美国充电设施部署-Phasing in U.S. Charging Infrastructure An Assessment of Zero-Emission Commercial Vehicle Energy Needs and Deployment Scenarios

WorkingPaper

PhasinginU.S.Charging

Infrastructure

AnAssessmentofZero-Emission

CommercialVehicleEnergy

NeedsandDeployment

Scenarios

MichaelJoseph

BillVanAmburg

MarkHill

BharadwajSathiamoorthy

August2023

CALSTART|PhasinginU.S.ChargingInfrastructurei

Acknowledgments

TheauthorswouldliketothankkeyCALSTARTstaff,includingChaseLeCroy,JessieLund,andJasnaTomić,fortheircriticalreviewofandadditionstothisreport.Anyerrorsaretheauthors’own.

Nopartofthisdocumentmaybereproducedortransmittedinanyformorbyanymeans—electronic,mechanical,photocopying,recording,orotherwise—withoutpriorwrittenpermissionbyCALSTART.RequestsforpermissionorfurtherinformationshouldbeaddressedtoCALSTART,48S.ChesterAve,Pasadena,CA91106orPublications@CALSTART.org.

CALSTART

www.CALSTART.org

@CALSTART

©Copyright2023CALSTART

CALSTART|PhasinginU.S.ChargingInfrastructureii

TableofContents

Acknowledgments i

TableofContents ii

ListofAcronyms iii

FiguresandTables iv

ExecutiveSummary 1

I.InfrastructureBuildoutto2035 2

Introduction 2

EnergyNeedsoftheU.S.ZE-MHDVTransition 4

WhereInfrastructureDeploymentWillNeedtoMeetDemand 9

DeploymentPhasing 11

Takeaways 15

II.WhenBuildoutWillHappen:PrioritizingAreas 18

OvercomingBarrierstoAvailability 18

ExamplesintheRealWorld 19

ExamplesinAnalysis 23

Takeaways 25

III.HowBuildoutWillBeEfficient:SiteConfigurations 26

OvercomingBarrierstoUtilization 26

ExamplesintheRealWorld 27

ExamplesinAnalysis 30

Takeaways 31

IV.Conclusions 32

Discussion:NetworkEffectsandFurtherResearch 32

Recommendations 36

References 37

Appendix 41

DataSources 41

Approach 44

Assumptions 47

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ListofAcronyms

Acronym

Definition

ACF

AdvancedCleanFleetsrule

ACT

AdvancedCleanTrucksrule

bhp-hr/mile

Brakehorsepower-hourpermile

CaaS

Charging-as-a-Service

CARB

CaliforniaAirResourcesBoard

CEC

CaliforniaEnergyCommission

CPUC

CaliforniaPublicUtilitiesCommission

EPA

U.S.EnvironmentalProtectionAgency

EVSE

Electricvehiclesupplyequipment

FHWA

FederalHighwayAdministration

GlobalMOU

GlobalMemorandumofUnderstandingonZero-EmissionMedium-andHeavy-DutyVehicles

HPMS

U.S.HighwayPerformanceManagementSystem

ICCT

InternationalCouncilonCleanTransportation

kW

Kilowatts

MHDV

Medium-andheavy-dutyvehicle

MWh

Megawatt-hours

NEVI

NationalElectricVehicleInfrastructureFormulaProgram

NHFN

NationalHighwayFreightNetwork

NREL

NationalRenewableEnergyLaboratory

PNNL

PacificNorthwestNationalLaboratory

SCAQMD

SouthCoastAirQualityManagementDistrict

VMT

Vehiclemilestraveled

ZE-MHDV

Zero-emissionmedium-andheavy-dutyvehicle

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FiguresandTables

Figures

Figure1.DrivetoZeroSix-StageStrategy(CALSTART,2022b) 3

Figure2.AverageAnnualIncreaseinDailyEnergyConsumptionfromNewZE-MHDV

Sales,2023-2035 6

Figure3.EnergySystemOptimizationAreas 7

Figure4.IllustrationofSiteConfigurationsandFunctionsinPriorityLaunchAreas 11

Figure5.CALSTARTPhasedDeployment,Presentto2027–Phase1 12

Figure6.CALSTARTPhasedDeployment,2027to2030–Phase2 13

Figure7.CALSTARTPhasedDeployment,2030to2035–Phase3 14

Figure8.Rapid,ExtensiveMarketPenetrationSupportedbyPhasedBuildoutof

Infrastructure 16

Figure9.Phase-inPriorityAreasandContext 24

Figure10.InfrastructurePhase-InProgression 33

Tables

Table1.PriorityLaunchAreaDefinitions 10

Table2.Phase1Breakdown 12

Table3.Phase2Breakdown 13

Table4.Phase3Breakdown 14

Table5.PriorityFactors 19

Table6.Costs($billions) 35

TableA-1.TravelDataSources 41

TableA-2.PrioritizationData 42

TableA-3.CostData 43

TableA-4.PriorityData 46

TableA-5.PhaseDefinition 47

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TableA-6.DeploymentDistributions 48

TableA-7.CostsofPhasedScenariobyPhaseandArea($billions) 49

TableA-8.EVSEBaseCosts 50

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ExecutiveSummary

Toassessthefeasibilityofzero-emissioninfrastructurebuildoutatanationwidescale,CALSTARTprojectedtheinfrastructurerequiredtosupplytheelectricityneededforzero-emissionmedium-andheavy-dutyvehicle(ZE-MHDV)adoptionratesin2027,2030,and2035.TheseratesmeetthetargetssetbytheGlobalMemorandumofUnderstandingonZero-EmissionMedium-andHeavy-DutyVehicles(GlobalMOU),signedbytheUnitedStatesin2022.

ThisanalysisshowsthattheinfrastructurenecessarytomeetenergyneedsofZE-MHDVscanbephasedinaroundfavorablelaunchareas.ThisphasedapproachcanmanagedistributiongridupgradetimelinesandmaximizeutilizationevenwiththeGlobalMOU’sattainablemarketpenetrationrates,whichexceedthoseproposedbyU.S.regulators.TheacceleratingpaceofZE-MHDVenergyneedscanbemanagedthroughmarket-driven,overlapping,andconcurrentgrowthofanintegratedtransportation-energysystem.

Todevelopthisanalysisandresultingroadmap,CALSTARTmodeledenergyneedsandshowedhowprioritizingfavorablelaunchareasandusinginnovativedeploymentstrategiescanaccommodatecapacityconstraintsduringbuildout.Favorableregionsincludewhere1)industryconcentrates,2)publicandprivatefundshavehighleverage,3)policyissupportive,4)energywillcostless,or5)distributedgridmodernizationwilloccur.Buildoutinthisscenarioconcentratesfirstaroundreturn-to-basedepotinfrastructureinkeyindustryclustersthatformrecharginghubs,theninkeycorridorsenablingregionalhub-to-huboperations,andfinallyinnationalnetworknodes.

Insum,thisphase-instrategyenables:

.Fasterdeploymentbyfocusingonprioritylaunchareas.MoreZE-MHDVscanbesupportedinlesstimethaninlinear,unphasedgrowthscenarios.

.Cost-effectiveimplementation.Costscanbeshiftedforwardandlessimportantareaslefttofuturedeployment,whiletotalenergydemandcanbesuppliedthroughtargetedupgradesandmanagementstrategies,sharingarrangements,publiccharging,andotheronsiteoptimizations—reducingper-vehicleinfrastructurecosts.

.Aclearvisionthathelpsutilities,government,andinvestorstargetactionstointegrate

gridmodernizationandZE-MHDVadoption,aswellasmaximizeco-benefits.

.Coordinationthatleveragespublicfundsandunleashesprivateinvestment.

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developedascenarioinwhichtheseneedsemergebasedoncurrentvehicleactivitypatternsandZE-MHDVadoptiontrends.InkeepingwithCALSTART’soverallstrategytowardmarketaccelerationandtransformation,itwasassumedthatmostofthisinvestmentwillbethroughprivateentities,utilizinginnovativestrategiesmanyCALSTARTmembershavesharedinpublicdiscussiononthetopic(CALSTART,2022a;CALSTART,2022c).

ThisprojectionshowshowtheacceleratingpaceofZE-MHDVenergyneedscanbemanagedthroughmarket-driven,overlapping,andconcurrentgrowthofasupportiveZE-MHDVecosysteminaphasedtransition.Deploymentconcentratesfirstaroundreturn-to-basedepotinfrastructureandinregionalrecharginghubswithinkeygeographiessupportingthefullrangeofregionaloperations,theninkeycorridorsenablingregionalhub-to-huboperations,andfinallyinbuilt-outnetworksconnectingcorridorstoeachotherandtoothercriticalinfrastructurealongthelargersurfacetransportationnetwork.ThisassessmentwasstructuredtobuildonandfurtherdetailtheDrivetoZeroimplementationroadmap(CALSTART,2022b).The2040ZE-MHDVroadmap'scorestrategy(Figure1)breaksuptheactivityneededtoreachfullsalespenetrationintosixoverlappingstages,withsmartinfrastructurephasingasacritical,enablingcomponentoffiveofthestages.

Figure1.DrivetoZeroSix-StageStrategy(CALSTART,2022b)

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WiththewhoandwhatoftheZE-MHDVtransition—whoisinvestinginitandthepathwaytheyareonto100percentZE-MHDVs—alreadyknown,thisstudyanalyzeswhereZE-MHDVsarelikelytoappear,whytheyappearinthoselocations,whentheywillneedinfrastructure,andhowthisphasedbuildoutprocesswillaccommodatethem.Thisfirstsectionpresentsthisprojection,detailingthescaleandpaceofthetransitionintermsofenergydeliveryneedsandthephasestomeetthoseneeds.

EnergyNeedsoftheU.S.ZE-MHDVTransition

ZE-MHDVAdoptionRates

TodeterminewhereZE-MHDVswillappear,thisanalysisusedprojectedcommercialvehicleZE-MHDVmarketsalesfromtheDrivetoZerozero-emissionvehiclemarketassessment(CALSTART,2021a).Thesalesestimationsarebasedonamultifactorforecast,whichincludestechnologyreadinessandviabilityforkeyMHDVdutycycles,totalcostofownership,andproductionscalabilityinputsfortheprimarycommercialvehiclecategories.

Theadoptionratesrepresentthe2040goaloftheGlobalMOU.GlobalMOUsignatorieshavepledgedtoreach100percentnewZE-MHDVsalesby2040and30percentnewZE-MHDVsalesby2030;theUnitedStatesbecameasignatoryin2022.TheGlobalMOU,co-ledbytheGovernmentofTheNetherlandsandDrivetoZero,alsoalignswiththeParisAgreementtoreachnet-zerobythemiddleofthe21stcenturyandtodrasticallycutemissionstokeeptheriseinmeanglobaltemperaturebelow2.0degreesCelsiusandlimitedasfaraspossibleto1.5degreesCelsius.Thisstandardisalignedwiththetargetsannouncedbymostmajorglobaloriginalequipmentmanufacturerswhohaveset2040asthedatebywhenallnewvehiclesaleswillbezero-emissionorfossil-free(CALSTART,2021a).

TheGlobalMOUadoptionratesassumethistransitionwilloccurthroughaphased“beachhead”strategywithrespecttomarketaccelerationandtechnologyadoption.Inthebeachheadstrategy,first-movertechnologyapplicationsliketransitbuses,cargovans,andschoolbusesdominatemarkets.Fromthere,supportiveservicesandasupplychaindevelopsbehindtheseearlyapplications(CALSTART,2022c).

TheZE-MHDVsalesratesassumedinthisanalysisconstituteashareofthetotalcommercialvehiclepopulation,whichissignificantlyhigherthanthoseproposedbycertainregulatorytargets.ThisincludestheU.S.EnvironmentalProtectionAgency’s(EPA’s)recentlyproposedPhase3rulingtargetsforMHDVs,aswellastheAdvancedCleanTrucks(ACT)ruleoftheCaliforniaAirResourcesBoard(CARB)—alreadyadoptedbyseveralstates—andtheAdvancedCleanFleets(ACF)rule.Theseratesalsoalignwithotherforward-lookingrates

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ofadoptionusedininfrastructureassessmentssuchasthosefromtheInternationalCouncilonCleanTransportation(ICCT)(ICCT,2023).

WhereandHowEnergyNeedsWillArise

Usingtheserates,energyneedsandwheretheywillappearwereprojectedbyconsideringhownewZE-MHDVsales,andtheinfrastructuretosupportthem,wouldbedistributedacrosstheUnitedStates.Thepurposeofthisprojectionwastoshowthattheseneedsarisefromthetravelpatternsontheexistingtransportationnetworkusedbycommercialvehicles.Inotherwords,whileindividualfleettransitionswillcollectivelyadduptoatotalenergyneed,theywilldothiswithinatravelmarketwithspatiallydifferentiatedandregionalvariations.Todemonstratethis,newsalesweredistributedinrelationtovehiclemilestraveled(VMT)bycommercialvehicles(Classes3–8)onrelevantsegmentsoftheZE-MHDVroadnetwork,whichwasdefinedastheNationalHighwayFreightNetwork(NHFN)withinthelower48U.S.states.

2

UsingFederalHighwayAdministration(FHWA)HighwayPerformanceManagementSystemdata,commercialvehicleactivitywascalculatedonindividualroadsegmentsandthenaggregatedintouniform10-square-miletravelareas(i.e.,ananalyticgrid)acrossthenetwork.VMTfortravelonindividualroadsegmentswasthencalculatedwithintheseareas,whichwasusedasabasisfordeterminingnewZE-MHDVintroductionsbywayofascalingfactor.Theenergyusedbytravelthroughanareavis-à-visalltravelonNHFNwasrelatedtotheenergyofpotentiallyintroducedZE-MHDVsinthatareatothetotalZE-MHDVsforecastedbytheGlobalMOUscenario,giventheirenergyusage,typicalrange,andotherfactors.Theassumptionbehindthisapproach,oneofseveralpossiblecurrentlybeingexplored,wasthattheenergyusedtotravelthrougheachareaonNHFNwillbesuppliedinsimilarproportionsbyashareofnewlyintroducedZE-MHDVsinthefuture.

3

MoredetailedinformationonthemethodologyisavailableintheAppendix.

2NHFNwasusedgiveninter-regionalandinter-statecommercialvehicletravelutilizesmuchofthefreightnetwork.Otherstatesandterritorieswereexcludedatthistimetofocusonthedeploymentscenariosinvolvingthemajorityofthisnetwork.

3Thisanalysisassumesvehiclerangeandtravelpatternsareconstantthroughthedurationoftheprojection.ThereareindicatorsthatthesemayshiftandbecomemoreefficientwithvocationalspecializationamongZE-MHDVs.

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TheintroductionofZE-MHDVsacrosstheroadnetworkthenpresentsaconsequentialchangeinenergydeliveryneededtosupportthesevehicles,bothinspaceandovertime(Figure2).

Figure2.AverageAnnualIncreaseinDailyEnergyConsumptionfromNewZE-MHDVSales,2023-2035

InterpretingtheseneedscorrectlyiscriticalforunderstandingtheenergytransitionandthefeasibilityofaccommodatingZE-MHDVs.First,thespatialvariationinenergyneedsisclearlysignificant.NeedsclusterinareaswithhighVMT,whichinclude1)majorcommercialvehiclecenters(includingcitiesbutalsoareasexperiencingmajorindustrylanduses,likewarehousing)and2)majorfreightcorridors,butalso3)areaswherecommercialvehicletravelingeneralisnationallyveryhigh.Onlyafteracknowledgingthisfactcanneedsrepresentatotalgrowthinenergydemand.Notably,thisanalysisshowsthatneedsfromnewdeploymentsareofamagnitudesimilartothatestablishedinotherstudies,whenadjustingforthemoreaggressiveZE-MHDVpenetrationratesoftheGlobalMOU(ICCT,2023).

Next,thereisthechangeintheamountofenergyneededovertime.Thisanalysisshowsthattotalelectrificationneedsnecessitateachangeintheoverallenergysystemtodeliverenoughenergyandmanageenoughvolumetosupporttheconsumptionofhundredsofthousandsofadditionalmegawatt-hours(MWh)perday.Figure2aboveexpressesthisin

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termsofanannualrateofchangeinthedailyconsumptionofenergyalongthetransportationsystem.Insomeareas,theaverageannualincreaseindailyenergyconsumptionoverthetimelineofthisanalysisrangesfromincreasesofupto0.3MWhperdayto,atthehighend,5.5MWhperdayincertainareas.Insomeareas,energysystemswillneedmanagementstrategiesandupgradesyearafteryeartoaddressasignificantchange.

Finally,itisimportanttonotethatthischangeinenergyneedsultimatelyrepresentsachangeinanenergysystem.Followingbothindustryandresearchadvancesinthisarea,thisstudydoesnotapproachthenecessarychangeinenergyasasimpleneedforadditionalcapacity—atthesamerate,yearoveryear—ontheexistingsystem.Thisanalysisunderscoresthatconsumptionofenergybyvehiclesconstitutesasuiteofneeds,whichcanbemetinvariousways.AnoptimizedZE-MHDVenergysystemthatfindssolutionsinseveraloptimizationareaswillbecrucial(Figure3).

Figure3.EnergySystemOptimizationAreas

Solutionscanbefoundacrosseachoftheaxesabovetomeetthenewdemandincreases

acrossthetransportationnetwork.Broadchangesatscaleinthemarketitselfcanformasolution;so,too,canwidergridmodernizationefforts,includingbothtransmissionanddistributionsystemplanningandoperationimprovementstoincludeadvanceshort-termandlong-termgridupgradesandtheacceleratedsupportforintegrationofsmartenergy

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managementtechnologies,platforms,andservicesinadvanceofrequestsfortheirdeployment(U.S.DepartmentofEnergy,2020).Optimizationcanalsooccurbydeployingtheseenergymanagementtechnologiesonornearsitesthroughitsconfiguration.Then,thevehicles(asloads)canbemanagedthroughsmarteroperations,andtheactualcomponentryandvehicletechnologycanchange.EachaxisinFigure3isaresourceforcomposingsolutionstonetdemandincreaseissues.

Recentstudiesonthedistributionsystemgenerallyconcurthattheseupgradescanbemadecosteffectivelyandforafractionofutilityinvestmentgenerally(E3,2021).Theyalsoshowthatinvestmentinoneareamayinfactenable,supplement,orsubstituteinvestmentsinothers.IncreasedabilitytomanageconsumptionofmoreMWhisneeded,butinvestmentsinstorage,forexample,mayultimatelyproveasolutioninsomecontexts.Ingeneral,thisassessmentwasframedinsuchawaytomakeroomformultipledevelopmentareasinordertocopewithenergydemandandspuroverallenergysystemmodernization.

Forthepurposesofanalysis,thescopeofsysteminvestmentswaslimitedtothedeploymentofelectricvehiclesupplyequipment(EVSE)necessarytosupportenergydemand,includingchargers,make-readyimprovements,andstoragesystems(i.e.,onsitestorage).Significantdistributionsystemupgrades,onsitegeneration,andmanyoftheenergysystemservicesandotherelementsinFigure3wereexcluded,butsitemanagementandevenoperationalconsiderationsweretakenintoaccountforthemanagementofZE-MHDVsasdistributedandvariableloads.SeetheAppendixformoredetailontheseassumptions.

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WhereInfrastructureDeploymentWillNeedtoMeetDemand

Next,CALSTARTprojectedthedeploymentovertimenecessarytorespondtotheseneeds.

4

ThedetailofthemethodologyisdiscussedfurtherintheAppendix.

Theanalysisconsideredtwooptionsforprojections:

.First,themaximumnumberofdeploymentsandtheirpowerratingtosatisfyenergydemandcausedbytheintroductionofanewZE-MHDVinanarea.

.Next,anoptimumnumberofenergysupplyinfrastructuretomeetnewZE-MHDVintroductionovertime,whichconstitutesaphased-ininvestmentscenario.

Intheunoptimizedprojection,themostinfrastructurepossibletosupplytheneedsforeachnewvehicleintroducedwasdeployed.Furthermore,deploymentwasuniformandindifferenttowhereeachnewvehiclewouldbelocated,aswellastothetimingofinvestment.Redundanciesindeploymentwerenotconsideredinbothtimeandspace,anddeploymentdensifiedinallareasacrossthetravelnetworkataconstantandundifferentiatedrate.Thelocationandpaceofdeploymenthadthecharacterofan

adoptioncurve;itdidnotrepresentthegeographyofenergyneedscorrespondingtothatcurve.

Intheoptimizedprojection,factorswereemployedtolocalizetheareaswhereinvestmentcouldrespondtothemostimportantincreasesinenergyneedsovertheanalysistimeline(fromthepresentto2035),whileaccountingforthefullpaceandscaleoftheenergyneedsinvolvedacrossthenetwork.

Thefirstfactorincludedintheoptimizedscenariowasinfrastructureutilization.Optimalutilizationcanachievealowerlevelizedcostofinfrastructureperunitofelectricitydeliveredtovehicles(Phadkeetal.,2021;Borlaugetal.,2020).Theoptimizedprojectiondidnotassumebuildoutwasone-to-onewiththenumberofvehiclesintroducedandwasbasedonassumedratesofchargerutilizationthatcoulddeliverenergyneededforthetotalnumberofZE-MHDVsastheyareintroduced.

4Exactdeploymentlocationsandconfigurationswerenotprojectedontoparcelsoflandbutwereassumedtobewithintheanalysisgrid,i.e.,withinareasaccessiblebyNHFN.

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Thenextfactorwasthegeneralimportanceorpriorityoftheareafordeployment.Byconcentratingdeploymentsinaparticulararea,deploymentcanaccommodatemoreoftheshareofthedistributionofdemand.Inordertoestablishpriorityareas,fourgeneraltypesofprioritieswereconsidered:

.Identifiedinvestmentpriority:AnareahasalreadybeenindicatedasapriorityforinvestmentbyindustryorbysupportivefederalmoneysuchasU.S.DepartmentofEnergyZEVCorridorPlanningPartnershipGrants.

.Political,social,andequitypriorities:AnareahasadoptedACT,orhassignedontoorsupportedtheGlobalMOU,andwillbenefitfrominvestmentintermsofairquality.

.Industryclustering:Thereisaconcentrationofsectoralactivity(i.e.,fleetlocationandgrowth)inMHDVtransportationservices,suchaswarehouses,logistics,orothersectors.

.Potentialforenergysystemimprovementsandenergycostreduction:TheoverallloweringoflevelizedcostofenergywithinregionsandthegrowthofdistributedenergyresourceshighlightpotentialareaswheregridimprovementsofthetypesneededforEVSEinstallationswillbeaprioritythrough2035.

Theoptimizedprojectionassumedinvestmentswillhappenacrossthenationalnetworkcontinuallythroughouttheanalysisperiodbutareconcentratedfirstinareasthatreceivehighrankingsacrossalloftheabovepriorities.Theseinvestmentpriorityfactorsandutilizationefficienciescombinetoprovideanoptimizedgeographyofinvestmentin“prioritylaunchareas,”whichmaximizeutilizationandinvestmentbenefits(Table1).

Table1.PriorityLaunchAreaDefinitions

PriorityLaunchArea

Profile

Ranking

Clusters

Concentratedareasof

industryactivity;where

investment,political,social,

equity,economic,and

energyinvestmentsalign

Top33percentofareas

withcompositescoreof

priorityfactors

Corridors

Connectorsoutsideofhubs

enablingpoint-to-point

operations

Nexthighest50percentofareaswithcompositescoreofpriorityfactors

NationalNetwork

Nodesthatprovide

ubiquitousavailability,

connectingcorridors

togetherorlinkingto

nationalfacilities

Nexthighest33percentofareaswithcompositescoreofpriorityfactors

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Figure4illustratessitesandpotentialsiteconfigurationsthatwouldbedeployedwithineachlaunchareacorrespondingtothedescriptionsinTable1above;italsoshowsspecificdutycycleandvehicleoperationconsiderationsenabledbyinfrastructurebuildoutwithintheseareas.

Figure4.IllustrationofSiteConfigurationsandFunctionsinPriorityLaunchAreas

Inthisprojection,hubsarethehighestpriorityareas,thencorridors,andfinallyareasthatconstituteanationalnetwork,withhubsmakingup75percentofthetotaldeployment,corridors18percent,andnetworknodes7percent.Itwasassumedthatsomeinvestmentwillcontinuewithinmorethanoneareaacrosstheanalysistimeline.

DeploymentPhasing

TheresultingnationalroadmapisoneinwhichphasesofinfrastructureinvestmentanddeploymentaccommodatethescaleoftheZE-MHDVtransition.Belowisadescriptionoftheseresults,whichwillbediscussedinmoredetailthroughouttherestofthisworkingpaper.Phase1–MajorDeploymentinCompetitiveClustersorHubs

Thefirstphase(Figure5)seesinvestmentandmarket-coordinatedactivityinandnearMHDV-dependentindustryclusters,supportingregionalfreightnetworksthrough2027.Thisisestimatedtobenearly21percentofalldeploymentandwouldinclude:1)about17percentofprojectedinfrastructuredeployedwithinmajorfreightindustryclusters(composing24percentofallhubinfrastructure),and2)about3percentofprojectedinfrastructurebuiltoncorridorswithexpressindustrysupportorsupportfromfederalandstateincentivedollars(about19percentofallcorridorinfrastructure).Becauseinvestmentsarelocatedinareaswithhighpriorityforoveralllong-terminvestment,infrastructurewillhaveaclearrelationshipwithfutureutilizationandoveralladoption.

Figure5.CALSTARTPhasedDeployment,Presentto2027–Phase1