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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

Rural EVSE Planning and Analysis

The dataset includes detailed anonymized public charging station usage from several rural stations on the ChargePoint and Shell Recharge Solutions (formerly Greenlots) networks situated in and around Athens, Ohio, a rural Appalachian community. Both Level 2 and DC fast charging stations are represented. Historical data in the set date back to 2019; additional data will be uploaded semiannually until the project's completion in 2023. Each charging session recorded includes information on date and time, location, charging station level, session duration, energy delivered, and fuel savings.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2026

Individual Motorist Data - Ohio EV Ownership Trends

The individual motorist dataset contains data and analysis of consumer electric vehicle (EV) ownership trends in rural Appalachian Ohio in comparison with statewide trends. The data span four years, from Q1 2020 to Q2 2023 (partial). They are sourced from the Ohio Bureau of Motor Vehicles registration records and contain detail on drivetrain type (battery-electric vehicle [BEV] or plug-in hybrid electric vehicle [PHEV]); specific vehicle make and model; and registration location at county, city, and ZIP code levels of spatial resolution. Registration data are analyzed at the county level against such indicators as median income, poverty status, urban-rural status, and density of public charging infrastructure. In addition to tabular data, a GIS shapefile with many analysis fields joined is included.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Refueling Infrastructure Deployment in Low-Income and Non-Urban Communities

The U.S. National Blueprint for Transportation Decarbonization identifies the need to invest in infrastructure supporting low- and zero-emission vehicles, especially in low-income and overburdened communities, to eliminate nearly all greenhouse gas emissions from the transportation sector by 2050. The alternative fuel vehicle refueling property tax credit (26 U.S. Code § 30C) includes eligibility criteria intended to encourage investment in underserved communities based on the economic characteristics or urban character of the census tract in which the fueling infrastructure is installed. Eligible census tracts are those that qualify for the New Markets Tax Credit or that are not located within urban areas as defined by the U.S. Census Bureau. This study quantifies how many fueling-related amenities are currently located in census tracts that qualify and do not qualify for the 30C tax credit based on IRS Notice 2024-20. For existing electric vehicle charging stations, 51% of Level 2 and 60% of Direct Current Fast Charging public stations are located in eligible census tracts. 73% of natural gas, propane, and hydrogen fueling stations are in qualifying census tracts and 75% of biodiesel and renewable fuel stations are in qualifying census tracts. This compares with 73% of existing gas stations in eligible census tracts. For deploying the refueling infrastructure to satisfy future demand, this study shows that truck stops (94%), commercial truck stops (92%), and Federal Highway alternative fuel corridors (89%) are predominantly located in eligible locations. Additionally, significant percentages of the population (62%), light-duty vehicle registrations (64%), and medium- and heavy-duty vehicle registrations (68%) fall within eligible areas.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2025

Federal Home-to-Work Electric Vehicle Program Guide

This document serves as a comprehensive resource for Federal agencies in developing their own program resources that promote the efficient and effective use of electric vehicles (EVs) for home-to-work travel while ensuring compliance with Federal regulations and sustainability objectives. One mission of the U.S. Department of Energy's Federal Energy Management Program (FEMP) Fleet program is to help federal fleet managers meet or exceed statutory requirements related to energy and environmental performance while improving overall fleet efficiency, reducing costs, and meeting mission requirements. To further this mission, FEMP provides resources to support Federal agencies with increasing alternative fuel vehicle (AFV) acquisitions and reducing petroleum use. EVs are AFVs and help agencies meet federal fleet requirements. Federal fleets include government-owned EVs used for home-to-work travel. The purpose of this document is to serve as a guide for Federal agencies in developing their own internal program documents to manage government-owned EVs used for home-to-work travel. Federal agencies should consult their counsel and consider their own policies and authorities in the implementation of any policies or best practices regarding government-owned EVs used for home-to-work travel. The guide provides key considerations for agencies, including launching a pilot program to fine-tune best practices, conducting a cost-benefit analysis to compare home versus public charging, and exploring cost-effective solutions, such as installing standard outlets instead of dedicated charging stations. The guide underscores the importance of legal and financial considerations, such as verifying agency authority to install home charging infrastructure at an employee's home, ensuring the availability and appropriateness of using agency funds for home charging infrastructure, and understanding the tax implications of reimbursements.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Electric Vehicle Efficiency Ratios for Light-Duty Vehicles Registered in the United States

Electric vehicles (EVs) use energy more efficiently than gasoline vehicles. This is one of their primary attributes, enabling other benefits such as improved torque and reduced operating costs and greenhouse gas emissions. An electric vehicle efficiency ratio (EVER) is therefore important when calculating the financial and environmental benefits of EVs, calculating the impact that EVs have on a manufacturer's Corporate Average Fuel Economy rating, calculating credits in trading schemes such as California's Low Carbon Fuel Standard, fuel price leveling, designing electricity tariffs from utility-owned public charging infrastructure, creating EV alternatives to gasoline excise taxes, and more.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Electric Vehicles for Consumers

More consumers are choosing electric vehicles (EVs) as new, competitively priced models with longer ranges hit the market. More public charging stations are also rapidly becoming available, and some offer quick charges to get drivers back on the road in minutes. New EVs are released all the time, with models designed to meet a wider variety of needs. To learn whether an EV is right for you, assess your driving requirements, available vehicles, and cost considerations. Easily compare costs and benefits of specific vehicles using the FuelEconomy.gov vehicle comparison tool.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Electric Vehicles for Consumers

More consumers are choosing electric vehicles (EVs) as new, competitively priced models with longer ranges hit the market. More public charging stations are also rapidly becoming available, and some offer quick charges to get drivers back on the road in minutes. New EVs are released all the time, with models designed to meet a wider variety of needs. To learn whether an EV is right for you, assess your driving requirements, available vehicles, and cost considerations. Easily compare costs and benefits of specific vehicles using the FuelEconomy.gov vehicle comparison tool.

charging↗
DOE OSTI2025

ChargeX KPIs Transition to SAE

To systematically improve the public charging experience, EV charging industry stakeholders need to define and measure it precisely. Many stakeholders currently measure aspects of the charging experience, but they typically employ metrics that are either operational in nature, such as charger uptime and mean time between failures, or composite customer satisfaction indices. To improve the customer experience most effectively, the industry needs metrics that define the charging experience from the perspective of the customer, not business operations. Furthermore, industry practitioners need granular metrics to know what specific aspects of the charging experience need improvement. This presentation gives an overview of the key performance indicators (KPIs) defined by the ChargeX Consortium.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Modeling charging infrastructure impact on the electric vehicle market in China

The plug-in electric vehicle (PEV) is deemed as a critical technological revolution, and the governments are imposing various vehicle policies to promote its development. Meanwhile, the market success of PEVs depends on many aspects. The study reported herein integrates one’s use of charging infrastructure at home, public place and workplace into the market dynamics analysis tool, New Energy and Oil Consumption Credits (NEOCC) model, to systematically assess the charging infrastructure (home parking ratio, public charging opportunity, and charging costs) impact on PEV ownership costs and analyze how the PEV market shares may be affected by the attributes of the charging infrastructure. Compared to the charging infrastructure, the impact of battery costs is incontrovertibly decisive on PEV market shares, the charging infrastructure is still non-negligible in the PEV market dynamics. The simulation results find that the public charging infrastructure has more effectiveness on promoting the PEV sales in the PEV emerging market than it does in the PEV mature market. However, the improvement of charging infrastructure does not necessarily lead to a larger PEV market if the charging infrastructure incentives do not coordinate well with other PEV policies. Besides, the increase of public charging opportunities has limited motivations on the growth of public PEV fleets, which are highly correlated to the number of public fast charging stations or outlets. It also finds that more home parking spaces can stimulate more sales of personal plug-in hybrid electric vehicles instead of personal battery electric vehicles.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Kansas City, Missouri, Streetlight Electric Vehicle Charging: Strategies and challenges for site selection of streetlight electric vehicle infrastructure in Kansas City, Missouri (Final Report)

Public streetlight charging, whether on streets in central business districts or residential areas, provides easy charging access for apartment residents and homeowners alike. While most electric vehicle (EV) drivers charge at home, they do so in garages or on driveways they own. For renters and residents of multifamily housing (MFH), however, this may not be an option. EVs have a lower cost of ownership compared to conventional vehicles, and a used EV may be an affordable option for a lower-income household. But without easy access to charging, even a low-cost used EV may not be an option for a prospective buyer. An affordable curbside charging network has the potential to expand EV adoption into neighborhoods that have to date seen minimal interest and uptake of the technology and associated charging infrastructure. Streetlight charging networks can provide an economical, scalable, and effective approach to providing equitable and convenient charging. Metropolitan Energy Center (MEC) is dedicated to the mission of creating resource efficiency, environmental health, and economic vitality in the Kansas City region and beyond. Since 1983, MEC has provided resources, outreach, and training to make alternative fuels and energy efficiency commonplace. MEC led a streetlight charging pilot project that installed limited EV charging infrastructure on the streetlight system in Kansas City, Missouri, to demonstrate and test the benefits of curbside charging for EVs at existing on-street parking locations. The project aimed to cost-effectively expand the charging network in Kansas City to support residential charging and provide infrastructure in one or more charging deserts throughout the city. This pilot evaluates the impact and overall success of streetlight charging based on community feedback, utilization of charging infrastructure, technical feasibility, and cost. The project has pursued a data- and community-driven site selection process designed to identify sites with high demand and high opportunity for EV charging. This project was funded by the U.S. Department of Energy (DOE) and awarded to MEC through a competitive proposal process. The novelty and complexity of this project required an organization that could facilitate collaboration across levels of government, community members, and industry partners. For the past 25 years, through Kansas City Regional Clean Cities, MEC has worked with numerous public and private fleets on a variety of projects to improve the environmental performance and efficiency of the regional vehicle fleet. To advance affordable, efficient, and clean transportation efforts, DOE Clean Cities and Communities coalitions create local networks of public and private sector stakeholders and engage communities. Rooted within their local communities, the coalitions serve as experts and ambassadors, bringing to bear the collective knowledge, experience, and practical know-how of the entire network from within DOE, its national laboratories, and diverse stakeholders in the field. MEC and its project partners made in-kind contributions to leverage federal dollars for the benefit of the Kansas City community. Findings from this project will help determine the best applications for streetlight charging technologies to maximize funding impact and serve community needs. The team evaluated locations based on expected charging demand, technical feasibility, safety considerations, and enhanced charging network siting needs. Throughout the project, the team gathered feedback and evaluated ways to make public charging for EVs available to all community members. The insights will help Kansas City and other communities streamline future efforts to support EV drivers through public charging in the city right-of-way. Furthermore, this project will inform citywide guidance for future installations. MEC is committed to a transparent and publicly accessible approach that encourages the collaborative evaluation of streetlight charging. The project has engaged the community to proactively identify and evaluate the benefits and impacts of streetlight charging. It was a priority for the project to ensure the benefits of this pilot are distributed equitably to all members of the Kansas City community and that new charging opportunities and associated resources are available in diverse neighborhoods across the city. The charging infrastructure supports an affordable curbside charging network that will enable more drivers to choose EVs and provide easy charging access for all community members interested in driving an EV. The community feedback received through this project informed future resources and opportunities to make EVs more accessible to all members of the Kansas City community. MEC worked with several community partners on this project, including Missouri University of Science and Technology (MST), Pennsylvania State University (Penn State), the National Renewable Energy Laboratory (NREL); the city of Kansas City, Missouri; Evergy; Black and McDonald (B&M); LilyPad EV; EVNoire; and Westside Housing Organization (WHO). Project partners contributed to the cost match required for DOE grants through capital expenditures, personnel, and other in-kind contributions. Detailed descriptions of project team organizations can be found in Appendix A. Project Partners. Analysts at NREL and MST/PennState developed site maps based on demand and equity considerations. MEC conducted outreach to community members to garner input on project design and site selection, and received approval from the Missouri Public Service Commission (PSC) for Evergy’s EV charging station ownership. MEC worked with all partners to gather additional siting criteria and developed a site selection evaluation checklist, and partners conducted site visits to proposed installation sites. Next, B&M, Evergy, and the city executed all site agreements, conducted site-specific engineering design, acquired associated permits, and issued notices to proceed site by site or in small batches. Finally, from January to April 2023, the project team installed 23 EV charging stations built on Kansas City’s streetlight system in six council districts. Evergy will own, operate, and monitor the stations for 10 years, sharing charging data with MEC for at least 1 year.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Electric Vehicle and Infrastructure Systems Modeling in Washington D.C. and Baltimore

This report documents the Argonne-Exelon effort to develop and utilize an agent-based model (ATEAM) of charging demand and infrastructure expansion applicable to the Washington, DC–Baltimore, MD consolidated metropolitan area. This study extends the ATEAM model time horizon to 10 years (from 2020 to 2030), expands agent behavior modeling capabilities, incorporates more granular and extensive empirical data on charging behavior, and analyzes charging needs for a much larger population of PEVs, in keeping with regional goals for significant adoption of ZEVs. With given targets for annual BEV adoption, five scenarios were developed to examine public infrastructure needs and resulting charging load, considering different home charging availabilities, as well as different PEV consumer profiles and public charging infrastructure deployment strategies. Scenario results show that if new chargers (both L2 and DCFC) are spread more widely (as with ubiquitous deployment strategies), there will be less variation in the number of chargers added to each census tract in the study area. More importantly, widespread public charging infrastructure with ubiquitous deployment strategies reduces unmet charging demand and improves charging success, even with heavy reliance on public charging. About 80 percent of BEV drivers can charge on their first attempt in scenarios with ubiquitous deployment strategies. Moreover, widespread public charging infrastructure better meets the demand for more charging, and in return, increases BEV adoption. Low home charging availability produces higher charging loads in public locations, especially during the early morning (around 8:00 a.m.) and late afternoon (around 6:00 p.m.). The evening peak load indicates that drivers are taking advantage of public charging before heading home. Study results also indicate that even with 20 percent home charging availability in 2030, just 20 percent of drivers attempt to charge on a given day. With their relatively high electric range (200+ miles), the BEVs expected to be on the road in 2030 can handle daily commutes without re-charging for a couple of days.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

Inventory of Public Key Cryptography in US Electric Vehicle Charging

Electric vehicles (EVs) and charging infrastructure are networked systems, which employ high-level communications in support of charging and grid service decisions. Public key cryptography (PKC) underlies much of the security and privacy protections of the information exchange. We are entering a new epoch where quantum computing threats must be seriously considered. A sufficiently large quantum computer, so named Cryptographically Relevant Quantum Computer (QRQC), will be able to perform the mathematical operations to efficiently attack the underpinnings of traditional PKC, thus jeopardizing the digital foundations for trust, communications security, and data security. Estimates suggest a QRQC can break public key encryption and digital signatures in the manner of tens to hundreds of hours, compared to traditional computing that would demand more than 10 18 years in a brute force-style attack. A consensus belief of quantum theorists, quantum experimenters, and cryptographers suggest that the quantum threat will be likely realized in the next twenty years. To address the threat, post-quantum cryptography, which is cryptosystems that are designed to be secure against both traditional and quantum computing threats, must be adopted. Migration from traditional PKC to quantum-resilient cryptography is a global undertaking and likely represents the largest transition in computing history. The nascent state of EV public key infrastructure, combined with limited adoption of the vehicle secure charging features, presents an opportunity to establish a preference for quantum-resistant cryptography as a step on the migration path. Delays will stunt the efforts as rapidly accelerating EVs sales and huge infrastructure investments will create large growing bases of long-lived vehicles and infrastructure. Migration preparations can commence while NIST continues the process to standardize post-quantum cryptography (PQC), which are quantum-resilient algorithms designed to be secure against traditional and quantum computing threats. The first step in preparing EV charging is to identify the presence of traditional public key cryptography algorithms and applications. With this objective in mind, this report is intended to advise the vehicle manufacturers, charging station manufacturers, charging station operators, charge network providers and other EV charging stakeholders with information on traditional PKC application and the potential risks when PKC becomes insecure. This report, the first in a series of reports discussing the topics existing at the confluence of post-quantum cryptography adoption and EV charging, identifies traditional public key applications employed and identifies potential consequences of leaving EV charging infrastructure vulnerable to quantum computing. The focus remains squarely on the of EV charging and infrastructure with respect to PKC and is believed by the authors to complement the NIST SP 1800-38 Migration to Post-Quantum Cryptography. While the report is centered on infrastructure, there are implications to vehicles.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Estimating Fast Charging Infrastructure Requirements to Fully Electrify Ride-Hailing Fleets Across the United States

Ride-hailing electrification is made challenging by a variety of factors, including limited driver access to overnight charging and a nascent network of public direct-current fast charging (DCFC). This article projects the DCFC infrastructure needed to electrify ride-hailing across 384 cities in the United States. Research leveraging a novel infrastructure projection tool, Electric Vehicle Infrastructure Tool for On-Demand Mobility Services model (EVI-OnDemand), estimates that 25,400 DCFC ports capable of charging vehicles at a mean power of 150 kW are required to electrify 1.45 million ride-hailing vehicles in the baseline scenario. Results show that ride-hailing vehicles require 17.5 DCFC ports per 1000 vehicles, three times that of personal electric vehicles (EVs). Infrastructure demand is also shown to vary across cities; 63% more DCFC ports are needed to support 1000 battery EVs in Chicago versus Miami. The analysis also includes sensitivity studies that explore variation in charging demand across input assumptions, finding that charging power, vehicle class, overnight charging access rates, and port utilization influence the network size needed. Projections vary from 18,600 to 41,300 DCFC ports across sensitivity scenarios, indicating that ride-hailing electrification will require significant expansion of access to fast charging even in the most optimistic scenarios, and investments into supporting assets can reduce the scale of the public charging expansion needed.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Physical Safety and Security at Electric Vehicle Charging Sites

This help sheet provides an overview of physical safety and security design elements for public EV charging stations and general best practices that can be considered for the safety and comfort of charging station customers.

ADVANCED PROPULSION SYSTEMS,ENERGY PLANNING, POLIC↗
DOE OSTI2024

Optimal hybrid power plants for electric vehicle charging demand

Transmission constraints, increasing motivations to decarbonize, and concerns over peak electric vehicle (EV) load impacts on local grids have driven electric customers to consider behind-the-meter, hybrid power plant generation and storage at the distributed-grid level for EV charging. In this study, we develop capabilities to optimize hybrid power plant component capacities for EV charging. We then demonstrate these capabilities in a case study for Boulder, Colorado, using public EV charging data as well as wind and solar resource data. Our results show system designs that balance the cost of energy with load-meeting and peak shaving performance. Within the case study, systems designed for wind, solar photovoltaic (PV), and storage resulted in lower cost of energy than those optimized for PV and storage only. This indicates that in areas where wind resource exists, hybrid power plants that include wind, PV, and battery assets can better meet EV charging loads (including peak loads that are prone to overloading local grids) than PV and battery assets alone. Future work to address limitations in this paper include extending cost modeling to include performance losses (e.g., based on operations or weather) and charging station costs to estimate levelized cost of charging, and quantifying uncertainty and error in our aggregation methods for estimating EV charging loads at the hourly timescale.

14 SOLAR ENERGY↗
DOE OSTI2024

DEPLOYING FAST CHARGING INFRASTRUCTURE FOR ELECTRIC VEHICLES IN URBAN NETWORKS: AN ACTIVITY-BASED APPROACH

This paper explores an important problem under the domain of network modeling, the optimal configuration of charging infrastructure for electric vehicles (EVs) in urban networks considering EV users' daily activities and charging behavior. This study proposes a charging behavior simulation model considering different initial state of charge (SOC), travel distance, availability of home chargers, and the daily schedule of trips for each traveler. The proposed charging behavior simulation model examines the complete chain of trips for EV users as well as the interdependency of trips traveled by each driver. The problem of finding the optimum charging configuration is then formulated as a mixed-integer nonlinear programming problem that considers the dynamics of travel time and travel distance, the interdependency of trips made by each driver, limited range of EVs, remaining battery capacity for recharging, waiting time in queue, and detour to access a charging station. This problem is solved using a metaheuristic approach for a large-scale case network. A series of examples are presented to demonstrate the model efficacy and explore the impact of energy consumption on the final SOC and the optimum charging infrastructure.

Chain of Trips↗
DOE OSTI2026

Strategic Pathways for Indigenous Resilient and Innovative Transportation

This presentation details the results of the project, titled Strategic Pathways for Indigenous Resilient and Innovative Transportation. The project culminated in a guidebook for Tribes interested in pursuing public EV charging infrastructure. The guidebook is designed to serve Tribal planners, Tribal departments of transportation, environmental offices, Tribal enterprises, Tribal utility authorities, Tribal leadership, and any other interested parties. The conference presentation will provide details on the engagement conducted during the project to inform the project publications. The presentation will also discuss Tribal sovereignty-related considerations for EV charging infrastructure topics including O&M and working with the electric utility.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Use and Siting of Electric Vehicle Charging Stations in Juneau, Alaska

This report details a study of electric vehicle (EV) Level 2 charging stations in Juneau, Alaska. Utilization analyses of six public over five years and 250 residential chargers over two years are included, and a composite score is introduced to identify optimal locations for future charging stations that target residents of manufactured and multifamily housing (MMFH) in Juneau. We find that public charging station usage is very location-dependent, with three chargers in use more than 60% of days during the peak hour of the day (which ranges from 10 a.m. to 7 p.m.), including a charger near residential housing, illuminating potential needs for additional public chargers in those areas. Residential charging utilization typically occurs overnight - opposite to most public charging stations analyzed - and spikes after 10 p.m. This suggests that Alaska Electric Light & Power Company's time-of-use charging program, which lowers electricity rates at 10 p.m. to incentivize overnight charging, is very effective. Residential charging data also show that households tend to charge 15 hours per week, or 9% of the time, meaning that multiple households could likely share one charger if one were provided near MMFH locations. This is supported by residential charging session analysis, which shows that the median household has around two night charging sessions per week. The EV siting analysis identifies areas of high housing density, low access to public chargers, and unconstrained feeders. A cluster of MMFH parcels in Douglas demonstrated the highest composite scores considering all factors, being the only area to have a perfect score of 2.25.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗