DCFCs:

How many and where

Victoria Electric Vehicle Association

dba The Victoria Electric Vehicle Club VEVC

April 20, 2018

-updated May 12, 2018
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DCFCs : How many and where

This presentation is a supplement to the information provided in the VEVC

submission to the BCUC dated April 4, 2018. The material presented
supersedes any similar information on the same subject that may have
previously been presented.
If additional information is available on the topics included, please share it with
us in order that the presentation can be revised and updated to correct any
errors or reflect any new information.
If any issues or concerns arise regarding the analysis, assumptions or data
sources also please advise us. The only purpose of this document is to further
the discussion and resolution of issues concerning the determination of the
number and location of future DCFC units in British Columbia.

Contact: info@VictoriaEVclub.com
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DCFCs : How many and where
Presentation Overview:
 Introduction

 Models being used to determine the number of DCFCs required

o Energy Model
o Travel Survey Model
o Traffic Volume Model

 Models being used to determine the location of DCFCs

o Inter-City: Highway spacing and terrain
o Urban: Location Alternatives

 Observations and Conclusions

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DCFCs : How many and where
 Introduction
DCFCs represent an expensive investment in permanent infrastructure to rapidly
charge an electric vehicle. If EV adoption rates are to continue to increase, the number
of DCFCs installed should be optimised to the extent possible while providing a high
level of availability and reliability

Issues with determining DCFC requirements:

o Are Intercity DCFCs and urban DCFC needs different?

o What “design vehicle” should be used to determine DCFC highway spacing?
o Should DCFCs ever be used as a substitute for lack of residential charging (MURBS)?
o Should DCFCs have different rates by time of day to smooth demand peaks?
o Should PHEVs be restricted from using DCFCs in the early rollout years?
o Should there be a time or energy limit on a DCFC charging session?

PHEV – Plug-in Hybrid Electric Vehicle 4

DCFCs : How many and where
 Introduction – Cont’d
As a new and emerging technology, there are no textbooks or design manuals to assist
with the determination of how many DCFCs are needed or where they should be
located. There are a number of variables that may affect the number of DCFCs needed
and there would be slower increases in EV adoption rates if DCFCs were to be only
installed in response to observed demand.

Variables associated with determining DCFC requirements:

o Number of EVs per day that would require use of a DCFC
o How many EVs passing by on a highway are in need of a charge
o Power dispensed per DCFC charging session (kWh)
o Speed of DCFC unit (kW) (affects EVs that can be served per hour)
o Amount of traffic at the DCFC station per hour (queuing)
o Number of hours that DCFC is in use per day
o How and when could technology affect DCFC requirements ?
• larger EV batteries (up to 200 KWh)
• faster charging speeds (up to 350 kW)

PHEV – Plug-in Hybrid Electric Vehicle 5

DCFCs : How many and where
Models being used to determine the number of DCFCs required
1) Energy Model
Concept: Determine the kilometres driven by EVs, convert the km driven to
electrical energy consumed (kWh), assume that 10% of the energy comes
from “fast charging” (DCFCs), then use the outcome (kWh) to determine the
number of DCFCs required for any EV fleet size.

Outcome: DCFCs per EV which can be typically expressed as DCFCs per

100 EVs in the fleet. Energy models provide no information about DCFC
locations.
Shortfalls: Energy models appear to underestimate the real world demand
for DCFC units[1]. The underestimating causes are likely that the DCFC is
assumed to be in close proximity (when a charge is needed) and that the
impacts of peak hour DCFC demand are not included in the model.
Additionally, the model does not handle geographic (essential travel)
considerations
[1] In one case; Estimated DCFC requirement was 72 units. Actual number already is service was 1,162

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DCFCs : How many and where
1) Energy Model - Example applied to British Columbia

The energy model applied to BC data yielded a requirement of only 16 DCFCs

The shortfall is actually greater as the calculation assumes that all BC EVs are
capable of DCFC charging which is currently not the case.

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DCFCs : How many and where
Models being used to determine the number of DCFCs required
2) Travel Survey Model
Concept: Use a previously-conducted automobile travel survey that recorded
individual vehicle trips to simulate the same trips using an EV. Determine
the daily driving that was out of range of an EV and use that information to
determine the number of DCFC units required.

Outcome: DCFCs per EV which can be typically expressed as DCFCs per 100
EVs in the fleet. Travel survey models include no information about DCFC
locations.

Shortfalls: Model depends on the availability of a reasonably recent

comprehensive travel survey. Multiple factors and variables that are subject
to assumptions or interrelationships (the “black box” issue) may be included
in the model. On the positive side the model may provide valuable insights
on travel characteristics such as origin/destination and trip length
information that could assist with determining Inter City DCFC demand.

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DCFCs : How many and where
2) Travel Survey Model - Example applied to BC data

There is no known travel survey for British Columbia that would provide
the capability of using this model at this time. However to illustrate its use,
if the BC travel characteristic were similar to California (caveat [2]), it might
produce this type of result:

If the DCFC requirement was 1.3 % to 3.3 % or EV’s then by 2023 with 30,910
EVs, the BC DCFC requirement would be between 400 and 1,020 DCFCs.

[2] as a minimum, California has a higher daily mileage driven as Canada has lower daily mileage driven than the U.S. and BC
has the lowest daily mileage driven of any Province in Canada. (StatsCan 2009)
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DCFCs : How many and where
Models being used to determine the number of DCFCs required
3) Travel Volume Model
Concept: Use a gap analysis to determine DCFC locations and then hourly
traffic flows at these points to determine the number of DCFCs required at
each DCFC location on the highway determined from the gap analysis.

Outcome: The number of DCFCs required at each location to maintain a

preferred service level (maximum queue length) for the day(s) with the
highest volume of EV traffic.

Shortfalls: Comprehensive traffic flow data is not available for all sections
of BC highways. Determining the number of EVs on the highway requiring a
charge could be challenging as some EVs on the highway are on local trips
and may not require a charge.

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DCFCs : How many and where
3) Travel Volume Model - Example using BC data
In the example below (based on 2017 MOT data for Hwy 1 west of Hope), a
maximum queue of 4 EVs waiting to charge could take place 3 hours past the peak
traffic hour (2:00 pm) on the Monday of the May long weekend based on 5 DCFC
stations, the 2023 EV population, and assuming that 50% of the EVs passing that
point would require a charge.

5 DCFCs

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DCFCs : How many and where
3) Travel Volume Model - Cont’d
BC already has an effective tool for EV charging gap analysis

Potential improvements to the DCFC Traffic Model

1) Additional traffic survey data could help improve the accuracy of the variables used
in the Traffic Model.
o EV ownership by geographic area
o Number of local vs long-distance-travelling EVs using the highway
o Proportion of light duty vehicles on highways on the days with the highest
traffic volumes if the highest volumes occur on weekends or holidays
2) Studies of the use of existing DCFC locations could help to calibrate the Traffic
Model
o Queuing information
o DCFC use by local EVs or EVs from outside the area (Origin/Destination
information)
3) Surveys of BC EV owners
o Reasons for using the Intercity DCFC (local vs long distance travel / lack of
home charger / unexpected trip / convenience)

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DCFCs : How many and where
Models being used to determine locations for Urban DCFCs
Urban DCFC location Models
There are few known models to determine the optimal locations of DCFCs in
urban areas.

Common location selection criteria appear to be: hydro availability, proximity to

tourist attractions, restroom, and food facilities. Little is known about any
location evaluation criteria that may currently be in use to evaluate one
potential DCFC location against another or if the use of DCFCs as an alternative
to residential charging is part of the location selection process.

Pacific Gas and Electric (PG&E) has developed their own Electric Program
Investment Charge (EPIC) model to select candidate DCFC urban charging
locations. The methodology uses traffic patterns and the location of power
supply points to select preferred locations for DCFC chargers.

MEMPR – Ministry of Energy Mines and Petroleum Resources

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DCFCs : How many and where
Observations:
1) There are many issues and variables that affect the location and number of
DCFCs that may be required. Many of these variables are difficult to determine
with a high degree of accuracy.
2) The Energy Model at its current state of development does not represent a
reliable basis of determining DCFC requirements.
3) The Travel Model is not viable for use in BC as comparable travel survey
information is not available.
4) The Traffic Model that uses gap analysis to determine DCFC locations and
highway volume information to determine the number of DCFCs required has
potential for being effectively used for determining InterCity DCFCs
requirements in BC.
5) InterCity and Urban DCFCs operate in different markets. The former being
necessary to provide linkage between communities and the latter more
dependent on local market needs and conditions.

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DCFCs : How many and where
Conclusions

1) The DCFC Traffic Model could improve future estimates of the number of DCFCs
required for Inter-City highway travel in BC.
2) DCFCs should be considered in two groups: Intercity and Urban
o InterCity DCFCs need to be centrally planned, and implemented. Note that
some intercity DCFCs would be within urban areas as part of the InterCity
network (e.g. Duncan, Surrey, Abbotsford et al) Refer to Appendices A and B
o Urban DCFCs need to be locally planned, and implemented
3) Additional research could be done on determining urban DCFC requirements with
the objectives of:
o Encouraging DCFCs for use by local businesses and commercial operations
o Discouraging DCFCs as a substitute for residential/overnight charging except
where residents lack off street parking
o Determining the number of DCFCs that would be needed for local daily “top
ups”

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DCFCs : How many and where
Appendix - InterCity DCFC Network

An Intercity DCFC network linking all

Cities/Communities

o Locations identified by a stakeholder/task

group
o Some DCFCs may be located within Urban
areas near major highways
o Expansion ahead of the increased number
of EVs in the fleet

Urban
Area 1

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DCFCs : How many and where
Appendix – Urban DCFC Networks
InterCity travel
Urban DCFC networks based on
Community needs Urban
Area 1
o Public locations identified by local communities,
the private sector and BC Hydro
o Private locations determined by business needs
InterCity travel

Urban
Area 2

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DCFCs How many and Where

End

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