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32 A list of the interview questions and a summary of responses follow. IntervIew QuestIons 1. How many chargers and what type (e.g., Level 1, Level 2, Level 3) have been installed at the airport? What is the location of the chargers (e.g., short term parking, long term parking, employee parking) and number in each location? In what year were they installed? A summary of the responses is found here: Airport Name Charging Stations Boston Logan International 13 Level 2 dual-station units Dallas/Fort Worth International 1 dual-station Level 2 charger Denver International 10 Level 1 chargers, 1 legacy charger Detroit Metropolitan Wayne County 4 single and 6 dual Level 2 chargers George Bush Intercontinental/Houston 12 Level 2 dual chargers Hilo 1 Level 2 dual charger Honolulu International 1 Level 2 dual charger John F. Kennedy International 5 Level 1/2 chargers Kahului 1 Level 2 dual charger Kona International 1 Level 2 dual charger La Guardia 5 Level 1/2 chargers Lihue 1 Level 2 dual charger Los Angeles International 38 chargers (30 Level 2 and 8 legacy) Metropolitan Oakland International 21 total stalls, mix of Level 1, 2, and legacy San Francisco International 21 Level 2/1 chargers, 21 Level 1 outlets SeattleâTacoma International 16 Level 1 stalls Toronto Pearson International Airport 2 Level 2/1 chargers William P. Hobby 7 Level 2 dual chargers, 1 Level 3 Ten of 12 airport sponsors have at least one charging station in either a short term or long term lot. Two airport sponsors provide only valet parking for their public EV charging stations. All EV charging stations were installed between 2011 and 2013, with the exception of the legacy chargers installed at three airports. 2. What was the motivation behind installing EV chargers at the airport? Are there any plans to install additional chargers? Will they be located in the same parking facilities? The motivation cited by airport sponsors for installing EV charging stations include the following: (1) environmental stewardship, (2) providing a customer service, (3) requests from public and/or employees, (4) state mandate. Many airport sponsors are considering the installation of additional EV charging stations, once demand is met. The potential locations of future charging stations include cell phone lots, garages, and employee lots. 3. How did you decide to locate the chargers in the parking facilities they are located in, and in the specific location within that facility? Was visibility, proximity to existing infrastructure, or proximity to wireless internet connection a major factor in the decision? The most common responses to the question of siting were (1) maximizing visibility, and (2) locating near existing electrical infrastructure. Another common siting criteria was to place the charging stations in high-revenue areas. 4. How long did the project take, in months, from project inception to first EV charged? How long was the construction process? Did the construction phase go smoothly, including the APPenDIX A survey QuestIonnAIre AnD results
33 request for proposals process? If not, how were the problems resolved? How many staff members were involved, and what was the level of effort? The construction process will vary depending on whether electrical infrastructure upgrades are required, but on average, a typical Level 1 charging station can be installed in two to three months from project inception, while a Level 2 project will take roughly six to eight months. The level of effort also varies by project but will typically require effort from staff members from parking, environmental planning, engineering, and construction groups. Research found that the construction phase went smoothly once the project had been initiated, because the installation process is relatively straightforward if there are no complications with the electrical infrastructure. 5. Specifically regarding signage, what lessons have you learned? The airport sponsors surveyed emphasized the importance of signage in (1) allowing customers to locate the charging stations, and (2) preventing conventionally-fueled vehicles from parking in the EV-designated spaces. Many indicated plans to update signage, either to have more wayfinding signs or to state the authority to tow or ticket. 6. Are any of the stations ADA compatible? If there are ADA-compatible EV charging stations, what were some of the additional considerations that had to be made? Were any traditional ADA parking spots relocated in order to accommodate the EV charging stations? Currently, there is no guidance regarding EV charging stations with regard to parking spaces that are ADA compliant. However, airport sponsors are discussing this issue and making efforts to accommodate any needs of disabled customers. Current efforts can be categorized in one of two ways, (1) providing an EV charging station at an ADA-compliant parking space, or (2) making an EV-dedicated parking space wider than standard and ensuring charging stations are low enough to the ground to accommodate ADA-accessibility. No ADA parking spots were relocated to accom- modate the EV charging stations. 7. Were there any insurance liability issues during construction or for operation and maintenance of the chargers? If so, how were/are these handled? Some minor liability concerns have been noted, which were discussed by airport sponsors but did not impede the ability to provide charging stations. During the construction process, no major liability concerns were noted. During the operation and maintenance of the charging stations, trip hazards and accidental damage were the most commonly reported concerns. These concerns were addressed by ensuring cord maintenance and by constructing bollards in front of the stations to act as barriers. 8. How are EV charging spaces managed? What are the duties of the contractor or employee managing the spaces? Spaces are either managed by airport staff, third-party parking operators, or concessionaires. Duties vary from airport to airport but may include moving and charging the vehicles (if valet), ticketing or towing, minor cleaning, or the re-coiling of cords as needed. 9. Have you received any customer complaints? If so, what are the typical concerns? Are you aware of any public response to the offering of EV charging? All airport sponsors reported receiving mostly positive feedback from the installation of EV charging stations. Negative feedback did include the following: ⢠Requests for additional charging stations ⢠Requests for a different type of charging station or that they be installed in a different location ⢠Complaints that EVs are parked but not using the charging stations ⢠Protests that EVs have preferred parking ⢠Trouble with tracking technology ⢠Conventionally fueled vehicles using EV-dedicated spaces 10. What were the electrical infrastructure requirements for the project? The electrical requirements for Level 1, Level 2, and Level 3 chargers are 120V AC, 240V AC, and 400-500V DC, respectively. The requirement for additional infrastructure varies depending on what was in place at the time of installation. Approximately half of the airport sponsors interviewed had to install additional electrical infrastructure.
34 11. What was the approximate capital cost of the rechargers (listing equipment, installation, and infrastructure separately, if possible)? Level 1 charging stations cost approximately $1,500 each, which includes the cost of installation. Level 2 stations, before installation, cost approximately $2,000 each but may require significant electrical infrastructure upgrades. Level 3 charging stations will be roughly $20,000 to $50,000 each before installation. The cost after installation for Level 1 and 2 charging stations are approximately $1,500 and $10,000, respectively, including the cost of electrical infrastructure. However, these numbers are average values, and the cost of electrical infrastructure will vary significantly depending on existing conditions. 12. How did the airport provide the required funding for the project? Were grants involved? If so, what grant opportunity and for what amount? Many airport sponsors received either federal grants through a manufacturer or a state grant in support of the charging stations. Eight of the 18 airports included in the survey received grants for charging stations. Most grants were for a set amount, such as $2500 per station, which typically covered the equipment and part of the installation but would not necessarily cover any electrical infrastructure upgrades. 13. Do you charge for electricity? All but one airport sponsor interviewed do not collect fees for the cost of electricity or for accessing EV charging stations, although some will consider charging in the future. The exception is the State of Hawaii, Airports Division, which collects $7 per charging session at Honolulu, Hilo, Kona, and Lihue airports. 14. What is the rate the airport is charging to access the chargers? Is there a separate fee for the parking and the electricity use? Were there considerations of, or difficulties with, integrating the charging technology with the previously existing parking revenue management systems? All but one airport sponsor interviewed are collecting the same parking fee from EV users who access the stations as all other users of the given lot or garage. The exception is the State of Hawaii, Airports Division, who by law cannot collect fees for EV parking at Honolulu, Kahului, Hilo, Kona, and Lihue Airports. 15. What are the operation and maintenance requirements and costs for the recharger system at the airport? In general, operation and maintenance is minimal. In most cases, O&M is covered under the manufacturerâs warranty. Internal airport departments are later responsible for maintenance once the contract has expired. 16. Do you have technology that tracks the usage or environmental benefits of the EV chargers? Is this information made available to the public? What specific vehicle data do you collect when the charger is being utilized? Do you report EV utilization for sustainability reporting, annual environmental reporting, etc.? Details such as number of sessions, length of time EVs are at the station, energy use, and greenhouse gases avoided can be tracked by âsmartâ charging stations. Some airport sponsors are tracking the use of the charging stations, primarily with the intention of understanding the demand for the equipment. Once demand has reached capacity, the tracking data will provide impetus for supporting the purchase of additional chargers. Charging station usage has not been included in sustainability reporting or annual environmental reporting for the airports surveyed, but this type of environmental reporting may occur in the future. Real-time charging station location and availabilities can be provided to the public through the use of technology provided by smart charging station manufacturers via social media. 17. Do you have an estimate of how frequently your chargers are being used? Has demand for chargers reached the supply of chargers? If so, how long did it take to get to that point and how is it dealt with? Have you had problems with icing? If so, how is this managed?
35 Is there a maximum amount of time that a vehicle may be kept in a charger-equipped parking space? Charging station usage varies significantly by region, but in almost all cases, usage has increased over time. Once demand has been met, one airport sponsor reported restriping the number of stalls to add additional EV parking, prior to installing additional charging stations. No airport sponsors reported a significant problem with âicingâ. No airport sponsor surveyed currently has a time limit on the amount of time a vehicle may be kept at an EV-dedicated space. 18. What would you say is the biggest challenge or lesson learned from the project? Challenges and lessons learned are airport-specific, but the following were commonly cited: (1) interest in installing more charging stations once demand is met, (2) consideration of collecting a fee to charge, (3) importance of electrical infrastructure availability, (4) consideration of costs and grants, and (5) informing the public. 19. Could you share any published fee structures, policies, signage, instructions to customers and parking employees, etc., for publication in an appendix of the synthesis report. An example request for proposals is provided in Appendix B.
