Key Findings
LOAD REDUCTION IS MORE SIGNIFICANT THAN LOAD SHIFTING
Modeled interventions successfully reduce demand in the evening peak period by up to 93%, while up to 37% of load is shifted to the middle of the day to take advantage of solar energy.
LOAD SHIFTING AND REDUCTION REDUCE DAILY EMISSIONS
Daily greenhouse gas and air pollution emissions fall by up to 37% in our modeled interventions. Daily reductions are limited because we see more load reduction than shifting and we make conservative assumptions regarding renewable electricity availability.
COMMUNICATION IS ESSENTIAL TO BEHAVIOR CHANGE
Under the SCE pilot, EV drivers often do not know the initial price of electricity or receive notifications about the price changes analyzed in our model. This makes it challenging to induce EV drivers to change their charging behavior.
LOAD SHIFTING IN 4 LONG-DWELL LOCATIONS WILL NOT SUPPORT CHARGING DEMAND IN 2030
We consider load shifting at workplaces, destination centers, fleets, and multi-unit dwellings, but most people charge at single-family homes. Thus, the load analyzed here represents a fraction of the possible demand that could be shifted.
Modeled interventions successfully reduce demand in the evening peak period by up to 93%, while up to 37% of load is shifted to the middle of the day to take advantage of solar energy.
LOAD SHIFTING AND REDUCTION REDUCE DAILY EMISSIONS
Daily greenhouse gas and air pollution emissions fall by up to 37% in our modeled interventions. Daily reductions are limited because we see more load reduction than shifting and we make conservative assumptions regarding renewable electricity availability.
COMMUNICATION IS ESSENTIAL TO BEHAVIOR CHANGE
Under the SCE pilot, EV drivers often do not know the initial price of electricity or receive notifications about the price changes analyzed in our model. This makes it challenging to induce EV drivers to change their charging behavior.
LOAD SHIFTING IN 4 LONG-DWELL LOCATIONS WILL NOT SUPPORT CHARGING DEMAND IN 2030
We consider load shifting at workplaces, destination centers, fleets, and multi-unit dwellings, but most people charge at single-family homes. Thus, the load analyzed here represents a fraction of the possible demand that could be shifted.
Client Recommendations
TEST OTHER STRATEGIES
Alternative strategies, such as subscription charging, graduated pricing, and limited morning throttling, should be explored.
RESEARCH DRIVER BEHAVIOR
Conducting an economic study on EV drivers in non-residential charging locations can improve our model and better inform energy providers.
CLOSE THE COMMUNICATION GAP
Strategies and incentives to help charger owners pass along interventions to EV drivers will reduce the communication barrier.
EXPAND THE PROGRAM
Including single-family homes or other charging locations in load shifting programs will increase the benefits of managing charging.
Alternative strategies, such as subscription charging, graduated pricing, and limited morning throttling, should be explored.
RESEARCH DRIVER BEHAVIOR
Conducting an economic study on EV drivers in non-residential charging locations can improve our model and better inform energy providers.
CLOSE THE COMMUNICATION GAP
Strategies and incentives to help charger owners pass along interventions to EV drivers will reduce the communication barrier.
EXPAND THE PROGRAM
Including single-family homes or other charging locations in load shifting programs will increase the benefits of managing charging.
For more information on our research, access our public presentation BRIEF and FINAL REPORT below:
| Smart Charge Public Brief.pdf |
| Smart Charge Final Report.pdf |
