleet and the anticipated future electric fleet.
GHG Reductions = GHG emissions from current vehicles - GHG emissions from new EVs GHG emissions from the current fleet can be estimated using city data related to fuel consumption and emissions factors (or carbon intensity) for the gasoline or diesel fueling those vehicles. GHG emissions from the electric fleet expected in the short term can be estimated using three inputs: fuel economy data for proposed EV replacements, carbon intensity of the electricity (or electricity and gasoline for PHEVs, which use both fuels) that will fuel acquired vehicles and expected miles traveled. Emissions from current vehicles and new EVs are calculated as follows.
GHG Emissions = Fuel carbon intensity × Fuel consumption rate × Vehicle miles traveled Fuel economy data for the electric fleet and the proportions of PHEV miles expected to be fueled by electricity and gas comes from the EPA or manufacturer websites. Data on the carbon intensity of fuels used in California are from CARB’s Low Carbon Fuel Standard (LCFS) program. It is measured in terms of CO2- equivalent (CO2e) emissions produced per unit of fuel used. Miles traveled are based on current vehicle usage from the city’s data. These variables are further described in Table 39. CARB emission factors characterizing vehicle averages are used for medium- and long-term replacements, for which fuel economy information is unknown.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 94 Table 39 . Input Values and Descriptions
Input Value* Description Source
Electricity Carbon
Intensity 299 gCO2e/kWh CA grid average
LCFS Current Fuel
Pathway Lookup
Table †
Gasoline Carbon
Intensity 10,799 gCO2e/ga l. 2019 CA benchmark Current LCFS Regulation ‡
Diesel Carbon
Intensity 12,663 gCO2e/ga l. 2019 CA benchmark Current LCFS Regulation
Renewable Diesel
Carbon Intensity 4,473 gCO2e/ga l. 2019 CA volume-
weighted average LCFS Data Dashboard§
Fuel Consumption
Rate – Current Various gal./mile
Class-specific values
based on 2019 fuel use
and mileage
City of Santa Clara
data
Fuel Consumption
Rate – EV Various kWh/mile Model-specific or
class average values
EPA ,|| manufacturer
websites or CARB ¶
Vehicle Miles
Traveled Va rious Class-specific values
based on 2019 usage
City of Santa Clara
data
* All carbon intensity values converted from gCO2e/MJ using energy densities reported in CARB Current Low Carbon Fuel Standard Regulation. † Accessed 8/17/20 ( https:/ /ww2.arb.ca.gov/resources/documents/lcfs-pathway-certified-carbon-intensities ). ‡ Accessed 8/17/20 ( https:/ /ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard/lcfs-regulation ). § Based on 34.5 gCO2e/MJ. Accessed 8/18/20 ( https:/ /ww3.arb.ca.gov/fuels/lcfs/dashboard/dashboard.htm ). || EPA Fuel Economy Dataset. Accessed 4/22/20 ( https://www.fueleconomy.gov/feg/download.shtml ). ¶ CARB Funding Plan for Low Carbon Transportation Investments ( https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf ).
Light-Duty Fleet
The GHG emission reductions potential from the electrification of 85 of the city’s sedans and small SUVs in the short term is expected to be roughly 986 metric tons (MT) of CO2e over an 8-year ownership period. The average annual GHG emissions from the current fleet range from 0.7 to 3.4 MT per vehicle. EV replacements range from 59–89% cleaner than current vehicles, presenting GHG reduction potential of up to 3 metric tons per vehicle annually, or up to 24 tons over an 8-year ownership period. Per-vehicle and total GHG reduction estimates by vehicle class are presented in Table 40.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 95 Table 40 . GHG Reduction Estimates for Short- Term LD EV Replacements Because the specific models and fuel efficiency of medium- and long-term EV acquisitions is unknown, a rough estimate of their emission reductions potential is calculated using factors that characterize average emission rates of current vehicles.
These emissions factors were obtained from CARB’s Funding Plan for Low Carbon Transportation Investments.65 Future sedan and SUV savings are estimated using emission factors for electric light-duty passenger cars – 93 and 198 gCO2e/mi for BEVs and PHEVs, respectively. Future truck and van savings are estimated using emission factors for electric light heavy-duty66 vehicles – 326 and 695 gCO2e/mi for BEVs and PHEVs, respectively. Assuming replacements of each class are half BEVs and half PHEVs (to align with the Zero Emission Purchasing Mandate), with fixed emission rates and mileage, the medium- and long-term electrification of the city’s remaining 163 light-duty non-patrol vehicles might be expected to save roughly 3,500 metric tons of CO2e over an 8-year ownership period.
65 Table A-12: https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf . 66 Classification for vehicles with GVWR 8,501–14,000 lbs.
Current Fleet Sedan, Compact Sedan, Midsize Sedan, Full Size SUV, Small Average Annual
Mileage 2,202 3,221 3,946 4,530
Average Annual
Fuel Use (gal .) 68 109 259 315
Average Annual GHG
Emissions Per Vehicle
(MT)
0.7 1.2 2.8 3.4
EV Replacement Hyundai Ioniq
PHEV Hyundai Ioniq BEV Kia Niro PHEV Hyundai Kona BEV
Average Annual
Mileage 2,202 3,221 3,946 4,530
Average Annual
Fuel Use (kWh) 353 818 682 1,245
Average Annual
Fuel Use (gal .) 18 - 39 -
Average Annual
GHG Emissions Per
Vehicle ( MT )
0 .3
(-59%)
0 .2
(-79%)
0 .6
(-78%)
0 .4
(-89%)
Annual GHG
Reductions Per
Vehicle ( MT )
0 .4 0 .9 2 .2 3 .0
8-Year GHG
Reductions Per
Vehicle ( MT )
3 7 17 24
Short-Term Vehicle
Count 32 17 18 18
Total 8-Year GHG
Reductions (MT) 110 127 313 437
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 96 Medium-/Heavy-Duty Fleet
The City of Santa Clara has already taken a significant step in reducing GHG emissions from their MD/HD fleet by fueling their 79 diesel-powered vehicles exclusively with renewable diesel. Depending on the feedstock of the renewable diesel in use, it emits between 48–83% less GHGs than conventional diesel. 67 Even still, electrification presents opportunities for further savings. Short-term EV replacements are expected to emit 66% less GHGs than the current renewable diesel-fueled vehicles. The emission reductions potential from the electrification of one of the city’s MD step vans in the short term is expected to be roughly 56 metric tons of CO2e over a 13-year ownership period. GHG reduction estimates by vehicle class are presented in Table 41 and ePTO benefits are discussed below.
Table 41 . GHG Reduction Estimates for Short- Term MD/HD EV Replacements GHG savings from aerial trucks with ePTO also can be assessed using CARB emission factors and usage assumptions. 68 Using emission rates of ePTO and renewable diesel PTO69 – 5,899 and 11,462 gCO 2e/hr, respectively – and assuming PTO operation at four hours per day and 250 days per year, each vehicle is expected to save nearly 6 metric tons of GHGs annually. This equates to 72 metric tons per 67 Based on Neste-produced renewable diesel certified by CARB’s Low Carbon Fuel Standard. Accessed 7/30/20 ( https://ww2.arb.ca.gov/ resources/documents/lcfs-pathway-certified-carbon-intensities ). 68 Table A-28: https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf . 69 Based on the conventional diesel emission rate (32,450 g/hr) scaled down by 65% to represent the lower carbon intensity of renewable diesel.
Current Fleet Step Van, MD
Average Annual Mileage 3,958
Average Annual Fuel Use (gal.) 1,477
Average Annual GHG Emissions Per Vehicle
(MT) 6 .6
EV Replacement Motiv Epic E-450 Step Van
Average Annual Mileage 3,958
Average Annual Fuel Use (kWh) 7, 599
Average Annual GHG Emissions Per
Vehicle ( MT )
2 .3
(- 66%)
Annual GHG Reductions Per Vehicle (MT) 4 .3
13-Year GHG Reductions Per Vehicle (MT) 56
Short Term Vehicle Count 1
Total 13-Year GHG Reductions (MT) 56
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 97 vehicle over a 13-year ownership period and represents 362 metrics tons of savings potential from 5 short-term MD/HD aerial truck replacements. Projecting these same savings rates onto the city’s remaining 11 aerial trucks that aren’t scheduled for short-term replacement results in an estimate of an additional 796 metrics tons of savings potential (though all-electric aerial truck options may become available in the medium- or long-term, enabling further GHG savings from vehicle mileage).
Because the specific models and fuel efficiency of medium- and long-term EV acquisitions is unknown, a rough estimate of their emission reductions potential is calculated using factors that characterize average emission rates of current MD/HD vehicles. These emissions factors were obtained from CARB’s Funding Plan for Low Carbon Transportation Investments. 70 Future savings are estimated using the most conservative MD/HD BEV emissions factor from this source – 326 gCO2e/mi. Assuming fixed emission rates and mileage, the medium- and long-term electrification of the city’s remaining 152 medium- and heavy-duty non-public- safety vehicles would be expected to save over 10,000 metric tons of CO 2e over a 13-year ownership period.
Other Considerations
Police Patrol Vehicles
Additional GHG savings can be realized by replacing police patrol vehicles with the currently available Ford Police Interceptor Utility hybrid. As previously described, the increased fuel economy and idle-reduction benefits from this hybrid Interceptor represents potential gas savings of 1,198 gallons per vehicle annually compared to previous non-hybrid models. This equates to 12.9 metric tons of GHG savings per year from each vehicle.
GHG Estimation
Emissions are estimated using a statewide average electricity emissions factor, which offers less precise outputs than using an emissions rate specific to the Silicon Valley Power grid mix. The carbon intensity of SVP electricity can be incorporated when it becomes available.
Future emissions are projected based on estimates created with current vehicle usage and carbon intensity inputs. Actual emission reductions achieved in the future may differ depending on vehicle usage at that time and changes in the carbon intensity of California’s petroleum and electric fuel. Also, average annual mileage and fuel consumption are based on vehicle class averages. GHG emission reductions from individual vehicles will vary such that higher-mileage and less fuel-efficient vehicles will see more emission savings and vice versa. 70 Table A-12: https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf .
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 98 Appendices
Appendix A: Public Safety Vehicles
Facility Duty Replacement
Term
Number
of
Vehicles
Cost Energy
Cost
LCFS
Recoup
Police
Administration Light* Short* 16 $116,480 $3,182 $3,104
Street Corp Yard Medium* Medium* 1 $7,611 $127 $188
Police
Administration Medium* Medium* 1 $7,611 $380 $561
Police
Administration Light* Medium* 29 $211,120 $15,241 $14,870 Street Corp Yard Heavy* Medium* 7 $66,577 $4,674 $6,905 Fire Station #1 Heavy* Medium* 1 $9,511 $2,110 $3,117
Fire Station #2 Heavy* Medium* 2 $19,022 $2,510 $3,708
Rescue 92 Heavy* Medium* 1 $9,511 $583 $861
Police
Administration Light* Long* 4 $29,120 $718 $700
Street Corp Yard Heavy* Long* 4 $38,044 $8,669 $12,806
Fire Station #6 Heavy* Long* 1 $9,511 $2,015 $2,977
Fire Station #1 Heavy* Long+* 2 $19,022 $3,778 $5,581
Fire Station #2 Heavy* Long+* 1 $9,511 $1,207 $1,784
Fire Station #9 Heavy* Long+* 1 $9,511 $989 $1,461
*Denotes a public safety vehicle
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 99 Appendix B: Replacement Table for
Existing Lighting
RFP Language for LED Lighting Replacements
All HID lighting replacement options shall meet or exceed the following specifications.
• Universal voltage
• 4000K light temperature
• 80+ CRI
• 10-year warranty
• 100,000 hour expected life
• For applications where occupancy sensing is required, the fixture shall be dimmable or bi-level capable and include required occupancy or motion- sensing devices.
In addition to the lighting replacement specifications above, any HID retrofit option shall meet or exceed the following specifications. • Direct wire for ballast bypass installation
• For lamp replacement using existing HID base, medium or mogul base as applicable
• For applications where occupancy sensing is required, the retrofit lamps shall be dimmable and compatible with occupancy or motion-sensing devices.
When replacing linear fluorescent lamps in parking structures, replacement options shall meet or exceed the following specifications. • Universal voltage
• Direct wire for ballast bypass installation
Existing Replacement Suggestions
Nominal HID
Wattage
MH Input
Wattage
HPS Input
Wattage
LED Retrofit
Wattage
MH to LED
kW Demand
Savings per
fixture
HPS to LED
kW Demand
Savings per
fixture
100 125 130 35 0.090 (72%) 0.095 (73%)
150 173 188 50 0.123 (71%) 0.138 (73%)
250 295 295 80 0.215 (73%) 0.215 (73%)
400 456 457 150 0.306 (67%) 0.307 (67%)
Existing Replacement Suggestions
Existing Indoor Fixture Fixture Input Wattage
Direct Wire LED
Replacement Lamp
Wattage
Fluorescent to LED
kW Demand Savings per
fixture
2 x 4 ft 32-watt T8 lamps 59 36 0.023 (39%)
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 100
• 4000K light temperature
• 80+ CRI
• 10-year warranty
• 100,000 hour expected life
• For applications where occupancy sensing is required, the fixture shall be dimmable or bi-level capable and include required occupancy or motion- sensing devices.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 101
Appendix C: General Purpose Vehicle
Summary
Replacement Term:
• Short (2021-2022)
• Medium (2023-2025)
• Long (2026-2030)
• Long+ (After 2030)
Facility Duty Replacement
Term
Number of
Vehicles
Average
Mileage
Energy
Consumption
(kWh)
Power
Consumption
(kW)
Building
Maintenance Yard Light Long 1 928 199.5 7. 2
Building
Maintenance Yard Light Medium 1 3,587 771.2 7. 2
Building
Maintenance Yard Medium Long 1 1,937 3719.0 11.5
Cemetery Light Medium 3 1,065 686.7 21.6
Cemetery Medium Medium 1 396 760.3 11.5
Central Library Heavy Long 1 2,322 4458.2 19.2
Central Library Light Medium 1 377 81.1 7. 2
City Hall Light Long 2 4,641 1995.6 14.4
City Hall Light Medium 21 4,088 18455.8 151.2
City Hall Light Short 20 1,971 8476.6 144.0
Don Von Raesfeld
Power Plant Light Long 2 3,625 1558.8 14.4
Don Von Raesfeld
Power Plant Light Medium 2 5,644 2426.9 14.4
Don Von Raesfeld
Power Plant Medium Long+ 1 784 1505.3 11.5
Electric Admin Light Long 1 1,392 299.3 7. 2
Electric Admin Light Short 1 2,285 491.3 7. 2
Fire Station #1 Light Long 1 0.0 7. 2
Fire Station #1 Light Medium 2 10,231 4399.3 14.4
Fire Station #1 Light N/A - EV 2 2,279 980.0 14.4
Fire Station #1 Light Short 3 4,303 2775.2 21.6
Fire Station #1 Medium Long 1 2,885 5539.2 11.5
Fire Station #2 Light Medium 1 1,976 424.8 7. 2
Orland Electric
Utility Light Long 2 - 0.0 14.4
Parks & Rec
Service Center Light Long 11 2,730 6455.4 79.2
Parks & Rec
Service Center Light Medium 19 4,243 17331.2 136.8
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 102
Facility Duty Replacement
Term
Number of
Vehicles
Average
Mileage
Energy
Consumption
(kWh)
Power
Consumption
(kW)
Parks & Rec
Service Center Medium Long 13 2,827 70563.8 149.8
Parks & Rec
Service Center Medium Long+ 2 508 1948.8 23.0
PD Radio Shop Light Medium 1 509 109.4 7. 2
Police
Administration Light Long 22 6,553 30996.1 158.4
Police
Administration Light Medium 29 8,550 53312.0 208.8
Police
Administration Light Short 29 4,814 30017.4 208.8
Police
Administration Medium Long+ 1 179 343.7 11.5
Police
Administration Medium Medium 2 97 372.5 23.0
Police
Administration Medium Short 1 986 1893.1 11.5
Street Corp Yard Heavy Long 7 5,228 70264.3 134.4
Street Corp Yard Heavy Long+ 3 3,527 20313.6 57.6
Street Corp Yard Heavy Medium 5 2,409 18501.1 76.8
Street Corp Yard Light Long 4 3,478 2991.1 28.8
Street Corp Yard Light Medium 27 4,157 24130.5 194.4
Street Corp Yard Light Short 25 2,613 14 047. 2 180.0
Street Corp Yard Medium Long 25 4,005 192238.1 288.0
Street Corp Yard Medium Long+ 5 3,712 35639.0 57.6
Street Corp Yard Medium Medium 11 3,064 64711.7 126.7
Substation Electric
Utility Heavy Long 1 2,680 5145.6 19.2
Substation Electric
Utility Light Medium 2 2,027 871.6 14.4
Substation Electric
Utility Medium Long 9 2,933 50676.5 103.7
Substation Electric
Utility Medium Long+ 2 1,173 4504.3 23.0
Substation Electric
Utility Medium Medium 2 2,822 5418.2 11.5
Water Utility Yard Heavy Long 11 2,350 49630.1 211.2
Water Utility Yard Heavy Long+ 5 2,653 25471.2 96.0
Water Utility Yard Heavy Medium 10 2,054 31549.4 153.6
Water Utility Yard Light Long 1 5,373 1155.2 7. 2
Water Utility Yard Light Medium 7 3,753 5647.6 50.4
Water Utility Yard Light Short 7 5,114 7697.0 50.4
Water Utility Yard Medium Long 24 4,388 202214.4 276.5
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 103
Facility Duty Replacement
Term
Number of
Vehicles
Average
Mileage
Energy
Consumption
(kWh)
Power
Consumption
(kW)
Water Utility Yard Medium Long+ 9 3,722 64320.5 103.7
Water Utility Yard Medium Medium 4 3,855 22206.7 34.6
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 104
Appendix D: Public Safety Vehicle
Summary
Replacement Term:
• Short (2021-2022)
• Medium (2023-2025)
• Long (2026-2030)
• Long+ (After 2030)
Facility Duty Replacement
Term
Number of
Vehicles
Average
Mileage
Energy
Consumption
(kWh)
Power
Consumption
(kW)
Street Corp Yard Heavy Long 4 6,414 49,255.68 76.8
Street Corp Yard Heavy Medium 7 1,976 26,559.36 134.4
Fire Station #1 Heavy Long+ 2 5,590 21,463.68 38.4
Fire Station #1 Heavy Medium 1 6,243 11,986.56 19.2
Fire Station #2 Heavy Long+ 1 3,573 6,860.16 19.2
Fire Station #2 Heavy Medium 2 3,714 14,261.76 38.4
Fire Station #6 Heavy Long 1 5,963 11,448.96 19.2
Fire Station #9 Heavy Long+ 1 2,926 5,617. 92 19.2
Rescue 92 Heavy Medium 1 1,724 3,310.08 19.2
Police
Administration Light Long 4 5,089 4,376.33 28.8
Police
Administration Light Medium 29 14,905 92,934.61 208.8
Police
Administration Light Short 16 5,640 19,402.89 115.2
Street Corp Yard Medium Medium 1 376 721.92 11.52
Police
Administration Medium Medium 1 1,124 2,158.08 11.52
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 105
Appendix E: Energy Code Requirements
for Parking Lot Lighting
SECTION 6 .3 Outdoor Lighting Zones
Table 6-2: Lighting Zone Characteristics and Rules for Amendments by Local Jurisdictions
SECTION 6 .4 Mandatory Requirements
6.4.1 Luminaire Cutoff Requirements
The 2019 standards include a new threshold metric based on initial luminaire lumens for the BUG rating requirement. All outdoor luminaires that emit Zone Ambient
Illumination
Statewide Default
Location
Moving Up to Higher
Zones
Moving Down to Lower
Zones
LZ0 Very Low
Undeveloped areas of
government designated
parks, recreation areas and
wildlife preserves.
Undeveloped areas of
government designated
parks, recreation areas and
wildlife preserves can be
designated as LZ1 or LZ2 if
they are contained within
such a zone.
Not applicable
LZ1 Low
Developed portion of
government designated
parks, recreation areas and
wildlife preserves. Those
that are wholly contained
within a higher lighting zone
may be considered by the
local government as part of
that lighting zone.
Developed portion of a
government designated park,
recreation area or wildlife
preserve can be designated
as LZ2 or LZ3 if they are
contained within such a
zone.
Not applicable
LZ2 Moderate Rural areas, as defined by
the 2010 U.S. Census.
Special districts within a
default LZ2 zone may be
designated as LZ3 or LZ4
by a local jurisdiction.
Examples include special
commercial districts or
areas with special security
considerations located
within a rural area.
Special districts and
government designated
parks within a default LZ2
zone maybe designated as
LZ1 by the local jurisdiction
for lower illumination
standards, without any size
limits.
LZ3 Moderately
High
Urban areas, as defined by
the 2010 U.S. Census.
Special districts within
a default LZ3 may be
designated as a LZ4 by
local jurisdiction for high
intensity nighttime use,
such as entertainment or
commercial districts or
areas with special security
considerations requiring
very high light levels.
Special districts and
government designated
parks within a default LZ3
zone may be designated
as LZ1 or LZ2 by the local
jurisdiction, without any
size limits.
LZ4 High None Not applicable. Not applicable.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 106
6,200 lumens or greater must comply with backlight, uplight and glare (“BUG”) requirements contained in Section 5.106.8 of the CalGreen Code (Title 24, Part 11).
The BUG ratings assume that the light emitted from the luminaire is providing useful illuminance on the task surfaces rather than scattering the light in areas where the light is not needed or intended, such as toward the sky. These BUG ratings also increase visibility because high amounts of light shining directly into observer’s eyes are reduced, thus decreasing glare. Additionally, light pollution into neighbors’ properties is reduced. The BUG requirements vary by outdoor lighting zones and outdoor lighting zones are described in Section 6.2.2.
Luminaire manufacturers are aware of the technical details of the BUG ratings and can typically provide to designers and contractors the BUG ratings for their luminaires. In the rare occasions where the luminaire manufacturer cannot provide the BUG rating, the BUG rating of the luminaire can be calculated with outdoor lighting software if the luminaire photometric data is available.
Luminaires are exempted from the BUG rating requirements for the following applications as these applications are desirable to project light sideways or upwards.
• Signs
• Lighting for building facades, public monuments, statues and vertical surfaces of bridges
• Lighting required by a health or life safety statute, ordinance or regulation that may fail to meet the uplight and glare limits due to application limitations
• Temporary outdoor lighting that does not persist beyond 60 consecutive days or more than 120 days per year.
• Replacement of existing pole mounted luminaires that are spaced more than six times the mounting height of the existing luminaires and the replacement luminaire wattage is less than the wattage of the original luminaires. In addition:
– Where the existing luminaire does not meet the luminaire uplight and glare zonal lumen limits.
– Where no additional poles are being added to the site. – Where new wiring to the luminaires is not being installed. • Luminaires that are intended to light the right of way on publicly maintained roads, sidewalks or bikeways.
6.4.2 Requirements of Outdoor Lighting Controls
The primary requirements for outdoor controls are as follows.
1. Lights Off During Daytime: All outdoor lights shall be automatically controlled so that lights are turned off when daylight is available.
2. Scheduling Controls: All outdoor lights shall be automatically controlled by a time-based scheduling control.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 107
3. Motion Sensing Controls: Outdoor luminaires greater than 40 watts and mounted less than 24 ft. and above the ground shall be motion controlled, so that the lighting power of each luminaire shall be automatically reduced by at least 50%. This applies to luminaires providing general hardscape lighting, outdoor sales lot lighting, vehicle service station hardscape lighting or vehicle service station canopy lighting.
Exceptions to all outdoor lighting controls . All lighting control requirements do not apply to any of the following lighting applications.
1. Lighting where a health or life safety status, ordinance or regulation prohibits outdoor lighting to be turned OFF or reduced.
2. Lighting in tunnels required to be illuminated 24 hours per day and 365 days per year.
Table 6-3: General Hardscape Lighting Power Allowance
Type of
Power
Allowance
Lighting
Zone 0‡
Lighting
Zone 1‡ Lighting Zone 2 ‡ Lighting Zone 3 ‡ Lighting
Zone 4‡
Asphalt/
Concrete
Asphalt/
Concrete Asphalt Concrete† Asphalt Concrete† Asphalt/
Concrete
Area Wattage
Allowance
(AWA)
No
allowance*
0.018 W/
sq. ft.
0.023 W/
sq. ft.
0.025 W/
sq. ft.
0.025 W/
sq. ft.
0.03 W/sq.
ft.
0.03 W/sq.
ft.
Linear
Wattage
Allowance
(LWA)
Low 0.15 W/ l f 0.17 W/ l f 0.4 W/ l f 0.25 W /lf 0.4 W/ l f 0. 35 W/ l f Initial
Wattage
Allowance
(I WA)
Moderate 180 W 250 W 250 W 350 W 350 W 400 W
*Continuous lighting is explicitly prohibited in Lighting Zone 0. A single luminaire of 15 watts or less may be installed at an entrance to a parking area, trail head, fee payment kiosk, outhouse or toilet facility, as required to provide safe navigation of the site infrastructure. Luminaires installed shall meet the maximum zonal lumen limits as specified in 130.2(b). † Where greater than 50% of the paved surface of parking lot is finished with concrete. This does not extend beyond the parking lot and does not include any other general hardscape area.
‡ Narrow band spectrum light sources with a dominant peak wavelength greater than 580 nm – as mandated by local, state or federal agencies to minimize the impact on local, active professional astronomy or nocturnal habitat of special local fauna, shall be allowed a 2.0 lighting power allowance multiplier.
Table 140 .7-A from the Energy Standards
The allowed lighting power for general hardscape lighting is calculated using the following components.
1. Area Wattage Allowance (AWA), which is the area of the illuminated hardscape and is expressed in watts per sq. ft.
2. Linear Wattage Allowance (LWA), which is the length of the perimeter of the illuminated hardscape and is expressed in watts per linear foot
3. Initial Wattage Allowance (IWA), which is a flat allowance for each property and is expressed in watts.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 108
To determine the total allowed power for general hardscape lighting, use the equation:
(Hardscape area x AWA) + (Hardscape perimeter x LWA) + (IWA).
SECTION 6 .6 Alterations and Additions for Outdoor Lighting
6.6.1 Outdoor Lighting Alterations – With an Increase of Lighting Loads For alterations that increase the connected lighting load in a lighting application listed in Table 140.7-A or 140.7-B, the added or altered luminaires in the application zone must meet all the applicable requirements of §130.2(c) and §140.7.
6.6.2 Outdoor Lighting Alterations – With no Increase of Lighting Loads, and small changes to existing luminaires
For alterations in parking lots or outdoor sales lots that do not increase connected lighting load, but do replace the larger of five luminaires or 10% of the existing luminaires where the luminaire is mounted less than 24 feet above the ground, the replaced luminaires are required to meet the applicable controls requirements of §130.2(c)1 and §130.2(c)3.
For applications where the luminaire is mounted greater than 24 feet above the ground, the replaced luminaires are required to meet the applicable controls requirements of §130.2(c)1 and either comply with §130.2(c)2 or be controlled by lighting control systems (including motion sensors).
6.6.3 Outdoor Lighting Alterations – With no Increase of Lighting Loads, and sizable changes to existing luminaires
For alterations that do not increase connected lighting load, but do replace the larger of five luminaires or 50% of the existing luminaires in a lighting application listed in Table 140.7-A or 140.7-B, the replaced luminaires must also meet the requirements of §140.7 in addition to the control requirements mentioned in the previous paragraph.
6.6.4 Outdoor Lighting Alterations – With no Increase of Lighting Loads, and other small changes to existing luminaires
For alterations that do not increase connected lighting load and replace less than five luminaires or less than 10% of the existing luminaires, the requirements to comply are minimal – comply with the luminaire cutoff (“BUG”) requirements of Section 130.2(b) and applicable installation and acceptance requirements of Section 130.4.
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 109
Appendix F: Number of Chargers and
Connectors to be Installed at Each Site
to Support Fleet Electrification
* Indicates public safety vehicles, broken out separately due to the extreme duty requirements and other special considerations.
Site Short Term
(2021-2022)
Medium Term
(2023-2025)
Long Term
(2026-2030)
LD L2
Connectors
MD L2
Connectors
HD L2
Connectors
LD L2
Connectors
MD L2
Connectors
HD L2
Connectors
LD L2
Connectors
MD L2
Connectors
HD L2
Connectors
Building
Maintenance
Ya rd
1 1 1
Cemetery 3 1
Central Library 1 1
City Hall 20 21 2
Don Von
Raesfeld Power
Plant
2 2
Electric Admin 1 1
Fire Station #1 3 2 1* 1 1
Fire Station #2 1 2*
Fire Station #6 1*
Orland Electric
Utility 2
Parks & Rec
Service Center 19 11 13
PD Radio Shop 1
Police
Administration 29 + 16* 1 29 + 29* 2 22 + 4*
Rescue 92 1*
Street Corp
Ya rd 25 27 11 5 + 7* 4 25 7 + 4*
Substation
Electric Utility 2 2 9 1
Water Utility
Ya rd 7 7 4 10 1 24 11
Total 45 + 16* 1 0 116 + 29* 20 15 + 11* 47 + 4* 73 20
Center for Sustainable Energy City of Santa Clara Fleet Electrification Plan 110