CHAPTER 4

Key Insights from Airport Interviews

Assessing the airport experience with charging infrastructure offers insight about likely challenges and opportunities. In individual interviews, six airports provided information on their experiences with EV charging and how they have navigated key questions and decisions. These interviews also assessed the effect of hub size by interviewing three small-hub airports (i.e., Eastern Iowa [CID], Northwest Arkansas National [XNA], and Portland International Jetport [PWM]); one medium-hub airport (i.e., Jacksonville International Airport [JAX]), and two large-hub airports (i.e., Salt Lake City International [SLC] and San Francisco International Airport [SFO]). This chapter provides an overview of the key insights from those interviews; detailed descriptions of each case example can be found in Appendix C: Case Examples.

The Airport Use Case

As discussed throughout this synthesis, the airport use case for charging at passenger parking facilities is relatively unique in commercial settings. Vehicles are typically parked for days rather than hours, which can mean that Level 2 chargers are underused for most of a customer’s stay at the airport. Airports noted this issue when managing demand for charging; outside of valet parking, there are few options to better use the asset. Appropriate signage can help customers follow proper charging etiquette, such as only parking in the charging space if actively using the charger. Figure 1 shows signage at XNA that states the space is for EV parking only but does not require the vehicle to be charging. Providing charging in desirable locations, such as close to a terminal, can encourage EV owners to park in such locations without using the charging; signage helps to discourage this practice.

Most airports use their parking facilities to generate revenue, but this synthesis found that most airports do not assess a fee for EV charging. Partially this is due to the existing revenue generated from use of the parking facility by airport customers. Airports also noted that the cost of collecting payment may outweigh the potential revenue at this stage. CID assesses a small fee for charging because the state of Iowa has a per-kWh fee on electricity for public EV charging stations. The fee recovers the costs of paying and complying with the fee but does not generate additional revenue.

As airport EV charging assets grow and more is known about the total cost of ownership, the airports interviewed will explore possible revenue recovery methods, such as an additional fee to access charging or a per-kWh fee. The large-hub airport finance departments have shown an interest in these fees as the cost of operating and maintaining chargers increases. In addition, providing charging in non-revenue spaces such as cellphone waiting lots may prompt an airport to assess a fee, which is the case with JAX.

Source: Northwest Arkansas National Airport

Source: Northwest Arkansas National Airport

The airport passenger parking use case also raises questions about the required level of charger to support customers. One airport selected charging equipment with two ports that when two vehicles are charging provides Level 1 power but when one vehicle is charging provides Level 2 charging capabilities (see Figure 2). Understanding the key decision points related to charger type was important for airports.

Determining Appropriate Charging Equipment

Selecting charging equipment requires consideration of the airport use case, the quality of the equipment, the availability of replacement parts, and whether the airport would benefit from collecting data from the equipment.

All the airports discussed the tradeoffs between the levels of chargers and the specific needs at the airport. Factors to consider included the following:

• Costs of equipment versus available funds or incentives,
• Location of the asset within the airport and within the parking facility, and
• Availability of and experience with different levels of charging equipment.

Although Level 2 charging equipment fits most needs at the airport currently, futureproofing requires the consideration of all levels of charging. The high initial cost of Level 3 chargers as well as the required power to support them were cited as why the airports interviewed have not yet installed such chargers in their passenger parking facilities. In addition, funding programs or incentives may be charger-specific, which limits an airport’s ability to use these funds to meet the airport’s use case.

Capacity at electrical panels is more important with fast chargers but is often considered for chargers of all types. The airports interviewed either conducted an electrical capacity assessment before installing their first set of chargers or have conducted an assessment since to determine their capacity needs.

Some of the airports interviewed spoke about needing more data and information on the airport experience with each level of charger. Most airports are familiar with Level 2 but have questions about whether Level 1 chargers have worked for certain use cases or about the challenges associated with Level 3 chargers. The small-hub airports indicated a greater interest in Level 1 chargers to support their passenger parking facilities.

When discussing networked chargers and the need for data and monitoring of charging assets, responses differed across the airports. Staff at two of the small-hub airports thought that, for their purposes, data collection was unnecessary and did not warrant the cost. (One of these airports currently collects data, and the other does not.) In addition, both airports have monitored the electricity used by the charging stations to understand capacity through metering. One of the large-hub airports is not currently collecting data from their charging equipment in passenger parking facilities while they transition to a new software solution. Although this situation is acceptable in the short term, airport staff noted needing data for their fleet charging assets as well as the possible effects on load management as charging needs grow. Overall, the benefit of networked chargers that allow the airport to monitor usage and maintenance seem to be airport-specific at this stage; however, there was a widespread belief that if an airport increases its charging infrastructure, data collection will be critical.

Software Considerations

The airports noted the importance of reviewing software contracts and management when installing networked chargers. This was especially important to the large-hub airports that had installed more charging equipment across their facilities. Software in this section refers to the payment interface and data collection systems associated with charging infrastructure. As airports increase their charging infrastructure, the need to monitor usage, uptime, and maintenance becomes more important.

SFO and SLC are exploring options to consolidate their charging equipment data under one software solution; however, this may not be practical when considering non-passenger-facing EV charging equipment. The small- and medium-hub airports did not experience the same

issues with software management, but believe that, as their charging assets increase, the importance of clear and simple management also will increase. Regardless of data and software needs, airports should fully understand their contracts, the interoperability of the software, and how costs associated with their charging will change due to economies of scale.

Ineffective data reporting detracts from the customer experience and can cause additional work for airport staff who must check the status of the equipment physically. SFO raised questions related to airport ownership of the charging assets and what are the related benefits and costs. Could a private partner reduce the burden of EV charging and what are the tradeoffs there?

Another challenge related to networked chargers is cybersecurity; PWM has opted to keep their chargers offline, partly to avoid complex cybersecurity protocols. As standards are developed, airports should review their existing protocols to ensure the security of their charging assets and airport.

Utility Coordination and Load Management

Utility coordination is important to avoid unnecessary setbacks, but utility timelines and forecasted need requirements differ. Airports noted forecast horizons of anywhere from 5 to 30 years; effectively planning and forecasting power demand can be difficult with the uncertainties around more energy-intensive transportation electrification, such as electric aviation.

Airports are conducting electrical capacity assessments not just before their first install but to monitor capacity needs as their charging program grows. Airports noted using consultants for such studies as well as to assist with utility coordination. Installing EV charging during construction of a new facility can enhance efficiency by ensuring that chargers are near electrical panels.

When planning for charging infrastructure, staff often must consider both the entire airport power needs as well as the “localized” needs on electrical panels. Although no airport mentioned an existing concern with available capacity or load, airports that were interviewed had made electrical upgrades or were closely monitoring their needs.

Although airport staff had mixed opinions on the benefits of data for customer demand and usage management, they believed such information was helpful in terms of load management. Networked chargers allow an airport to establish a power usage policy and to shut off charging capabilities quickly if the airport needs to reserve power. Such data are also useful in understanding the total power demand and how airports can alter charging practices to reduce spikes in use.

Workforce Needs

Planning for, installing, managing, and maintaining EV charging requires an effort across several airport departments as well as qualified and knowledgeable staff to work on these projects. Coordination across departments requires an understanding of everyone’s role and a clear management structure. Without this, day-to-day management becomes challenging as the airport staff determine who should respond to different tasks.

The planning phases also require coordination—if the charging asset is in a landside passenger parking facility, this affects the overall power requirements for the airport. Ensuring that departments communicate their needs is critical.

Several airports noted the importance of their electricians in installing and maintaining the assets. This additional job duty often is not budgeted for by these departments, but the assistance can be essential for avoiding common pitfalls and ensuring a good experience with EV charging.

The airports also indicated that they did not have a specific budget to operate and maintain the charging equipment and were relying on existing funds from either parking revenue or operation and maintenance budgets. Without dedicated funds, it can be difficult to hire staff to meet needs. One airport noted workforce challenges in maintaining their EV charging equipment and another airport has found that their electricians have been willing to take on the additional work within their existing budget. Each airport will have unique workforce needs, but the importance of qualified and knowledgeable staff is invaluable.

Navigating Safety Requirements

None of the airports indicated specific safety concerns about EV charging, but the airports understand the potential risks associated with EV battery fires. In navigating the safety requirements, airports are consulting local building codes and safety regulations, coordinating with their fire departments, and following relevant procedures. SFO noted specific safety regulations from their fire department; XNA’s local fire department had undergone EV-specific fire training.

Currently, all the interviewed airports provide some additional training to airport staff managing the stations, but all electricians are qualified and knowledgeable about the equipment. JAX has several parking garages and is planning to conduct a disaster exercise to better prepare themselves in the event of an EV battery fire.

As with utility coordination, coordinating with the local fire department and the authority having jurisdiction to determine the necessary compliance measures for codes and permitting is important. Airports refer to local codes as well as national guidance. Most airports also noted consultation with airport-specific fire departments and local fire departments for their jurisdictions, especially when charging assets were in parking garages or near other fueling infrastructure.

Using Airport Contacts

When asked what advice airports had in terms of EV charging at their passenger facilities, several mentioned using nearby airports or airports within their network to ask questions, understand lessons learned, and avoid similar challenges. Each airport will face different challenges but communicating and coordinating with airports of similar size and location can provide an opportunity for sharing knowledge. The survey results indicate that not all airports have installed charging at their facilities yet, so the importance of information and experience sharing remains relevant, regardless of what stage an airport is at with their EV charging infrastructure.

Conclusions

The interviews reflected common challenges across airports of any size; however, large-hub airports typically have a greater amount of charging infrastructure, which has raised specific concerns. The similarities and differences in the airport experience with EV charging in passenger parking facilities according to hub size are summarized as follows:

• Decisions on when, where, and how much charging infrastructure to install often rely on common factors, regardless of airport size. Customer demand, expected demand, providing an additional amenity, and local parking ordinances can all drive the installation of EV charging stations.

• The level of charger is often linked to the parking type, rather than the hub size. Parking at airports is measured in days, while charging is measured in hours, which leads to inherent tensions when choosing the type of charger to install. Most airports have installed Level 2 chargers, but small-hub airports were more likely to prefer Level 1 chargers to meet their needs. In terms of passenger parking, the airports interviewed did not yet see a use case for Level 3 charging stations.
• One of the reasons airports choose Level 2 chargers is because such chargers can be networked. This provides airports with easier monitoring and allows a payment system to be integrated. However, networked chargers are an additional cost and airports have not seen economies of scale as their charging assets increase. Choosing a software solution or partner requires an understanding of those costs and interoperability with other systems. This challenge was discussed by large-hub airports, but small- and medium-hub airports have not had the same issue.
• Utility coordination and load management were greater concerns for large-hub airports, often because of the increased amount of charging infrastructure at the airport. The small- and medium-hub airports have fewer than 20 total charging stations at their airports and so have not had issues with load management. For airports without any charging infrastructure, an electrical capacity assessment can help to clarify what airport parking facilities can support as well as any required infrastructure upgrades.
• Safety requirements and considerations are typically local; if the local fire department or local building codes require enhanced safety procedures, the airport will follow them. For example, the SFFD has stricter requirements for sprinkler systems in parking garages with EV charging and/or parking than the national standards.