ing, so they’re going to have to upgrade a whole lot of infrastructure. They use Make Ready [Program] funding, so you don’t have to pay for a brand new transformer feeding your building.”
Supply Chain Disruptions Charging infrastructure aligns with the Open Charge
Point Interface (OCPI) protocol with a hierarchy for charging stations: location, electric vehicle supply equipment (EVSE) port, and connector. EV charging equipment is classified by the rate at which the batteries are charged. Charging times vary based on the battery’s depletion
level, how much energy it holds, battery type and the type of charging equipment, such as charging level, charger power output, and electrical service specifications. Charging time can range from less than 20 minutes to
more than 20 hours, depending on networking, pay- ment capabilities, and operation and maintenance. Pritchard noted the ability to deploy chargers amid the
current supply chain is a challenge and depends on the electric vehicle service equipment and provider. Chip limitations, though abating, continue to delay ordering and receiving a pedestal, he explained. “Transformers are needed to do a charging infra-
structure project and their lead time is higher than for charging stations,” he said. “The lead time per vehicle, more than 12 months, is probably the hardest. Getting your infrastructure in place in six to nine months.” Parson noted switchgear and transformers are getting
more difficult to source, but there is significant improve- ment in vehicle availability. “We work closely with our vendors to reduce the impact
of supply chain issues,” said Adam Birdsong, Dominion Energy’s electrification program manager, adding that the utility has yet to experience a significant supply chain impact. It owns and installs its program’s chargers. “We ordered our chargers in the fall. All are onsite, ready to be installed,” said Farquer, adding warranty work is coordinated by the manufacturer and its network of tech- nicians. Pritchard said districts generally buy their own equip-
ment.
An LAUSD spokesperson added that despite supply chain delays impacting deployment of electric chargers, the district remains committed to servicing its existing electric school bus fleet. “The safety and reliability of the type of electric
charger we select remains our top priority,” a spokesper-
son added. “As the industry evolves, we are constantly evaluating new types of chargers that incorporate improvements from our existing inventory. We are also conscious of market availability of certain products and the ability to service our existing electric fleet.” Los Angeles relies on vendors to supply the electric
chargers, with the district employing in-house person- nel and contractors for installation. SCE has no specific requirement on whether the equip-
ment is leased or purchased through its Charge Ready Transport program, with each school district making the decision that works best for them, Parson added. Pritchard, however, noted a difference between con- nected units and non-connected units. “A connected unit means it can communicate with the
utility grid. You can see the status of it online and collect data from it,” he said. “If you’re getting funding from oth- er entities, they’re requiring you collect data on it, which means you’re going to have to get a connected station.” Since SCE’s program is heavily subsidized, it requires
charging equipment remain in service and functional for 10 years, explained Parson. She added that school districts are responsible for charger installation and maintenance, and to maintain a list of approved prod- ucts meeting specific safety requirements and standards. Many offer maintenance services, Parson added.
Charger Maintenance “Charging infrastructure often doesn’t require a
whole lot of maintenance,” said Pritchard. “But poorly maintained infrastructure is clearly a problem, also. Con- nectors break. There are communication issues with the units. Boards go bad.” Pritchard advised that rather than have school me-
chanics do the work, it makes more sense to have a maintenance contract with an EVSP. Dominion Energy’s chargers are under warranty, with
the company hiring a third party to maintain and repair chargers at the end of the warranty term. “These 60kW DCFC are extremely complex,” noted Birdsong. Illinois’ Farquer said to his knowledge, school district mechanics are not being certified to work on EV infra- structure. But programs aimed at bridging the technical gap do already exist, such as via the California Community College system. “I anticipate opportunities like that coming into play as warranties near expiration,” Farquar added. Meanwhile, LAUSD oversees a list of approved con-
tractors to ensure all its electric chargers remain in full working order. The district is exploring the possibility of
Find more information on developing infrastructure to charge electric vehicles by the U.S. Department of Energy Alternative Fuels Data Center at
stnonline.com/go/fh.
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