John Havrilla, Director Of Alternative Fuel Services At Wendel
John Havrilla, Director of Alternative Fuel Services at WendelJohn Havrilla is the Director of Alternative Fuel Services at Wendel, which provides consulting, design andconstruction services to public and private organizations looking to build alternative fuel facilities for theirfleets, including Compressed Natural Gas (CNG/RNG), propane and electric vehicles. John is also theSecretary and Board member of Clean Communities of Western NY. With over 30 years of industryexperience, John is a seasoned energy executive with a strong financial background.Ruslan Belous, Associate Principal and Electrical Engineer at WendelRuslan Belous is an Associate Principal and electrical engineer at Wendel with more than 13 years’experience in electrical design. His design experience includes battery electric vehicles and charginginfrastructure, lighting, power, fire alarm and system for new and existing buildings. He has worked onnumerous school renovation projects, new building utilities, primary and secondary power distribution,emergency generator installations both for private and public installations.Keith Dickerson, Director of Transformative Technologies at Black & VeatchKeith Dickerson is the Director of Transformative Technologies at Black & Veatch. Keith’s focus areas includeplanning and building sustainable transportation and distributed clean energy infrastructure. He brings 30years of expertise in engineering, operations, sales and strategic business development with companiessuch as Siemens, Schneider Electric and Verizon.Alex Bettencourt, Senior Managing Director of Management Consulting at Black & VeatchAlex Bettencourt is Senior Managing Director of Management Consulting at Black & Veatch. Alex is arecognized thought leader in the field of grid modernization and a pioneer in fleet electrification. He hasworked with transportation and logistics companies to establish their business case for electrifying theirfleets and to structure the potential deal for utility-provided charging infrastructure.
Charging InfrasturctureElectrifying Medium and Heavy-Duty Trucks in New YorkDecember 9, 2020
IntroductionsJohn Havrilla, PERuslan Belous
[Image and Content Source: Tony Seba, Clean Disruption of Energy and Transportation]A Sign of the Times5TH AVE NYC CIRCA 1900One Car5TH AVE NYC CIRCA 1913One Horse
Charger Considerations
Charging SystemsCharging OptionsBEV OVERVIEWPantographsAdvantagesInverted PantographDisadvantagesHigh Capacity ChargeHigh maintenance – particularly inwinter climatesCan be used for On-Route chargingDifficult to install in existing depotsMay reduce battery sizeLarge footprint with associatedequipmentRoof MountedPantographInductive ChargingInductive ChargingAdvantagesPlug-in ChargingPlug-in , low cost optionManually operated (plug in)Low maintenancePlacement in tight garages can be achallengeMay reduce battery sizeCan be used for both on-route anddepot chargingDrop down reel options limited due tocable lengths – but improvingNo moving parts, less maintenanceChargers are similar to other optionsHigh Capacity ChargeCan be used for On-Route chargingLarge footprintwith associated equipmentVehicle placement critical toefficiency
Depot Charging Options
CPE 25062.5 kW or 125 kWShared between 2 – CPE 250’sAvailable late spring 2020
Typical ABB Large Vehicle ChargingABB Connector ChargerPower range of 24 kW, 50 kW with Voltage range from 150-920 V DCPower range of 100kW, 150kW with Voltage range from 150-850VDCSequential charging with up to 3 outlets with 100 kW and 150 kWper vehicle
Case Studies
Case Study 1Greater Bridgeport Transit(GBT) (2) BEV chargers, 1charger per bus. Depot Peak Demand was119 kW. At full 11 BEVbuild out it will be1,659 kW, an increase ofover 1.5 MW of power. Service Upgrade (up to11 BEV capability). Outdoor charger location.
Impacts to Depot Distribution SystemThe existing GBT Depot has a 500 kVA transformer and a1200 amp switchgear bus – Inadequate for the proposedaddition of 11 electric busesFurther Assumptions After route and rate modeling, it was determined that a maximum of 6buses would be charged at any one time This will minimize demand charges and reduce the costs associated withthe depot electric distribution system upgrades Electric bus charging would not occur when on emergency power
To accommodate the new electric buses the newdesign includes: A new 1500 kVA pad mounted transformer(By utility)New 3000 amp switchboardNew panel boards to feed the chargersAll interconnecting cables
Charging System - ProterraOEM Cable Limits: Max 492’ from PCS to Dispenser 25’ from Dispenser to Bus
Charger Layout
Case Study 2CTtransit - Hamden (10) BEV chargers, 1 charger per bus. Depot Peak Demand was 1,223 kW. At 100% BEV build out(129 buses) it will be 10,253 kW, an increase ofover 9.0 MW of power. Chargers connected to existing services (5 and 5). New service for fire pump including dedicated backupgenerator.
Summary of Costs by ScenarioCurrent LoadsElectric Service #1664.4 Peak kW859,963 Estimated kWhElectric Service #21.18 Peak MW4,202,110 Est kWh516.4 Peak kW3,342,147 Estimated kWhExisting Fuel Cell471 kVA/400 kW Doosan Fuel CellBackup Generator2500 kW diesel generatorNote: The costs for the scenarios are additive. Each scenario builds on the scenariobefore it so the cost of each scenario must be included in the total build-out.
ExpectedLoadsScenarioAllCharged atOnceCharging Infrastructure for HamdenHalfChargedat OncePilot – 10 Buses1.40 MW700 kW20% - 26 Buses3.64 MW1.82 MW30% - 39 Buses5.46 MW2.73 MW50% - 65 Buses9.10 MW4.55 MW18.06 MW9.00 MW100% - 129 Buses1 MW can power approximately 500 HomesThe Footprint of Energy: Land Use of U.S. Electricity Production STRATA – June 2017Charging Infrastructure StrategyA typical 440 kW battery electric bus has a usable batterycapacity of about 327 kWh of energy. The efficiency of thebus is around 2.2 kWh/mile, resulting in a range of 149miles per bus per charge.
Existing Facility: 2 Electrical Services 4000A Total CapacityProposed Modifications: Add 10 BEV chargers (5 charged at once) 900A required to charge 5 buses
100% Electrification: Total 129 BEV(65 charging at the same time) 10,800A required for charging
Case Study 3CTtransit - Stamford (5) BEV chargers in phase 1. New service for support up to (22)BEVs, outdoor charger farm withinterior plug-in connections. Depot Peak Demand was 235 kW. At47% BEV build out (28 buses) it will be2,195 kW, an increaseof over 1.9 MW of power. New service for fire pump includingdedicated backup generator.
Case Study 4Pioneer Valley Transit Authority (PVTA) (6) 60kW chargers and dispensers. Utilized existing service for chargerconnections. Designed charger power distribution to acceptfuture PV system (to be provided by ownerlater).Wendel was also the lead architect and engineerfor the entire facility.
Case Study 5Worcester Regional Transit Authority (WRTA) (1) 500kW On-Route charger at an intermodal hub. Dedicated charger electrical service and distribution. Outdoor charger with drop down pantograph. Attached to canopy structure.
Interior 120kW chargers (ABB)Typical DispenserInterior 60kW chargers (Proterra)
Typical “Charger Farm”Right to Left - Transformer, Main Service Gear,Charger Panelboard, Chargers, and Dispenser
“Charger Farm”
AlternativeEnergy Fuel Cells Expensive - 11,441.00/kWReliability issuesSpace issuesFuel Cell – 1.4 MW fuelcell – Requires the spaceof a tennis court Solar Arrays Most cost-effective solutionThird party BOOM – no up-front costs totransit agency.Space available if roof can supportNextEra solar plan forHamden. 2.22 MW Battery Storage Good for peak shaving/load shiftingSpace is an issueThird party BOOM available in some states Generation Not feasible to back up 100% of the fleet –transit agency will be grid dependent.Space is the biggest constraint.Diesel or natural gas fired units.Third party BOOM available in some areasTesla 20 MW battery storagefacility in California. 1.5acres of land.
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Charging InfrastructureElectrifying Medium- and Heavy DutyTrucks in New YorkDecember 9, 2020
Introduction & ExperienceKeith Dickerson, Transformative Technologies, Black & VeatchBlack &Veatch2
ABOUT BLACK & VEATCH 10,000 professionals 3.7 billion in 2019 revenue Work in 100 countries on sixcontinents Consistently high industry rankings inPower, Telecom, Water and moreEverybody returns homesafely each dayBlack &Veatch3
Black & Veatch has the local area knowledgeand delivery capability around the world tostrategize and BUILD charging infrastructure. Proven success with deployment of high-powercharging at scale throughout North America Focus on speed, safety, and quality 1200 100EV ChargingSitesDeployedTransit & FleetChargingEngaged150 25,000Behind-theMeter BatteryInstallationsSolar CapacityInstalledMWhMWMWNetwork of experienced, capable contractorsExtensive utility relationships8,000 40MWMWCombined Heat& Power (CHP)ExperienceLargest DataCentreDesignedBlack & Veatch4
Black & Veatch is Well-Established in NY Proud Member Make Ready Approved ContractorOffice in New York City, and 69 locations across the United States.Black &Veatch5
Turnkey Solution for Complete Program ManagementIntegrated Solution Delivers Speed and QualityProgram ManagementStrategy,Consulting,Feasibility& PlanningSiteAcquisition &Land UseEngineering &DesignPermitting &MaterialsConstruction& SafetyManagementInstallations,Operations &MaintenanceBlack &Veatch6
Tesla Supercharger NetworkSince 2015, Black & Veatch has designed,engineered, permitted and/or constructed1,680 charging posts at over 600 TeslaSupercharger sites in North America.Image Source: Daimler Trucks North AmericaBuildingChargingNetworksElectrify America NetworkBlack & Veatch is deploying over 3,800 highpowered DC Fast Charger posts for 475 Electrify America sites in eight U.S. regions.Black &Veatch7
Energy Storage, DistributedGeneration & ResilienceImage Source: Daimler Trucks North AmericaFleet Charging InfrastructureBlack & Veatch has been working with topvehicle OEM & EV leaders to design and buildcharging infrastructure across the country for: Class 8 Truck OEM and Logistics Clients, multiple sitesand technologies with integrated resilience Depot and on-route charging for Transit Agencies Utility EV programs and rebates support chargerinstallation for workplace and corporate fleetsBuildingHigh-PowerCharging forFleetsBlack & Veatch has designed and built a largeportfolio of battery Energy Storage, Solar, andmicro-grid projects. Many fleet programs areseeking integrated approach increase up timeand use of renewable energy.
Strategy & Total Cost of OwnershipAlex Bettencourt, Management Consulting, Black & VeatchBlack &Veatch9
Greenhouse Gas Emission on11%12%9%32%10
There is a wider transformation occurring in transportationThis transformation will drive down costs and increase utilization – it will be a good timeto operate a lizationBlack &Veatch11
Capital costs are higherGas VanStates costs for Ford eTransit and TeslaSemi are coming in at about 30-50% on thecapital cost side. 36KDiesel Truck 135KElectric VanElectric Truck 45K 180KBlack &Veatch12
Charging is hardMany of the early adopters of electricvehicles have the scars from buildingcharging. While many have beensuccessful, they know it will be difficult toscale.Icon from Stockio.comBlack &Veatch13
Charging costs are unknownMany fleet operators have run the modelfor fuel savings but it is hard for them tounderstand the cost of charging withoutperforming some detailed onsite workBlack &Veatch14
VALUE FLOWSHow does the flow of value change when moving to electrificationSavings10 - 20%Power Charges – DemandPower Charges – EnergyCurrentSpend onPetroleumVehicles20%Grid InfrastructureChargersMake-Ready20%Charger MaintenanceCharging SoftwareElectric Vehicle Lease40%EV MaintenanceBlack & Veatch15
Competition For ElectronsThere will be competition for electrons and the first to electrify will gain the cheaper gridcapacity – need to be willing to invest capital and make decision on EVs soon16Black &Veatch
Key TakeawaysUtility RelationshipPlanning Ahead forPowerGet Grid CapacityEarlyFleets and utilities start to see eachother in a different light.Planning for broad electrification willrequire a years of foresight to ensurethe infrastructure is in place forelectrification.Utility regulations allocate gridcapacity on a first-come, first-servebasis.Utilities need to see fleets as keycustomers.Need to demonstrate that load willmaterialize as per your schedule.Fleets need to see utilities as criticalsuppliers.Black & Veatch1717
Working With Your UtilityKeith Dickerson, Transformative Technologies, Black & VeatchBlack &Veatch18
Grid Connection Lead TimesUnderstanding the complexities and timing for fleet infrastructure can inform yourinvestment and scale-up roadmapSAMPLE FLEET20 overnight chargingmedium-duty delivery trucks200 overnight charginglight-duty delivery vans200 daytime fast chargingheavy-duty trucksCAPACITY REQ’DGRID UPGRADEEXAMPLE TIMELINE REQUIRED1MWChargingSiteServiceTransformer3 MONTHS5MWChargingSiteFeederUpgrade12 MONTHS20MWChargingSiteSubstationUpgrade24 MONTHS OR MOREBlack &Veatch
8 Steps To Fleet Electrification1.2.3.4.5.6.7.8.Define Drive Cycles, Duty Cycles and OperationalConsiderationsReview and Select Technology OptionsUnderstand Charging Loads and Power DeliverySite PlanningConduct Utility Coordination, Engineering and DesignApply for Permit and ApprovalsDistribution Grid UpgradesObtain Equipment, Construct and CommissionBlack &Veatch20
Fleet Electrification JourneyBUSINESS iledEngineeringPrelim. Feasibility& DesignEngineering designs Mobilization Site turn-over Zoning and permittingresearch, submittal, andapproval Site kick-off Testing and training Site prep/civil works Skid installationStartup andcommissioning Electrical Project closeout Mechanical Alarms andmonitoringCommunications InfrastructuremanagementMarket view Customer markets &buying propositionCustomer valuepropositionDetailed siteassessment Target customersegments Grid capacity check &load letter submission Deal strategy fortenants Customertransportationoperations survey Utility interconnection Procurement &purchasingGo/No-Go decision onsite Inventory Control Qualify and managesubcontractors Competitive modelProvider landscape Economic model Financial targets Competitive strategy Deal strategy fornew customers12 WEEK ENGAGEMENT Operation &Maintenance Construction &CommissioningBlack &Veatch21
Discussion.Keith Dickerson, Transformative TechnologiesP 1 913-458-2332 E DickersonK@bv.comAlex Bettencourt, Management ConsultingP 1 905-370-1230 E BettencourtA@BV.comDownload the eBook:bv.com/ElectricFleets
Central New York: Clean Communities of Central New YorkCoordinator: Barry CarrContact: Coordinator@ccofcny.comWebsite: www.ccofcny.comCapital District: Capital District Clean CommunitiesCoordinator: Jacob BeemanContact: jbeeman@cdtcmpo.orgWebsite: www.capitalcleancommunities.orgCentralNew YorkAlbanyRochesterLong Island: Greater Long Island Clean Cities CoalitionCoordinator: Rita EbertContact: rebert@gliccc.orgWebsite: www.gliccc.comBuffaloLong IslandNew York City &Hudson ValleyNYC & Lower Hudson Valley: Empire Clean CitiesCoordinator: Joy GardnerContact: joy@empirecleancities.orgWebsite: www.empirecleancities.orgWestern NY: Clean Communities of Western New YorkCoordinator: Craig JacksonContact: cjackson@ccofwny.orgWebsite: www.ccofwny.orgRochester: Greater Rochester Clean CitiesCoordinator: David KeefeContact: dlkeefe@rochester.rr.comWebsite: www.grcc.us
Inverted Pantograph Roof Mounted Pantograph Inductive Charging Plug-in Charging Charging Options BEV OVERVIEW Pantographs Plug-in Charging . before it so the cost of each scenario mustbe included in the total build-out. Summary of Costs by Scenario 1.18 Peak MW 4,202,110 Est kWh. Expected Loads Charging Infrastructure for Hamden
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Table 6-5: Preliminary Cost Estimate for Alternative 4D . Table 6-6: Preliminary Cost Estimate for Alternative 5B . Table 6-7: Preliminary Cost Estimate for Alternative 5C . Table 6-8: Preliminary Cost Estimate for Alternative 5D . Table 6-9: Preliminary Cost Estimate for Alternative 7 . Table 6-10:
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