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The Transportation Technology Assessment conducted for this report considered three overarching perspectives: Availability, Readiness Status, and the Likelihood of Owner Participation. These three perspectives are important for analyzing the adoption rate of Vehicle Grid Integration (VGI) technology in the near future. Each perspective includes criteria that inform the decision-making model and the options it provides.

1.Availability essentially considers potential EV types as options based on time and power. There are three criterions that build out this perspective:

i.The likelihood of being connected to a charger during the summer peak. Certain types of EVs, such as those that are individually owned, may be used more during peak times than others, e.g., garbage truck fleets.

ii.Whether the existing SoC is high enough to provide exportable power during peak hours, which depends on an EV’s charging load and speed. The key factor is whether an EV can be charged fast enough during prepeak or current peak times, so that it can export power to help support the grid during such peak times.

iii.Whether EVs are capable of being scheduled for precharging prior to peak times. Some EVs, such as school buses, are not constantly in use and may be scheduled more easily than other EVs that are regularly in use, such as police vehicles.

2.The Readiness Status is the product of a combination of two elements—technology and market.

i.Technological readiness, the first criterion, is a measure of product maturation. What this means for the EVs considered for connecting to and supporting the electrical grid, is the level to which VGI EV technology is ready for but may differ between EV types.

ii.Technological readiness measures the technology in its current capabilities, while the second criterion—market adoption and existing market conditions—measures it based on the market. This criterion seeks to measure the existing adoption of EV types and the potential for their market growth. This takes into consideration existing market conditions, more specifically, consumer interest and demand for VGI EVs.

3.The last perspective is the Likelihood of Owner Participation, which is influenced by two criterions.

i.The first criterion analyzes the incentives and benefits for owners who participate in bi-directional grid support programs, as well as existing and planned incentives for transmission and distribution construction.

ii.The second criterion is the likelihood of an owner’s willingness to invest in bi-directional charging equipment that is likely needed to implement wide-scale VGI EV infrastructure.