APPENDIX C

Case Examples

Eastern Iowa Airport

Overview

Located in Cedar Rapids, Iowa, Eastern Iowa Airport (CID) is owned and operated by an airport commission while the parking facilities are privately managed. CID provides passenger parking with a short-term surface lot and a long-term surface lot. CID first installed chargers during a rehabilitation project of the parking facilities. This allowed the airport to take advantage of an ongoing construction project to install their first set of chargers. CID currently has two Level 2 charging posts, each with two ports. The posts are near each other but one serves the short-term parking lot and the other serves the long-term parking lot. The chargers are in this area to have easy access to utility/electrical infrastructure.

Airport Charging Infrastructure

CID first installed charging stations as part of their efforts to improve environmental stewardship. Additional projects under this umbrella include solar installations. The airport also took advantage of necessary maintenance to their parking facility to install the chargers. A rehabilitation project allowed them to assess existing utility infrastructure and locate their stations in that area.

Selecting and Installing the Charging Equipment

Before CID installed EV chargers, CID staff consulted with an engineering firm about the location of the chargers and for coordination with the utility on the necessary infrastructure. As a result of these consultations, the airport installed an additional transformer to upgrade the airport’s utility infrastructure. The charging equipment does not represent a large draw in terms of power, but the transformer helps support other upgrades and power needs at the facility.

The chargers were installed as part of CID’s sustainability program. Location was mostly determined by the existing utility infrastructure, but it also allowed them to co-locate ports for both the short and long-term parking lots. CID chose to install Level 2 chargers because these were the most available for purchase at the time. Two charging stations is meeting demand, but the airport will assess the need for additional chargers as the market changes and EV sales grow.

Managing and Maintaining Charging Equipment

With two chargers, the airport can easily manage their existing assets but having a trained electrician on staff is critical. CID’s electrician can conduct most of the maintenance and works well

with the local utility. CID’s IT department also plays a role by managing software issues and basic maintenance tasks that do not require an electrician. The airport did have an issue with a ground fault that was severing communication to the charger. This may have occurred when other maintenance work was happening in the area, so it is important to exercise caution around the equipment. The ground fault issue is the only major challenge that CID has faced with the EV chargers.

Networked chargers were installed which helps with managing the assets. The data provided alerts the airport to certain maintenance needs and if the asset is down. This reporting by the asset has given CID staff a better sense of the overall functionality of their charging by reducing the need to check the asset physically.

Networking and Data Use

CID selected networked chargers but does not use that functionality much. Given the number of chargers and existing demand, CID staff do not think networked chargers are strictly necessary for their needs; however, this may change as their charging assets increase or use changes. The information is used primarily to report electricity use for Iowa’s per-kWh tax on public EV charging.

Some of the advantages of networked chargers are not necessary for the CID’s use case. For example, chargers that are part of a network can be easily marketed to users. However, airports are not trying to attract traffic to their charging assets, but to provide an amenity for customers. When the data is not required for load or demand management, data collection may not be needed to provide adequate charging at small-hub airports.

Load Management Considerations and Utility Coordination

CID does not currently use any load management techniques because they have a small number of chargers. Outside of installing the transformer during their parking rehabilitation project, the airport does not coordinate with the local utility specifically about EV charging needs.

Charging for “Charging” and Other Revenue Considerations

CID used commission funds to complete the parking project, including purchasing the EV charging equipment. The airport assesses a fee on charging to recover the costs associated with paying the per-kWh fee to the state. This fee does not cover the cost of maintenance. Operations and maintenance funding is covered through the budget for the parking facilities. The private charging provider manages the payment system that collects the fee.

Ensuring Safety

Although CID does not have specific training or safety procedures, CID staff noted the importance of having a trained electrician on staff when working with high voltage. When purchasing EV charging equipment, maintenance will often fall to the airport or parking manager. Charging providers may offer to conduct repairs or maintenance, but it is more cost-effective for an airport to conduct its own maintenance. It is important to understand these requirements and have staff that can manage the asset.

Lessons Learned

1. Importance of Right-Sizing Charging Equipment

In the short term, small-hub airports may not see the demand to support Level 2 installations. Level 2 chargers typically can provide a full charge in hours, while most airport customers

are parking for several days. Level 1 chargers can provide enough power to support that use case but have not been used extensively in commercial settings. In addition to understanding the charging needs at the airport, it is important to gauge the proximity of additional charging infrastructure to understand demand. This can help to ensure that the assets provided on airport truly support customer need.

CID has rarely seen their Level 2 assets used at full capacity, which indicates that Level 1 may provide a more cost-effective investment in the future. Level 2 charging may work better in shorter stay facilities (e.g., the cell phone waiting lot where customers typically spend less than 2 hours).

2. Airport electricians play a key role in supporting charging infrastructure.

Having airport staff available who can manage and maintain charging equipment helps to (1) reduce costs by avoiding service fees from the charging provider and (2) ensure faster repairs when needed. CID noted that it would be a challenge for operations and maintenance if they did not have a qualified electrician on staff.

Remaining Challenges

Most commercially marketed charging equipment is Level 2 or above; while these types of chargers support most commercial applications, airports often have customers parking for much longer periods than other commercial applications. Understanding the potential and the availability of Level 1 charging equipment remains a challenge. CID also noted a need to understand the airport experience with Level 1 to answer questions related to customer satisfaction and use of Level 1 versus Level 2 chargers, as well as potential challenges related to using Level 1 equipment.

Jacksonville International Airport

Overview

Jacksonville International Airport (JAX) is in Duval County, Florida, about 13 miles north of downtown Jacksonville. The airport is owned by an airport authority and the parking facilities are managed by the airport. JAX has three passenger parking facilities: an hourly garage, a daily garage, and a daily surface lot. JAX has installed chargers across their parking facilities and currently have six Level 2 chargers, including one charging post at their general aviation (GA) airport. The other chargers are in each of their passenger parking facilities. These chargers are located to provide easy access to the terminal as an amenity for EV owners (except for the daily parking garage which had limited capacity on the electrical panels closest to the terminal). JAX is undergoing several changes and expansions of their parking at the airport, which will increase charger availability over the next few years.

Airport Charging Infrastructure

Up to this point, decisions on charging infrastructure have been driven by customer demand for access to charging at the airport. JAX is rebuilding and expanding the current parking facilities. More passenger parking will be available closer to the terminal because the employee lot will be relocated further away. As part of the project, JAX will be installing additional chargers, including chargers for the employee lot. These changes will create more revenue-generating parking spaces closer to the terminal.

Selecting and Installing the Charging Equipment

JAX first installed chargers because of customer requests along with expected demand at the airport. The airport’s current lack of parking in general has led to the expansion efforts. The installation of chargers has been a success with customers who are happy with the amenity provided in the parking facilities. Because of grant stipulations, JAX has installed Level 2 charging posts and has found that these posts meet their customer needs. Level 2 equipment is also cost-effective versus fast chargers, so future installations will also be Level 2. JAX is working with Tesla to install some of their Level 2 options because JAX staff have noticed a preference for the brand from Tesla owners. The airport is also working with several other manufacturers to install charging stations as well.

As noted, JAX installed charging across their parking facilities, including their valet parking. However, the charging in valet parking has not been well-used. This may be because employees have not promoted the service or been comfortable using the equipment, so the airport will revisit this issue with the new parking management for valet. Currently, the chargers at valet are open to employee use because they are underused by existing customers.

The first installation of chargers was intended to meet demand but also allowed the airport to understand usage patterns and needs. With future installations, JAX is selecting locations that maximize usefulness for the customer while ensuring that the power needed to support the equipment is available—sometimes this is difficult to achieve. The airport has plenty of capacity in locations that are further from the terminal, but installing chargers in such locations may not generate enough use (and therefore revenue) to support the investment. The airport is working with consultants to assess these tradeoffs and make decisions on optimal locations for different types of chargers. Location decisions are especially important, but also complex, when considering Level 3 infrastructure. JAX has considered placing Level 3 chargers in their cellphone lot, but because this is not a revenue-generating lot, the additional draw in terms of power and the management of the facility required make it difficult to justify doing this.

Managing and Maintaining Charging Equipment

Although the charging stations have been a success, the current availability of charging does not meet demand within the facilities—partly because parking at the airport lends itself to longer stays than a typical charging session would require. Emphasizing charging etiquette remains a key component to meeting customer expectations. JAX staff have noticed that drivers are happy to release their plugs once their charging sessions have ended to allow others to use the equipment. Although this is not a long-term solution, it is reducing demand issues somewhat.

Management of the charging assets has been relatively straightforward for JAX. Most challenges stem from the lack of parking space overall. For example, it was difficult to block off the space to install the chargers—Customers would move cones, so the airport used their own vehicles to secure the spots. One tactic the airport has used when needing to install or perform maintenance is to communicate through the charging provider’s app. This level of communication has ensured customers are not confused or unaware of planned outages. JAX is upgrading the parking facilities, but when the upgrade is occurring, more plug-in hybrid owners could use the charging spaces because of the access to the terminal and overall convenience.

So far, maintenance has been relatively straightforward. Any issues have been quickly resolved by the manufacturer, and replacements have been provided if necessary. JAX electricians service the equipment and have become knowledgeable about EV charging and the associated equipment. This has eased any maintenance issues with respect to the charging equipment.

Networking and Data Use

All the existing chargers at JAX are networked—the airport monitors usage and other available data through the dashboard. The existing chargers are from the same equipment provider, which allows for easy monitoring. JAX is not concerned about using multiple vendors as they install more chargers, but this may become a consideration as the need for charging grows. JAX staff have heard from one provider that the provider’s software can cover all the different charging solutions except Tesla.

Load Management Considerations and Utility Coordination

Networked chargers allow for better data availability, which is important for load management and coordination with the utility. Using information from charging equipment providers, the airport conducted an electrical capacity assessment before installation; this study was landside focused. With the number of chargers currently installed, JAX does not see load management as an issue for the public parking facilities. However, private partners wanting to install Level 3 chargers and rental car companies electrifying are considerations and highlight the need to coordinate with the local utility.

JAX has discussed these electrification needs with the local utility and determined the need for new power lines, transformers, and, ultimately, a second substation. The new power lines and transformers will support rental car operations, but the substation is intended to provide a backup and support the airport’s overall power needs. The electrical infrastructure upgrades will allow the airport to increase the number of chargers available to airport customers without concerns over capacity. In addition, to facilitate their charging and power needs, the facilities team meets regularly with their utility to keep all relevant staff current on any changes. JAX tries to provide a forecast of at least 5 to 10 years for their power needs and completes a 20-year master plan that will highlight any large increases in usage.

Charging for “Charging” and Other Revenue Considerations

JAX is not assessing a fee for charging in areas where they are already generating revenue; however, a fee is assessed at their GA airport and within their cellphone waiting lot. The reasoning for this split is that the cost of providing the electricity is negligible, especially considering the length of time most customers are parked at the airport. The fees in non-revenue-generating spaces allow the airport to maintain the equipment effectively.

The charging equipment was obtained with grant funding through the local metropolitan planning organization (MPO), North Florida Transportation Planning Organization. The grant covered 3 years of maintenance as well as the asset, which is part of the reason that JAX has had a great experience installing and managing their chargers. With that in mind, if their maintenance costs increase significantly, the airport may consider assessing a fee to cover such increases.

New charging equipment is being installed through airport revenue, specifically from parking revenue. JAX is then using regular operations and maintenance funds to maintain the chargers. The airport is open to exploring more grant opportunities, but currently has the funds to support chargers through airport revenue.

Ensuring Safety

When installing EV chargers, JAX coordinates with the fire department and follows relevant building codes. The plan for the new parking garage is to have one row of chargers in a designated area away from other parking spaces. The fire department has been involved in these discussions

and coordinated with the airport on the location. Another consideration for JAX is flooding, so the equipment must be raised to avoid issues in the event of a hurricane or other localized flooding.

The airport is conducting an airport disaster exercise this year that will use a lithium battery fire as the event. The intent with this exercise is to understand JAX’s weaknesses and develop an action plan in case of a lithium battery fire in the parking facilities. The exercise will also allow different interested parties to understand their roles and safety issues relating to EVs and charging equipment.

Lessons Learned

1. Use the Experience of Other Airports

JAX has had a positive experience with EV charging and staff emphasized the importance of talking with other airports and those knowledgeable about the process. Use all available resources, whether that be other airport facility teams, consultants, utilities, or charging providers. Asking questions early and often can lead the airport to the best possible options and help avoid obstacles and pitfalls.

2. Communication and Coordination Across Interested Parties Is Critical

As transportation electrifies, it is important to understand electricity needs across the airports. Rental car companies and Level 3 chargers present challenges for the airport but communicating with their utility and other relevant parties has reduced the overall burden. JAX also coordinates between landside and airside facilities to share knowledge and split some of the duties based on expertise.

Remaining Challenges

Load management and available capacity at the airport remain a challenge. It is important to work with all the different interested parties to meet the electrification needs at the airport. This requires consideration of both airside and landside, including the facility, parking, and rental car company needs.

Capacity and availability of electrical infrastructure also affect charger location—this is a component of their EV charging that JAX is still working through. Siting chargers close to the terminal provides an amenity but increases the desirability of the spaces. JAX is trying to keep pace with demand but does not have enough charging equipment to meet its needs.

Northwest Arkansas National Airport

Overview

Northwest Arkansas National Airport (XNA) is in Benton County, Arkansas, northwest of both Fayetteville and Springdale. The airport is owned by an airport authority and the parking facilities are privately managed. XNA has four passenger parking facilities: three surface lots and one parking garage. XNA first installed chargers during the construction of their parking garage. This allowed the airport to take advantage of an ongoing construction project to install their first set of chargers. XNA has sixteen Level 1 chargers and eight Level 2 chargers. The chargers are in designated areas with easy access to electrical infrastructure and offer medium desirability for customers to decrease use by non-EV owners.

Airport Charging Infrastructure

XNA’s decision to install charging infrastructure was driven by the construction of their new parking deck. This allowed the airport to take advantage of the project and include the requisite infrastructure in the planning stages. The EV charging equipment available at the airport has been installed over time and so the decisions around what to install and location have changed as the airport has collected more data on customer preferences and use.

Selecting and Installing the Charging Equipment

XNA selected Level 2 charging equipment for the first installation. After that installation and a subsequent study on EV charging needs for the airport, XNA realized that most customers were parking for days at a time and a Level 1 charger would be sufficient. More recent installations have used chargers that have two ports; when one vehicle is using the charger, it acts as a Level 2 and when two vehicles are plugged in, the charger provides Level 1 charging to each vehicle. This setup meets the current needs of those parking EVs within the public parking facilities while keeping costs reasonable for the airport.

In terms of location, EV charging is focused on XNA’s revenue parking, so although XNA has a cellphone lot, there are no current plans to install charging in that location. Location within the parking facility accounted for both the distance to electrical panels and infrastructure and the desirability of the space from a customer standpoint. Because the charging is offered as an amenity, it was important to provide a good location within the parking facility to encourage use. However, avoiding additional costs requires the chargers to be close enough to the existing electrical infrastructure.

The airport first installed charging equipment into new construction, subsequent installations have revealed challenges. For example, given the type of floor in the parking deck, some critical components in the concrete cannot be drilled through. Ensuring the contractors understand these limitations when working to install charging is critical to avoid delays in the project. XNA staff have found it important to communicate these issues and ensure the contractor is familiar with the facility.

XNA currently has enough charging equipment to meet customer needs, but in working on their parking facilities, the airport is placing conduit to support EV charging growth in the future.

Networking and Data Use

XNA opted for non-networked chargers to reduce the capital investment cost and the ongoing maintenance costs. Networked chargers typically require a subscription with a software manager or a contract with the charging equipment provider. Non-networked chargers allowed the airport to purchase the equipment outright and eliminate ongoing costs outside of airport-provided maintenance. Given that they currently support a small amount of EV charging, the airport did not think it was necessary to network these for their purposes. Use of the parking spaces is monitored through their parking guidance system. Although this does not provide information on whether the vehicle is plugged in or not, it provides information on the number of EV owners using airport parking facilities.

XNA has noticed EVs parking in the space without using the charger, but current signage does not specify that an EV must be charging to park in that space. The charging equipment available is meeting customer demand, so there is no plan to alter signage or procedures.

In terms of advice or lessons learned for airports, XNA stressed the importance of understanding customer needs. As a small-hub airport, they have focused on non-networked Level 2

chargers because this meets the needs of their region based on registered EVs, customer behavior, and airport capacity. XNA conducted an EV charging needs study to understand the complete picture when planning new installations, and understanding their customers was a key part of that effort. Understanding the number of EV owners using parking facilities, where they are parking, how long they are parking, and how many EV owners are in the region is key to effective planning and management.

Load Management Considerations and Utility Coordination

XNA and their partners conducted the electric capacity assessment to understand the total power needs of their newly built parking deck and plan for future EV charging additions or electric capacity needs. The assessment showed that the transformer serving their parking structure more than met their needs, but they purchased a load meter to install on their electrical panels so that the airport could monitor and observe the load on their panels and ensure they had enough capacity. The airport electricians installed the load meter and have since removed it, but this is now a “tool in their toolbox” for use elsewhere across the airport.

Charging for “Charging” and Other Revenue Considerations

XNA does not assess a fee, outside of the normal parking fee, for use of the charging stations. This decision resulted from factors such as ease of operations, costs, and wanting to offer charging as an amenity. In terms of cost and ease of operations, the power rate for the airport is relatively low, so the amount XNA would be spending on electricity did not justify the cost of a payment system for their chargers. As charging use and needs grow, the airport may consider recovering revenue to support operations. XNA has a system to reserve premium parking spots before arriving at the airport—this system could be used to recover revenue from the EV charging spaces as well.

Existing infrastructure at XNA was funded through airport revenue. Maintenance costs are also funded through airport revenue. The airport is open to grant funding if that supports their needs.

Ensuring Safety

XNA has not encountered any safety issues, but the fire department is trained to handle EV incidents, such as fires. This training was undertaken by the fire department and was not prompted by anyone at the airport. For future charging equipment installations, the airport will coordinate with the fire department to ensure easy access and egress if an incident occurs.

In terms of additional standards and procedures, the parking manager required that owners of vehicles known to pose a fire risk park in specific areas to reduce the potential for a fire to spread. However, XNA has not had any issues to date.

Lessons Learned

1. Use Existing Data on Customer Needs

XNA staff emphasized the importance of using the existing understanding of how and where customers park to help with charging equipment decisions. If customers typically park for multiple days at the airport, Level 1 or Level 2 chargers will provide sufficient power to customers’ vehicles. Fast-charging may become important, but the cost of providing such service currently outweighs the expected usage and benefit for XNA.

2. Right Size Charging Equipment

Understand needs in terms of both the customer and data for the airport. Level 1 chargers may be enough to support the needs of most customers, which can reduce investment costs. Networked chargers increase costs and may not be necessary if charging demand is relatively low.

Remaining Challenges

XNA staff believe the airport is well-positioned with the current EV charging infrastructure; however, questions remain about (1) location choices for new equipment and (2) staying current with industry standards. XNA has been considering whether to disperse charging throughout their facilities or consolidate charging into one area. Because providing equipment across multiple locations would increase costs, the airport is currently favoring one EV “zone.” Understanding the tradeoffs on location choice is important to right-sizing their EV charging infrastructure.

Portland International Jetport

Overview

Portland International Jetport (PWM) is in Portland, Maine, 2 miles west of downtown Portland. The airport is owned by the city and the parking facilities are privately managed. PWM has three parking facilities: two surface lots and one garage. Charging stations are provided in their passenger parking garage as well as their maintenance garage to support airside fleet usage. The airport has eight charging ports available; four Level 1 chargers and four Level 2 chargers available for the public. The airport website also indicates two superchargers in one of their passenger parking lots. These chargers are near the terminal as well as supporting electrical infrastructure.

Airport Charging Infrastructure

PWM initially decided to install chargers to improve customer satisfaction; across the state, the number of plug-in vehicle drivers has increased, and the airport saw the opportunity to provide charging as an amenity. Alongside offering charging as an amenity, the airport is supporting the City of Portland’s policy on sustainability (which is focused on transitioning the city fleet to EVs and promoting the use of plug-in and fully electric vehicles by Portland’s citizens). The airport has installed chargers primarily for passenger use but is expanding their footprint with chargers in the employee parking lot, equipment to support airport airside vehicles, and a few chargers for employees of the city.

Selecting and Installing the Charging Equipment

Given that PWM has installed their charging equipment over time, the airport has used various manufacturers, depending on needs, costs, and availability. This has led to a mixture of Level 1 and Level 2 chargers. This approach, as noted by the Facilities Manager, has made clear that not all chargers are of equal quality. Acknowledging this, the airport is trying to establish a standard for charging infrastructure as they move forward. PWM’s focus is on recognized brands that (1) can provide easy replacement parts and (2) are known to provide a solid product.

Previously, PWM purchased chargers at a reduced cost online, but staff noticed that they tend to be a lower quality product. For example, PWM electricians found a Level 2 charger online for $1,000 that was rated for outdoor use only. Understanding that lower cost can mean lower quality,

the airport is focusing on robustness and availability of parts for when repairs are necessary. In terms of robustness, PWM staff noted that they have had issues with cords being ripped from the charger, often accidentally or due to user error. However, they have had success with some of the larger manufacturers in terms of parts availability to repair the equipment in those situations.

In terms of level or type of charger, PWM is questioning their charging equipment needs based on the current uses at the airport. Level 1 will likely meet the needs of their customers currently but may not in the future as charging equipment evolves. PWM is considering their futureproofing needs before purchasing new equipment. Futureproofing as it relates to PWM’s charging is discussed further in the section on Load Management Considerations and Utility Coordination.

Another challenge with charging in the passenger parking facilities is a recent ordinance passed by the City of South Portland that establishes requirements for charging availability. In new parking facilities, 20% of available spaces must be able to support charging equipment. In meeting the requirements of the ordinance, PWM is aiming for 30% of their EV charging spaces to be Level 1 ready and then 40% of those spaces to be Level 2 ready. Providing this number of make-ready spaces introduces challenges for the airport, and PWM staff are working on how to bring their current parking garage up to standard. Their current strategy is to install charging equipment around the exterior near conduit and electrical infrastructure. Location of charging will depend on the proximity to the required supporting infrastructure.

Managing and Maintaining Charging Equipment

Outside of managing issues relating to charger quality and robustness, the airport has not had any maintenance- or management-related concerns. Because the airport electricians are knowledgeable about the charging equipment, PWM has been able to realize some cost savings. For example, the electricians complete the installations themselves and conduct routine maintenance.

One of the key issues with maintenance is related to charger quality; access and availability of replacement parts is important to ensure an adequate life of the charging asset. PWM has had issues with locating replacement parts for charging equipment purchased from smaller manufacturers and brands that may not be nationally recognized.

Networking and Data Use

PWM has opted for non-networked charging solutions at this stage, but this may be revisited as their charging equipment needs increase. Networking the chargers would provide data to support a rate structure or to understand the effect on electrical load. However, the airport has not seen the need for networking yet. In addition, networked chargers would require cybersecurity protocols and policies to be put in place.

Load Management Considerations and Utility Coordination

With the existing charging equipment, the airport can manage the required capacity and easily coordinate with their utility on their needs. However, the new parking ordinance in Portland may require PWM to add capacity. Meeting the standards set by the parking ordinance is not the only reason that additional capacity may be needed; PWM is trying to futureproof their parking facilities to handle the charging needs of the future. Key questions they are grappling with include the following:

• How will technology improve?
• What are the implications for existing charging equipment?
• What will charging needs look like in the future?

• How do changing needs affect required utility infrastructure and coordination on upgrades or added capacity?

PWM wants to avoid investing in charging equipment today that ultimately will need to be replaced in 5 years or building out charging infrastructure that cannot be supported by their existing electrical capacity, which may then lead to a complete facility overhaul. The airport also wants to avoid costly upgrades that prove unnecessary. For example, rental car companies approached the airport about electrification needs. These needs would have required significant upgrades, but the rental car companies have since altered their plans, so PWM was able to avoid a costly investment.

Despite these questions about futureproofing, overall conversations and coordination with the utility have been easy, given that providing enough load to the airport is not a concern. However, as the fleet turns over, PWM sees utility coordination and load management as potential issues to watch.

Charging for “Charging” and Other Revenue Considerations

Charging equipment is funded through parking revenues. PWM can justify this use of funds because they provide charging as an amenity for their customers. The airport has not yet needed to use grant funding to support installations; however, the city is paying for two ports to be installed for use by city employees. There is no fee assessed on charging, but as capacity and costs increase, PWM may explore fees as a cost-recovery mechanism. Complying with the parking ordinance will require a significant investment, which may necessitate revenue recovery. In addition, the airport has noticed an increase in the cost of their charging equipment over time. Although PWM still can find cost-effective equipment, quality is an issue. Operations and maintenance of the chargers is covered through airport revenues and included in the general maintenance budget.

Ensuring Safety

Excluding some minor incidents that led to damaged charging assets, PWM has not had any safety issues with their charging infrastructure. The airport does not provide specific training or guidance to their employees on using the charging equipment. However, PWM staff coordinate with the fire department to ensure the safety of the location as well as access and egress. Future installations may require additional consideration of safety regarding charger placement and location in parking garages as the airport attempts to meet the city’s goals.

Lessons Learned

1. Consider charging needs with all new facilities.

PWM’s experience has highlighted the need to consider charging equipment when building a facility to avoid costly upgrades or retrofit projects. Including charging in the planning and design phases allows for both accurate cost estimates and the ability to locate these charging spaces close to the electrical infrastructure. Recent ordinances at the city level have highlighted the importance of futureproofing investments and being proactive in considering EV readiness as well as actual installations of charging equipment. New facilities offer an opportunity to factor in electrical capacity, utility coordination, and safety.

2. Use the experience of nearby airports.

PWM’s advice to other airports with EV charging questions is to consult peer airports that may have insight because of experience with installing, managing, and maintaining EV charging

equipment. Using such connections can help airports avoid some of the challenges and pitfalls that can be associated with selecting the right charger types, choosing the appropriate locations, and ensuring a reasonable investment in terms of cost.

Remaining Challenges

PWM remains in an early growth phase of EV charging; the airport has not had a consistent policy regarding charger type and quality. Moving forward, the airport hopes to select chargers that meet their quality expectations for a reasonable price. Establishing an understanding of the correct quality of chargers will rely on their prior experience with charging equipment as well as connecting with neighboring airports to share lessons learned and potential opportunities. In addition, futureproofing the airport will require an understanding of the electrical capacity needs of fast-charging and potentially megawatt charging. The uncertainty surrounding the future of battery and charging technologies raises important questions about the correct investments, as well as correct level of investments, that airports need to make in the short term.

Salt Lake City International Airport

Overview

Salt Lake City International Airport (SLC) is 4 miles west of downtown Salt Lake City, Utah. The airport is owned by the city and the parking facilities are privately managed. SLC has a parking garage, economy parking surface lots, and employee lots with EV charging equipment. SLC first installed chargers as a pilot program to test the potential challenges and determine the needs of the airport. SLC has 65 Level 2 outlets available across the airport. These chargers are located with easy access to the terminal. For example, in their garage, most of the chargers are near the entry doors.

Airport Charging Infrastructure

SLC’s first installation of charging equipment was part of a pilot project to study the use of and need for charging infrastructure; the project included SLC’s employee lot, economy lot, and parking garage. The pilot program allowed SLC staff to understand EV charging to a greater extent, prove that the demand was there, and gain buy-in from the other airport stakeholders. The airport wants to encourage the use of EVs to help address air quality and environmental issues within the region. Providing easy access to charging is a critical component of the transition to EVs within transportation, but it also helps the airport meet sustainability goals as part of the Airport Carbon Accreditation program. After the success of the pilot program, SLC has continued to install charging equipment to meet expected demand and support sustainability goals.

Selecting and Installing the Charging Equipment

SLC has used a phased approach in determining where and what to install across their parking facilities; they assess demand, space, and electrical infrastructure considerations every year to determine where to install equipment next. Over time, the airport’s understanding of location requirements as well as the type of charging equipment to install has developed and changed. Initially, location decisions were based on charging as an amenity and wanting to incentivize EV usage throughout the region. Moving forward, SLC will be concentrating charging equipment in one area of each parking facility. Should the airport decide to assess a fee for charging in the future, this will enable them to base it on entry into the “EV Charging” section or zone. In addition, consolidation

can reduce the burden on available electrical infrastructure by providing one area to upgrade rather than multiple.

One challenge that SLC has encountered when planning their charging installations is their stakeholder needs. When they were first planning for the new parking structure, the rental car companies did not want to include EV charging infrastructure. Now, many rental car companies have set targets and are incorporating EVs into their fleets. The rental car companies have space in the public parking garage, so SLC has provided infrastructure for Level 2 chargers for the rental car companies. This has highlighted the difficulty of forecasting needs and demands as the market changes rapidly.

SLC has installed Level 2 chargers in their public parking facilities and does not plan to provide Level 3 chargers to the public. They have installed Level 3 chargers to support their airside operations. The airport does installation, operations, and maintenance work in-house with the assistance of their electricians.

Managing and Maintaining Charging Equipment

The nature of parking needs at an airport complicate management decisions. SLC is emphasizing charging etiquette and has updated their signage to “EV Parking Only While Charging” rather than “EV Parking,” but passengers tend to park in airport facilities for longer periods than required to fully charge a vehicle. Valet parking is one option to better use their assets, but this adds expense.

Despite issues with managing use of their charging, installation and maintenance has been a success in large part due to SLC’s electricians and facilities team. SLC’s electricians have been willing to take on the additional work required to maintain the charging assets and have even hired an additional employee, with their own budget, to support their charging equipment. That position is to be focused on checking all the charging equipment, both airside and landside, throughout the day. The ability to conduct this work in-house has been critical to upkeep and has allowed SLC staff to explore different software solutions as their needs evolve.

Networking and Data Use

The EV charging space has evolved a great deal in recent years and as more solutions enter the market, it is important to consider interoperability. SLC is moving toward one software solution that works for all their charging equipment, especially to support their parking garage. Using one software solution allows SLC to have a better picture of their overall demand and enables them to load manage where necessary and/or possible. In terms of public parking, the airport sees their role as providing enough charge for the vehicle to make their next trip, but not necessarily fully charge. This allows them to shift power from charging if needed to smooth peaks across the day.

SLC initially installed networked chargers and used the data for maintenance, but as the cost of the service contract increased, the airport chose to turn off that capability while transitioning to a new provider. The airport does not see data collection as critical for their public EV charging but does closely monitor their fleet data for the Airport Carbon Accreditation program. Although SLC is not collecting data on the public chargers currently, SLC staff intend to in the future to help with load management and understanding their remaining charging needs.

Load Management Considerations and Utility Coordination

Load management has primarily involved working with their partners across the airport to determine overall electrification needs. Rental car companies have started to electrify their fleets

and SLC is trying to provide capacity to support them where possible. Preparations have included consideration of the capacity on the panels and how many kWs can be provided (as well as how electricity needs for EV charging might affect the overall load on the airport). Load management is less of a concern for publicly available charging but given how it connects to the rest of the airport, SLC must consider the effect of rental company fast chargers on overall operations. The airport has provided capacity for Level 2 charging to the rental car companies but is having to coordinate on the location and capacity to support Level 3 charging equipment.

SLC’s annual review of charging needs and potential areas for adding capacity includes an analysis of SLC’s power availability across the airport. This analysis involves coordinating with the utility to ensure the available power and infrastructure can support the current and future needs of the airport when adding charging infrastructure. Although SLC has not conducted an electrical capacity assessment yet, there is a plan to do so in the future and this will be coordinated with their utility. The utility requests a 10-year forecast for demand from the airport, which is difficult to estimate given the many aspects of transportation that are electrifying. Emerging electrification, such as electric vertical take-off and landing (eVTOL), would vastly increase SLC’s power consumption. Including emerging trends and existing needs, which are growing, into SLC’s calculations is difficult. SLC staff noted that they are most comfortable with their 5-year estimates.

Charging for “Charging” and Other Revenue Considerations

The decision to provide “free” charging for vehicles was driven by city leadership. The city wanted the airport to provide this as an amenity to help incentivize EV ownership and use. Although charging is currently offered for no additional cost, outside of the parking fee, the finance department may revisit that structure in the future. If the cost of providing the amenity continues to grow, SLC may reach a tipping point where they decide to charge for use.

Charging installations have been funded through grants and rebates. The airport has used the Bipartisan Infrastructure Law (BIL) and Zero-Emission Vehicle (ZEV) and Infrastructure Pilot Program from the FAA. The ZEV pilot program allows airports to use Airport Improvement Program (AIP) funds to support ZEV needs. This funding has supported the purchase of EVs for airport use as well as EV chargers. In addition, SLC’s local utility offers a rebate program for certain approved charging equipment. The utility will reimburse the airport for 75% of the cost of the station; SLC has used this rebate to support most of their existing charging equipment.

Funding to support the chargers is included in the airport’s operations and maintenance budget. The Environmental Programs office has managed to successfully request the necessary funds annually since SLC first started installing chargers. There is no specific line item for EV chargers—the funding comes from the normal operating budget. In terms of the new employee by their facilities team, this was also not specifically designated in the budget for EV charging. This highlights the importance of buy-in from across the airport when installing charging equipment.

Ensuring Safety

SLC has focused on safety for airside operations but provides some basic safety training about EV charging equipment. This is mostly related to proper cord placement to reduce the chance of an accident or damage to the asset. The airport has not had any incidents in their passenger parking facilities that have caused safety issues.

New installations, especially for DCFC, have included coordination with the fire department. There are fuel dispensers in the facility and so the airport is evaluating the feasibility of providing space for both charging and conventional fuel while ensuring safety. SLC also is coordinating with the fire department on necessary setbacks.

Lessons Learned

1. Understand Service and Management Software Contracts

SLC staff indicated the importance of understanding the charging provider and the software solution being purchased. Networked chargers and the related service contracts add costs and sometimes this can become too expensive for the charging asset owner to maintain. In addition, understanding how the contract is structured, what is considered proprietary, and what is interoperable is important for success. When increasing their EV charging capacity, airports should not assume that economies of scale will reduce software and data management costs. In addition, “turning off” the charger and not collecting data may disrupt the owner’s ability to maintain the asset properly and ensure uptime.

2. Facility Team Buy-In Assists with Overall Operations

SLC has benefited from a facilities team (especially their electricians) that has been willing to learn and work with new equipment. The installation and maintenance of their charging assets is kept in-house, which allows SLC greater control and response time to issues. Although leadership initially had concerns about offering free EV charging, they have seen the benefits to the airport and have supported its growth. Buy-in from across the airport has been critical in the continued growth of available charging at SLC.

Remaining Challenges

Market changes over the past few years have proved challenging and airports, as well as other entities, often struggle with understanding the best charging solution to meet their needs. Ensuring interoperability and transitioning to new software solutions remain a challenge for SLC. However, the support of their internal staff has been crucial to managing their charging effectively.

Overall capacity is another challenge. Power needs for the rental car company operations, a future electrified bus fleet, airside GSE charging, cargo and fire department infrastructure, and increased demand for passenger and employee EV charging creates a large demand. Foreseeing those demands is essential.

San Francisco International Airport

Overview

San Francisco International Airport (SFO) is to the south of the City of San Francisco, California. The airport is owned by the City and County of San Francisco and the parking facilities are privately managed. SFO has four main parking garages and numerous surface lots for their employees with EV charging equipment. SFO first installed EV charging equipment almost a decade ago and currently has 411 charging ports across their passenger and employee parking lots. There are 110 Level 1 chargers (mostly in employee lots but also in long-term parking) and 310 Level 2 charging ports. The Level 2 chargers are in either designated EV parking areas and/or close to the terminal exit or entrance.

Airport Charging Infrastructure

SFO is installing charging stations to meet demand and to comply with local ordinances and support their sustainability goals. The City and County of San Francisco have an EV readiness

ordinance that requires 10% of all parking spaces in a facility to provide charging. Given the amount of parking at SFO, this presents an ambitious target. The short-term goal is to install 2,000 chargers with a long-term goal of 6,000. The airport is trying to scale quickly but has encountered workforce challenges that have limited the ability to install chargers rapidly.

In addition to the EV readiness ordinance, SFO has a net-zero carbon emissions goal, which includes reducing their Scope 3 emissions. Scope 3 emissions are sources that SFO influences but does not directly control, such as passenger ground transportation. A 2020 study and road-map conducted by SFO highlighted that 380,000 metric tons of CO₂ at SFO comes from ground transportation and rental cars; this includes passenger, employee, tenant, airline staff, and other airport partner transportation needs. California introduced the Clean Miles Standard as part of state efforts to curb emissions, which requires transportation network companies (TNCs) to electrify by 2030. To meet the needs of TNCs, SFO has released a request for proposals for 14 Direct Current Fast Chargers (DCFCs). There is also the possibility of expanding that site to include 15 fast chargers for use by the public and passengers, but in the short term, the airport is focusing on supporting TNCs. Nevertheless, this charging equipment will be installed within their public parking facilities.

Selecting and Installing the Charging Equipment

When selecting chargers, the focus has been on Levels 1 and 2 because these meet the use cases of both passenger and employee parking needs at the airport. Demand management is a challenge in the airport environment because passengers will park for extended periods, but charging can be completed in less than a day. SFO has considered different solutions (including valet service for EV charging and mobile charging solutions), but currently has no plan to implement these alternatives. As mentioned, SFO is working toward installing Level 3 chargers/DCFCs to support TNCs and eventually passenger needs. Currently, Level 3 chargers are not required to meet most needs, but with state-level mandates to electrify, SFO is intending to support all users of their parking facilities.

Existing goals and regulations require a rapid increase in available charging, but SFO has run into challenges related to service contracts and longer timelines associated with the city contracting process.

Managing and Maintaining Charging Equipment

Maintaining their charging assets has been one of the biggest challenges for SFO because of workforce issues. SFO employees do not have the resources to operate, maintain, and repair charging equipment post-installation. Ensuring that existing electricians have the capacity to incorporate EV chargers into their workload is often overlooked, but critical to maintaining operational chargers. SFO is tackling this problem by building capacity into their new parking management contract for charger monitoring and basic maintenance. This change should reduce the demand on their electricians for smaller issues that can be solved by restarting or a quick communication with the charging provider, but more complicated issues will still require SFO electricians to repair them.

Another issue that has compounded the challenges around managing and maintaining charging equipment is the reliability of the data from the chargers. Data from networked chargers is critical to several aspects of management, including load management, but SFO also uses data from chargers to determine maintenance and replacement needs. When information reported from the software conflicts with actual conditions, such discrepancies increase the overall workload and limits decision-making capabilities.

Networking and Data Use

Understanding availability, use, and outages is important from a customer service perspective and for load management considerations. Seventy percent of chargers at SFO are networked. Some of the older assets have lower reliability in terms of the data provided, but SFO has mostly installed networked charging equipment. SFO staff have struggled with inconsistent data monitoring capabilities and finding a reliable software and management solution that meets their needs. The airport is working with two providers currently but still struggling with data reliability issues. Although one software solution would be ideal, consistent and reliable data is more important and, so far, SFO has not found one solution that can meet their needs.

Networked chargers and the data provided are critical for load management, especially for larger airports installing increased EV charging capacity. SFO uses the data to assess charger up time and electricity used and how long the charging port is plugged into a vehicle. This information helps SFO staff understand peak demand so that can be included in forecasts and projections communicated to their utility.

Load Management Considerations and Utility Coordination

SFO staff take an active approach to load management because they are capacity constrained and view this as a critical issue. SFO staff require load management for all EV charger use, including passenger, employee, and fleet charging. Networked charging equipment allows a greater level of control in terms of their electrical draw. For example, California has struggled with grid capacity in recent years and when the airport receives a notice to reduce power consumption significantly, being able to shut off electrical charging capabilities is key. EV charging is not a critical function, so reducing demand there can free power to support core functions.

Handling capacity constraints requires coordination with SFO’s utility about the availability of power as well as the possibility for infrastructure upgrades. SFO is looking to add another substation in the future but currently is focused on managing load to work within their constraints The airport forecasts demand campus wide for the next 40 years to inform upgrades to their power systems. The upgrades are a joint venture between the airport and the local utility.

Upgrading electrical infrastructure takes time, so for now, SFO must work within their existing electrical capacity while installing chargers to meet their airport sustainability goals and comply with local ordinances. Networked chargers play a key role in their overall load management, so although non-networked Level 2 chargers are less expensive, the benefits derived from the data and additional control outweigh the cost for SFO.

Charging for “Charging” and Other Revenue Considerations

SFO currently has Level 1 and Level 2 chargers and does not assess a fee for charging an EV. This policy stems from a triple bottom-line analysis of charging that found that credit sales associated with California’s Low Carbon Fuel Standard (LCFS) essentially cover the cost of providing EV charging. If the credit price decreases, SFO may revisit this policy to determine revenue needs. The airport is analyzing the total cost of ownership associated with charging equipment. The results of this analysis will inform the existing and future policies around ownership models and revenue generation.

Although the current policy for Level 1 and Level 2 chargers is not to assess a fee, SFO will be using a “gas station” type model for future Level 3 charging use and the station operator may opt to charge a fee.

SFO has mostly used capital funds as well as some grant funding for their charging equipment. In the future, LCFS credit sales will also be used to support procurement as well as operations

and maintenance for their assets. Although SFO has been able to access funding for their charging equipment, hiring and training their workforce to support the charging equipment is often an “unseen” cost. Additional workforce capacity is needed at most stages in the process, from contracting to procurement, to the facilities team as well as overall project management. SFO’s total cost of ownership study should highlight some of these cost components and assist the airport in the decision-making process. For example, SFO owns, operates, and maintains all its assets at this stage, but this might need to be reconsidered as charging is scaled rapidly at the airport.

Ensuring Safety

SFO follows building codes and coordinates with their fire department to ensure the safety of EVs within their parking facilities, whether the vehicle is charging or not. Specific building codes relate to EV charging stations in the City and County of San Francisco, including inspection requirements. In addition to following all applicable codes and regulations, the airport separates, where possible, EVs from internal combustion engine vehicles.

In terms of training, SFO does not mandate or have specific training related to EV charging equipment, but licensed electricians are used for all major repair work.

Lessons Learned

1. Clear Management Structure

Clear delineation of responsibilities ensures effective operations and maintenance of charging assets. When initially installing charging equipment, the day-to-day operations and maintenance functions, and where those resided, were not clearly defined. This can reduce efficiency because coordination is required when a charger needs servicing or repairs and without a dedicated employee, responsibility can bounce between different groups. SFO staff recommend understanding the role of different groups in the process, including the Sustainability Office, Facilities Management, and parking management. In addition, determining the reporting order and responsibility for different tasks associated with the charging equipment before installation can smooth the entire ownership process. Ideally, an employee is dedicated to overseeing the charging assets, but this may not be feasible given existing workforce challenges.

2. Understanding Charging Solutions

Where possible, understanding the full suite of available charging solutions can ensure that the airport selects the best possible equipment for their needs. Some of SFO’s assets are reaching 10 years old and replacements are having to be considered. EV charging solutions have advanced rapidly over the past decade, which can make planning and purchasing decisions difficult to navigate. Ideally, SFO’s total cost of ownership analysis for charging equipment will highlight the typical life of the asset along with the cost of repairs and maintenance. As transportation electrification evolves, using data from early adopters should help other airports with their purchase decisions.

Remaining Challenges

SFO staff mentioned that understanding the tradeoffs in terms of ownership models as well as options for better charging equipment use would be helpful information in building out their EV charging capacity. As SFO develops a strategy to meet goals, what are the benefits of private ownership models? How does airport ownership of assets benefit them from a cost, management, and maintenance perspective? Understanding the experiences of airports with the different ownership models would be useful in planning future installations. Also, the unique parking needs at airports may require innovative charging solutions, but more needs to be understood about the demand and customer willingness to pay for valet service with charging capabilities, mobile charging options, as well as other innovative solutions.