By Hank Russell
An audit recently released by the New York State Comptroller’s Office found that a state agency missed its deadline in the first phase of installing electric vehicle (EV) charging stations and only installed less than 2% of the required amount of chargers.
Officials with the New York Power Authority (NYPA) stated that they started projects related to EV charging as early as 2011. During the 2013 State of the State Address, the Charge NY program was unveiled, with the goal of increasing sales of EVs by 40,000 over the following five years and encouraging the state to create a statewide network of up to 3,000 public and workplace charging stations.
Charge NY is a collaboration among the New York State Energy Research and Development Authority, NYPA, and the Department of Environmental Conservation. Charge NY 2.0, a successor to Charge NY and announced in 2018, built on the original initiative with a target of 10,000 public EV charging stations by 2021.
In 2018, NYPA’s executive management announced a new $250 million EV expansion initiative—EVolve NY—a program that focused on the installation of high-speed chargers. This program, administered by NYPA, also aimed to establish private sector partnerships by 2025 to accelerate the adoption of EVs throughout the State.
As part of the first phase of investment, NYPA planned to continue building the direct current (DC) fast charger (DCFC) “backbone” in the State. Specifically, NYPA worked with public and private partners to place DCFCs in strategic locations to drive market adoption of EVs and test business models. Since the comptroller’s office’s initial audit, NYPA officials stated that a decision was made to develop EVolve NY and fast charging stations where funds are available. The net effect is that there is limited focus on residential and individual owners.
The objectives of the initial audit, issued on February 4, 2022, were to determine whether NYPA’s EV initiatives and programs placed the Charge NY and Charge NY 2.0 charging stations in locations where the intent of these programs could be achieved and whether NYPA’s EVolve NY program met its initial project goals by the end of 2019. The audit found that NYPA did not place the Charge NY and Charge NY 2.0 charging stations in locations that supported the programs’ intentions and did not review and analyze usage data for charger placement or use outreach efforts to encourage EV charger installation by its customers.
Further, none of the planned projects for phase 1 of the EVolve NY program were completed by NYPA’s deadline of the end of 2019. For instance, NYPA did not install any of the planned 200 high-speed chargers by the deadline, and as of March 5, 2021, had installed only 29 EVolve NY chargers at seven locations. We determined that the installation of EV high-speed chargers was as much as 2 years behind schedule.
According to the comptroller’s key findings, NYPA made progress in addressing the problems we identified in the initial audit report. Of the initial report’s nine audit recommendations, two were implemented, six were partially implemented, and one was not implemented.
The two that were implemented include:
- Develop a formal process for evaluating new initiatives or programs that include the expected results and performance measures that will be used to determine the accomplishments with a specified time frame.
- Regularly download the usage data and maintain a complete set for all sites to provide NYPA management the information it needs to make the best decisions regarding its EV program.
Those that were partially implemented:
- Develop a formal marketing strategy to increase awareness of the features of EVs and educate motorists on the benefits of owning EVs — NYPA provided a list of events where it demonstrated how to map an EV trip based on charging locations, but did not provide a formal marketing strategy to increase awareness of the features of EVs and educate motorists on their benefits. However, NYPA officials stated that they have hired a new marketing manager who will develop a formal marketing strategy.
- Prioritize NYPA’s efforts so that EV charging stations receive constant management oversight to ensure charging stations are being placed throughout the State — NYPA’s focus is now on fast chargers (EVolve NY) rather than Level 2 chargers, which are more related to day-to-day and local travel. NYPA does not see the day-to-day and local use of Level 2 chargers as its responsibility. Instead, it is focused on meeting the National Electric Vehicle Infrastructure federal standard of a fast charger every 50 miles along major roadways in New York State.
- Work with its customer base to roll out EV charging stations. Encourage/direct State agencies, public authorities, and local governments to install additional charging ports to demonstrate to motorists that facilities to charge EVs in a shorter period are available — NYPA provided support that it is working with State agencies (Office of General Services), local agencies (New York City Department of Transportation), and public authorities with fleets (Metropolitan Transportation Authority). However, NYPA officials stated they have not sought out local governments and municipal utilities to work with because the administrative costs are too high. However, if a local government contacts NYPA, they will send the entity a questionnaire and, based on the results and the number of charging stations requested, will determine whether to work with the entity or give them a list of service providers and links to funding opportunities.
- Incorporate into its current EV program an analysis of usage data and a discussion of the data with NYPA customers in an effort to promote the installation of additional EV units — NYPA tracks usage of EVolve NY (DCFC) charging stations. However, it no longer tracks usage of Level 2 chargers.
- Work with NYPA’s customer base to further encourage the siting of EV service equipment and to further encourage and implement EV opportunities with its customer base, including working with state and local government facilities for the siting of charging stations — NYPA works with State and local agencies, school districts, and public authorities to encourage the siting of EV equipment and EV use. However, it has moved away from economic development clients and day-to-day use by the public in municipal parking areas and by individuals in residential areas.
- Expand marketing efforts to improve the car driver’s acceptance of EVs through increased EV awareness — NYPA has not expanded its marketing efforts to improve the car driver’s acceptance of EVs through EV awareness. Instead, marketing efforts are oriented toward how drivers can find fast chargers and plan their longer trips.
The one recommendation that the NYPA did not implement was:
- Structure fees so that if an EV remains after reaching a full charge, there is a cost for using the space — NYPA e-Mobility officials told us they could not implement the recommendation because some customers pay with a phone app (60%) and others with credit cards (40%). If NYPA chose to charge a fee, it could only be communicated in real time to the phone app users. At the closing conference, NYPA stated that, instead, they have put into operation a process whereby charging is stopped when the vehicle is at 85% of full charge.