HomeMy WebLinkAboutResolution 68-25RECORD OF RESOLUTIONS
BARRETT BROTHERS - DAYTON, OHIO Form 6301
68-25 Resolution No. Passed ;
ADOPTING THE DUBLIN EV INFRASTRUCTURE
COMPREHENSIVE PLAN
WHEREAS, Dublin aspires to be the most sustainable, most connected and most
resilient global City of choice and recognizes the potential of electric vehicles (EVs) to
reduce carbon emissions and dependence on fossil fuels; and
WHEREAS, the City has actively engaged in fostering the adoption of EVs and the
development of necessary charging infrastructure for the City fleet, residents and
visitors; and
WHEREAS, the City has prioritized investments in sites that complement market
deployments and fill gaps that the market is not solving to ensure a more equitable
and effective expansion of EV infrastructure; and
WHEREAS, the Plan advances the City’s Sustainability Plan to create thoughtful
advancements in EV charging infrastructure and fleet electrification; and
WHEREAS, the Plan builds upon the comprehensive analysis of Dublin’s electrification
conditions and serves as a roadmap for the development and execution of a forward-
looking strategy to drive transportation electrification within the City; and
WHEREAS, feedback has been incorporated into the Dublin EV Infrastructure
Comprehensive Plan from City Council based on discussions at meetings held on
October 7, 2024, and October 13, 2025.
NOW, THEREFORE, BE IT RESOLVED by the Council of the City of Dublin, State of
Ohio, __{ of the elected members concurring that:
Section 1. The attached Dublin EV Infrastructure Comprehensive Plan is hereby
adopted.
Section 2. Pursuant to Section 4.04 of the Charter, this resolution shall take effect
immediately upon passage.
Passed this_ day of | Crm ber , 2025.
Mayor — Presiding Officer
() hua! Cle FC ha (/
ATTEST:
Office of the City Manager
5555 Perimeter Drive • Dublin, OH 43017
Phone: 614.410.4400
To: Members of Dublin City Council
From: Megan O’Callaghan, PE, City Manager
Date: December 2, 2025
Initiated By: Michael E. Barker, Deputy City Manager
Jean-Ellen Willis, PE, Director of Transportation and Mobility
J.M. Rayburn, AICP, Planner II
Re: Resolution 68-25 – Approving the Dublin EV Infrastructure Comprehensive Plan
Overview
On October 7, 2024, City Council was introduced to the draft Dublin EV Infrastructure
Comprehensive Plan and provided comments and questions along with an invitation to discuss
the topic further at a Council Workshop. The Council Workshop took place on October 13, 2025
where a review the following topics took place: Benchmarking, Ownership Models, Technology,
Charging Infrastructure, Financial Analysis, Fleet Management, and Policies and Zoning. Council
expressed support for the draft document and requested minor updates, which have been
incorporated into the final Plan. Staff requests Council’s review and adoption of the Dublin EV
Infrastructure Comprehensive Plan.
Background
Based on the recent Council Workshop discussion, the following direction has been incorporated
into the proposed Plan. The revised Plan is attached for reference.
Discussion Question 1. Is Council supportive of the ownership model recommended?
City Council expressed clear support for the recommended ownership model and emphasized
the importance of partnering with local business owners who may wish to add EV charging
infrastructure to their service offerings. The Council encouraged staff to actively seek
opportunities for collaboration with the business community as part of the plan’s
implementation.
Discussion Question 2. Is Council supportive of the revised infrastructure
deployment plan?
Council expressed strong support for the revisions to the plan. During discussions, members
emphasized prioritizing the installation of Level 2 chargers over Direct Current (DC) Fast
Chargers (DCFC) because of the significant cost difference. The deployment plan recommends
that Dublin install a total of 38 chargers by 2035, including two DCFC units. Given recent news
that the Ohio Department of Transportation may provide grants for DCFC projects, the plan
advises retaining DCFCs in the strategy. Furthermore, as charging technology and the EV
market evolve, opportunities to add DCFC units through public-private partnerships will be
considered. However, if external funding does not materialize, Dublin should consider
substituting Level 2 chargers in their place.
Mem
Approving the Dublin EV Infrastructure Comprehensive Plan
December 2, 2025
Page 2 of 3
Discussion Question 3. Is Council supportive of the financial model?
The consensus of Council was to further develop a financial model that includes implementing
charging fees and to consider creating an enterprise fund so that the fees charged can be
refocused into further EV infrastructure implementation and make the program self-sustainable
over time. [See Fee and Code Considerations]
Council also discussed the types of fees to be implemented, including escalating fees for
vehicles that remain parked in charging spaces after their charging session has ended and
charging differential rates for residents, non-residents and City employees.
The Fee and Code Considerations recommendations have been updated to reflect this feedback.
[See Electrification Recommendations]
Discussion Question 4. Is Council supportive of the recommendations of the plan?
Yes, the Council was supportive of the plan's recommendations, with feedback incorporated.
[See Electrification Recommendations]
This plan positions Dublin to proactively support EV adoption, ensure equitable access to
charging infrastructure, and align with long-term sustainability goals while maintaining flexibility
as technology and community needs evolve. The detailed memo from the October 13, 2025
Council Work Session and associated meeting minutes are attached for Council’s reference and
provides significant information and a detailed description of how Council’s previous feedback
has been incorporated into the Comprehensive Plan.
Recommendation
Staff recommends approval of Resolution 68-25, Adopting the Dublin EV Infrastructure
Comprehensive Plan.
APPENDIX A: FINAL REPORT
CITY OF DUBLIN, OHIO
DUBLIN EV INFRASTRUCTURE
COMPREHENSIVE PLAN
NOVEMBER 2025
i
CONTENTS
Executive Summary ....................................................................................................................................... 1
Introduction and Goal ................................................................................................................................... 5
SWOT Analysis........................................................................................................................................... 6
Trends in Electrification ................................................................................................................................ 7
EV Charging Solutions ............................................................................................................................... 7
National EV Trends .................................................................................................................................... 9
State EV Trends ......................................................................................................................................... 9
Local EV Trends ....................................................................................................................................... 11
New Technology Risks and Opportunities .............................................................................................. 12
Electrification Efforts to Date...................................................................................................................... 16
Dublin Trends .......................................................................................................................................... 16
Dublin Fleet ............................................................................................................................................. 19
Dublin-Owned Charger Usage Analysis ................................................................................................... 21
Fees for EV Charger Use .......................................................................................................................... 24
Charging Infrastructure Needs .................................................................................................................... 25
Charging Projection Scenarios ................................................................................................................ 25
Cost Recovery Model .............................................................................................................................. 30
Electrification Best Practices ................................................................................................................... 37
Electrification Recommendations ............................................................................................................... 41
Charging Infrastructure Deployment ...................................................................................................... 41
Planning and Zoning Codes, Building Standards ..................................................................................... 42
Partnerships ............................................................................................................................................ 43
Education and Outreach ......................................................................................................................... 43
Dublin Fleet ............................................................................................................................................. 44
Funding ................................................................................................................................................... 45
Fee and Code Considerations ................................................................................................................. 46
Future Considerations ............................................................................................................................. 47
ii
LIST OF TABLES
Table 1: Working Group Participants ............................................................................................................ 5
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors .................................. 7
Table 3: Innovative EV Charging Solutions.................................................................................................... 8
Table 4: Energy Sources .............................................................................................................................. 12
Table 5: Challenges and Actions Being Taken to Meet Energy Demand .................................................... 14
Table 6: Number of Publicly Accessible Ports by Ownership ...................................................................... 17
Table 7: Replacement and New Vehicles CIP 2023 ..................................................................................... 20
Table 8: Fleet Management Vehicle Request 2024-2028 ........................................................................... 20
Table 9: Dublin Charger Utilization and National Averages ........................................................................ 22
Table 10: Idle Time by Charger Type ........................................................................................................... 23
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City
Investments) ............................................................................................................................................... 27
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
.................................................................................................................................................................... 27
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private
Sector and City Investments) ...................................................................................................................... 27
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments) .. 28
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components .......................... 31
Table 16: Summary of Estimated Costs by Port .......................................................................................... 31
Table 17: Estimated Electricity Costs Breakdown ....................................................................................... 32
Table 18: Pricing Scenarios ......................................................................................................................... 34
Table 19: Utilization Scenarios by Port Type .............................................................................................. 34
Table 20: Ownership Models ...................................................................................................................... 37
Table 21: EV Charging Best Practices for Private Developers ..................................................................... 40
Table 22: Key Considerations for the City of Dublin ...................................... Error! Bookmark not defined.
LIST OF FIGURES
Figure 1: City of Dublin Vision ....................................................................................................................... 5
Figure 2: SWOT Analysis................................................................................................................................ 6
Figure 3: US EV Sales from 2015 to 2024 ...................................................................................................... 9
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations .............................................................. 10
Figure 5: Public EV Charging Infrastructure in Ohio ................................................................................... 11
Figure 6: Total AFV Registration by City, July 2025 ..................................................................................... 11
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin ...................................................... 16
Figure 8: Top EV Registrations in Dublin ..................................................................................................... 17
Figure 9: Existing EV Chargers in and Around Dublin ................................................................................. 18
Figure 10: City of Dublin Owned Existing Chargers..................................................................................... 19
Figure 11: Starting and Ending State of Charge for DCFC Sessions ............................................................ 23
Figure 12: EV Adoption Forecasts Over the Years ...................................................................................... 25
Figure 13: Dublin AFV Registrations Forecast ............................................................................................. 26
Figure 14: Future EV Charging Location Recommendations ...................................................................... 29
Figure 15: Cost Recovery Model ................................................................................................................. 30
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger ......................................... 35
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger ............................................... 36
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports 36
1
Executive Summary
Dublin, Ohio, aspires to be the most sustainable, most connected and most resilient global City of choice
through state-of-the-art infrastructure, convenient transportation and expansive broadband access.
With a 100-gigabit fiber network, strategic private and public partnerships, and significant investments
in innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test
new technologies. The City is working to “improve lives, drives and experiences” by embracing the
significant shift in the automotive industry towards sustainability. Recognizing the potential of electric
vehicles (EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure for the City
fleet, residents and visitors. In doing so, the City is prioritizing investments in sites that complement
market deployments and fill gaps that the market is not solving to ensure a more equitable and effective
expansion of EV infrastructure.
This Implementation Plan builds upon the comprehensive analysis of Dublin’s current electrification
conditions presented in the preceding Existing Conditions Report. It serves as a roadmap for the
development and execution of a forward-looking strategy to drive transportation electrification within
the City, covering several key areas:
• Current EV Infrastructure: Assessing existing EV charging stations and their usage patterns.
• Future Projections: Forecasting the deployment of Electric Vehicle Supply Equipment (EVSE) to
meet anticipated demand.
• Municipal Fleet Transition: Strategies for electrifying the City’s vehicle fleet and maintenance
equipment.
• Policy and Regulation: Examining relevant policies, regulations, and best practices to support
electrification efforts.
The analysis forecasts that Dublin will require an additional 181 public EVSE ports to support the
anticipated 5,000 EVs registered in Dublin by 2035. These projections are based on a conservative
scenario, considering recent federal policy changes1 and the high density of single-family homes where
most EV drivers can charge at home. To address these needs effectively, the Implementation Plan
recommendations have been categorized into seven key areas:
Key Recommendations Overview
1. Charging Infrastructure Deployment: Identifying and prioritizing locations for new EV charging
stations, ensuring accessibility and convenience for all users.
1 https://www.whitehouse.gov/presidential-actions/2025/01/unleashing-american-energy/
2
2. Planning and Zoning Codes, Building Standards: Updating building standards and zoning codes
to facilitate the installation of EV charging infrastructure in new developments and public
spaces.
3. Partnerships: Fostering collaborations with local businesses, utility companies, and other
stakeholders to expand the EV charging network.
4. Education and Outreach: Developing programs to raise awareness about the benefits of EVs and
provide information on available incentives and best practices.
5. Dublin Municipal Fleet: Gradually replacing the City’s fleet with EVs, starting with those that
have lower duty cycles.
6. Funding: Exploring and securing external grants and incentives to support the expansion and
maintenance of EV infrastructure.
7. Fee and Law Considerations: Implementing an enterprise fund, charging fees, idle fees, and
legal measures to ensure efficient use of EV charging stations and regularly update policies
based on user needs and best practices.
Short-, medium- and long-term recommendations are provided for each recommendation category.
While recommendations are given for time periods up to 10 years in the future, it’s important to note
that EV charging technology, vehicle offerings, and consumer buying are changing rapidly so the plan
will be reviewed on regular basis to ensure City resources are being used appropriately.
Impact and Benefits
Implementing this plan will catalyze Dublin’s transition to a cleaner, more resilient future by advancing
electric vehicle infrastructure and community engagement. The Implementation Plan:
• Enhances sustainability and quality of life through strategic electrification efforts.
• Expands EV charging infrastructure and promotes electric vehicle adoption.
• Leads to a significant reduction in greenhouse gas emissions and improved air quality.
• Decreases dependence on fossil fuels, boosting energy security and resilience.
• Positions Dublin as a forward-thinking city, attracting businesses and residents who value
innovation and sustainability.
• Fosters partnerships and collaborations, strengthening community ties and creating economic
opportunities.
• Supports education and outreach efforts to ensure residents are informed about EV benefits.
• Encourages increased public support and adoption of the City’s sustainability goals.
• Addresses immediate EV infrastructure needs while laying the foundation for a sustainable,
resilient, and connected future.
Strategic Considerations and Supporting Analysis
Benchmarking (See Local EV Trends)
While statewide progress is only beginning to align with national benchmarks, Dublin’s proactive
sustainability initiatives and forward-looking policies have resulted in higher EV ownership rates than
many comparable municipalities. Dublin should continue to lead the way, leveraging its momentum to
3
further accelerate EV adoption and serve as a model for peer cities across the state.
Ownership Models (See Error! Reference source not found.)
The City of Dublin is exploring multiple ownership and operational models for EV charging
infrastructure, including: a City-owned and operated model, a full-service third-party contract model,
and a third-party lease and operate model.
The Implementation Plan explores how ownership structures influence capital investment, long-term
operations and maintenance costs, and revenue potential. Emphasizing fiscal responsibility and public
value, it is recommended that Dublin contract with a third-party vendor for full-service EVSE delivery.
This model offers Dublin a balanced approach to infrastructure deployment and reduces the City’s
capital and operational expenditures while leveraging vendor expertise for installation, maintenance,
and customer service.
Although direct revenue may be lower compared to City-owned models, this approach aligns with
Dublin’s goals of enhancing public amenities and accelerating EV adoption. It also shifts operational risks
to specialized providers, allowing City staff to focus on strategic priorities. Partnering with experienced
vendors can expedite deployment timelines and ensure high-quality service standards across the
network.
Innovative Charging Solutions (See Innovative Charging Solutions)
As EV adoption accelerates, cities must explore forward-thinking strategies to support evolving charging
needs. While the Implementation Plan explores a range of innovative and unconventional EV charging
solutions beyond traditional infrastructure, it is recommended that the City of Dublin prioritize
conventional charging approaches in the short term. These solutions are more readily deployable, cost-
effective, and better understood by users and operators. Innovative options may be evaluated and
piloted in targeted use cases—such as high-density urban areas or locations with limited grid capacity—
where they can complement existing infrastructure and align with the City’s long-term sustainability
goals.
Hydrogen Technology (See New Technology Risks and Opportunities for a detailed discussion of other
technologies, including hydrogen)
For near-term strategic planning, hydrogen fuel cell technology is best suited for specific use cases—
such as transit agencies, freight operators, and specialized commercial fleets—where its technical
strengths align with operational demands, rather than for widespread consumer adoption. In contrast,
EV technology has matured significantly and is gaining strong market traction, particularly in Ohio, which
surpassed 100,000 plug-in EVs, justifying continued infrastructure investment. Given current market
trends, technology readiness, and infrastructure limitations, the City of Dublin should refrain from major
hydrogen investments at this time, instead maintaining a proactive stance by monitoring technological
and market developments to remain adaptable should hydrogen become more viable for widespread
consumer adoption in the future.
Compared to other peer cities in Ohio, the City of Dublin stands out as a
frontrunner in EV adoption. Dublin is approaching 10% EV adoption
among new vehicle registrations and has reached approximately 4.26%
of total vehicles on the road that are electric.
4
Electrification of City Fleet and Equipment (See Dublin Fleet)
The City should continue deploying battery-electric fleet vehicles including mowing equipment,
prioritizing right-sized models where commercially available battery capacities can reliably support daily
duty cycles. To maintain operational resilience, electrification of City-owned assets such as fleet
vehicles, mowers and off-road equipment should be complemented by retaining a sufficient inventory of
gas-powered units. This hybrid approach ensures continuity of essential services during grid outages
while supporting long-term sustainability goals.
Financial Analysis (See Charging Infrastructure Needs)
The City of Dublin’s financial analysis supports a strategic and fiscally responsible approach to expanding
EV charging infrastructure. The recommended plan calls for the installation of 36 Level 2 charging ports
and two DCFC ports across eight publicly accessible locations by 2035. This expansion is projected to
require an estimated investment of approximately $1 million spread over a 10-year period. By
leveraging potential grants, public-private partnerships and third-party vendor partnerships, the City can
optimize upfront and ongoing expenses, shifting capital risk and operational responsibilities while
accelerating deployment. The plan also recommends creating an enterprise fund to collect fees and
return them to the program to create a sustainable model. This overall financial approach balances the
need for robust public charging with fiscal prudence, ensuring Dublin’s infrastructure remains adaptable
to future technological and market developments.
5
Introduction and Goal
This document outlines the comprehensive plan for the future of vehicle electrification in the City of
Dublin, Ohio, incorporating an analysis of existing electrification conditions alongside national and
international trends. Its purpose is to serve as a guiding resource for all city departments as they work
towards aligning Dublin with the City’s vision, sustainability goals and efforts to foster a cutting-edge,
connected, and resilient city. This plan helps ensure that the City of Dublin remains at the forefront of
sustainable urban mobility. By synthesizing the electrification work done to date, future forecasts, and
policy considerations, this plan will lay the foundation for a more efficient and environmentally
conscious transportation landscape in Dublin.
Figure 1: City of Dublin Vision
The City of Dublin aspires to be the
most sustainable, connected
and resilient global city of choice.
Source: City of Dublin
To realize the City of Dublin’s vision (Figure 1), Dublin established an internal working group with
members shown in Table 1. The working group met four times over a period of six months, where they
discussed topics including EV best practices, strategies, and actionable policies aimed at accelerating
Dublin’s electrification efforts.
Table 1: Working Group Participants
PARTICIPANT NAME DIVISION
Bradley Fagrell Building Standards
Brian Ashford Facilities & Fleet Management
Christopher Will Community Planning & Development
Emily Goliver Office of the City Manager
J.M. Rayburn Transportation & Mobility
Jean-Ellen Willis Transportation & Mobility
Jennifer Rauch Community Planning & Development
Paul Hammersmith Engineering
Source: City of Dublin
6
During the initial working group meeting on July 19, 2023, participants worked together to develop goals
and examine projection scenarios for EV charging in Dublin. This initial meeting set the foundation for
strategic planning and the establishment of key objectives to enhance EV infrastructure across the City.
It also laid the groundwork for subsequent meetings, where members discussed the integration of best
practices from other cities, engaged in analysis of different policy approaches, and mapped out potential
pathways to implement these strategies, including identifying optimal EVSE locations, the associated
costs, potential funding resources, as well as policy changes and collaboration opportunities.
SWOT Analysis
The first meeting started with an understanding of where electrification trends are heading and how
that will affect Dublin. A brainstorming session was held in the workshop to outline the Strengths,
Weaknesses, Opportunities and Threats or SWOT of Dublin as it relates to electrification within the City.
Figure 2 highlights key points of the SWOT analysis used in developing this electrification
implementation plan.
Figure 2: SWOT Analysis
Source: City of Dublin
7
Trends in Electrification
To inform effective policy development and strategic planning for EV charging infrastructure, it is
essential to analyze current trends in electrification. This section provides a detailed overview of the
evolving landscape of EV infrastructure and associated policies. Section 0 offers an in-depth review of
current and emerging EV charging technologies, emphasizing both established and innovative solutions
available in the market. Sections 0, 0, and 0 analyze national, state and local trends in EV adoption, while
Section 0 evaluates alternative fuel technologies, assessing their level of readiness and the potential
risks related to overinvestment in EV infrastructure.
EV Charging Solutions
Conventional Charging Solutions
Plug-in electric vehicle (PEV) charging options are commonly divided into three general types. A detailed
comparison of the 3 types of conventional EV charging solutions is presented in Table 2. In the United
States, approximately 73% of public charging consists of Level 2 chargers, 26% is DC Fast charging, and
less than 1% is Level 1 charging.
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors
TYPE CHARGER TYPE FACTORS SITE
PARAMETERS LOCATIONS PROS & CONS
Level 1
(L1)
Power Level: ~1.4-1.9 kW
Range Added: ~2-5 miles/hr
Total Charge Time: ~40 hrs to
~80% from empty
User Fees: Typically no fee at
home, public L1 often aligns
with L2 pricing policies
Capital Cost: ~$0-$900
O&M: Minimal (periodic outlet
inspection; no networking)
-Long-dwell sites
-Mostly used to
charge at home -
overnight
-Well-suited to
PHEVs
-Residential
-Fleet Depots
-Micromobility
hubs (e-
bikes/scooters)
Pro: Lowest upfront cost;
no special install; ideal
for overnight charging
and PHEV
Con: Very slow; not
practical for high daily
mileage; can’t be
networked
Level 2
(L2)
Power Level: ~6-19kW/hr
Range Added: ~10-20 miles/hr
Total Charge Time: ~4-12 hours
User Fees: ~$0.09 - $1.00/kWh
Capital Cost: ~$7,500 - $25,000
O&M: ~$500 - $2,500+ annually
-Long-dwell sites
-6–12 hr/day
parking stays for
average users
-Avoid restricted,
time-limited or
permit only sites
-On-street
Public lots
-Workplace
-Residential
Multi-Unit
-Long-stay
locations
Pro: Low capital and
O&M costs; Uses
residential power level;
Few utility upgrades
Con: Requires multiple
hours stay for full charge
DC Fast
Charging
(DCFC)
Power Level: ~50–350 kW/hr
Range Added: ~100+miles/30
min
Total Charge Time: ~15 min – 1
hr
User Fees: ~$0.25 - $1.00/kWh
Capital Cost: ~$100,000 -
$150,000
O&M: ~$1,500 - $10,000
annually
-Short-stay sites
-High-utilization
-Avoid restricted
parking sites
-Ensure curbside
sites have space
for equipment
-Retail (Quick
Turnover)
-Fuel Station
-Short stay
parking
Pro: Charges in ~30 min
or less like gas vehicles
Con: High capital and
O&M costs; May require
grid or utility upgrades
Source: HNTB
8
Innovative Charging Solutions
As EVs continue to transform the transportation landscape, the demand for innovative and accessible
charging solutions grows. Beyond traditional charging stations, innovative EV charging methods
continue emerging to address diverse user needs, urban constraints, and technological advancements.
Table 3 explores these innovative charging types, detailing their functionality and key considerations for
implementation. The City of Dublin should consider these alternative approaches in use cases where
they align with local infrastructure, community needs, and strategic goals.
Table 3: Innovative EV Charging Solutions
TECHNOLOGY HIGH USE & DESCRIPTION PROS CONS
Streetlight
Chargers Cost-Effectiveness and Commercial Availability Use: L2, space constrained
curbsides with streetlights
Description: Chargers integrated
into streetlights for EVs parked on
city streets
-Reduces
installation costs
-Blends into
cityscapes
-Uses existing
streetlight network
-Requires grid
upgrades
-Vulnerable to
vandalism
-Limited power
capacity
Overhead Chargers
in Garages
Use: L2, sites where wall space for
charging is limited
Description: Ceiling-mounted
chargers in garages with
retractable cables
-Space-efficient
-Clean aesthetic
-Suitable for
residential &
commercial
garages
-Higher installation
costs
-Increased
complexity vs. wall-
mounted chargers
Pop-up Bollard
Chargers
Use: L2, space constrained
curbsides and parking lots
Description: Charging points that
rise and retract as needed
-Maximizes space
-Flexible for
parking lots/streets
-Aesthetically
discreet
-Moving parts
increase
maintenance
-Higher installation
and repair costs
Battery Integrated
Chargers
Use: DCFC, sites needing high
power where grid power is limited
Description: Chargers with
integrated battery storage for
supplementing grid power
-Reduces grid strain
-Enables off-grid
charging
-Supports peak
shaving
-Higher upfront costs
-Battery
maintenance
required
-Larger footprint
Mobile, Robotic
Chargers
Use: DCFC, space limited sites with
high quantities of EVs
Description: Automated systems,
such as robotic mobile chargers,
that connect to EVs where they
are parked
-Enhances user
convenience
-Supports
autonomous EVs
-Reduces manual
effort
-High costs
-Reliability issues in
harsh weather
-Complex parking
scenarios
Inductive Charging
in Parking Spots
Use: L2 & DCFC, wireless charging
for convenience
Description: Parking spots with
wireless charging pads that charge
EVs while parked
-Convenient
-Cable-free
-User-friendly
-Seamless parking
experience
-Less efficient than
wired charging
-Requires precise
alignment
-Costly setup
Wireless Charging
In Roads
Use: L2 & DCFC, wireless charging
for convenience
Description: Roads with wireless
technology charging driving EVs
-Extends range
-Reduces battery
size
-Supports
continuous
charging
-High infrastructure
costs
-Efficiency
challenges
-Still experimental
Source: HNTB LOW
9
National EV Trends
Gaining a clear understanding of national trends is essential for anticipating future developments in
transportation and effectively guiding strategic decision-making. EV sales in the United States reached a
record high, with US plug-in electric vehicle sales surpassing 1.4 million vehicles through 2024, as shown
in Figure 3. EV demand continues to grow year-over-year, increasing steadily from 4.25% of new light-
duty vehicle sales in 2021 to 9.84% in 2024.2 This growth is largely driven by a combination of factors
including technological advancements, increased consumer awareness, and supportive government
policies.
Figure 3: US EV Sales from 2015 to 2024
Source: Argonne National Laboratory
The surge in funding for EVs over the past few years has been a major catalyst for sustainability
initiatives, accelerating the transition to cleaner transportation. However, as of 2025, the EV sector is
navigating a period of heightened uncertainty. This is driven by fluctuating market conditions, supply
chain disruptions, and evolving federal policy, incentive, and regulatory frameworks. These factors are
reshaping investment strategies and policy alignment within the industry.
This evolving landscape requires the City of Dublin to remain agile and responsive to shifting priorities.
By staying flexible and proactive, Dublin can better position itself to leverage available resources and
maximize the impact of its sustainability and mobility initiatives.
State EV Trends
Compared to states like California and Oregon, Ohio was not an early adopter of electric transportation
technologies. However, some of its most populous cities are leading the way in EV adoption. DriveOhio
developed the Ohio Alternative Fuel Vehicle Registration Dashboard3 using data from the Ohio Bureau
of Motor Vehicles (BMV) to track the market penetration of all alternative fuel vehicles (AFVs), with a
focus on PEVs.
2 Light Duty Electric Drive Vehicles Monthly Sales Updates - Historical Data | Argonne National Laboratory (anl.gov)
3 Ohio Alternative Fuel Vehicle Registration Dashboard
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Adoption RateEV SalesUS Passenger EV Sales by Drivetrain
Battery electric Plug-in hybrid electric Percent Plug-In
10
Currently in Ohio, PEVs make up 1.12% of all light-duty vehicles on the road. In January 2025, nearly
4.81% of all new vehicle registrations were PEVs, either Battery Electric Vehicles (BEVs) or Plug-in Hybrid
Electric Vehicles (PHEVs). This suggests that Ohio is approaching a significant milestone: once 5% of new
vehicle sales are PEVs, other countries have observed a rapid acceleration in EV market growth.4
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
EV charger installations in Ohio saw a significant uptick beginning in the first quarter of 2021 (Figure 5),
marking a strong push toward expanding EV infrastructure. That momentum has not only continued but
is projected to accelerate further. As of July 2025, Ohio has 1,925 publicly accessible charging station
locations, including 3,582 level 2 ports and 1,365 DCFC ports.5
4 Bloomberg - Electric Car Tipping Point for Mass Adoption
5 Alternative Fuels Data Center
Ohio Jan-25 Percent Plug-in: 4.81%
0.00%
1.00%
2.00%
3.00%
4.00%
5.00%
6.00%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25Percent Plug-inNew AFV RegistrationsNew AFV Registrations Percent Plug-in
11
Figure 5: Public EV Charging Infrastructure in Ohio
Source: Alternative Fuels Data Center, August 2025
Local EV Trends
Compared to other peer cities in Ohio, the City of Dublin distinguishes itself as a leading adopter of
electric vehicles. While the state as a whole has only recently begun to catch up with national leaders,
Dublin’s commitment to sustainability and forward-thinking policies have resulted in higher rates of EV
ownership than many peer cities (Figure 6).
Figure 6: Total AFV Registration by City, July 2025
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Cumulative DC Fast Ports Cumulative Level 2 Ports
1,688
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Dublin Upper
Arlington
New Albany Delaware Hilliard Westerville Powell Grove City Grandview
Heights
Plain City
12
New Technology Risks and Opportunities
Before proceeding with electrification, it is important to be familiar with the various available solutions.
As the transportation sector evolves, a diverse array of emerging energy sources are being explored to
reduce reliance on traditional petroleum-based fuels. These alternatives—ranging from biodiesel,
ethanol, renewable diesel, ammonia, liquefied natural gas (LNG), hydrogen, and electricity—offer
unique characteristics that make them suitable for different applications. Table 4 presents an overview
of different energy sources.
Table 4: Energy Sources
FUEL TYPE DESCRIPTION PASSENGER
VEHICLES
TRUCKS COMMERCIAL
READINESS
Biodiesel
Renewable fuel
made from
vegetable oils or
animal fast.
All diesel models
can run on
biodiesel blends
up to B20.
All diesel truck
models can use
biodiesel blends.
B20 is widely used
in fleet trucks.
Widely used: Mature
drop-in fuel for diesel
engines. Common in
fleets (B5-B20 blends)
with established supply.
Ethanol (E85)
Renewable alcohol
fuel (usually from
corn). Currently
ethanol is blended
with gasoline in low
(10%) and high (85%)
fuel options.
Very limited –
only ~4-6 new
2025 models are
Flex Fuel Vehicles
that run on high-
ethanol fuel
blends.
No current
medium/heavy
duty models run
on high-ethanol
fuel blends.
Common (light-duty):
Mature technology for
cars, with E85 available at
many Midwest gas
stations. Not used in
heavy-duty.
Renewable
Diesel
Produced from
renewable biomass
(e.g. plant oils, waste
fats).
All diesel vehicles
can use
renewable diesel.
All diesel trucks
can use it. Many
fleets have
switched to 100%
renewable diesel.
Commercially available:
Fully drop-in fuel, used by
fleets especially on West
Coast (growing
availability in Midwest).
Ammonia
Carbon-free fuel
converted to
hydrogen or burned.
No vehicles
commercially
available.
No vehicles
commercially
available.
Experimental: Currently
in R&D; infrastructure
and vehicle technology
not yet viable.
Liquid Natural
Gas (LNG)
Natural gas cooled to
liquid for high
energy density.
No passenger
vehicles available.
Several heavy-
duty truck models
(Class 8).
Established (niche): Used
for long-haul trucking;
limited but stable
infrastructure.
Hydrogen
Used in fuel cells;
emits only water
vapor.
1-3 models in
U.S., none in
Midwest yet
(Honda CR-V SUV
in Marysville6).
Pilot-stage heavy
trucks in limited
use; SARTA and
OSU CAR have
pilot projects.
Pilot Stage: Limited
market presence, mostly
pilots; Midwest
infrastructure lacking.
Electricity
(Battery)
Battery-powered
electric motors, zero
emissions.
70+ models
widely available.
Multiple medium-
and heavy-duty
models (limited
range, growing
availability).
Widely available
(passenger), Emerging
(trucks): Well-established
passenger market; truck
availability expanding
rapidly, infrastructure
growing.
Source: HNTB
6 Honda unveils new zero emission hydrogen-electric CR-V at Marysville plant
13
Considering the evolving market dynamics, both battery electric and hydrogen-powered vehicles play
significant roles and are key areas of focus in this discussion.
Balancing Grid Capacity, Technological Diversity, and Policy Flexibility
EV sales in the U.S. reached 372,219 in Q1 2025, marking a 10% increase from the previous year,
highlighting continued healthy market growth. This momentum places pressure on policymakers to
make informed decisions around grid modernization, technology investments, and regulatory
frameworks.
A critical enabler of this growth is the expansion of charging infrastructure, which must be strategically
aligned with grid capacity and demand management strategies to prevent system strain, especially as
charging behaviors evolve and intersect with existing electrical load profiles.
EVs have reached significant technological maturity. Battery costs have dropped, and improvements in
energy density, charging speed, and efficiency have led to price parity with internal combustion vehicles
in many markets. Each EV consumes about 25-40 kWh per 100 miles.7 By 2030, Ohio could see over
5,000 GWh of added demand—enough to power 500,000+ homes. Peak charging may overlap with
summer demand peaks, stressing the grid. Ohio utilities expect EV-related electricity demand to grow
15–20x this decade, requiring major upgrades to transformers, substations, and distribution networks.
Is Ohio ready for the New Electric Demand?
The panel discussion titled “Can Ohio Meet its Future Energy Needs”8 (March, 2025) brought together
energy experts, business leaders, and policy advocates to address a pressing question: is Ohio prepared
for the surge in electricity demand driven by data centers, electric vehicles, and the retirement of aging
power plants?
Panelists agreed that Ohio is relatively well-positioned to meet this challenge, thanks to its diverse
energy mix, strong transmission infrastructure, and competitive energy markets. However, they also
acknowledged that the state is entering an era of rising demand—particularly from AI-driven data
centers—and that this growth will require significant upgrades to the grid, smarter demand
management, more transparent utility planning, and the attraction of private investment to fund new
generation capacity. Table 5 provides an overview of the challenges and actions being taken to meet the
energy demand.
7 Alternative Fuels Data Center: Electric Vehicle Benefits and Considerations
8 All Amped Up: Can Ohio Meet Its Future Energy Needs?
14
Table 5: Challenges and Actions Being Taken to Meet Energy Demand
ASPECT CURRENT STATUS ACTIONS BEING TAKEN
Grid Capacity Adequate but under pressure
from rising demand
New legislation to improve transparency and planning
(e.g., Senate Bill 2, House Bill 15 9)
Energy Mix Diverse: gas, coal, nuclear,
renewables
Continued investment in renewables and natural gas; calls
for fair permitting processes
Demand
Management
Underutilized smart meters and
demand response programs
Push to reinstate energy efficiency mandates and expand
demand-side programs
Affordability &
Equity
Rising costs, especially for low-
income households
Advocacy for least-cost planning and better cost
allocation
Market
Structure
Competitive generation market
with regulated
transmission/distribution
Support for keeping investment risk on private sector, not
ratepayers
Innovation &
Economic
Development
Strong data center growth; AI
driving demand
Emphasis on innovation, grid modernization, and
leveraging energy as a growth catalyst
Source: HNTB
With Ohio's forward-looking approach to managing rising energy demands and the integration of
advanced EV technologies like smart metering, demand response, and vehicle-to-grid (V2G) systems,
EVs are positioned to play a key role in creating a sustainable transportation system.
Hydrogen Fuel Cell Technology: Role and Readiness
Hydrogen fuel cell technology offers advantages in specific applications while facing different
infrastructure requirements and economic constraints compared to battery electric vehicles. Fuel cell
vehicles provide fast refueling capabilities similar to conventional vehicles and extended range potential,
making them particularly suitable for heavy-duty transportation, long-haul trucking, and transit
applications where battery weight and charging time present operational challenges.
Deploying hydrogen requires distinct infrastructure—production, storage, and distribution—which
involves substantial capital investments and technical complexity. Current hydrogen refueling station
costs significantly exceed EV charging infrastructure investments. As of August 2025, all public hydrogen
refueling stations are located in California 10, which highlights the lack of infrastructure across the rest of
the country. This limited availability makes it impractical for the general public to adopt hydrogen fuel
cell vehicles as a primary mode of transportation.
Despite the high costs, several Ohio companies including DLZ and Honda 11 are investing in hydrogen fuel
cell vehicles, even in the absence of fueling infrastructure. DLZ, for example, has deployed six hydrogen
fuel cell cars for its Columbus office. Honda is also producing its first American-made hybrid hydrogen
vehicle, the 2025 CR-V e:FCEV, at its Marysville plant.
Should the City of Dublin invest in Hydrogen Technology?
For the near-term strategic planning horizon, hydrogen fuel cell technology appears most viable for
targeted applications rather than broad consumer adoption. Transit agencies, freight operators, and
specialized commercial fleets represent logical early adoption segments where operational
requirements align with hydrogen's technical advantages. The evidence suggests that EV technology has
achieved sufficient maturity and market momentum to justify substantial infrastructure investments,
9 Ohio Advances Major Energy Legislation
10 Alternative Fueling Station Locator
11 Why Ohio companies are investing in hydrogen cars despite infrastructure issues
15
particularly in regions like Ohio where adoption curves indicate significant near-term growth (Ohio has
surpassed 100,000 plug-in electric vehicles as of April 2025).
Based on current market dynamics, technology trajectories, and infrastructure constraints, the City of
Dublin should not make significant investments in hydrogen technology at this time. Instead, the city can
maintain a forward-looking stance by continuing to monitor advancements in hydrogen technology,
infrastructure development, and market conditions. Keeping an open mind while staying informed
about its progress will position Dublin to adapt strategically if hydrogen fuel cells become more viable in
the future.
Risk Assessment: Technology Diversification vs. Concentration
Concentrating infrastructure investments exclusively on battery electric vehicles presents several
strategic risks. Technology lock-in could limit adaptability to future innovations, while grid dependency
creates potential vulnerabilities during peak demand periods or supply disruptions. Additionally, EVs
may not optimally serve all transportation segments, potentially leaving gaps in decarbonization
strategies for heavy-duty and long-distance applications.
More strategic approaches involve identifying limited near-term hydrogen investments focused on pilot
programs and demonstration projects rather than broad infrastructure deployment. This strategy allows
for technology maturation and cost reduction while preserving flexibility for future expansion if market
conditions and technical performance justify broader adoption.
The optimal policy framework combines strong support for battery electric vehicle deployment with
strategic flexibility for emerging technologies. Regulatory structures should establish technology-neutral
performance standards while providing targeted incentives for early-stage technologies like hydrogen
fuel cells in appropriate applications. This approach encourages innovation while avoiding premature
commitment to specific technological pathways. Policy mechanisms should include periodic technology
assessments, performance benchmarking, and adaptive funding allocation based on market evolution
and technical progress.
16
Electrification Efforts to Date
Dublin’s history with electrification started with their first public charging station in 2012 at the Dublin
Community Recreation Center. The station has two level 2 ports and charging is free for the public. At
the time, the Public Utilities Commission of Ohio would not allow non-utilities to sell for electricity to
the public. This has since changed and entities who are not Electric Distribution Utilities are allowed to
re-sell electricity for EV charging. Dublin has continued to let users of Dublin-operated charging stations
charge for free. Dublin’s first EV fleet purchase
was for four Nissan Leaf BEVs in 2018. Since then,
the majority of Dublin’s new alternative fuel fleet
vehicles have been hybrids and a variety of heavy-
duty CNG vehicles.
The City of Dublin fleet was awarded the Leading
Public Fleet Award for Green Sustainability at the
Advanced Clean Transportation Awards in 2018,
having gone beyond what is required to achieve
sustainability in their fleet operations. In 2021,
the City of Dublin received the Ohio EPA Silver
Level Encouraging Environmental Excellence in Communities (E3C) award, which recognizes
communities with exceptional achievements in environmental stewardship. Later in 2023, Dublin was
one of the first communities to earn the Gold Level award.
Dublin Trends
Dublin is ahead of the state, with about 4.26% of its registered vehicles being PEV as of July 2025,
compared to the State’s 1.12%. In the second quarter of 2025, 8% of vehicle sales in Dublin were
electric. Figure 7 shows the steady growth in the percentage of PEVs out of all vehicles registered in
Dublin. As of July 2025, 1,688 vehicles out of the 39,648 registered vehicles in Dublin were PEVs.
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin
4.26%
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
4.00%
4.50%
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25PEV Fleet PercentagePEV RegistrationsTotal PEVs Percent PEVs
17
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
Figure 8 shows the most popular EV makes and models that are registered in Dublin. Tesla is the most
popular choice by far, taking four of the top five spots.
Figure 8: Top EV Registrations in Dublin
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
In terms of charging infrastructure, there are 113 publicly accessible level 2 ports and 6 DCFC ports in
Dublin as shown in Table 6. These chargers are located mainly in proximity to I-270 and US-33, as shown
in Figure 9.The City of Dublin owns and operates 19 of the level 2 ports and 2 of the DCFC ports as
shown in Figure 10.
Table 6: Number of Publicly Accessible Ports by Ownership
OWNERSHIP CHARGER TYPE NUMBER OF PORTS
City of Dublin Level 2 19
DCFC 2
Private Development Level 2 88
DCFC 4
Total 113
Source: AFDC, PlugShare, August 2025
27
28
33
43
43
49
54
89
293
440
NISSAN Leaf
HYUNDAI Ioniq 5
VOLVO XC90
BMW X5
FORD Mustang Mach-E
JEEP Wrangler
TESLA Model X
TESLA Model S
TESLA Model 3
TESLA Model Y
18
Figure 9: Existing EV Chargers in and Around Dublin
Source: AFDC and City of Dublin
19
Figure 10: City of Dublin Owned Existing Chargers
Source: City of Dublin
Dublin Fleet
The Dublin vehicle fleet represents a diverse array of vehicles essential to the City’s operations and
services with a total of 218 vehicles that serve the municipality. The average model year for all vehicles
is 2015 and the low average annual mileage of 5,289 miles reflects a modern and well-maintained fleet.
Table 7 lists the new vehicle purchases in 2023 that replaced existing vehicles, along with their
associated costs, which total around a $1.4 million investment in alternatively fueled vehicles.
20
Table 7: Replacement and New Vehicles CIP 2023
VEHICLE NUMBER TOTAL
CNG F150 Ford extended cab trucks ($40,000 each) / CNG upfit
($14,000 each)
2 $108,000
CNG F450 Ford dump trucks ($60,000 each) / CNG upfit ($23,000
each)
2 $170,000
CNG F250 Ford four door trucks ($45,000 each) / CNG upfit
($16,000)
5 $305,000
Police hybrid interceptors ($70,000 each) 3 $210,000
Small police electric SUV 1 $60,000
CNG Freightliner plow trucks ($230,000 each) 2 $460,000
CNG Ford 4 door F350 with utility bed ($80,0000 each) / CNG
upfit ($16,000 each)
1 $96,000
Rounding $1,000
Total 2023
Investment
$1,410,000
Source: City of Dublin
Table 8 lists the proposed vehicle replacements between 2024-2028 along with their associated costs,
which total around a $1.3 million investment.
Table 8: Fleet Management Vehicle Request 2024-2028
Source: City of Dublin
Phased Fleet Electrification Approach
Vehicle procurement is aligned with Dublin’s sustainability plan which emphasizes reducing or
eliminating diesel and standard fuel vehicles from the City’s light-duty fleet. This entails establishing and
enforcing an EV procurement policy for new vehicles and phasing out non-EV or hybrid units, except in
heavier classes where no viable EV alternatives currently exist. As Dublin continues its annual vehicle
procurements, specifications should favor models that meet these criteria; for instance, an electric or
hydrogen-powered snowplow might become available that allows the City to meet its sustainability
VEHICLE YEAR VEHICLE AND FUEL TYPE TO BE ORDERED COST
F450 Plow Truck, Used year round 2012 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Plow Truck, Used year round 2003 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Parks chipper truck, Used
year round
2003 CNG 2x4 F450 Reg. Cab Dump Bed $75,000
7400 International Snow Plow 2010 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
Interceptor Dublin Police
Detective Vehicle
2016 TBD $60,000
Interceptor Police Front line 2014 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Total 2024-2028 $1,320,000
21
goals. Ford and other manufacturers are also likely to expand electrified police platforms as their lineups
continue to electrify. Although the fleet’s generally low mileage profiles make electrification
operationally feasible, current market offerings tend to emphasize larger—and therefore more
expensive—battery packs. Given the pace of technology and product evolution, the City should pursue a
pragmatic transition rather than a uniform target: a 100% EV fleet is not recommended at this time; a
diversified mix of EVs, hybrids, and select ICE vehicles where EV options are not yet viable will best
balance sustainability, reliability, and total cost of ownership.
Electrification of Mowing and other Maintenance
Equipment
Dublin is advancing the transition of parks and
recreation equipment to battery-powered solutions,
building on the success of its autonomous electric
mower pilot. The City should continue deploying
battery-electric mowing equipment, prioritizing right-
sized models where commercially available battery capacities can reliably support daily duty cycles. To
maintain operational resilience, electrification of City-owned assets such as mowers and off-road
equipment should be complemented by retaining a limited inventory of gas-powered units. This hybrid
approach ensures continuity of essential services during grid outages while supporting long-term
sustainability goals.
Fleet Charging Infrastructure and Management
Dublin should implement advanced charge management systems and integrate with smart grid
technologies to optimize energy use and minimize peak demand costs. These systems enable real-time
monitoring, load balancing, and prioritization of fleet charging. As the EV fleet expands, incorporating
battery storage can help buffer grid impacts and provide backup power. Pairing this approach with solar-
equipped carports will further enhance sustainability and operational resilience. Effective charge
management also supports data-driven planning, allowing the City to anticipate infrastructure
requirements and avoid costly utility demand charges. The City is already planning ahead, with solar-
equipped carports and additional charging stations scheduled to support 32 vehicles by fall 2026.
Dublin-Owned Charger Usage Analysis
Dublin operates 19 level 2 ports across the City (12 of which are available for public use), and two public
use DCFCs at the Darby lot in Historic Dublin. A year of charging data from the City’s ChargePoint
dashboard was examined, covering December 2022 to 2023, to understand usage patterns and help
predict future needs. There were 18,907 transactions from 2,233 unique users. Transactions were
reviewed to ensure the analysis included quality data. Drivers will sometimes initiate a charging session
incorrectly and need to unplug then plug back in. A transaction was deemed unproductive if it lasted
less than five minutes and delivered less than 0.15 kWh of energy.12 This threshold represents a mere
1.8 kW of power, or about 25% of what would be expected of a typical level 2 charger. Of 18,907
transactions, 3,012 were deemed unproductive and not included in the analysis.
12 Winn, “Electric Vehicle Charging at Work: Understanding Workplace PEV Charging Behavior to Inform Pricing
Policy and Investment Decisions.” https://innovation.luskin.ucla.edu/wp-
content/uploads/2019/03/EV_Charging_at_Work.pdf
22
First, overall utilization of the public facing chargers was reviewed. Table 9 lays out the active charging
utilization rates versus the national utilization average rates. As shown, Dublin’s utilization rates are
significantly higher than the national average.
Table 9: Dublin Charger Utilization and National Averages
*Active Charging Utilization describes when at least one charging port at the facility is delivering power and does not include
idle time.
**National and Ohio utilization is defined as the % of time in a 24-hour day that each charger is plugged into a vehicle,
regardless of whether that charger is actively dispensing power.
Sources: Dublin Data from ChargePoint Dashboard, Feb 1 – April 30, 2024 and National and Ohio data from Stable:
https://stable.auto/insights/electric-vehicle-charger-utilization-by-month.
Based on Dublin’s ChargePoint data, utilization from February to April of 2024 is up approximately 100%
from 2023 utilization. Industry opinion on what charger utilization rate threshold should trigger a
discussion on adding additional chargers varies. For Dublin, a charger utilization rate reaching 30% or
higher for three months is suggested as the time to discuss whether an expansion is necessary. Other
factors helping to make that decision would be whether the three months were a spike due to a specific
event or whether other stations are already planned to be built in the area to displace the need.
The starting and ending State of Charge (SoC) were examined for DCFCs (Figure 11). SoC is less critical
for level 2s – it is commonly considered poor charging etiquette to leave a vehicle plugged into a DCFC
beyond 80% SoC, but the expectation for level 2 chargers is that the vehicle will remain plugged in until
it is full, which can take anywhere from a few hours to over a day, depending on the SoC, battery size,
and power level. Charge speed on a DCFC falls off dramatically once 80% SoC has been reached.
Charging over 80% can also harm the battery long-term. The data reveals that while many users plug in
around 30% SoC, 60% of users remain plugged in beyond 80% SoC.
STATION
NAME
# UNIQUE USERS
/ # SESSIONS
AVERAGE # OF
SESSIONS PER PORT
PER DAY
ACTIVE CHARGING
UTILIZATION (2024)*
NATIONAL UTILIZATION
AVERAGE (2024)**
Rec Center
(Level 2)
148 / 925 5.2 35% 14.5%
City Hall
(Level 2)
78 / 471 1.3 23% 14.5%
Dublin Library
(Level 2)
617 / 1,696 3.1 26% 14.5%
Darby Lot #1
(DCFC)
285 / 1,061 11.8 40% 17.1%
Darby Lot #2
(DCFC)
312 / 1,112 12.4 41% 17.1%
23
Figure 11: Starting and Ending State of Charge for DCFC Sessions
Source: City of Dublin ChargePoint Dashboard
Next, idle times by charger type were examined (Table 10). A vehicle is considered idling when it has
stopped charging but remains connected to the charging station. One key limitation of idle time data is
that the session ends when the vehicle is unplugged. This means users may have unplugged their
vehicles but remained blocking the space. Interestingly, in contrast to the SoC analysis, most idle times
are very short, especially for the DCFCs. 88% of DCFC sessions and 52% of level 2 sessions end within five
minutes of charging completion. However, some vehicles, especially on the level 2 chargers, remain
plugged in for a very long time after charging has finished.
Table 10: Idle Time by Charger Type
CHARGER TYPE NUMBER OF SESSIONS IDLE TIME
DCFC
4,802 <5 mins
543 5-60 mins
135 >60 mins
Level 2
5,370 <5 mins
3,838 5-60 mins
1,207 >60 mins
Source: City of Dublin ChargePoint Dashboard
Given the idle times, ending SoC, and lack of any fees for charging, Dublin should consider implementing
fees for EV chargers. Fees will allow for an opportunity to offset the cost of electricity and instill better
EV charging etiquette among users. Fees for charging are discussed further in Section 0.
The Dublin City Council has adopted the 2024-2028 Five-Year Capital Improvements Program (CIP),
which allocates $256 million dollars for new and existing infrastructure in the City. The 2024-2028 CIP
includes $475k funding 13 for EV Charging Station Infrastructure for the City’s growing fleet of EVs. The
design for the EV charging stations was completed in 2023 and includes carport structures equipped
13 https://city-dublin-oh-budget-book.cleargov.com/12774/capital-request/71042/view
-
200
400
600
800
1,000
1,200
1,400
5%10%15%20%25%30%35%40%45%50%55%60%65%70%75%80%85%90%95%100%Number of SessionsUpper Limit of State of Charge (SoC)
Starting SoC Ending SoC
24
with solar panels which protect the stations from snow and ice while also providing a renewable energy
source for the chargers.
Additional CIP funding is proposed each year to support electric vehicle fleet purchases and the future
buildout of EV charging stations both for Dublin’s fleet and the public. Dublin has also dedicated
significant personnel resources to furthering electrification efforts.
Fees for EV Charger Use
When EVs were first introduced, charging stations were often free to use and readily available as
needed. However, as EVs become more common, this is changing. Chargers, especially DCFC in popular
areas and during high travel periods, can be busy and require a driver to wait their turn. This is also
common for gas pumps during high travel times but the turnover is much faster. Chargers can also be
unavailable when EV drivers seek to charge their vehicle to 100%, as the last 10-15% charge can take a
much longer time to complete. Charging to 100%, especially routinely on a DC fast charger, is also not
recommended by vehicle manufacturers, as routinely charging to 100% can damage the battery through
overcharging and overheating.
Charging fees can be based on the amount of energy used [measured in kilowatt-hours (kWh)], the time
spent charging (measured in minutes), the time spent idling after charging, or a combination of all three.
An informal survey of the Electrify America app for chargers in Ohio revealed a pricing structure based
on energy usage. This typically includes additional fees if the vehicle remains connected after charging,
known as idle fees. The cost per kWh ranged from $0.48 to $0.64, while idle fees were either waived or
charged at $0.40 per minute after a 10-minute grace period.
The City of Bexley, Ohio charges an idle fee of $0.10 per minute after two hours of charging for the
chargers near their city hall. However, most private companies charge at the higher end of the scale. If
the fees are set too low, it may not deter drivers from occupying the charging stations longer than
necessary.
Tesla also has a congestion fee of $1 per minute that is charged when a vehicle reaches 90% SoC. This is
another tactic to turn over parking spots to the next vehicle. It’s worth noting that EV drivers,
particularly those who are accustomed to using public charging stations from well-known brands, are
likely accustomed to these energy-based, idle and congestion fees.
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. Not charging fees can also be a draw for employees and
tourists. As the City expands its charger offerings and to respond to the congestion that could occur with
more EVs on the road needing charging, it is recommended that fees be considered for both energy
usage and idling. As these fees are considered, additional thought should be given to implementing
unique discounts for residents versus non-residents or discounts for specific events that may draw in a
lot of tourists.
By implementing charging fees for EV stations, drivers are incentivized
to follow proper charging etiquette and move their vehicles promptly
when finished, reducing unnecessary idling and ensuring fair access for
all users.
25
Charging Infrastructure Needs
This section addresses several critical components: the projection of charging scenarios to estimate
future EV registrations and corresponding infrastructure requirements, identification of recommended
priority locations within the City of Dublin, an assessment of revenues and costs through a cost recovery
framework, and the implementation of electrification best practices to guide both municipal and private
development initiatives. The analysis is designed to provide a strategic plan for the deployment of
efficient and effective EV charging infrastructure, ensuring the City of Dublin is well-prepared for
continued growth in EV adoption.
Charging Projection Scenarios
It is important to acknowledge that projections for EV adoption have historically tended to overestimate
actual growth (Figure 12). Over the past decade, numerous forecasts anticipated more rapid increases
than what ultimately occurred. Given the current uncertainties within the EV market, the forecasting
methodology for the City of Dublin has been refined to adopt a more conservative approach. This
ensures that estimates for future EV registrations are realistic and that the City's investments remain
prudent and well-aligned with actual demand.
Figure 12: EV Adoption Forecasts Over the Years
Source: BloombergNEF
Dublin’s goal is to prioritize investments in strategic public charging
sites that complement market deployments and fill critical gaps the
private sector is not to ensure effective expansion of EV infrastructure
for all residents and visitors.
26
As of July 2025, the City of Dublin recorded a total of 39,648 registered vehicles, with 1,688 classified as
EVs. Over the previous year (July 2024 to July 2025), 358 new EV registrations were documented,
indicating a steady growth in local adoption. To estimate future EV adoption, a linear forecast based on
the most recent registration data suggests Dublin could reach approximately 4,200 EVs by 2032.
However, given anticipated market developments, including the introduction of more affordable EV
models and expanded public charging infrastructure, this projection may be too conservative.
Recognizing these factors, the analysis applies exponential smoothing—a time-series forecasting
technique that places greater emphasis on recent trends. This method effectively mitigates short-term
variations and reveals long-term patterns in EV adoption.
Taking into account both market uncertainty and Dublin’s strong adoption momentum, a moderate
electrification scenario has been identified. This scenario targets approximately 5,000 AFV registrations
in Dublin by 2032. With continuing market and technology advancements, it is reasonable to expect that
around one-third of the city’s households—out of roughly 18,000—will own an EV within this
timeframe. This data-driven approach provides a robust foundation for planning future charging
infrastructure.
Figure 13: Dublin AFV Registrations Forecast
Source: HNTB
This figure is used in the EV charging scenarios and the calculations summarized in Table 11, which
details the ideal cumulative total EV charging station numbers including private sector and city
investments. These scenarios are created by projecting how many EVSEs will be needed to support the
total number of EVs. EVSE numbers include all level 2 and DCFC chargers, whether publicly or privately
funded. However, it does not include chargers installed in private homes.
The recommended charging scenario for Dublin will need to be reassessed based on actual market
trends due to how rapidly the EV market is evolving, but at this moment a moderately-high charging
scenario for 2035 is recommended, with a 17 to 1 EV to EVSE ratio. This is recommended because of the
high density of single-family homes in Dublin where most EV drivers will have the ability to charge at
home, rather than relying on public charging.
431
1,688
5,433
9,613
0
2,000
4,000
6,000
8,000
10,000
12,000
Jan-21 Jan-22 Jan-23 Jan-24 Jan-25 Jan-26 Jan-27 Jan-28 Jan-29 Jan-30 Jan-31 Jan-32Total AFV RegistrationsAFVs Registered Moderate Electrification High Electrification
27
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City Investments)
CHARGING
SCENARIO
EV TO EVSE
RATIO
EV TO EVSE RATIO SOURCE EVSE NEEDED IN DUBLIN BY 2035
Low 37:1 McKinsey (Kampshoff et al. 2022) 135
Medium 26:1 NREL (June 2023) 192
Moderately-High 17:1 Recommended EV to EVSE Ratio by
2035
294
High 11:1 ICCT (Bauer et al. 2021) 454
Source: National Renewable Energy Laboratory (NREL) – Building the 2030 National Charging Network
Next, the number of each type of charger needed was reviewed – level 2 versus DCFC. In terms of the
number of level 2 charging ports needed compared to DCFC ports, it is recommended to have a more
conservative ratio in the Dublin area at around 20:1 level 2 to DCFC as shown in Table 12. This is
recommended because Dublin already has a relatively low number of public level 2 ports compared to
DCFC ports. Since Dublin is comprised of mostly residential and mixed-use areas, where most users will
be parked for extended periods and not necessarily need rapid charging, a higher number of level 2
ports versus DCFC ports could serve most users. If grant funding for DCFC units does not become
available, or if private sector deployment of DCFCs exceeds expectations, Dublin should consider
reallocating its planned investment in DCFCs toward additional Level 2 chargers to better meet
community needs.
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
PARAMETER VALUE
Projected Number of EVs in Dublin by 2032 5,000
Recommended EV to EVSE Ratio 17:1
Recommended Number of Public EVSE 294
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 280
Recommended Public DCFC Ports 14
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 107 existing public level 2
charging ports and 6 existing DCFC ports. Table 13 shows targets for EVSE implementation to meet the
2035 recommendations. These will include EVSE funded by the City of Dublin and the private sector.
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private Sector and City
Investments)
YEAR LEVEL 2 PORTS DCFC PORTS TOTAL PORTS INCREASE IN
NUMBER OF
PORTS
2023 83 6 89 -
2025 (Existing) 107 6 113 +24
2028 150 8 158 +45
2030 200 10 210 +52
2035 280 14 294 +84
Source: HNTB
Projected Costs
The installation of EV chargers incurs various costs. Table 14 provides an estimate of the capital costs for
deploying the chargers, broken down by charger type and charging scenario. A moderately high charging
28
scenario is recommended for Dublin. When this scenario is combined with a 20:1 ratio of level 2 to DCFC
chargers, the projected total cost comes to approximately $5M.
It’s important to note that these costs will not be borne by the City of Dublin alone. Rather, they
represent the collective investment required from all parties involved in charger installation to achieve
the stated charging infrastructure goal.
Implementation at this scale corresponds to the addition of one to two new charging locations per year
over the next ten years.
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments)
EV PER EVSE LEVEL 2 PER DCFC
ADDITIONAL LEVEL 2 NEEDED BY 2035
ADDITIONAL DCFC NEEDED BY 2035
LEVEL 2 CAPITAL COST ESTIMATE
DCFC CAPITAL COST ESTIMATE
TOTAL CAPITAL COST ESTIMATE
Low:
Mckinsey
2022 (37:1)
20:1 27 1 $545,000 $135,000 $680,000
12:1 23 5 $455,000 $945,000 $1,400,000
3:1 0 39 $0 $7,020,000 $7,020,000
Med: NREL
2023 (26:1)
20:1 81 4 $1,628,000 $648,000 $2,276,000
12:1 75 10 $1,500,000 $1,800,000 $3,300,000
3:1 27 58 $540,000 $10,440,000 $10,980,000
Moderately-
High (17:1)
20:1 173 8 $3,460,000 $1,440,000 $4,900,000
12:1 169 19 $3,370,000 $3,330,000 $6,700,000
3:1 95 92 $1,900,000 $16,560,000 $18,460,000
High: ICCT
2021 (11:1)
20:1 330 17 $6,606,000 $3,006,000 $9,612,000
12:1 315 32 $6,303,333 $5,730,000 $12,033,333
3:1 202 145 $4,033,333 $26,160,000 $30,193,333
Source: HNTB
Note: The capital cost estimate encompasses site preparation, utility upgrades, hardware, and installation. It is estimated that
the capital cost for a level 2 port is approximately $20,000, while a 150 kW DC Fast port costs about $180,000 per Table 16.
These figures do not account for ongoing operations and maintenance, electricity costs, or potential revenue generated by the
charging stations. For further information, refer to the Cost Recovery Model in Section 0.
EV Charging Locations
Figure 14 provides a detailed overview of the existing and the recommended locations for EV charging
stations, including level 1, level 2, and DC Fast charging options across both public and private
developments. These stations are strategically positioned based on existing and anticipated demand in
traffic, tourism, and areas of growth as described in the Envision Dublin Community Plan.14 These
locations will help ensure accessible and convenient coverage to support the growing EV market in the
area. The black callouts indicate the locations in Dublin suitable for public investment in publicly
14 https://storymaps.arcgis.com/stories/775646484c58444e87f70a9bf507e6c6
Assuming the City of Dublin is responsible for 20% of the total charging
ports, it is recommended that the City install 36 Level 2 charging ports
and 2 DCFC ports by 2035 . This would represent a capital investment of
approximately $1 million to support the adoption of EVs.
29
accessible EV charging sites, while the blue callouts highlight key areas where private investment would
be more appropriate.
Figure 14: Future EV Charging Location Recommendations
Source: HNTB
Dublin is strategically targeting investment in 8 public EV charging sites
by 2035 , to complement other private sector investments and help
ensure accessible and convenient coverage to support the growing EV
market in the area.
30
Cost Recovery Model
This cost recovery model evaluates the financial viability of EV charging infrastructure by comparing
projected revenues against associated costs. Revenues streams include energy-based user fees and idle
time charges, while costs encompass capital expenditures and ongoing Operations and Maintenance
(O&M).
Figure 15: Cost Recovery Model
Source: HNTB
Dublin evaluated EV infrastructure costs across multiple dimensions
including capital, electric, maintenance, and other expenses to ensure a
holistic financial model.
31
EV Charging Station Costs
When deploying any EV charging station, several major cost categories must be factored in, including
site preparation, utility upgrades, hardware purchases, installation costs, EV charging station
management software, networking and data services, ongoing costs of electricity to power the EV
charging station and EVs, and routine, preventative, maintenance costs as well as repair costs. These are
detailed in Table 15.
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components
CATEGORY COMPONENTS
Capital Costs
Site
Preparation
Includes trenching/boring, paving, lighting, ADA compliance,
protective barriers (such as bollards), and possible landscaping.
Utility
Upgrades
Covers transformer upgrades, new meters, and service
extensions.
Hardware Refers to the purchase of charging units (e.g., pedestal-
mounted Level 2 or DCFC units).
Installation Encompasses labor, permits, materials, and inspections.
Operations &
Maintenance
Software Network management, user interface, payment processing,
and smart grid integration.
Networking Connectivity costs (e.g., cellular data plans).
Electricity Power consumption based on usage and local utility rates.
Maintenance Routine servicing, part replacement, and software updates.
Source: HNTB
This analysis is structured to detail costs across four primary categories: capital costs, maintenance
costs, networking costs, and the costs of the electricity to power the stations. Table 16 provides a high-
level per-port cost breakdown of the cost components for Level 2 and DC fast chargers. Costs are based
on current, publicly available data, and are meant for high-level estimation purposes. Final costs and
vendor fees are highly variable, requiring project specific quotes. Public chargers typically have a life
cycle of 10 to 15 years, depending on utilization and environmental factors. Over this period, installation
and operational costs can be reasonably recovered, and infrastructure needs can be reassessed as
market conditions evolve. Replacement planning should account for new hardware, installation labor,
and any necessary utility upgrades, all of which contribute to future capital costs.
Table 16: Summary of Estimated Costs by Port
CATEGORY SUB CATEGORY LEVEL 2 PORT DCFC PORT
Capital Costs*
Planning & Oversight ~$4,000 ~$35,000
Site preparation & Labor
(Utility upgrade, trenching) ~$7,000 ~$55,000
Hardware & Installation ~$9,000 ~$90,000
Maintenance
(Annual) - ~$500-$1,500 ~$3,000-$10,000
Networking
(Annual) - ~$500-$1,500 ~$65-$625
**Electricity (Annual) - ~$311 ~$18,020
Initial Investment (CAPEX) - ~$20,000 ~$180,000
32
Annual Total (OPEX) ~$3,000 ~$25,000
Source: HNTB
*Includes administrative legal expenses, rights-of-way, appraisals, architectural and engineering fees, project inspection fees,
site work, trenching and removal, construction, and equipment (pedestal, transformer, distribution panels & breakers, main
circuit breaker, remote shutdown, pull boxes, and conduits, wiring, paint, bollards, etc.).
**Electricity costs are detailed in Table 17.
Utility costs for electricity to operate EV charging stations are highly variable, influenced by multiple
factors including the type of charging station, utilization rates, and local utility pricing structures. Utility
rates often include demand charges, especially for commercial and industrial customers such as EV
charging stations. The scenarios below are based on specified assumptions and provide an example of
annual electricity cost for Dual-Port Level 2 and Dual-Port DCFC EVSE.
Table 17: Estimated Electricity Costs Breakdown
CATEGORY ONE DUAL-PORT LEVEL 2
STATION
ONE DUAL-PORT DCFC
STATION
Service Schedule AC Single Phase Dual Phase 480V Service
Approx. Base Charge (Flat
monthly fee on utility bill)
$10.21 Single Phase/$25.95 3-
phase $25.95 (3-phase)
Approx. Energy Rate $0.13 / kWh $0.10 / kWh
Demand Charges None $12.75 flat fee winter; $9.38
/ kW summer
Reactive Power Charges None $0.003 / kVARh
Monthly Operating Cost $52 $3,003
Annual Operation Cost (Dual
Port) $622 $36,039
Assumptions 160 kWh per month 796 kWh per month
Annual Operation Cost (Single
Port) $311 $18,020
Source: HNTB
*Note: Table 17 presents electric costs only. For comprehensive costs, including networking and maintenance, refer to Table 16.
The estimates are illustrative and intended for reference purposes only. Updates may be necessary based on utility. This is
provided as general guidance.
Revenues
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. As the City expands its charger offerings and to respond
to the congestion that could occur with more EVs on the road needing charging, it is recommended that
fees be considered for both energy usage and idling. Accurate revenue forecasting hinges on a
comprehensive understanding of several interconnected factors:
1. EV Adoption Rates and Regional Demand in Dublin: The fundamental driver of charging
revenue is the actual demand for EV charging, which is directly tied to the rate of EV adoption
within Dublin and its surrounding region. Accurate predictions of regional EV charging demand
are crucial and involve analyzing historical charging data, considering factors such as the current
33
number of EVs, their typical charging patterns, existing infrastructure availability, and external
variables like weather conditions and time of day. Dublin’s revenue projections must therefore
carefully consider its own projected EV growth trajectory and how it aligns with these broader
trends.
2. Charger Utilization Rates (Benchmarking and Forecasting): Utilization, defined as the
percentage of time a charger is actively in use, is a direct determinant of revenue; higher
utilization rates translate into increased revenue and improved ROI. For EV chargers to achieve
profitability, a utilization rate of at least 17%15 is typically required, though market leaders may
achieve profitability with a slightly lower rate of 14%. However, observed average daily
utilization can vary widely, from a low of 13% to a high of 47% across different fast-charging
stations. It is important to note that a significant proportion of chargers, even in mature EV
markets like the Netherlands, operate at a loss, with 20% of DC chargers exhibiting less than 1%
utilization. Factors that influence utilization include the quality of the location (visibility,
accessibility, proximity to amenities), the daily number of charging sessions, the average energy
dispensed per session, and the level of competition from nearby charging options.
3. Pricing Strategy and Competitiveness: The chosen pricing strategy directly impacts revenue.
Offering a competitive price per kWh or per session is essential to ensure that Dublin’s chargers
remain attractive compared to alternative charging options. The pricing model must strike a
delicate balance between affordability for users and the need to cover operational costs and
achieve revenue targets. Experimenting with different pricing models and continuously
monitoring driver responses is key to identifying the optimal price point that maximizes revenue
without deterring users. It is crucial to avoid extreme pricing: setting rates too low can
undermine the financial sustainability of the charging stations, while rates that are excessively
high can deter EV drivers. A thorough understanding of the local utility’s energy pricing
structure, including any demand charges during peak hours, is fundamental for developing an
effective and profitable pricing strategy 16.
4. Charger Reliability and Uptime: The reliability and consistent uptime of charging stations are
non-negotiable for revenue generation and customer satisfaction. Any downtime directly
impacts revenue potential and erodes customer trust. A reputation for reliable chargers fosters
repeat business, whereas frequent outages will deter usage and lead to negative perceptions.
5. Location Quality and Accessibility: The strategic selection of deployment sites is paramount for
maximizing utilization and ensuring long-term profitability. EV drivers prioritize stations that
offer minimal wait times and straightforward access. Sites that are poorly marked or
consistently occupied are likely to experience reduced usage. The optimal location varies
depending on the charger type.
15 https://kalibrate.com/insights/blog/electric-vehicles/utilization-passing-the-ev-charger-roi-test/
16 https://www.pecnw.com/blog/how-to-forecast-revenue-for-ev-charging-stations/
As the City expands its charger offerings and to respond to the
congestion that could occur with more EVs on the road needing
charging, it is recommended that fees be considered for both energy
usage and idling.
34
According to Stable Auto 17, the national average estimated price of charging at DCFC stations is $0.45
per kWh, while in Ohio it is $0.40 per kWh. For Level 2 stations, the national average estimated price is
$0.26 per kWh. Several pricing scenarios can be considered for EV charging, including low, moderate,
and high pricing tiers.
Table 18: Pricing Scenarios
CATEGORY PRICING [$/KWH]
Level 2 0.26 $/kWh
DCFC – Low Price 0.30 $/kWh
DCFC – Moderate Price 0.40 $/kWh
DCFC – High Price 0.50 $/kWh
Source: HNTB
Variations in charging utilization are notable and should be considered when evaluating operational
scenarios. The following outlines low, moderate, and high utilization cases.
Table 19: Utilization Scenarios by Port Type
NUMBER OF SESSIONS PER DAY [UTILIZATION %*]
Category Low [Utilization %] Moderate [Utilization %] High [Utilization %]
Level 2 1 session [16.67%] 2.5 sessions [40%] 4 sessions [66.7%]
DCFC 2 sessions [6.25%] 5 sessions [15.6%] 10 sessions [31.25%]
Source: HNTB
*Note: Utilization calculations are based on 45-minute DCFC fast sessions and 4-hour Level 2 sessions
EV Charger Financial Model
The initial funding for acquisition of the EV charger infrastructure could consist of a mix of grants, city
resources, and proceeds from financing. The use of equipment lease financing could be used to acquire
the charging equipment with the source of repayment derived from user fee revenue. Equipment
leasing offers the structuring flexibility and relatively low cost of borrowing that would complement the
funding objectives of the EV Charger program.
The program will operate on a self-sustaining model. All budgetary and financial activity would be
tracked in a separate enterprise fund established for the purpose of tracking program revenue and
expenditures.
The revenue from user charging fees should be used to offset the full cost of equipment acquisition,
operations and maintenance of the charging stations. The cost recovery would be designed in
accordance with the City’s cost recovery policy as reviewed and approved by City Council annually.
17 https://stable.auto/insights/electric-vehicle-charger-price-by-state
35
Breakeven Year Estimate
Based on different studies, it can take anywhere from 2 to 10 years for a DC fast charger to break even,
depending on various factors such as initial investment cost, usage rates, and operating expenses. Some
businesses might break even in 2-3 years, while others might take longer.
Assuming an average session of 60 kWh, with a moderate utilization (See Table 19) rate of five sessions
per day (representing a 15% utilization rate), and a moderate pricing rate (See Table 18) of $0.40 per
kWh with a projected 2% annual increase in both revenues and costs, the following summarizes a
simplified 10-year cost recovery model for a 150 kW dual-port charging station. The analysis is based on
360 operational days per year at 97% uptime, and an initial capital investment of $180,000 (See Table
16). Under these parameters, annual revenues are estimated to range from approximately $40,000 to
$50,000, while annual operating costs are projected to be around $25,000.
Estimated Annual DCFC Revenue (Dual-Port 150kW) = 5 [sessions] x 360 [days] x 97 [%] x 60 [kWh] x
0.40 [$/kWh]= $41,904.
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger
Source: HNTB
For a single-port Level 2 charger, with the assumption of an average session of 11.5 kWh at 2.5 sessions
per day (equating to approximately 40% charger utilization daily), each session lasting four hours and
delivering roughly 46 kWh, and a charging fee of $0.26 per kWh, the projected initial capital expenditure
is $20,000 with annual operating expenses of $3,600. Assuming 97% uptime across 360 days of
operation per year, the estimated annual revenue for the single-port charger is calculated as follows:
Estimated Annual L2 Revenue (Single-Port) = 2.5 [sessions] × 360 [days] × 97 [%] × 46 [kWh] × 0.26
[$/kWh] = $10,441.
Under these parameters, the simplified 10-year cost recovery model for a single port L2 charger is
shown below:
36
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger
Source: HNTB
Assuming the deployment schedule of two DCFC ports in Year 4, and the addition of four Level 2 ports
annually starting in Year 1—with an increased rate of 6 ports in Year 6 and 10 ports in Year 7—the
following analysis presents the projected revenue and cost outcomes for the planned installation of 36
Level 2 and 2 DCFC ports. This assumes moderate pricing, utilization, and adoption scenarios, with no
idle fees. This deployment becomes profitable in Year 5.
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports
Source: HNTB
In light of the above analysis, Level 2 charging solutions present a clear, low-risk pathway for Dublin,
offering reliable cost recovery and strong potential for positive returns, especially with phased
deployment. While DC fast charging entails a greater financial commitment and inherently higher risk
due to its upfront investment, the long-term prospects remain promising—both models are expected to
37
deliver not only a positive return on investment but also significant social benefits by promoting broader
EV adoption.
Electrification Best Practices
The working group reviewed the various ownership models and researched best practices for
electrification from the City’s perspective as a charging owner/operator and from the perspective of
developers bringing EV chargers to the City.
The remainder of this section provides guidance for private developers on installing EV charging and
best practices for contractual agreements for the City to own and operate chargers on their property.
The recommendation is to continue contracting full services to third parties, as this approach minimizes
costs, leverages skilled maintenance, and allows for flexibility in provider changes.
Ownership Models Analysis
The city must consider the impacts of EV charging station ownership models on capital outlay, ongoing
O&M costs, and potential revenue before deploying chargers. Ownership types affect budget allocation,
risk exposure, and infrastructure scalability. Understanding the trade-offs between financial investment
and public benefit will help policymakers choose the best model for strategic sustainability goals.
Table 20: Ownership Models
CONSIDERATION DUBLIN OWNS
AND OPERATES
DUBLIN CONTRACTS WITH
THIRD-PARTY FOR O&M
SERVICES
THIRD-PARTY LEASES SITE FROM DUBLIN AND OWNS AND OPERATES
Capital Costs $$$$$ $$$ $
Operations &
Maintenance
$$$$$ $$$ $
Revenue $$$$$ $$$ $
Conclusion Higher Costs
Higher Risks
Moderate Costs
Moderate Risks
Lowest Costs
Lowest Risks
Source: HNTB
Contracting with a third-party vendor for full-service EVSE delivery offers Dublin a balanced approach
to infrastructure deployment. This model reduces the City’s capital and operational expenditures while
leveraging vendor expertise for installation, maintenance, and customer service. Although direct
revenue may be lower compared to City-owned models, this approach aligns with Dublin’s goals of
enhancing public amenities and accelerating EV adoption. It also shifts operational risks to specialized
providers, allowing City staff to focus on strategic priorities. Partnering with experienced vendors can
expedite deployment timelines and ensure high-quality service standards across the network. In order
to implement this model, the next step should be to develop a framework to implement user fees,
operations and policy considerations to create a plan to establish the structure of the program.
By prioritizing publicly accessible facilities in its EV infrastructure
strategy, Dublin positions itself as a leader and a model for other
cities, demonstrating how thoughtful investment in charging stations
can accelerate the transition to sustainable transportation and
maximize community impact.
38
City of Dublin
Table 21 presents best practices that the City of Dublin should consider when operating EV charging
infrastructure on Dublin-owned property.
Table 21: Key Considerations for the City of Dublin
CATEGORY BEST
PRACTICES
DESCRIPTION
Accessibility
Scalability Prioritize EV charging management system capabilities that meet the growing
demands of handling more drivers, chargers, and transactions.
Compatibility
Deploy chargers that are compatible with the highest number of EVs on the
market and ensure interoperability with various EV models by accommodating
the appropriate connector standards (such as CCS, or NACS standards).
Code Changes Enact code changes that allow the City to enforce EV charging only parking
spaces.
Visibility
Ensure EV drivers can easily locate the EV chargers upon entrance to the
property through appropriate ground or sign markings. As current regulations
are reviewed, site standards and landscaping components should be taken into
consideration.
Fleet
Management
Capabilities
Ensure the EV charging infrastructure is optimized to fulfill the charging needs
of employee drivers and fleet managers, including automatic notifications via
smart connections to promptly address maintenance issues.
Standards
and
Integration
Data Security
and Privacy
Implement robust data security measures to protect user data and privacy, in
compliance with applicable regulations.
Customer
Support
Specify the provision of reliable customer support services, including 24/7
assistance and responsive maintenance teams.
Charging
Management
Require that EV charging systems notify users via app or SMS when charging
is complete. This encourages timely vehicle removal, improves charger
availability, and supports better etiquette at public charging sites.
Pricing
Transparency
Ensure a transparent procurement and charging pricing process. All vendors
will be required to make an API available for free to third party software
developers to share this information.
Sustainability
and Future-
Proofing
Smart Grid
Integration
Promote integration with the local smart grid to optimize charging schedules
and reduce strain on the electrical grid during peak times.
Community
Engagement
Include provisions for community engagement and feedback mechanisms to
address concerns and ensure charger locations are well received by residents.
Compliance
and Reporting
Set up regular reporting and compliance checks to ensure that contractors
meet the terms of the agreement and adhere to City standards.
Futureproofing Consider future technologies and standards, ensuring that the contract allows
for upgrades and adaptations as the EV charging industry evolves.
Incentives for
Renewable
Energy
Explore incentives for contractors to invest in renewable energy sources and
energy storage solutions to reduce environmental impact.
Pricing
Stay Up to
Date with
State Law
An entity providing EV charging services is not considered a public utility.
Pricing by kWh and time are both permitted, with per kWh gaining more
popularity and being perceived as fairer. Costs around $0.50/kWh are
common for privately owned DCFC.
Ohio currently collects EV, PHEV, and Hybrid registration fees to supplant or
replace gas tax revenue, but these fees are not being shared with
municipalities.
Charging For
Usage
Set up fees to recoup energy costs and encourage good etiquette. Specific
recommendations are discussed in Section 0.
39
CATEGORY BEST
PRACTICES
DESCRIPTION
Demand
Charges
Low utilization of high-power chargers can impose high demand charges.18 Be
careful not to over-build DCFCs to keep utilization high. Inconsistent or “peak”
usage will incur higher fees from the utility. Talk to the utility about EV-
specific rates that may exist.
Fees for
Behavior
Change
Imposing idle fees once charging has substantially completed encourages
turnover. Drivers have come to expect fees, and pricing this scarce resource
accordingly will become more critical. Flat idle fees in the range of $0.40 -
$1.00 per minute are common for DCFCs but using an escalating fee may
produce better results. Tesla offers a tiered system where the fee is
dynamically adjusted based on congestion at the Supercharger and the
vehicle’s SoC.19
Equity
Outreach to people who don’t have charging at home is recommended to
ensure that pricing strategies do not exclude these groups. Lower-income
populations are less likely to have access to home charging, a double-edged
sword – higher prices will affect them disproportionately, but higher turnover
of spaces could be a benefit to a group that doesn’t otherwise have access.
Source: HNTB
18 Electricity Cost for Electric Vehicle Fast Charging (nrel.gov)
19 https://www.tesla.com/support/charging/supercharger/fees
40
Private Development
From offering EV charging as an incentive for employees to adding an EV charger to their place of
business as a new revenue source, private businesses and developers of various types are seeing the
electrification of vehicles impact their day-to-day decisions.
The City of Dublin takes an active role in partnering with businesses who choose Dublin as their home
and wants to continue to offer that partnership as Dublin’s EV charging network is built. This includes
creating public-private funding mechanisms to promote the installation of new EV charging stations,
particularly in multi-family residences and commercial developments.
Table presents best practices for private developers to implement when installing EV chargers. It is
recommended that these best practices be shared on an electrification webpage, serving as a resource
to guide effective and efficient charger installations and promote broader adoption of EVs.
Table 22: EV Charging Best Practices for Private Developers
CATEGORY BEST PRACTICES DESCRIPTION
Physical Space
Easy Access
Place EV chargers in well-lit, well-marked and easily accessible areas,
such as near parking lot entrances and exits. This will make it easier
for drivers to find and use the chargers.
Location Convenience
Place EV chargers in locations that are convenient for users, such as
near shopping centers, workplaces, and residential areas to
encourage more people to use the chargers.
Site Aesthetics
Ensure that the placement of EV chargers is carefully considered to
preserve the site’s visual appeal while still providing convenient
access to charging stations.
Electric
Utilities
Early Coordination
Coordinate with the local electric utility company early in the
planning process to ensure that there is sufficient electrical capacity
to support the EV chargers.
Site Improvements
Determine if any utility upgrades such as system upgrades,
distribution work, or new service work are needed and the
associated costs.
Separate Metering
Request separate metering for EV chargers to appropriately pass
along electricity charges and to receive better data on electricity
usage. Separately metering charging load, either with a separate
meter or submetering equipment, is necessary for functions such as
billing EV drivers based on usage, administering different rates,
collecting charging data, and excluding charging load from demand
charge calculations from the rest of the building.
Permits and Licenses
Obtain all necessary permits and licenses from the City of Dublin to
ensure that the EV chargers are in compliance with all applicable
laws and regulations.
Site Feasibility
Pull-Through Spots Prioritize pull-through spots for more efficient use of charging and to
address the needs of medium and heavy-duty vehicles.
Amenities Install chargers near amenities such as restaurants, restrooms,
seating, and vending machines.
Safety and
Security
Fire Safety Comply with all applicable fire safety codes and regulations.
Remote Shutoff Equip the EV chargers with remote shutoff capability, so that they
can be turned off in the event of an emergency.
Cybersecurity
Measures
Implement cybersecurity measures to protect against unauthorized
access and data breaches.
41
CATEGORY BEST PRACTICES DESCRIPTION
Locked Cabinets Store the EV charging equipment in locked cabinets to prevent theft
and vandalism.
Vandalism Resistance
Choose EV chargers that are vandalism resistant. This includes
features such as heavy-duty construction, security cameras, and
motion sensors.
Cameras Consider installing cameras at the EV charging station to improve
safety.
Lighting Install adequate lighting at the EV charging station to improve
visibility and safety.
Accessibility
ADA Compliance
Make sure that the EV charging station is accessible to people with
disabilities., taking into consideration guidelines provided by the U.S.
Access Board 20 for inclusive design.
Maintenance
Establish a regular maintenance schedule for the EV charging station
to ensure that it is in good working order. This includes inspecting
the equipment for damage and making any necessary repairs.
Source: HNTB
Electrification Recommendations
This section provides actionable insights for stakeholders at various levels, detailing how to navigate the
evolving landscape of EVs and EV charging infrastructure. These core recommendations provide a
roadmap for making informed decisions and investments in the electrification journey.
Charging Infrastructure Deployment
Short-term Recommendations (2026-2027)
Annually review charger deployment locations and needs through
the Capital Improvement Program process, programming new
equipment as funding and project priorities allow.
As part of this review, apply a standard of 30% average usage
sustained over a three-month period to determine when to consider
adding chargers at existing locations, while also evaluating usage
data in the context of nearby events that may skew results and
incorporating any public feedback about the site.
WHO'S INVOLVED:
Facilities, Transportation and
Mobility, Deputy City Manager, City
Manager
Medium-term Recommendations (2028-2030)
Update projections every 2 years to check adoption, regulation,
funding changes, etc.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Facilities, Data and
Analytics
20 https://www.access-board.gov/ta/tad/ev/ A B
42
Long-term Recommendations (2030-2035)
Reassess needs based on changes in EV technology, adoption rate,
and private charging availability.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and Analytics
Planning and Zoning Codes, Building Standards
Short-term Recommendations (2026-2027)
Evaluate the zoning code to facilitate the installation of EV charging
infrastructure by assessing current codes, requiring EV-ready
parking, and ensuring a percentage of spaces in new parking lots
and garages are EV-ready in upcoming code updates. As current
regulations are reviewed, consideration for site standards and
landscaping should be included.
This effort should include encouraging new homes to be
constructed with 220V electrical lines to support Level 2 chargers
and developing solutions for renters in multi-unit housing.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering
Use the U.S. Access Board Design Recommendations for ADA
accessible vehicle charging stations. This entails recommending a
percentage of spaces to be ADA accessible ensuring inclusivity and
accessibility.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering, Facilities
Medium-term Recommendations (2028-2030)
Create educational materials for development projects, establish
clear guidance for EV readiness once changes in the zoning code
are complete, and offer options for varying levels of development,
from basic readiness to comprehensive charging infrastructure.
WHO'S INVOLVED:
Planning, Communications and
Marketing, Transportation and
Mobility, Economic Development
Long-term Recommendations (2030-2035)
Work collaboratively with housing developers as project proposals
are submitted to request accommodating the evolving needs of EV
charging infrastructure.
WHO'S INVOLVED:
Planning, Economic Development,
Transportation and Mobility C A B C D
43
Partnerships
Short-term Recommendations (2026-2027)
Continue to collaborate with MOPRC to identify new collaboration
opportunities. This should include participating in the Central Ohio
Charging Smart Cohort and seeking Gold status in the Charging
Smart Program and new granting opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, City
Manager’s Office, MORPC
Medium-term Recommendations (2028-2030)
Continue collaboration with neighboring jurisdictions and MORPC
to identify partnering opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Utilities, MORPC, Neighboring
Jurisdictions
Long-term Recommendations (2030-2035)
Further coordinate with regional partners to review the network of
EV charging stations in the area, so that Dublin remains connected
to neighboring communities.
WHO'S INVOLVED:
City Leadership, Transportation and
Mobility, Regional Municipalities
Education and Outreach
Short-term Recommendations (2026-2027)
Conduct public outreach to understand community needs and
share Dublin’s plans. Then, use the findings to create an educational
campaign that promotes EV benefits, incentives, new technologies,
best practices, and EV etiquette.
The medium-term recommendation under Planning and Zoning
should build upon this effort as the foundation for developing the
necessary materials.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing with
input from local community partners
Medium-term Recommendations (2028-2030)
Work with Visit Dublin Ohio to update their tourism information to
include information on EV charging.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing, Local
Community Organizations
A B C A B
44
Long-term Recommendations (2030-2035)
Reassess public education and outreach needs as EV technology
advances.
WHO'S INVOLVED:
Transportation and Mobility
Dublin Fleet
Short-term Recommendations (2026-2027)
Pursue light-duty vehicle conversions and conduct ongoing
assessment of fleet needs in alignment with the recommendations
of the Dublin Sustainability Plan.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Continue to meet with local government fleet management teams
to discuss ideas and best practices around procurement and
management of EVs and chargers.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Medium-term Recommendations (2028-2030)
Evaluate light duty fleet vehicles that have demanding duty cycles
with EVs of PHEVs to assess if operational needs are met.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Long-term Recommendations (2030-2035)
Carry out the Dublin Sustainability Plan’s recommended
implementation to identify infrastructure needs to increase EVs and
equipment within parks and facilities maintenance.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Reassess fleet needs. Fleet needs and vehicles available to fill those
needs will continue to change over time so a regularly scheduled
reassessment of needs around the capital budget process is needed.
Continue to actively pursue light-duty vehicle conversions as
contained in the Dublin Sustainability Plan’s recommendations.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
C A B C D E
45
Funding
Short-term Recommendations (2026-2027)
Explore available external state and federal grants and incentives
for EV charging infrastructure and develop a strategy to secure
funding. Engage with other governmental agencies on partner
opportunities to develop regional grant applications. Consider
priority federal grants such as the National Electric Vehicle
Infrastructure (NEVI) Program.
WHO'S INVOLVED:
Transportation and Mobility, City
Manager’s Office, Transportation &
Mobility
Medium-term Recommendations (2028-2030)
Incorporate dedicated funding within the ongoing five-year CIP to
support the expansion and maintenance of EV charging
infrastructure, while actively monitoring federal, state, and utility
grant opportunities as funding availability and project priorities
allow.
WHO'S INVOLVED:
Transportation and Mobility, City
Finance Department, City Council
Collaborate with developers and utility providers to ensure that
proposed projects are supported with adequate electrical
infrastructure to maximize economic development opportunities.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department
Long-term Recommendations (2030-2035)
Explore public-private partnership opportunities for EV
infrastructure investments to reduce the burden on the City’s
budget.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department,
Private Sector Partners A B C D
46
Fee and Code Considerations
Short-term Recommendations (2026-2027)
Create a robust financial and operational implementation
roadmap including the development of an enterprise fund and
sustainable fee structures.
WHO'S INVOLVED:
City Council, City Manager’s Office,
Transportation & Mobility, City
Finance Department, City Engineer
Develop a detailed framework to implement user fees, for both
DC fast chargers (DCFC) and Level 2 chargers, to recover electricity
costs and promote sustainable use. This includes implementing
higher or idle-time fees for DCFC to encourage turnover after
reaching an 80% state of charge while recognizing that idle fees for
Level 2 chargers may be less critical due to lower demand and usage
patterns. To align with Dublin’s goals—recovering costs while
promoting proper EV charger usage—it is advised to avoid setting
prices too high or too low and to use these average rates as a
guideline: $0.26/kWH for Level 2 charging and $0.40/kWh for DC
Fast charging.
Medium-term Recommendations (2028-2030)
Consider policy and code updates to deter non-compliant parking
at EV charging stations. This includes measures to prevent internal
combustion engine vehicles from occupying EV-designated spaces
and to discourage EV drivers from parking without actively charging.
Such policies will help ensure fair access to charging infrastructure
and promote responsible usage.
WHO'S INVOLVED:
City Planning Department,
Transportation and Mobility
Long-term Recommendations (2030-2035)
Keep up with maintenance, make sure fees are accomplishing the
intended goals.
WHO'S INVOLVED:
City Manager’s Office, Transportation
& Mobility, City Finance Department A B C D
47
Future Considerations
Alongside the electrification recommendations, these future considerations provide additional
opportunities to support continued progress in advancing EV infrastructure.
Future Considerations
• Meet with large, private employers to understand their roadmap on offering EV chargers for employees,
including incentives such as front row parking.
• Meet with new businesses interested in moving to or expanding in Dublin to discuss their plans to add
employee EV charging to parking areas.
• Seek partnerships with businesses to expand the network of public and private charging stations.
• Update projections every 2-3 years to check adoption, regulation, funding changes, etc.
• Through coordination meetings with utility companies, inquire about their challenges and needs regarding
managing grid load and capacity to align sustainability efforts and to share Dublin’s plans and goals to
understand level of effort for deployment.
• Develop community outreach materials that provide information for diverse populations, ensuring
equitable awareness and knowledge sharing about EVs and charging infrastructure.
• Provide educational materials at various City-hosted events, such as the State of the City, Homeowners
Associations Leadership meetings, etc.
Office of the City Manager
5555 Perimeter Drive • Dublin, OH 43017
Phone: 614.410.4400
To: Members of Dublin City Council
From: Megan O’Callaghan, PE, City Manager
Date: October 7, 2025
Initiated By: Michael E. Barker, Deputy City Manager
Jean-Ellen Willis, PE, Director of Transportation and Mobility
J.M. Rayburn, AICP, Planner II
Re: Dublin EV Infrastructure Comprehensive Plan Follow Up
Background
Following the initial presentation of the draft Dublin EV Infrastructure Comprehensive Plan to
City Council on October 7, 2024, Council provided feedback, comments, and questions across
several key areas. The project team has since conducted further research and analysis to
address these topics, which include Benchmarking, Ownership Models, Technology, Charging
Infrastructure, Financial Analysis, Fleet Management, and Policies and Zoning.
Summary
This memo summarizes City Council’s discussion items and the project team’s responses, with
each section providing an overview and a link to the Draft Report in Appendix A for those
seeking more detailed information.
City Council Discussion items
1. Benchmarking [See Local EV Trends in the attached Plan]
City Council inquired about benchmarking Dublin against other cities. Dublin stands out
among peer Ohio cities (Upper Arlington, New Albany, Delaware, Hilliard, Westerville,
Powell, Grove City, Grandview Heights, Plain City) for its high number of EVs (1,688 EVs
as of July 2025 as shown in Figure 1). Additionally, Dublin consistently surpasses the
state average EV adoption rate, positioning the City as a leader in supporting clean
transportation options.
Figure 1. Total EV Registrations by City (July 2025)
1,688
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Dublin Upper
Arlington
New
Albany
Delaware Hilliard Westerville Powell Grove City Grandview
Heights
Plain CityTotal EV RegistrationsMemo
Dublin EV Infrastructure Comprehensive Plan
Page 2 of 11
October 7, 2025
Central Ohio cities are actively expanding their EV charging infrastructure, with a mix of
municipal initiatives, public-private partnerships, incentive programs, and strategic
funding.
Westerville secured $105,000 from the Ohio EPA’s VW settlement funds, an opportunity
that is no longer available, and added $25,000 from its Electric Division to install eight
public Level 2 ports. Its PowerUp rebate program, funded by the city’s electric utility,
has distributed over $50,000 in incentives since 2019. New Albany approved up to
$150,000 for its town center chargers but was reimbursed nearly $144,000 through
AEP’s rebate program, which has since been discontinued. Dublin also took advantage of
this program, receiving $150,000 to install two DC fast chargers at the Historic Dublin
Darby lot. Hilliard budgeted $15,000 in 2024 to upgrade aging chargers and is
evaluating future investments based on pilot results. Dublin spends $15,750 annually for
the maintenance of 21 EV chargers through ChargePoint, while Delaware allocates
$10,000 annually for charger maintenance and upgrades through its Facilities budget,
and Powell offers competitively priced charging at City Hall without direct incentives. As
neighboring cities ramp up their efforts, Dublin has an opportunity to continue leading
the region by advancing both EV infrastructure and adoption.
2. Ownership Models [See Electrification Best Practices]
Council inquired about the different EV charging ownership models and requested more
information regarding the financial implications of fully owning and operating EV
chargers or whether private ownership is more cost effective.
a. Public vs Private Ownership Models
The Draft Report examined the most prevalent ownership models (Table 1). The
plan recommends that Dublin retain ownership of the EV chargers while contracting
with a third-party vendor for operations and maintenance (Ownership Model #2).
This approach reduces the City’s operational expenditures, transfers operational risks
to specialized providers, and leverages vendor expertise for operations,
maintenance, and customer service. It also retains Dublin’s ability to collect charging
revenue, which can be used to offset costs and compensate third-party operators.
The City of Dublin currently contracts with ChargePoint Inc. to maintain all city-
owned stations, including cloud-based software and related support services, at a
cost of $15,750 annually—an arrangement already consistent with the recommended
ownership model. Should Council approve the City-Owned/Vendor O&M model with
associated user fees, the costs for third-party services can be covered, providing
additional funds to sustain the program and support future expansions.
Table 1. EV Charger Ownership Models
Ownership Model Description
Fully City
Ownership
(#1)
The City of Dublin owns, installs, operates, and maintains all EV charging
stations, controlling pricing and keeping all revenue. This model requires the
City to cover all costs and manage upgrades, relying on skilled staff or
contracts, and involves the highest financial and resource risk.
Dublin EV Infrastructure Comprehensive Plan
Page 3 of 11
October 7, 2025
City Owned,
Vendor O&M
(#2)
Dublin’s current model has the City owning charging equipment while a vendor
handles installation, operations, and maintenance. This approach ensures
predictable costs, data access, reliable service, and lower operational risk.
Vendor Ownership
(Lease)
(#3)
A third-party vendor leases City land and handles all investment, installation,
operation, and maintenance of EV charging stations. This minimizes cost and
risk for the City but limits its control over pricing, operations, and data unless
addressed in the lease.
b. Is Private Ownership and Operation the Most Cost-Effective Model for Dublin’s EV
Infrastructure?
If private entities owned the chargers (Vendor Ownership Model #3), Dublin would
have reduced influence over pricing, revenue, and design decisions. Considering
current costs and the advantages of retaining control, City ownership with
contracted operations and maintenance (Ownership Model #2) is identified as the
preferred approach for the next five to ten years. This strategy may be revisited as
market conditions change.
3. Technology [See Trends in Electrification]
Council requested information regarding grid capacity and potential investments in
alternative technologies, such as hydrogen. Additionally, Council inquired about
innovative charging solutions, including the use of robotic chargers.
a. Can the Grid Handle the Demand from EV Chargers?
The plan recognizes concerns regarding the electric grid’s ability to accommodate
increased charging demand and recommends regular coordination with utility
providers to ensure adequate capacity and inquire about their challenges and needs
regarding managing grid load. On-site battery solutions and renewable energy are
also recommended to enhance grid resilience and reduce peak demand pressures.
At the state level, Ohio is well-positioned to address the anticipated increase in
electricity demand, drawing on its diverse energy mix, robust transmission
infrastructure, and competitive energy market. The state’s forward-looking strategy
includes investments in smart metering, demand response programs, and vehicle-to-
grid (V2G) technologies.
b. Should Dublin Consider Investing in Technologies other than EVs?
It is advisable for Dublin to maintain flexibility by routinely evaluating vehicle
technology options and avoiding excessive commitment to any single vehicle fueling
solution. The project team reviewed other fueling types, including biodiesel, ethanol,
renewable diesel, compressed natural gas, liquid natural gas, ammonia and
hydrogen. Hydrogen fuel shows promise for specific fleets but isn’t recommended for
broad investment now, as battery electric vehicles offer immediate, sustainable
benefits and are widely adopted. Given current trends and infrastructure, Dublin
should hold off on major investments in other fueling options such as hydrogen, and
instead closely monitor future developments to adapt as needed.
Dublin EV Infrastructure Comprehensive Plan
Page 4 of 11
October 7, 2025
c. Innovative Charging Solutions vs Conventional Charging
The Draft Report recommends Dublin focus on conventional charging approaches in
the near term, as these are cost-effective, quickly deployable, and familiar to users.
Innovative charging options (such as streetlight chargers, wireless chargers, and
inductive chargers) should not be immediate priorities because they are still
undergoing research and development, have limited proven reliability, and are more
expensive to deploy. However, these technologies may be considered for pilot
programs in select locations as they mature and become more viable over time.
The plan also stresses grid demand management. Dublin should implement
advanced charging management systems and smart grid integration to optimize
energy use and reduce peak costs. Using battery storage and solar-equipped
carports with charging stations, like the Smart Parking Lot Dublin constructed at
5100 Rings Road, will further improve sustainability and grid resilience. This
approach supports efficient energy use, anticipates future infrastructure needs, and
aligns with utility providers’ goals as EV adoption grows.
4. Charging Infrastructure [See Charging Infrastructure Needs]
Council recommended reviewing the target goal for achievability and sought clarification
on the useful life of EV chargers and the potential for emerging technologies to render
current equipment obsolete. Council also inquired about setting more realistic charging
station deployment targets, charger usage during operating hours, the reasons for
implementing charging fees, the impact of these fees on user behavior, the feasibility of
notifying users when their charging session is complete, and the compatibility of EV
charger adapters (Tesla vs. non-Tesla).
a. Targets & Placement
The plan establishes a goal of providing 294 public EV charging ports in Dublin by
2035, representing an increase of 181 ports over the existing total of 113 within a
ten-year timeframe (Table 2). Compared to the draft plan presented to Council in
October 2024, the updated EV charging demand forecast reflects recent changes in
federal policies that have reduced or eliminated the availability of rebates, which
have tempered near-term EV adoption. The revised projections focus on a balanced
and locally driven approach to ensure infrastructure keeps pace with gradual
demand growth.
The ports needed will be strategically distributed throughout the City to supplement
existing market-driven deployments and address infrastructure gaps. Of the 181 new
ports, 38 are expected to be publicly funded over the next decade and will be
located at eight priority public charging locations at Avery Park, SportsOhio, West
Innovation District, Dublin Community Recreation Center, Historic Dublin, COTA Dale
Drive Park & Ride, Bridge Street District, and Emerald Fields. This target is realistic,
achievable and conservative.
The four EV charging ports at Avery Park, proposed in the 2026–2030 Capital
Improvements Program (CIP), will address Dublin’s EV infrastructure needs in 2026
and provide a foundation for future expansion. In addition, the proposed Block J
development includes 27 Level 2 EV charging ports in the Ellis Garage—two
Dublin EV Infrastructure Comprehensive Plan
Page 5 of 11
October 7, 2025
accessible and 25 standard chargers. With these additional publicly available
charging stations, expected to be constructed in 2026, the City will take a significant
step forward in advancing its EV infrastructure goals.
Table 2. Existing and Projected Need of EV Charging Ports in Dublin by Type
Type
Existing EV
Charging Ports
in Dublin
Additional EV
Charging Ports
Needed, 2025-
2035
80%
Funded
Privately
20%
Funded
Publicly
Total
Recommended EV
Charging Ports by
2035
Level 2 Ports 107 173 137 36 280
DC Fast
Charging Ports 6 8 6 2 14
Total 113 181 143 38 294
b. Useful Life of Chargers
Data indicates that EV chargers typically have a lifecycle of 10 to 15 years,
depending on utilization. While there is some uncertainty about the pace of EV
adoption, current trends suggest continued growth and sustained demand for
charging infrastructure over the next decade. Within the expected lifespan of these
chargers, the City can reasonably recover installation and operational costs and
periodically reevaluate market conditions to determine future infrastructure needs.
Council asked about replacement costs; the plan notes that replacing EV chargers
typically involves budgeting for new hardware, installation, and any necessary utility
upgrades, with costs varying by charger type and site conditions. EV charger
replacement costs, covering hardware, installation, and grid connection, can range
from $6,000 to $15,000. [See EV Charging Station Costs for more information on
Level 2 and DCFC Costs]. Strategic planning and periodic assessment help ensure
funds are available when chargers reach the end of their useful life or require
upgrades to meet evolving technology standards [See Charging Infrastructure
Deployment for a recommendation to annually review charging needs as part of the
CIP process].
Charging Utilization Analysis
The project team analyzed charging utilization using various calculation methods,
including business operating hours (8 a.m. to 5 p.m.) and 24-hour periods. As
anticipated, utilization during standard business hours (8:00 a.m. to 5:00 p.m.)
exceeds that observed over a full 24-hour period, reflecting the increased likelihood
of EV owners charging their vehicles while businesses are operational. In all cases,
Dublin's charging utilization rates exceeded both state (Ohio) and national
benchmarks, indicating a high level of charger usage with continued growth
expected. Therefore, expanding the number of chargers is justified. The City's
current EV infrastructure expansion efforts are driven by data and available
incentives. Following the study’s recommended 30% usage for three months as the
Dublin EV Infrastructure Comprehensive Plan
Page 6 of 11
October 7, 2025
threshold to add chargers to existing locations, the DCRC emerges as a priority
location (Table 3).
Table 3. Utilization Rates for Publicly-Accessible, Publicly-owned EV Chargers
EV Station Name
Average # of
Sessions per
Port per Day
Active Charging
Utilization (24-
hr period)
(2024)
Active Charging
Utilization (8:00
AM-5:00 PM)
(2024)
National Utilization
Average (2024)
DCRC (Level 2) 5.2 35% 60% 14.5%
City Hall (Level 2) 1.3 23% 41% 14.5%
Dublin Library (Level
2) 3.1 26% 46.5% 14.5%
c. Charging Etiquette and User Notifications
The plan suggests charging fees based on energy usage and idle time to promote
responsible use and improve EV charger availability [See Fees for EV Charger Use
and Fees and Code Considerations for a discussion on charging fees]. App
notifications, commonly included in most charging applications, inform users upon
completion of charging, thereby improving both convenience and operational
efficiency. These measures aim to encourage drivers to move vehicles promptly,
reduce station congestion, and support fair access. Charging etiquette is a major
concern for public EV stations, and the City has received multiple user requests to
implement fees (both for electricity and idle time) as a way to encourage timely
vehicle relocation once charging is complete. The plan recommends launching an
educational campaign to inform new EV drivers about proper charging practices [See
Education and Outreach].
d. EV Charger Compatibility: Tesla and Other EV Charging Standards
The plan recommends installing chargers that are compatible with both Tesla and
other major EV brands [See Compatibility best practice under Key Considerations for
the City of Dublin]. Most vehicles can use adapters to connect to different port
types, and Tesla’s Superchargers are increasingly accessible to non-Tesla vehicles
through new Tesla dock adapters. By prioritizing universal compatibility, Dublin
ensures that its charging infrastructure will serve the widest range of EV users and
remain flexible as industry standards evolve.
5. Financial Analysis [See Cost Recovery Model]
Council requested information on the capital and operational expenses for Level 2 and
DC Fast charging stations, as well as a cost recovery model. Additionally, Council sought
details about cost-sharing opportunities and available grant funding.
a. Cost and Revenue Analysis
The capital cost for a Level 2 port is estimated at approximately $20,000, whereas a
150 kW DC Fast port incurs an estimated capital cost of about $180,000. By 2035,
the City’s projected share of capital costs for 36 Level 2 ports and 2 DC Fast ports is
expected to be approximately $1 million (Table 4). Annual expenses—including
payments to a third-party vendor for the operation and maintenance of EV
Dublin EV Infrastructure Comprehensive Plan
Page 7 of 11
October 7, 2025
infrastructure—are estimated at $158,000 upon full deployment of 38 ports over the
next 10 years. However, since deployment will be gradual, starting with about 12-16
Level 2 ports over the next 4-5 years, annual costs will initially be a fraction of that
amount.
As more ports are added, costs will increase, but so will revenue from user fees. The
plan recommends establishing a fee structure in the short term [See Fee and Code
Considerations] to begin cost recovery before a significant portion of the
infrastructure is in place. These annual costs are expected to be offset by user fees,
provided that the City of Dublin retains all revenue generated from the chargers—an
arrangement that is contingent upon City Council approving the City-Owned/Vendor
O&M model. The projections are based on average fee structures ($0.26/kWh for
Level 2 and $0.40/kWh for DCFC) and standard utilization rates (30% for Level 2
and 15% for DCFC).
Table 4. Estimated Costs and Revenues
EV Charger Type 20% Funded
Publicly
Estimated
Capital Cost
(Over 10-year
period)
Estimated Annual
Costs
Estimated Annual
Revenues
Level 2 36 ~$720k ~$108k ~$229k
DC Fast Charging 2 ~$360k ~$50k ~$84k
TOTAL 38 ~$1.08M ~$158k ~$313k
b. Cost Recovery Model
The plan presents a cost recovery model (
Figure 2) that balances all major costs with projected revenues from user fees.
Under the recommended phased deployment (36 Level 2 ports and 2 DC Fast ports),
the model anticipates network-level breakeven in approximately 5 to 6 years, with
individual payback periods ranging from 3 to 4 years for single-port Level 2 chargers
to 8 to 9 years for dual-port 150 kW DC Fast chargers, assuming moderate pricing
and utilization. Achieving cost recovery within a few years is feasible if Dublin adopts
average user fees, and strategic deployment allows the City to manage costs,
respond to market trends, and reinvest profits into ongoing maintenance and future
expansion.
Figure 2. Financial Outlook of EV Charging Infrastructure: 36 L2 and 2 DCFC Ports
Dublin EV Infrastructure Comprehensive Plan
Page 8 of 11
October 7, 2025
c. Cost Sharing with Businesses and Economic Development Opportunities
The plan encourages cost-sharing with local businesses to expand EV charging in
Dublin, targeting areas like Bridge Park, the West Innovation District and Metro
Center. By collaborating with companies and utilities on “make-ready” strategies—
where infrastructure such as electrical upgrades and site preparation is completed in
advance—the City can leverage private investment, reduce public spending, and
streamline charger installation. Dublin is already applying this approach at Block J in
Bridge Park, where make-ready infrastructure is currently being installed to support
future EV charger deployment by private partners.
d. Grant Opportunities
The plan recommends actively seeking state and federal grants to reduce
infrastructure costs. Dublin joined a successful MORPC-led application for the CFI
(Charging and Fueling Infrastructure) grant, but funding is currently on hold due to
changes at the federal level. While the Ohio NEVI (National Electric Vehicle
Infrastructure) Program is not currently available to Dublin, the City may be
positioned to benefit from future expansions of the program as eligibility and
infrastructure planning evolve. Although grant opportunities are currently limited,
staying informed and monitoring new developments is recommended, as future
funding programs may emerge. When available, such grants can cover up to 80% of
project costs.
6. Fleet Management [See Dublin Fleet]
Council inquired about the City's plans for electrifying fleet vehicles and municipal
equipment, as well as strategies for maintaining resilience during grid outages.
a. City Fleet Use
The project team has reviewed the Dublin Sustainability Plan, which sets a target of
converting 45% of the City’s light-duty fleet to electric vehicles by 2035. To support
this goal, that project team is using a phased approach, beginning with vehicles that
have lower duty cycles. The City can continue to expand the use of battery-electric
fleet vehicles, including mowing equipment, while prioritizing models with sufficient
battery capacity to reliably meet daily operational needs.
The Plan also calls for an annual evaluation of fleet requirements and emerging
vehicle technologies, acknowledging that these options will continue to evolve. As
($400,000)
($200,000)
$0
$200,000
$400,000
$600,000
1 2 3 4 5 6 7 8 9 10Amount ($)Year
Total Costs Total Revenues Profits
Dublin EV Infrastructure Comprehensive Plan
Page 9 of 11
October 7, 2025
part of this process, fleet needs should be reassessed regularly through the CIP
budget cycle. Advancing the transition to light-duty electric vehicles remains fully
consistent with the recommendations outlined in the Dublin Sustainability Plan.
b. Electrification of City Equipment
Dublin has initiated the process of electrifying city equipment with autonomous
electric mowers and is exploring additional options to reduce emissions. The fleet
strategy advises following the Dublin Sustainability Plan’s implementation guidance
to determine infrastructure requirements for incorporating more EVs and electric
equipment in parks and facilities maintenance. Electric equipment use will be
increased where feasible, while some gas-powered units will be retained for
operational flexibility and fleet resilience. This method aims to balance environmental
considerations with reliability.
c. Resilience and Sustainability
Council raised concerns about service continuity in the event of power disruptions. A
hybrid fleet model—incorporating both electric and conventional equipment—ensures
the City can continue delivering essential services even if the electrical grid is
compromised. This approach strikes a balance between advancing sustainability
goals, reducing greenhouse gas emissions, and safeguarding operational reliability.
7. Policies and Zoning [See Planning and Zoning Codes, Building Standards, and Fee and
Code Considerations]
Council inquired about plans for code updates and discussed opportunities to collaborate
with developers on the installation of EV chargers. In coordination with the Community
Planning and Development team, staff anticipates that the current zoning audit will
confirm that requirements for EV charging infrastructure are not yet included in Dublin’s
zoning code. Consequently, staff expects to incorporate provisions for EV charging
infrastructure as part of the comprehensive zoning code revision process.
a. Requiring New Home Builds Install 220V Receptacle in Garages
The Ohio Building Code regulates vertical construction within the State of Ohio.
While it is not permissible to mandate the inclusion of a 220-volt receptacle in
residential garage spaces for new home construction, we may encourage and
recommend its installation. Additionally, educational materials and related resources
can be developed and shared with builders to promote this recommendation.
b. Requiring Developers to Install Chargers with New Projects
The plan recommends that the City collaborate with developers to facilitate site
preparation and support the future implementation of charging infrastructure.
Additionally, it advises coordination with utility providers to ensure that proposed
projects are equipped with adequate electrical capacity, thereby maximizing
economic development opportunities. The plan also encourages the exploration of
public-private partnership models for EV infrastructure investments to help offset
costs to the City’s budget, and meeting with Dublin’s largest businesses to discuss
their plans to add employee EV charging to parking areas as conversations with
businesses occur.
Dublin EV Infrastructure Comprehensive Plan
Page 10 of 11
October 7, 2025
c. Number of EV/ADA Parking Spaces
The plan recommends reviewing existing codes and studying the practicality of
requiring that a specific percentage of spaces in new parking lots and garages be
equipped for EV charging readiness. Particular emphasis should be placed on
ensuring that a portion of these spaces comply with the U.S. Access Board’s ADA
design recommendations for accessible vehicle charging, thereby supporting both
the equitable expansion of EV infrastructure and accessibility for individuals with
disabilities.
Summary of Recommendations of the EV Infrastructure Comprehensive Plan [See
Electrification Recommendations]
Building on Council’s discussion items, the project team has developed a comprehensive set of
recommendations to guide Dublin’s approach to EV adoption and charging infrastructure. These
actions are structured across short-term (2026–2027), medium-term (2028–2030), and long-
term (2030–2035) horizons to provide a roadmap for investment, policy development, and
community engagement.
1. Charging Infrastructure Deployment
a. Regularly review charging locations and usage data through the Capital
Improvement Program process.
b. Apply utilization standards to guide expansion and prioritize reliable equipment
that meets operational needs.
c. Reassess long-term needs based on EV technology advances, adoption rates,
and private charging availability.
2. Planning and Zoning Codes
a. Update zoning codes to require EV-ready parking and encourage residential EV-
readiness, including multi-unit housing.
b. Recommend ADA design standards to ensure accessibility.
c. Provide clear developer guidance and collaborate with housing partners to
accommodate future charging demand.
3. Partnerships
a. Maintain collaboration with MORPC and regional partners, including participation
in the Central Ohio Charging Smart Cohort.
b. Seek grant opportunities and strengthen coordination with neighboring
jurisdictions to ensure regional connectivity.
4. Education and Outreach
a. Conduct public outreach to understand community needs and promote EV
benefits, incentives, and best practices.
b. Partner with Visit Dublin Ohio and other community organizations to integrate EV
charging information into tourism and community materials.
c. Reassess outreach needs over time as technology evolves.
5. Dublin Fleet
Dublin EV Infrastructure Comprehensive Plan
Page 11 of 11
October 7, 2025
a. Continue light-duty fleet electrification consistent with the Dublin Sustainability
Plan.
b. Annually evaluate fleet performance and reassess needs through the CIP budget
cycle.
c. Expand use of EVs and equipment across maintenance operations as technology
and funding allow.
6. Funding
a. Pursue state and federal grant opportunities, including NEVI, and collaborate on
regional applications.
b. Incorporate dedicated funding into the City’s CIP.
c. Explore public-private partnerships to reduce long-term financial impacts.
7. Fee and Code Considerations
a. Establish sustainable fee structures for Level 2 and DC fast chargers to recover
costs and promote turnover.
b. Develop roadmap to implement user fees, operations and policy considerations
c. Implement policies to deter non-compliant parking in EV charging spaces.
d. Reassess fee and policy effectiveness regularly to ensure intended outcomes.
Future Considerations
1. Engage private employers and new businesses to expand workplace and public
charging.
2. Coordinate with utilities on grid capacity needs and align sustainability goals.
3. Develop inclusive community education and outreach materials to ensure equitable
access to information.
This framework positions Dublin to proactively support EV adoption, ensure equitable access to
charging infrastructure, and align with long-term sustainability goals while maintaining flexibility
as technology and community needs evolve.
Next Steps
1. Revise Draft Report based on Council feedback from this meeting.
2. Present the Final Draft of the study to City Council in December for consideration.
Recommendation
Staff is seeking feedback on the proposed Dublin EV Infrastructure Comprehensive Plan.
1. Is Council supportive of the ownership model recommended?
2. Is Council supportive of the revised infrastructure deployment plan?
3. Is Council supportive of the financial model?
4. Is Council supportive of the recommendations of the study?
5. Are there any additional topics or issues Council would like this plan to address that are
Dublin EV Infrastructure Comprehensive Plan
Page 12 of 11
October 7, 2025
not currently included?
APPENDIX A: DRAFT REPORT
CITY OF DUBLIN, OHIO
DUBLIN EV INFRASTRUCTURE
COMPREHENSIVE PLAN
O C T O B E R 2025
i
CONTENTS
Executive Summary ....................................................................................................................................... 1
Introduction and Goal ................................................................................................................................... 5
SWOT Analysis........................................................................................................................................... 6
Trends in Electrification ................................................................................................................................ 7
EV Charging Solutions ............................................................................................................................... 7
National EV Trends .................................................................................................................................... 9
State EV Trends ......................................................................................................................................... 9
Local EV Trends ....................................................................................................................................... 11
New Technology Risks and Opportunities .............................................................................................. 12
Electrification Efforts to Date...................................................................................................................... 16
Dublin Trends .......................................................................................................................................... 16
Dublin Fleet ............................................................................................................................................. 19
Dublin-Owned Charger Usage Analysis ................................................................................................... 21
Fees for EV Charger Use .......................................................................................................................... 24
Charging Infrastructure Needs .................................................................................................................... 25
Charging Projection Scenarios ................................................................................................................ 25
Cost Recovery Model .............................................................................................................................. 29
Electrification Best Practices ................................................................................................................... 37
Electrification Recommendations ............................................................................................................... 41
Charging Infrastructure Deployment ...................................................................................................... 41
Planning and Zoning Codes, Building Standards ..................................................................................... 42
Partnerships ............................................................................................................................................ 43
Education and Outreach ......................................................................................................................... 43
Dublin Fleet ............................................................................................................................................. 44
Funding ................................................................................................................................................... 45
Fee and Code Considerations ................................................................................................................. 46
Future Considerations ............................................................................................................................. 47
ii
LIST OF TABLES
Table 1: Working Group Participants ............................................................................................................ 5
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors .................................. 7
Table 3: Innovative EV Charging Solutions.................................................................................................... 8
Table 4: Energy Sources .............................................................................................................................. 12
Table 5: Challenges and Actions Being Taken to Meet Energy Demand .................................................... 14
Table 6: Number of Publicly Accessible Ports by Ownership ...................................................................... 17
Table 7: Replacement and New Vehicles CIP 2023 ..................................................................................... 20
Table 8: Fleet Management Vehicle Request 2024-2028 ........................................................................... 20
Table 9: Dublin Charger Utilization and National Averages ........................................................................ 22
Table 10: Idle Time by Charger Type ........................................................................................................... 23
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City
Investments) ............................................................................................................................................... 27
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
.................................................................................................................................................................... 27
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private
Sector and City Investments) ...................................................................................................................... 27
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments) .. 28
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components .......................... 31
Table 16: Summary of Estimated Costs by Port .......................................................................................... 31
Table 17: Estimated Electricity Costs Breakdown ....................................................................................... 32
Table 18: Pricing Scenarios ......................................................................................................................... 34
Table 19: Utilization Scenarios by Port Type .............................................................................................. 34
Table 20: Ownership Models ...................................................................................................................... 37
Table 21: EV Charging Best Practices for Private Developers ..................................................................... 40
Table 22: Key Considerations for the City of Dublin ...................................... Error! Bookmark not defined.
LIST OF FIGURES
Figure 1: City of Dublin Vision ....................................................................................................................... 5
Figure 2: SWOT Analysis................................................................................................................................ 6
Figure 3: US EV Sales from 2015 to 2024 ...................................................................................................... 9
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations .............................................................. 10
Figure 5: Public EV Charging Infrastructure in Ohio ................................................................................... 11
Figure 6: Total AFV Registration by City, July 2025 ..................................................................................... 11
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin ...................................................... 16
Figure 8: Top EV Registrations in Dublin ..................................................................................................... 17
Figure 9: Existing EV Chargers in and Around Dublin ................................................................................. 18
Figure 10: City of Dublin Owned Existing Chargers..................................................................................... 19
Figure 11: Starting and Ending State of Charge for DCFC Sessions ............................................................ 23
Figure 12: EV Adoption Forecasts Over the Years ...................................................................................... 25
Figure 13: Dublin AFV Registrations Forecast ............................................................................................. 26
Figure 14: Future EV Charging Location Recommendations ...................................................................... 29
Figure 15: Cost Recovery Model ................................................................................................................. 30
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger ......................................... 35
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger ............................................... 36
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports 36
1
Executive Summary
Dublin, Ohio, aspires to be the most sustainable, most connected and most resilient global City of choice
through state-of-the-art infrastructure, convenient transportation and expansive broadband access.
With a 100-gigabit fiber network, strategic private and public partnerships, and significant investments
in innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test
new technologies. The City is working to “improve lives, drives and experiences” by embracing the
significant shift in the automotive industry towards sustainability. Recognizing the potential of electric
vehicles (EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure for the City
fleet, residents and visitors. In doing so, the City is prioritizing investments in sites that complement
market deployments and fill gaps that the market is not solving to ensure a more equitable and effective
expansion of EV infrastructure.
This Implementation Plan builds upon the comprehensive analysis of Dublin’s current electrification
conditions presented in the preceding Existing Conditions Report. It serves as a roadmap for the
development and execution of a forward-looking strategy to drive transportation electrification within
the City, covering several key areas:
• Current EV Infrastructure: Assessing existing EV charging stations and their usage patterns.
• Future Projections: Forecasting the deployment of Electric Vehicle Supply Equipment (EVSE) to
meet anticipated demand.
• Municipal Fleet Transition: Strategies for electrifying the City’s vehicle fleet and maintenance
equipment.
• Policy and Regulation: Examining relevant policies, regulations, and best practices to support
electrification efforts.
The analysis forecasts that Dublin will require an additional 181 public EVSE ports to support the
anticipated 5,000 EVs registered in Dublin by 2035. These projections are based on a conservative
scenario, considering recent federal policy changes1 and the high density of single-family homes where
most EV drivers can charge at home. To address these needs effectively, the Implementation Plan
recommendations have been categorized into seven key areas:
Key Recommendations Overview
1. Charging Infrastructure Deployment: Identifying and prioritizing locations for new EV charging
stations, ensuring accessibility and convenience for all users.
1 https://www.whitehouse.gov/presidential-actions/2025/01/unleashing-american-energy/
2
2. Planning and Zoning Codes, Building Standards: Updating building standards and zoning codes
to facilitate the installation of EV charging infrastructure in new developments and public
spaces.
3. Partnerships: Fostering collaborations with local businesses, utility companies, and other
stakeholders to expand the EV charging network.
4. Education and Outreach: Developing programs to raise awareness about the benefits of EVs and
provide information on available incentives and best practices.
5. Dublin Municipal Fleet: Gradually replacing the City’s fleet with EVs, starting with those that
have lower duty cycles.
6. Funding: Exploring and securing external grants and incentives to support the expansion and
maintenance of EV infrastructure.
7. Fee and Law Considerations: Implementing charging fees, idle fees, and legal measures to
ensure efficient use of EV charging stations and regularly update policies based on user needs
and best practices.
Short-, medium- and long-term recommendations are provided for each recommendation category.
While recommendations are given for time periods up to 10 years in the future, it’s important to note
that EV charging technology, vehicle offerings, and consumer buying are changing rapidly so the plan
will be reviewed on regular basis to ensure City resources are being used appropriately.
Impact and Benefits
Implementing this plan will catalyze Dublin’s transition to a cleaner, more resilient future by advancing
electric vehicle infrastructure and community engagement. The Implementation Plan:
• Enhances sustainability and quality of life through strategic electrification efforts.
• Expands EV charging infrastructure and promotes electric vehicle adoption.
• Leads to a significant reduction in greenhouse gas emissions and improved air quality.
• Decreases dependence on fossil fuels, boosting energy security and resilience.
• Positions Dublin as a forward-thinking city, attracting businesses and residents who value
innovation and sustainability.
• Fosters partnerships and collaborations, strengthening community ties and creating economic
opportunities.
• Supports education and outreach efforts to ensure residents are informed about EV benefits.
• Encourages increased public support and adoption of the City’s sustainability goals.
• Addresses immediate EV infrastructure needs while laying the foundation for a sustainable,
resilient, and connected future.
Strategic Considerations and Supporting Analysis
Benchmarking (See Local EV Trends)
While statewide progress is only beginning to align with national benchmarks, Dublin’s proactive
sustainability initiatives and forward-looking policies have resulted in higher EV ownership rates than
many comparable municipalities. Dublin should continue to lead the way, leveraging its momentum to
3
further accelerate EV adoption and serve as a model for peer cities across the state.
Ownership Models (See Error! Reference source not found.)
The City of Dublin is exploring multiple ownership and operational models for EV charging
infrastructure, including: a City-owned and operated model, a full-service third-party contract model,
and a third-party lease and operate model.
The Implementation Plan explores how ownership structures influence capital investment, long-term
operations and maintenance costs, and revenue potential. Emphasizing fiscal responsibility and public
value, it is recommended that Dublin contract with a third-party vendor for full-service EVSE delivery.
This model offers Dublin a balanced approach to infrastructure deployment and reduces the City’s
capital and operational expenditures while leveraging vendor expertise for installation, maintenance,
and customer service.
Although direct revenue may be lower compared to City-owned models, this approach aligns with
Dublin’s goals of enhancing public amenities and accelerating EV adoption. It also shifts operational risks
to specialized providers, allowing City staff to focus on strategic priorities. Partnering with experienced
vendors can expedite deployment timelines and ensure high-quality service standards across the
network.
Innovative Charging Solutions (See Innovative Charging Solutions)
As EV adoption accelerates, cities must explore forward-thinking strategies to support evolving charging
needs. While the Implementation Plan explores a range of innovative and unconventional EV charging
solutions beyond traditional infrastructure, it is recommended that the City of Dublin prioritize
conventional charging approaches in the short term. These solutions are more readily deployable, cost-
effective, and better understood by users and operators. Innovative options may be evaluated and
piloted in targeted use cases—such as high-density urban areas or locations with limited grid capacity—
where they can complement existing infrastructure and align with the City’s long-term sustainability
goals.
Hydrogen Technology (See New Technology Risks and Opportunities for a detailed discussion of other
technologies, including hydrogen)
For near-term strategic planning, hydrogen fuel cell technology is best suited for specific use cases—
such as transit agencies, freight operators, and specialized commercial fleets—where its technical
strengths align with operational demands, rather than for widespread consumer adoption. In contrast,
EV technology has matured significantly and is gaining strong market traction, particularly in Ohio, which
surpassed 100,000 plug-in EVs, justifying continued infrastructure investment. Given current market
trends, technology readiness, and infrastructure limitations, the City of Dublin should refrain from major
hydrogen investments at this time, instead maintaining a proactive stance by monitoring technological
and market developments to remain adaptable should hydrogen become more viable for widespread
consumer adoption in the future.
Compared to other peer cities in Ohio, the City of Dublin stands out as a
frontrunner in EV adoption. Dublin is approaching 10% EV adoption
among new vehicle registrations and has reached approximately 4.26%
of total vehicles on the road that are electric.
4
Electrification of City Fleet and Equipment (See Dublin Fleet)
The City should continue deploying battery-electric fleet vehicles including mowing equipment,
prioritizing right-sized models where commercially available battery capacities can reliably support daily
duty cycles. To maintain operational resilience, electrification of City-owned assets such as fleet
vehicles, mowers and off-road equipment should be complemented by retaining a sufficient inventory of
gas-powered units. This hybrid approach ensures continuity of essential services during grid outages
while supporting long-term sustainability goals.
Financial Analysis (See Charging Infrastructure Needs)
The City of Dublin’s financial analysis supports a strategic and fiscally responsible approach to expanding
EV charging infrastructure. The recommended plan calls for the installation of 36 Level 2 charging ports
and two DCFC ports across eight publicly accessible locations by 2035. This expansion is projected to
require an estimated investment of approximately $1 million spread over a 10-year period. By
leveraging third-party vendor partnerships, the City can optimize upfront and ongoing expenses, shifting
capital risk and operational responsibilities while accelerating deployment. This approach balances the
need for robust public charging with fiscal prudence, ensuring Dublin’s infrastructure remains adaptable
to future technological and market developments.
5
Introduction and Goal
This document outlines the comprehensive plan for the future of vehicle electrification in the City of
Dublin, Ohio, incorporating an analysis of existing electrification conditions alongside national and
international trends. Its purpose is to serve as a guiding resource for all city departments as they work
towards aligning Dublin with the City’s vision, sustainability goals and efforts to foster a cutting-edge,
connected, and resilient city. This plan helps ensure that the City of Dublin remains at the forefront of
sustainable urban mobility. By synthesizing the electrification work done to date, future forecasts, and
policy considerations, this plan will lay the foundation for a more efficient and environmentally
conscious transportation landscape in Dublin.
Figure 3: City of Dublin Vision
The City of Dublin aspires to be the
most sustainable, connected
and resilient global city of choice.
Source: City of Dublin
To realize the City of Dublin’s vision (Figure 3), Dublin established an internal working group with
members shown in Table 5. The working group met four times over a period of six months, where they
discussed topics including EV best practices, strategies, and actionable policies aimed at accelerating
Dublin’s electrification efforts.
Table 5: Working Group Participants
PARTICIPANT NAME DIVISION
Bradley Fagrell Building Standards
Brian Ashford Facilities & Fleet Management
Christopher Will Community Planning & Development
Emily Goliver Office of the City Manager
J.M. Rayburn Transportation & Mobility
Jean-Ellen Willis Transportation & Mobility
Jennifer Rauch Community Planning & Development
Paul Hammersmith Engineering
Source: City of Dublin
6
During the initial working group meeting on July 19, 2023, participants worked together to develop goals
and examine projection scenarios for EV charging in Dublin. This initial meeting set the foundation for
strategic planning and the establishment of key objectives to enhance EV infrastructure across the City.
It also laid the groundwork for subsequent meetings, where members discussed the integration of best
practices from other cities, engaged in analysis of different policy approaches, and mapped out potential
pathways to implement these strategies, including identifying optimal EVSE locations, the associated
costs, potential funding resources, as well as policy changes and collaboration opportunities.
SWOT Analysis
The first meeting started with an understanding of where electrification trends are heading and how
that will affect Dublin. A brainstorming session was held in the workshop to outline the Strengths,
Weaknesses, Opportunities and Threats or SWOT of Dublin as it relates to electrification within the City.
Figure 4 highlights key points of the SWOT analysis used in developing this electrification
implementation plan.
Figure 4: SWOT Analysis
Source: City of Dublin
7
Trends in Electrification
To inform effective policy development and strategic planning for EV charging infrastructure, it is
essential to analyze current trends in electrification. This section provides a detailed overview of the
evolving landscape of EV infrastructure and associated policies. Section 0 offers an in-depth review of
current and emerging EV charging technologies, emphasizing both established and innovative solutions
available in the market. Sections 0, 0, and 0 analyze national, state and local trends in EV adoption, while
Section 0 evaluates alternative fuel technologies, assessing their level of readiness and the potential
risks related to overinvestment in EV infrastructure.
EV Charging Solutions
Conventional Charging Solutions
Plug-in electric vehicle (PEV) charging options are commonly divided into three general types. A detailed
comparison of the 3 types of conventional EV charging solutions is presented in Table 6. In the United
States, approximately 73% of public charging consists of Level 2 chargers, 26% is DC Fast charging, and
less than 1% is Level 1 charging.
Table 6: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors
TYPE CHARGER TYPE FACTORS SITE
PARAMETERS LOCATIONS PROS & CONS
Level 1
(L1)
Power Level: ~1.4-1.9 kW
Range Added: ~2-5 miles/hr
Total Charge Time: ~40 hrs to
~80% from empty
User Fees: Typically no fee at
home, public L1 often aligns
with L2 pricing policies
Capital Cost: ~$0-$900
O&M: Minimal (periodic outlet
inspection; no networking)
-Long-dwell sites
-Mostly used to
charge at home -
overnight
-Well-suited to
PHEVs
-Residential
-Fleet Depots
-Micromobility
hubs (e-
bikes/scooters)
Pro: Lowest upfront cost;
no special install; ideal
for overnight charging
and PHEV
Con: Very slow; not
practical for high daily
mileage; can’t be
networked
Level 2
(L2)
Power Level: ~6-19kW/hr
Range Added: ~10-20 miles/hr
Total Charge Time: ~4-12 hours
User Fees: ~$0.09 - $1.00/kWh
Capital Cost: ~$7,500 - $25,000
O&M: ~$500 - $2,500+ annually
-Long-dwell sites
-6–12 hr/day
parking stays for
average users
-Avoid restricted,
time-limited or
permit only sites
-On-street
Public lots
-Workplace
-Residential
Multi-Unit
-Long-stay
locations
Pro: Low capital and
O&M costs; Uses
residential power level;
Few utility upgrades
-Con: Requires multiple
hours stay for full charge
DC Fast
Charging
(DCFC)
Power Level: ~50–350 kW/hr
Range Added: ~100+miles/30
min
Total Charge Time: ~15 min – 1
hr
User Fees: ~$0.25 - $1.00/kWh
Capital Cost: ~$100,000 -
$150,000
O&M: ~$1,500 - $10,000
annually
-Short-stay sites
-High-utilization
-Avoid restricted
parking sites
-Ensure curbside
sites have space
for equipment
-Retail (Quick
Turnover)
-Fuel Station
-Short stay
parking
Pro: Charges in ~30 min
or less like gas vehicles
Con: High capital and
O&M costs; May require
grid or utility upgrades
Source: HNTB
8
Innovative Charging Solutions
As EVs continue to transform the transportation landscape, the demand for innovative and accessible
charging solutions grows. Beyond traditional charging stations, innovative EV charging methods
continue emerging to address diverse user needs, urban constraints, and technological advancements.
Table 7 explores these innovative charging types, detailing their functionality and key considerations for
implementation. The City of Dublin should consider these alternative approaches in use cases where
they align with local infrastructure, community needs, and strategic goals.
Table 7: Innovative EV Charging Solutions
TECHNOLOGY HIGH USE & DESCRIPTION PROS CONS
Streetlight
Chargers Cost-Effectiveness and Commercial Availability Use: L2, space constrained
curbsides with streetlights
Description: Chargers integrated
into streetlights for EVs parked on
city streets
-Reduces
installation costs
-Blends into
cityscapes
-Uses existing
streetlight network
-Requires grid
upgrades
-Vulnerable to
vandalism
-Limited power
capacity
Overhead Chargers
in Garages
Use: L2, sites where wall space for
charging is limited
Description: Ceiling-mounted
chargers in garages with
retractable cables
-Space-efficient
-Clean aesthetic
-Suitable for
residential &
commercial
garages
-Higher installation
costs
-Increased
complexity vs. wall-
mounted chargers
Pop-up Bollard
Chargers
Use: L2, space constrained
curbsides and parking lots
Description: Charging points that
rise and retract as needed
-Maximizes space
-Flexible for
parking lots/streets
-Aesthetically
discreet
-Moving parts
increase
maintenance
-Higher installation
and repair costs
Battery Integrated
Chargers
Use: DCFC, sites needing high
power where grid power is limited
Description: Chargers with
integrated battery storage for
supplementing grid power
-Reduces grid strain
-Enables off-grid
charging
-Supports peak
shaving
-Higher upfront costs
-Battery
maintenance
required
-Larger footprint
Mobile, Robotic
Chargers
Use: DCFC, space limited sites with
high quantities of EVs
Description: Automated systems,
such as robotic mobile chargers,
that connect to EVs where they
are parked
-Enhances user
convenience
-Supports
autonomous EVs
-Reduces manual
effort
-High costs
-Reliability issues in
harsh weather
-Complex parking
scenarios
Inductive Charging
in Parking Spots
Use: L2 & DCFC, wireless charging
for convenience
Description: Parking spots with
wireless charging pads that charge
EVs while parked
-Convenient
-Cable-free
-User-friendly
-Seamless parking
experience
-Less efficient than
wired charging
-Requires precise
alignment
-Costly setup
Wireless Charging
In Roads
Use: L2 & DCFC, wireless charging
for convenience
Description: Roads with wireless
technology charging driving EVs
-Extends range
-Reduces battery
size
-Supports
continuous
charging
-High infrastructure
costs
-Efficiency
challenges
-Still experimental
Source: HNTB LOW
9
National EV Trends
Gaining a clear understanding of national trends is essential for anticipating future developments in
transportation and effectively guiding strategic decision-making. EV sales in the United States reached a
record high, with US plug-in electric vehicle sales surpassing 1.4 million vehicles through 2024, as shown
in Figure 5. EV demand continues to grow year-over-year, increasing steadily from 4.25% of new light-
duty vehicle sales in 2021 to 9.84% in 2024.2 This growth is largely driven by a combination of factors
including technological advancements, increased consumer awareness, and supportive government
policies.
Figure 5: US EV Sales from 2015 to 2024
Source: Argonne National Laboratory
The surge in funding for EVs over the past few years has been a major catalyst for sustainability
initiatives, accelerating the transition to cleaner transportation. However, as of 2025, the EV sector is
navigating a period of heightened uncertainty. This is driven by fluctuating market conditions, supply
chain disruptions, and evolving federal policy, incentive, and regulatory frameworks. These factors are
reshaping investment strategies and policy alignment within the industry.
This evolving landscape requires the City of Dublin to remain agile and responsive to shifting priorities.
By staying flexible and proactive, Dublin can better position itself to leverage available resources and
maximize the impact of its sustainability and mobility initiatives.
State EV Trends
Compared to states like California and Oregon, Ohio was not an early adopter of electric transportation
technologies. However, some of its most populous cities are leading the way in EV adoption. DriveOhio
developed the Ohio Alternative Fuel Vehicle Registration Dashboard3 using data from the Ohio Bureau
of Motor Vehicles (BMV) to track the market penetration of all alternative fuel vehicles (AFVs), with a
focus on PEVs.
2 Light Duty Electric Drive Vehicles Monthly Sales Updates - Historical Data | Argonne National Laboratory (anl.gov)
3 Ohio Alternative Fuel Vehicle Registration Dashboard
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Adoption RateEV SalesUS Passenger EV Sales by Drivetrain
Battery electric Plug-in hybrid electric Percent Plug-In
10
Currently in Ohio, PEVs make up 1.12% of all light-duty vehicles on the road. In January 2025, nearly
4.81% of all new vehicle registrations were PEVs, either Battery Electric Vehicles (BEVs) or Plug-in Hybrid
Electric Vehicles (PHEVs). This suggests that Ohio is approaching a significant milestone: once 5% of new
vehicle sales are PEVs, other countries have observed a rapid acceleration in EV market growth.4
Figure 6: Ohio New Alternative Fuel Vehicle (AFV) Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
EV charger installations in Ohio saw a significant uptick beginning in the first quarter of 2021 (Figure 7),
marking a strong push toward expanding EV infrastructure. That momentum has not only continued but
is projected to accelerate further. As of July 2025, Ohio has 1,925 publicly accessible charging station
locations, including 3,582 level 2 ports and 1,365 DCFC ports.5
4 Bloomberg - Electric Car Tipping Point for Mass Adoption
5 Alternative Fuels Data Center
Ohio Jan-25 Percent Plug-in: 4.81%
0.00%
1.00%
2.00%
3.00%
4.00%
5.00%
6.00%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25Percent Plug-inNew AFV RegistrationsNew AFV Registrations Percent Plug-in
11
Figure 7: Public EV Charging Infrastructure in Ohio
Source: Alternative Fuels Data Center, August 2025
Local EV Trends
Compared to other peer cities in Ohio, the City of Dublin distinguishes itself as a leading adopter of
electric vehicles. While the state as a whole has only recently begun to catch up with national leaders,
Dublin’s commitment to sustainability and forward-thinking policies have resulted in higher rates of EV
ownership than many peer cities (Figure 8).
Figure 8: Total AFV Registration by City, July 2025
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Cumulative DC Fast Ports Cumulative Level 2 Ports
1,688
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Dublin Upper
Arlington
New Albany Delaware Hilliard Westerville Powell Grove City Grandview
Heights
Plain City
12
New Technology Risks and Opportunities
Before proceeding with electrification, it is important to be familiar with the various available solutions.
As the transportation sector evolves, a diverse array of emerging energy sources are being explored to
reduce reliance on traditional petroleum-based fuels. These alternatives—ranging from biodiesel,
ethanol, renewable diesel, ammonia, liquefied natural gas (LNG), hydrogen, and electricity—offer
unique characteristics that make them suitable for different applications. Table 8 presents an overview
of different energy sources.
Table 8: Energy Sources
FUEL TYPE DESCRIPTION PASSENGER
VEHICLES
TRUCKS COMMERCIAL
READINESS
Biodiesel
Renewable fuel
made from
vegetable oils or
animal fast.
All diesel models
can run on
biodiesel blends
up to B20.
All diesel truck
models can use
biodiesel blends.
B20 is widely used
in fleet trucks.
Widely used: Mature
drop-in fuel for diesel
engines. Common in
fleets (B5-B20 blends)
with established supply.
Ethanol (E85)
Renewable alcohol
fuel (usually from
corn). Currently
ethanol is blended
with gasoline in low
(10%) and high (85%)
fuel options.
Very limited –
only ~4-6 new
2025 models are
Flex Fuel Vehicles
that run on high-
ethanol fuel
blends.
No current
medium/heavy
duty models run
on high-ethanol
fuel blends.
Common (light-duty):
Mature technology for
cars, with E85 available at
many Midwest gas
stations. Not used in
heavy-duty.
Renewable
Diesel
Produced from
renewable biomass
(e.g. plant oils, waste
fats).
All diesel vehicles
can use
renewable diesel.
All diesel trucks
can use it. Many
fleets have
switched to 100%
renewable diesel.
Commercially available:
Fully drop-in fuel, used by
fleets especially on West
Coast (growing
availability in Midwest).
Ammonia
Carbon-free fuel
converted to
hydrogen or burned.
No vehicles
commercially
available.
No vehicles
commercially
available.
Experimental: Currently
in R&D; infrastructure
and vehicle technology
not yet viable.
Liquid Natural
Gas (LNG)
Natural gas cooled to
liquid for high
energy density.
No passenger
vehicles available.
Several heavy-
duty truck models
(Class 8).
Established (niche): Used
for long-haul trucking;
limited but stable
infrastructure.
Hydrogen
Used in fuel cells;
emits only water
vapor.
1-3 models in
U.S., none in
Midwest yet
(Honda CR-V SUV
in Marysville6).
Pilot-stage heavy
trucks in limited
use; SARTA and
OSU CAR have
pilot projects.
Pilot Stage: Limited
market presence, mostly
pilots; Midwest
infrastructure lacking.
Electricity
(Battery)
Battery-powered
electric motors, zero
emissions.
70+ models
widely available.
Multiple medium-
and heavy-duty
models (limited
range, growing
availability).
Widely available
(passenger), Emerging
(trucks): Well-established
passenger market; truck
availability expanding
rapidly, infrastructure
growing.
Source: HNTB
6 Honda unveils new zero emission hydrogen-electric CR-V at Marysville plant
13
Considering the evolving market dynamics, both battery electric and hydrogen-powered vehicles play
significant roles and are key areas of focus in this discussion.
Balancing Grid Capacity, Technological Diversity, and Policy Flexibility
EV sales in the U.S. reached 372,219 in Q1 2025, marking a 10% increase from the previous year,
highlighting continued healthy market growth. This momentum places pressure on policymakers to
make informed decisions around grid modernization, technology investments, and regulatory
frameworks.
A critical enabler of this growth is the expansion of charging infrastructure, which must be strategically
aligned with grid capacity and demand management strategies to prevent system strain, especially as
charging behaviors evolve and intersect with existing electrical load profiles.
EVs have reached significant technological maturity. Battery costs have dropped, and improvements in
energy density, charging speed, and efficiency have led to price parity with internal combustion vehicles
in many markets. Each EV consumes about 25-40 kWh per 100 miles.7 By 2030, Ohio could see over
5,000 GWh of added demand—enough to power 500,000+ homes. Peak charging may overlap with
summer demand peaks, stressing the grid. Ohio utilities expect EV-related electricity demand to grow
15–20x this decade, requiring major upgrades to transformers, substations, and distribution networks.
Is Ohio ready for the New Electric Demand?
The panel discussion titled “Can Ohio Meet its Future Energy Needs”8 (March, 2025) brought together
energy experts, business leaders, and policy advocates to address a pressing question: is Ohio prepared
for the surge in electricity demand driven by data centers, electric vehicles, and the retirement of aging
power plants?
Panelists agreed that Ohio is relatively well-positioned to meet this challenge, thanks to its diverse
energy mix, strong transmission infrastructure, and competitive energy markets. However, they also
acknowledged that the state is entering an era of rising demand—particularly from AI-driven data
centers—and that this growth will require significant upgrades to the grid, smarter demand
management, more transparent utility planning, and the attraction of private investment to fund new
generation capacity. Table 9 provides an overview of the challenges and actions being taken to meet the
energy demand.
7 Alternative Fuels Data Center: Electric Vehicle Benefits and Considerations
8 All Amped Up: Can Ohio Meet Its Future Energy Needs?
14
Table 9: Challenges and Actions Being Taken to Meet Energy Demand
ASPECT CURRENT STATUS ACTIONS BEING TAKEN
Grid Capacity Adequate but under pressure
from rising demand
New legislation to improve transparency and planning
(e.g., Senate Bill 2, House Bill 159)
Energy Mix Diverse: gas, coal, nuclear,
renewables
Continued investment in renewables and natural gas; calls
for fair permitting processes
Demand
Management
Underutilized smart meters and
demand response programs
Push to reinstate energy efficiency mandates and expand
demand-side programs
Affordability &
Equity
Rising costs, especially for low-
income households
Advocacy for least-cost planning and better cost
allocation
Market
Structure
Competitive generation market
with regulated
transmission/distribution
Support for keeping investment risk on private sector, not
ratepayers
Innovation &
Economic
Development
Strong data center growth; AI
driving demand
Emphasis on innovation, grid modernization, and
leveraging energy as a growth catalyst
Source: HNTB
With Ohio's forward-looking approach to managing rising energy demands and the integration of
advanced EV technologies like smart metering, demand response, and vehicle-to-grid (V2G) systems,
EVs are positioned to play a key role in creating a sustainable transportation system.
Hydrogen Fuel Cell Technology: Role and Readiness
Hydrogen fuel cell technology offers advantages in specific applications while facing different
infrastructure requirements and economic constraints compared to battery electric vehicles. Fuel cell
vehicles provide fast refueling capabilities similar to conventional vehicles and extended range potential,
making them particularly suitable for heavy-duty transportation, long-haul trucking, and transit
applications where battery weight and charging time present operational challenges.
Deploying hydrogen requires distinct infrastructure—production, storage, and distribution—which
involves substantial capital investments and technical complexity. Current hydrogen refueling station
costs significantly exceed EV charging infrastructure investments. As of August 2025, all public hydrogen
refueling stations are located in California10, which highlights the lack of infrastructure across the rest of
the country. This limited availability makes it impractical for the general public to adopt hydrogen fuel
cell vehicles as a primary mode of transportation.
Despite the high costs, several Ohio companies including DLZ and Honda11 are investing in hydrogen fuel
cell vehicles, even in the absence of fueling infrastructure. DLZ, for example, has deployed six hydrogen
fuel cell cars for its Columbus office. Honda is also producing its first American-made hybrid hydrogen
vehicle, the 2025 CR-V e:FCEV, at its Marysville plant.
Should the City of Dublin invest in Hydrogen Technology?
For the near-term strategic planning horizon, hydrogen fuel cell technology appears most viable for
targeted applications rather than broad consumer adoption. Transit agencies, freight operators, and
specialized commercial fleets represent logical early adoption segments where operational
requirements align with hydrogen's technical advantages. The evidence suggests that EV technology has
achieved sufficient maturity and market momentum to justify substantial infrastructure investments,
9 Ohio Advances Major Energy Legislation
10 Alternative Fueling Station Locator
11 Why Ohio companies are investing in hydrogen cars despite infrastructure issues
15
particularly in regions like Ohio where adoption curves indicate significant near-term growth (Ohio has
surpassed 100,000 plug-in electric vehicles as of April 2025).
Based on current market dynamics, technology trajectories, and infrastructure constraints, the City of
Dublin should not make significant investments in hydrogen technology at this time. Instead, the city can
maintain a forward-looking stance by continuing to monitor advancements in hydrogen technology,
infrastructure development, and market conditions. Keeping an open mind while staying informed
about its progress will position Dublin to adapt strategically if hydrogen fuel cells become more viable in
the future.
Risk Assessment: Technology Diversification vs. Concentration
Concentrating infrastructure investments exclusively on battery electric vehicles presents several
strategic risks. Technology lock-in could limit adaptability to future innovations, while grid dependency
creates potential vulnerabilities during peak demand periods or supply disruptions. Additionally, EVs
may not optimally serve all transportation segments, potentially leaving gaps in decarbonization
strategies for heavy-duty and long-distance applications.
More strategic approaches involve identifying limited near-term hydrogen investments focused on pilot
programs and demonstration projects rather than broad infrastructure deployment. This strategy allows
for technology maturation and cost reduction while preserving flexibility for future expansion if market
conditions and technical performance justify broader adoption.
The optimal policy framework combines strong support for battery electric vehicle deployment with
strategic flexibility for emerging technologies. Regulatory structures should establish technology-neutral
performance standards while providing targeted incentives for early-stage technologies like hydrogen
fuel cells in appropriate applications. This approach encourages innovation while avoiding premature
commitment to specific technological pathways. Policy mechanisms should include periodic technology
assessments, performance benchmarking, and adaptive funding allocation based on market evolution
and technical progress.
16
Electrification Efforts to Date
Dublin’s history with electrification started with their first public charging station in 2012 at the Dublin
Community Recreation Center. The station has two level 2 ports and charging is free for the public. At
the time, the Public Utilities Commission of Ohio would not allow non-utilities to sell for electricity to
the public. This has since changed and entities who are not Electric Distribution Utilities are allowed to
re-sell electricity for EV charging. Dublin has continued to let users of Dublin-operated charging stations
charge for free. Dublin’s first EV fleet purchase
was for four Nissan Leaf BEVs in 2018. Since then,
the majority of Dublin’s new alternative fuel fleet
vehicles have been hybrids and a variety of heavy-
duty CNG vehicles.
The City of Dublin fleet was awarded the Leading
Public Fleet Award for Green Sustainability at the
Advanced Clean Transportation Awards in 2018,
having gone beyond what is required to achieve
sustainability in their fleet operations. In 2021,
the City of Dublin received the Ohio EPA Silver
Level Encouraging Environmental Excellence in Communities (E3C) award, which recognizes
communities with exceptional achievements in environmental stewardship. Later in 2023, Dublin was
one of the first communities to earn the Gold Level award.
Dublin Trends
Dublin is ahead of the state, with about 4.26% of its registered vehicles being PEV as of July 2025,
compared to the State’s 1.12%. In the second quarter of 2025, 8% of vehicle sales in Dublin were
electric. Figure 9 shows the steady growth in the percentage of PEVs out of all vehicles registered in
Dublin. As of July 2025, 1,688 vehicles out of the 39,648 registered vehicles in Dublin were PEVs.
Figure 9: Total PEV Registrations and PEV Fleet Percentage in Dublin
4.26%
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
4.00%
4.50%
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25PEV Fleet PercentagePEV RegistrationsTotal PEVs Percent PEVs
17
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
Figure 10 shows the most popular EV makes and models that are registered in Dublin. Tesla is the most
popular choice by far, taking four of the top five spots.
Figure 10: Top EV Registrations in Dublin
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
In terms of charging infrastructure, there are 113 publicly accessible level 2 ports and 6 DCFC ports in
Dublin as shown in Table 10. These chargers are located mainly in proximity to I-270 and US-33, as
shown in Figure 11.The City of Dublin owns and operates 19 of the level 2 ports and 2 of the DCFC ports
as shown in Figure 12.
Table 10: Number of Publicly Accessible Ports by Ownership
OWNERSHIP CHARGER TYPE NUMBER OF PORTS
City of Dublin Level 2 19
DCFC 2
Private Development Level 2 88
DCFC 4
Total 113
Source: AFDC, PlugShare, August 2025
27
28
33
43
43
49
54
89
293
440
NISSAN Leaf
HYUNDAI Ioniq 5
VOLVO XC90
BMW X5
FORD Mustang Mach-E
JEEP Wrangler
TESLA Model X
TESLA Model S
TESLA Model 3
TESLA Model Y
18
Figure 11: Existing EV Chargers in and Around Dublin
Source: AFDC and City of Dublin
19
Figure 12: City of Dublin Owned Existing Chargers
Source: City of Dublin
Dublin Fleet
The Dublin vehicle fleet represents a diverse array of vehicles essential to the City’s operations and
services with a total of 218 vehicles that serve the municipality. The average model year for all vehicles
is 2015 and the low average annual mileage of 5,289 miles reflects a modern and well-maintained fleet.
Table 11 lists the new vehicle purchases in 2023 that replaced existing vehicles, along with their
associated costs, which total around a $1.4 million investment in alternatively fueled vehicles.
20
Table 11: Replacement and New Vehicles CIP 2023
VEHICLE NUMBER TOTAL
CNG F150 Ford extended cab trucks ($40,000 each) / CNG upfit
($14,000 each)
2 $108,000
CNG F450 Ford dump trucks ($60,000 each) / CNG upfit ($23,000
each)
2 $170,000
CNG F250 Ford four door trucks ($45,000 each) / CNG upfit
($16,000)
5 $305,000
Police hybrid interceptors ($70,000 each) 3 $210,000
Small police electric SUV 1 $60,000
CNG Freightliner plow trucks ($230,000 each) 2 $460,000
CNG Ford 4 door F350 with utility bed ($80,0000 each) / CNG
upfit ($16,000 each)
1 $96,000
Rounding $1,000
Total 2023
Investment
$1,410,000
Source: City of Dublin
Table 12 lists the proposed vehicle replacements between 2024-2028 along with their associated costs,
which total around a $1.3 million investment.
Table 12: Fleet Management Vehicle Request 2024-2028
Source: City of Dublin
Phased Fleet Electrification Approach
Vehicle procurement is aligned with Dublin’s sustainability plan which emphasizes reducing or
eliminating diesel and standard fuel vehicles from the City’s light-duty fleet. This entails establishing and
enforcing an EV procurement policy for new vehicles and phasing out non-EV or hybrid units, except in
heavier classes where no viable EV alternatives currently exist. As Dublin continues its annual vehicle
procurements, specifications should favor models that meet these criteria; for instance, an electric or
hydrogen-powered snowplow might become available that allows the City to meet its sustainability
VEHICLE YEAR VEHICLE AND FUEL TYPE TO BE ORDERED COST
F450 Plow Truck, Used year round 2012 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Plow Truck, Used year round 2003 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Parks chipper truck, Used
year round
2003 CNG 2x4 F450 Reg. Cab Dump Bed $75,000
7400 International Snow Plow 2010 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
Interceptor Dublin Police
Detective Vehicle
2016 TBD $60,000
Interceptor Police Front line 2014 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Total 2024-2028 $1,320,000
21
goals. Ford and other manufacturers are also likely to expand electrified police platforms as their lineups
continue to electrify. Although the fleet’s generally low mileage profiles make electrification
operationally feasible, current market offerings tend to emphasize larger—and therefore more
expensive—battery packs. Given the pace of technology and product evolution, the City should pursue a
pragmatic transition rather than a uniform target: a 100% EV fleet is not recommended at this time; a
diversified mix of EVs, hybrids, and select ICE vehicles where EV options are not yet viable will best
balance sustainability, reliability, and total cost of ownership.
Electrification of Mowing and other Maintenance
Equipment
Dublin is advancing the transition of parks and
recreation equipment to battery-powered solutions,
building on the success of its autonomous electric
mower pilot. The City should continue deploying
battery-electric mowing equipment, prioritizing right-
sized models where commercially available battery capacities can reliably support daily duty cycles. To
maintain operational resilience, electrification of City-owned assets such as mowers and off-road
equipment should be complemented by retaining a limited inventory of gas-powered units. This hybrid
approach ensures continuity of essential services during grid outages while supporting long-term
sustainability goals.
Fleet Charging Infrastructure and Management
Dublin should implement advanced charge management systems and integrate with smart grid
technologies to optimize energy use and minimize peak demand costs. These systems enable real-time
monitoring, load balancing, and prioritization of fleet charging. As the EV fleet expands, incorporating
battery storage can help buffer grid impacts and provide backup power. Pairing this approach with solar-
equipped carports will further enhance sustainability and operational resilience. Effective charge
management also supports data-driven planning, allowing the City to anticipate infrastructure
requirements and avoid costly utility demand charges. The City is already planning ahead, with solar-
equipped carports and additional charging stations scheduled to support 32 vehicles by fall 2026.
Dublin-Owned Charger Usage Analysis
Dublin operates 19 level 2 ports across the City (12 of which are available for public use), and two public
use DCFCs at the Darby lot in Historic Dublin. A year of charging data from the City’s ChargePoint
dashboard was examined, covering December 2022 to 2023, to understand usage patterns and help
predict future needs. There were 18,907 transactions from 2,233 unique users. Transactions were
reviewed to ensure the analysis included quality data. Drivers will sometimes initiate a charging session
incorrectly and need to unplug then plug back in. A transaction was deemed unproductive if it lasted
less than five minutes and delivered less than 0.15 kWh of energy.12 This threshold represents a mere
1.8 kW of power, or about 25% of what would be expected of a typical level 2 charger. Of 18,907
transactions, 3,012 were deemed unproductive and not included in the analysis.
12 Winn, “Electric Vehicle Charging at Work: Understanding Workplace PEV Charging Behavior to Inform Pricing
Policy and Investment Decisions.” https://innovation.luskin.ucla.edu/wp-
content/uploads/2019/03/EV_Charging_at_Work.pdf
22
First, overall utilization of the public facing chargers was reviewed. Table 13 lays out the active charging
utilization rates versus the national utilization average rates. As shown, Dublin’s utilization rates are
significantly higher than the national average.
Table 13: Dublin Charger Utilization and National Averages
*Active Charging Utilization describes when at least one charging port at the facility is delivering power and does not inclu de
idle time.
**National and Ohio utilization is defined as the % of time in a 24-hour day that each charger is plugged into a vehicle,
regardless of whether that charger is actively dispensing power.
Sources: Dublin Data from ChargePoint Dashboard, Feb 1 – April 30, 2024 and National and Ohio data from Stable:
https://stable.auto/insights/electric-vehicle-charger-utilization-by-month.
Based on Dublin’s ChargePoint data, utilization from February to April of 2024 is up approximately 100%
from 2023 utilization. Industry opinion on what charger utilization rate threshold should trigger a
discussion on adding additional chargers varies. For Dublin, a charger utilization rate reaching 30% or
higher for three months is suggested as the time to discuss whether an expansion is necessary. Other
factors helping to make that decision would be whether the three months were a spike due to a specific
event or whether other stations are already planned to be built in the area to displace the need.
The starting and ending State of Charge (SoC) were examined for DCFCs (Figure 13). SoC is less critical
for level 2s – it is commonly considered poor charging etiquette to leave a vehicle plugged into a DCFC
beyond 80% SoC, but the expectation for level 2 chargers is that the vehicle will remain plugged in until
it is full, which can take anywhere from a few hours to over a day, depending on the SoC, battery size,
and power level. Charge speed on a DCFC falls off dramatically once 80% SoC has been reached.
Charging over 80% can also harm the battery long-term. The data reveals that while many users plug in
around 30% SoC, 60% of users remain plugged in beyond 80% SoC.
STATION
NAME
# UNIQUE USERS
/ # SESSIONS
AVERAGE # OF
SESSIONS PER PORT
PER DAY
ACTIVE CHARGING
UTILIZATION (2024)*
NATIONAL UTILIZATION
AVERAGE (2024)**
Rec Center
(Level 2)
148 / 925 5.2 35% 14.5%
City Hall
(Level 2)
78 / 471 1.3 23% 14.5%
Dublin Library
(Level 2)
617 / 1,696 3.1 26% 14.5%
Darby Lot #1
(DCFC)
285 / 1,061 11.8 40% 17.1%
Darby Lot #2
(DCFC)
312 / 1,112 12.4 41% 17.1%
23
Figure 13: Starting and Ending State of Charge for DCFC Sessions
Source: City of Dublin ChargePoint Dashboard
Next, idle times by charger type were examined (Table 14). A vehicle is considered idling when it has
stopped charging but remains connected to the charging station. One key limitation of idle time data is
that the session ends when the vehicle is unplugged. This means users may have unplugged their
vehicles but remained blocking the space. Interestingly, in contrast to the SoC analysis, most idle times
are very short, especially for the DCFCs. 88% of DCFC sessions and 52% of level 2 sessions end within five
minutes of charging completion. However, some vehicles, especially on the level 2 chargers, remain
plugged in for a very long time after charging has finished.
Table 14: Idle Time by Charger Type
CHARGER TYPE NUMBER OF SESSIONS IDLE TIME
DCFC
4,802 <5 mins
543 5-60 mins
135 >60 mins
Level 2
5,370 <5 mins
3,838 5-60 mins
1,207 >60 mins
Source: City of Dublin ChargePoint Dashboard
Given the idle times, ending SoC, and lack of any fees for charging, Dublin should consider implementing
fees for EV chargers. Fees will allow for an opportunity to offset the cost of electricity and instill better
EV charging etiquette among users. Fees for charging are discussed further in Section 0.
The Dublin City Council has adopted the 2024-2028 Five-Year Capital Improvements Program (CIP),
which allocates $256 million dollars for new and existing infrastructure in the City. The 2024-2028 CIP
includes $475k funding13 for EV Charging Station Infrastructure for the City’s growing fleet of EVs. The
design for the EV charging stations was completed in 2023 and includes carport structures equipped
13 https://city-dublin-oh-budget-book.cleargov.com/12774/capital-request/71042/view
-
200
400
600
800
1,000
1,200
1,400
5%10%15%20%25%30%35%40%45%50%55%60%65%70%75%80%85%90%95%100%Number of SessionsUpper Limit of State of Charge (SoC)
Starting SoC Ending SoC
24
with solar panels which protect the stations from snow and ice while also providing a renewable energy
source for the chargers.
Additional CIP funding is proposed each year to support electric vehicle fleet purchases and the future
buildout of EV charging stations both for Dublin’s fleet and the public. Dublin has also dedicated
significant personnel resources to furthering electrification efforts.
Fees for EV Charger Use
When EVs were first introduced, charging stations were often free to use and readily available as
needed. However, as EVs become more common, this is changing. Chargers, especially DCFC in popular
areas and during high travel periods, can be busy and require a driver to wait their turn. This is also
common for gas pumps during high travel times but the turnover is much faster. Chargers can also be
unavailable when EV drivers seek to charge their vehicle to 100%, as the last 10-15% charge can take a
much longer time to complete. Charging to 100%, especially routinely on a DC Fast charger, is also not
recommended by vehicle manufacturers, as routinely charging to 100% can damage the battery through
overcharging and overheating.
Charging fees can be based on the amount of energy used [measured in kilowatt-hours (kWh)], the time
spent charging (measured in minutes), the time spent idling after charging, or a combination of all three.
An informal survey of the Electrify America app for chargers in Ohio revealed a pricing structure based
on energy usage. This typically includes additional fees if the vehicle remains connected after charging,
known as idle fees. The cost per kWh ranged from $0.48 to $0.64, while idle fees were either waived or
charged at $0.40 per minute after a 10-minute grace period.
The City of Bexley, Ohio charges an idle fee of $0.10 per minute after two hours of charging for the
chargers near their city hall. However, most private companies charge at the higher end of the scale. If
the fees are set too low, it may not deter drivers from occupying the charging stations longer than
necessary.
Tesla also has a congestion fee of $1 per minute that is charged when a vehicle reaches 90% SoC. This is
another tactic to turn over parking spots to the next vehicle. It’s worth noting that EV drivers,
particularly those who are accustomed to using public charging stations from well-known brands, are
likely accustomed to these energy-based, idle and congestion fees.
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. Not charging fees can also be a draw for employees and
tourists. As the City expands its charger offerings and to respond to the congestion that could occur with
more EVs on the road needing charging, it is recommended that fees be considered for both energy
usage and idling.
By implementing charging fees for EV stations, drivers are incentivized
to follow proper charging etiquette and move their vehicles promptly
when finished, reducing unnecessary idling and ensuring fair access for
all users.
25
Charging Infrastructure Needs
This section addresses several critical components: the projection of charging scenarios to estimate
future EV registrations and corresponding infrastructure requirements, identification of recommended
priority locations within the City of Dublin, an assessment of revenues and costs through a cost recovery
framework, and the implementation of electrification best practices to guide both municipal and private
development initiatives. The analysis is designed to provide a strategic plan for the deployment of
efficient and effective EV charging infrastructure, ensuring the City of Dublin is well-prepared for
continued growth in EV adoption.
Charging Projection Scenarios
It is important to acknowledge that projections for EV adoption have historically tended to overestimate
actual growth (Figure 14). Over the past decade, numerous forecasts anticipated more rapid increases
than what ultimately occurred. Given the current uncertainties within the EV market, the forecasting
methodology for the City of Dublin has been refined to adopt a more conservative approach. This
ensures that estimates for future EV registrations are realistic and that the City's investments remain
prudent and well-aligned with actual demand.
Figure 14: EV Adoption Forecasts Over the Years
Dublin’s goal is to prioritize investments in strategic public charging
sites that complement market deployments and fill critical gaps the
private sector is not to ensure effective expansion of EV infrastructure
for all residents and visitors.
26
Source: BloombergNEF
As of July 2025, the City of Dublin recorded a total of 39,648 registered vehicles, with 1,688 classified as
EVs. Over the previous year (July 2024 to July 2025), 358 new EV registrations were documented,
indicating a steady growth in local adoption. To estimate future EV adoption, a linear forecast based on
the most recent registration data suggests Dublin could reach approximately 4,200 EVs by 2032.
However, given anticipated market developments, including the introduction of more affordable EV
models and expanded public charging infrastructure, this projection may be too conservative.
Recognizing these factors, the analysis applies exponential smoothing—a time-series forecasting
technique that places greater emphasis on recent trends. This method effectively mitigates short-term
variations and reveals long-term patterns in EV adoption.
Taking into account both market uncertainty and Dublin’s strong adoption momentum, a moderate
electrification scenario has been identified. This scenario targets approximately 5,000 AFV registrations
in Dublin by 2032. With continuing market and technology advancements, it is reasonable to expect that
around one-third of the city’s households—out of roughly 18,000—will own an EV within this
timeframe. This data-driven approach provides a robust foundation for planning future charging
infrastructure.
Figure 15: Dublin AFV Registrations Forecast
Source: HNTB
This figure is used in the EV charging scenarios and the calculations summarized in Table 15, which
details the ideal cumulative total EV charging station numbers including private sector and city
investments. These scenarios are created by projecting how many EVSEs will be needed to support the
total number of EVs. EVSE numbers include all level 2 and DCFC chargers, whether publicly or privately
funded. However, it does not include chargers installed in private homes.
The recommended charging scenario for Dublin will need to be reassessed based on actual market
trends due to how rapidly the EV market is evolving, but at this moment a moderately-high charging
scenario for 2035 is recommended, with a 17 to 1 EV to EVSE ratio. This is recommended because of the
high density of single-family homes in Dublin where most EV drivers will have the ability to charge at
home, rather than relying on public charging.
431
1,688
5,433
9,613
0
2,000
4,000
6,000
8,000
10,000
12,000
Jan-21 Jan-22 Jan-23 Jan-24 Jan-25 Jan-26 Jan-27 Jan-28 Jan-29 Jan-30 Jan-31 Jan-32Total AFV RegistrationsAFVs Registered Moderate Electrification High Electrification
27
Table 15: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City Investments)
CHARGING
SCENARIO
EV TO EVSE
RATIO
EV TO EVSE RATIO SOURCE EVSE NEEDED IN DUBLIN BY
2035
Low 37:1 McKinsey (Kampshoff et al. 2022) 135
Medium 26:1 NREL (June 2023) 192
Moderately-High 17:1 Recommended EV to EVSE Ratio by
2035
294
High 11:1 ICCT (Bauer et al. 2021) 454
Source: National Renewable Energy Laboratory (NREL) – Building the 2030 National Charging Network
Next, the number of each type of charger needed was reviewed – level 2 versus DCFC. In terms of the
number of level 2 charging ports needed compared to DCFC ports, it is recommended to have a more
conservative ratio in the Dublin area at around 20:1 level 2 to DCFC as shown in Table 16. This is
recommended because Dublin already has a relatively low number of public level 2 ports compared to
DCFC ports. Since Dublin is comprised of mostly residential and mixed-use areas, where most users will
be parked for extended periods and not necessarily need rapid charging, a higher number of level 2
ports versus DCFC ports could serve most users.
Table 16: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
PARAMETER VALUE
Projected Number of EVs in Dublin by 2032 5,000
Recommended EV to EVSE Ratio 17:1
Recommended Number of Public EVSE 294
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 280
Recommended Public DCFC Ports 14
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 107 existing public level 2
charging ports and 6 existing DCFC ports. Table 17 shows targets for EVSE implementation to meet the
2035 recommendations. These will include EVSE funded by the City of Dublin and the private sector.
Table 17: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private Sector and City
Investments)
YEAR LEVEL 2 PORTS DCFC PORTS TOTAL PORTS INCREASE IN
NUMBER OF
PORTS
2023 83 6 89 -
2025 (Existing) 107 6 113 +24
2028 150 8 158 +45
2030 200 10 210 +52
2035 280 14 294 +84
Source: HNTB
Projected Costs
The installation of EV chargers incurs various costs. Table 18 provides an estimate of the capital costs for
deploying the chargers, broken down by charger type and charging scenario. A moderately-high charging
scenario is recommended for Dublin. When this scenario is combined with a 20:1 ratio of level 2 to DCFC
chargers, the projected total cost comes to approximately $5M.
28
It’s important to note that these costs will not be borne by the City of Dublin alone. Rather, they
represent the collective investment required from all parties involved in charger installation to achieve
the stated charging infrastructure goal.
Implementation at this scale corresponds to the addition of one to two new charging locations per year
over the next ten years.
Table 18: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments)
EV PER EVSE LEVEL
2 PER
DCFC
ADDITIONAL
LEVEL 2
NEEDED
BY 2035
ADDITIONAL
DCFC
NEEDED
BY 2035
LEVEL 2
CAPITAL
COST
ESTIMATE
DCFC
CAPITAL
COST
ESTIMATE
TOTAL CAPITAL
COST ESTIMATE
Low:
Mckinsey
2022 (37:1)
20:1 27 1 $545,000 $135,000 $680,000
12:1 23 5 $455,000 $945,000 $1,400,000
3:1 0 39 $0 $7,020,000 $7,020,000
Med: NREL
2023 (26:1)
20:1 81 4 $1,628,000 $648,000 $2,276,000
12:1 75 10 $1,500,000 $1,800,000 $3,300,000
3:1 27 58 $540,000 $10,440,000 $10,980,000
Moderately-
High (17:1)
20:1 173 8 $3,460,000 $1,440,000 $4,900,000
12:1 169 19 $3,370,000 $3,330,000 $6,700,000
3:1 95 92 $1,900,000 $16,560,000 $18,460,000
High: ICCT
2021 (11:1)
20:1 330 17 $6,606,000 $3,006,000 $9,612,000
12:1 315 32 $6,303,333 $5,730,000 $12,033,333
3:1 202 145 $4,033,333 $26,160,000 $30,193,333
Source: HNTB
Note: The capital cost estimate encompasses site preparation, utility upgrades, hardware, and installation. It is estimated that
the capital cost for a level 2 port is approximately $20,000, while a 150 kW DC Fast port costs about $180,000 per Table 20.
These figures do not account for ongoing operations and maintenance, electricity costs, or potential revenue generated by the
charging stations. For further information, refer to the Cost Recovery Model in Section 0.
EV Charging Locations
Figure 16 provides a detailed overview of the existing and the recommended locations for EV charging
stations, including level 1, level 2, and DC Fast charging options across both public and private
developments. These stations are strategically positioned based on existing and anticipated demand in
traffic, tourism, and areas of growth as described in the Envision Dublin Community Plan.14 These
locations will help ensure accessible and convenient coverage to support the growing EV market in the
area. The black callouts indicate the locations in Dublin suitable for public investment in publicly
accessible EV charging sites, while the blue callouts highlight key areas where private investment would
be more appropriate.
14 https://storymaps.arcgis.com/stories/775646484c58444e87f70a9bf507e6c6
Assuming the City of Dublin is responsible for 20% of the total charging
ports, it is recommended that the City install 36 Level 2 charging ports
and 2 DCFC ports by 2035. This would represent a capital investment of
approximately $1 million to support the adoption of EVs.
29
Figure 16: Future EV Charging Location Recommendations
Source: HNTB
Cost Recovery Model
This cost recovery model evaluates the financial viability of EV charging infrastructure by comparing
projected revenues against associated costs. Revenues streams include energy-based user fees and idle
time charges, while costs encompass capital expenditures and ongoing Operations and Maintenance
(O&M).
Dublin is strategically targeting investment in 8 public EV charging sites
by 2035, to complement other private sector investments and help
ensure accessible and convenient coverage to support the growing EV
market in the area.
Dublin evaluated EV infrastructure costs across multiple dimensions
including capital, electric, maintenance, and other expenses to ensure a
holistic financial model.
30
Figure 17: Cost Recovery Model
Source: HNTB
EV Charging Station Costs
When deploying any EV charging station, several major cost categories must be factored in, including
site preparation, utility upgrades, hardware purchases, installation costs, EV charging station
management software, networking and data services, ongoing costs of electricity to power the EV
charging station and EVs, and routine, preventative, maintenance costs as well as repair costs. These are
detailed in Table 19.
31
Table 19: EV Charging Station Total Costs of Ownership – Categories and Components
CATEGORY COMPONENTS
Capital Costs
Site
Preparation
Includes trenching/boring, paving, lighting, ADA compliance,
protective barriers (such as bollards), and landscaping.
Utility
Upgrades
Covers transformer upgrades, new meters, and service
extensions.
Hardware Refers to the purchase of charging units (e.g., pedestal-
mounted Level 2 or DCFC units).
Installation Encompasses labor, permits, materials, and inspections.
Operations &
Maintenance
Software Network management, user interface, payment processing,
and smart grid integration.
Networking Connectivity costs (e.g., cellular data plans).
Electricity Power consumption based on usage and local utility rates.
Maintenance Routine servicing, part replacement, and software updates.
Source: HNTB
This analysis is structured to detail costs across four primary categories: capital costs, maintenance
costs, networking costs, and the costs of the electricity to power the stations. Table 20 provides a high-
level per-port cost breakdown of the cost components for Level 2 and DC Fast chargers. Costs are based
on current, publicly available data, and are meant for high-level estimation purposes. Final costs and
vendor fees are highly variable, requiring project specific quotes. Public chargers typically have a life
cycle of 10 to 15 years, depending on utilization and environmental factors. Over this period, installation
and operational costs can be reasonably recovered, and infrastructure needs can be reassessed as
market conditions evolve. Replacement planning should account for new hardware, installation labor,
and any necessary utility upgrades, all of which contribute to future capital costs.
Table 20: Summary of Estimated Costs by Port
CATEGORY SUB CATEGORY LEVEL 2 PORT DCFC PORT
Capital Costs*
Planning & Oversight ~$4,000 ~$35,000
Site preparation & Labor
(Utility upgrade, trenching) ~$7,000 ~$55,000
Hardware & Installation ~$9,000 ~$90,000
Maintenance
(Annual) - ~$500-$1,500 ~$3,000-$10,000
Networking
(Annual) - ~$500-$1,500 ~$65-$625
**Electricity (Annual) - ~$311 ~$18,020
Initial Investment (CAPEX) - ~$20,000 ~$180,000
Annual Total (OPEX) ~$3,000 ~$25,000
Source: HNTB
*Includes administrative legal expenses, rights-of-way, appraisals, architectural and engineering fees, project inspection fees,
site work, trenching and removal, construction, and equipment (pedestal, transformer, distribution panels & breakers, main
circuit breaker, remote shutdown, pull boxes, and conduits, wiring, paint, bollards, etc.).
**Electricity costs are detailed in Table 21.
32
Utility costs for electricity to operate EV charging stations are highly variable, influenced by multiple
factors including the type of charging station, utilization rates, and local utility pricing structures. Utility
rates often include demand charges, especially for commercial and industrial customers such as EV
charging stations. The scenarios below are based on specified assumptions and provide an example of
annual electricity cost for Dual-Port Level 2 and Dual-Port DCFC EVSE.
Table 21: Estimated Electricity Costs Breakdown
CATEGORY ONE DUAL-PORT LEVEL 2
STATION
ONE DUAL-PORT DCFC
STATION
Service Schedule AC Single Phase Dual Phase 480V Service
Approx. Base Charge (Flat
monthly fee on utility bill)
$10.21 Single Phase/$25.95 3-
phase $25.95 (3-phase)
Approx. Energy Rate $0.13 / kWh $0.10 / kWh
Demand Charges None $12.75 flat fee winter; $9.38
/ kW summer
Reactive Power Charges None $0.003 / kVARh
Monthly Operating Cost $52 $3,003
Annual Operation Cost (Dual
Port) $622 $36,039
Assumptions 160 kWh per month 796 kWh per month
Annual Operation Cost (Single
Port) $311 $18,020
Source: HNTB
*Note: Table 21 presents electric costs only. For comprehensive costs, including networking and maintenance, refer to Table 20.
The estimates are illustrative and intended for reference purposes only. Updates may be necessary based on utility. This is
provided as general guidance.
Revenues
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. As the City expands its charger offerings and to respond
to the congestion that could occur with more EVs on the road needing charging, it is recommended that
fees be considered for both energy usage and idling. Accurate revenue forecasting hinges on a
comprehensive understanding of several interconnected factors:
1. EV Adoption Rates and Regional Demand in Dublin: The fundamental driver of charging
revenue is the actual demand for EV charging, which is directly tied to the rate of EV adoption
within Dublin and its surrounding region. Accurate predictions of regional EV charging demand
are crucial and involve analyzing historical charging data, considering factors such as the current
number of EVs, their typical charging patterns, existing infrastructure availability, and external
variables like weather conditions and time of day. Dublin’s revenue projections must therefore
carefully consider its own projected EV growth trajectory and how it aligns with these broader
trends.
2. Charger Utilization Rates (Benchmarking and Forecasting): Utilization, defined as the
percentage of time a charger is actively in use, is a direct determinant of revenue; higher
33
utilization rates translate into increased revenue and improved ROI. For EV chargers to achieve
profitability, a utilization rate of at least 17%15 is typically required, though market leaders may
achieve profitability with a slightly lower rate of 14%. However, observed average daily
utilization can vary widely, from a low of 13% to a high of 47% across different fast-charging
stations. It is important to note that a significant proportion of chargers, even in mature EV
markets like the Netherlands, operate at a loss, with 20% of DC chargers exhibiting less than 1%
utilization. Factors that influence utilization include the quality of the location (visibility,
accessibility, proximity to amenities), the daily number of charging sessions, the average energy
dispensed per session, and the level of competition from nearby charging options.
3. Pricing Strategy and Competitiveness: The chosen pricing strategy directly impacts revenue.
Offering a competitive price per kWh or per session is essential to ensure that Dublin’s chargers
remain attractive compared to alternative charging options. The pricing model must strike a
delicate balance between affordability for users and the need to cover operational costs and
achieve revenue targets. Experimenting with different pricing models and continuously
monitoring driver responses is key to identifying the optimal price point that maximizes revenue
without deterring users. It is crucial to avoid extreme pricing: setting rates too low can
undermine the financial sustainability of the charging stations, while rates that are excessively
high can deter EV drivers. A thorough understanding of the local utility’s energy pricing
structure, including any demand charges during peak hours, is fundamental for developing an
effective and profitable pricing strategy16.
4. Charger Reliability and Uptime: The reliability and consistent uptime of charging stations are
non-negotiable for revenue generation and customer satisfaction. Any downtime directly
impacts revenue potential and erodes customer trust. A reputation for reliable chargers fosters
repeat business, whereas frequent outages will deter usage and lead to negative perceptions.
5. Location Quality and Accessibility: The strategic selection of deployment sites is paramount for
maximizing utilization and ensuring long-term profitability. EV drivers prioritize stations that
offer minimal wait times and straightforward access. Sites that are poorly marked or
consistently occupied are likely to experience reduced usage. The optimal location varies
depending on the charger type.
15 https://kalibrate.com/insights/blog/electric-vehicles/utilization-passing-the-ev-charger-roi-test/
16 https://www.pecnw.com/blog/how-to-forecast-revenue-for-ev-charging-stations/
As the City expands its charger offerings and to respond to the
congestion that could occur with more EVs on the road needing
charging, it is recommended that fees be considered for both energy
usage and idling.
34
According to Stable Auto17, the national average estimated price of charging at DCFC stations is $0.45
per kWh, while in Ohio it is $0.40 per kWh. For Level 2 stations, the national average estimated price is
$0.26 per kWh. Several pricing scenarios can be considered for EV charging, including low, moderate,
and high pricing tiers.
Table 22: Pricing Scenarios
CATEGORY PRICING [$/KWH]
Level 2 0.26 $/kWh
DCFC – Low Price 0.30 $/kWh
DCFC – Moderate Price 0.40 $/kWh
DCFC – High Price 0.50 $/kWh
Source: HNTB
Variations in charging utilization are notable and should be considered when evaluating operational
scenarios. The following outlines low, moderate, and high utilization cases.
Table 23: Utilization Scenarios by Port Type
NUMBER OF SESSIONS PER DAY [UTILIZATION %*]
Category Low [Utilization %] Moderate [Utilization %] High [Utilization %]
Level 2 1 session [16.67%] 2.5 sessions [40%] 4 sessions [66.7%]
DCFC 2 sessions [6.25%] 5 sessions [15.6%] 10 sessions [31.25%]
Source: HNTB
*Note: Utilization calculations are based on 45-minute DCFC fast sessions and 4-hour Level 2 sessions
Breakeven Year Estimate
Based on different studies, It can take anywhere from 2 to 10 years for a DC fast charger to break even,
depending on various factors such as initial investment cost, usage rates, and operating expenses. Some
businesses might break even in 2-3 years, while others might take longer.
Assuming an average session of 60 kWh, with a moderate utilization (See Table 23) rate of five sessions
per day (representing a 15% utilization rate), and a moderate pricing rate (See Table 22) of $0.40 per
kWh with a projected 2% annual increase in both revenues and costs, the following summarizes a
simplified 10-year cost recovery model for a 150 kW dual-port charging station. The analysis is based on
360 operational days per year at 97% uptime, and an initial capital investment of $180,000 (See Table
20). Under these parameters, annual revenues are estimated to range from approximately $40,000 to
$50,000, while annual operating costs are projected to be around $25,000.
Estimated Annual DCFC Revenue (Dual-Port 150kW) = 5 [sessions] x 360 [days] x 97 [%] x 60 [kWh] x
0.40 [$/kWh]= $41,904.
17 https://stable.auto/insights/electric-vehicle-charger-price-by-state
35
Figure 18: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger
Source: HNTB
For a single-port Level 2 charger, with the assumption of an average session of 11.5 kWh at 2.5 sessions
per day (equating to approximately 40% charger utilization daily), each session lasting four hours and
delivering roughly 46 kWh, and a charging fee of $0.26 per kWh, the projected initial capital expenditure
is $20,000 with annual operating expenses of $3,600. Assuming 97% uptime across 360 days of
operation per year, the estimated annual revenue for the single-port charger is calculated as follows:
Estimated Annual L2 Revenue (Single-Port) = 2.5 [sessions] × 360 [days] × 97 [%] × 46 [kWh] × 0.26
[$/kWh] = $10,441.
Under these parameters, the simplified 10-year cost recovery model for a single port L2 charger is
shown below:
36
Figure 19: Estimated Breakeven Year for a Single-Port Level 2 EV Charger
Source: HNTB
Assuming the deployment schedule of two DCFC ports in Year 4, and the addition of four Level 2 ports
annually starting in Year 1—with an increased rate of 6 ports in Year 6 and 10 ports in Year 7—the
following analysis presents the projected revenue and cost outcomes for the planned installation of 36
Level 2 and 2 DCFC ports. This assumes moderate pricing, utilization, and adoption scenarios, with no
idle fees. This deployment becomes profitable in Year 5.
Figure 20: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports
Source: HNTB
In light of the above analysis, Level 2 charging solutions present a clear, low-risk pathway for Dublin,
offering reliable cost recovery and strong potential for positive returns, especially with phased
deployment. While DC fast charging entails a greater financial commitment and inherently higher risk
due to its upfront investment, the long-term prospects remain promising—both models are expected to
37
deliver not only a positive return on investment but also significant social benefits by promoting broader
EV adoption.
Electrification Best Practices
The working group reviewed the various ownership models and researched best practices for
electrification from the City’s perspective as a charging owner/operator and from the perspective of
developers bringing EV chargers to the City.
The remainder of this section provides guidance for private developers on installing EV charging and
best practices for contractual agreements for the City to own and operate chargers on their property.
The recommendation is to continue contracting full services to third parties, as this approach minimizes
costs, leverages skilled maintenance, and allows for flexibility in provider changes.
Ownership Models Analysis
The city must consider the impacts of EV charging station ownership models on capital outlay, ongoing
O&M costs, and potential revenue before deploying chargers. Ownership types affect budget allocation,
risk exposure, and infrastructure scalability. Understanding the trade-offs between financial investment
and public benefit will help policy-makers choose the best model for strategic sustainability goals.
Table 24: Ownership Models
CONSIDERATION DUBLIN OWNS
AND OPERATES
DUBLIN CONTRACTS WITH
THIRD-PARTY FOR O&M
SERVICES
THIRD-PARTY LEASES
SITE FROM DUBLIN AND
OWNS AND OPERATES
Capital Costs $$$$$ $$$ $
Operations &
Maintenance
$$$$$ $$$ $
Revenue $$$$$ $$$ $
Conclusion Higher Costs
Higher Risks
Moderate Costs
Moderate Risks
Lowest Costs
Lowest Risks
Source: HNTB
Contracting with a third-party vendor for full-service EVSE delivery offers Dublin a balanced approach
to infrastructure deployment. This model reduces the City’s capital and operational expenditures while
leveraging vendor expertise for installation, maintenance, and customer service. Although direct
revenue may be lower compared to City-owned models, this approach aligns with Dublin’s goals of
enhancing public amenities and accelerating EV adoption. It also shifts operational risks to specialized
providers, allowing City staff to focus on strategic priorities. Partnering with experienced vendors can
expedite deployment timelines and ensure high-quality service standards across the network. In order
to implement this model, the next step should be to develop a framework to implement user fees,
operations and policy considerations to create a plan to establish the structure of the program.
By prioritizing publicly accessible facilities in its EV infrastructure
strategy, Dublin positions itself as a leader and a model for other
cities, demonstrating how thoughtful investment in charging stations
can accelerate the transition to sustainable transportation and
maximize community impact.
38
City of Dublin
Table 25 presents best practices that the City of Dublin should consider when operating EV charging
infrastructure on Dublin-owned property.
Table 25: Key Considerations for the City of Dublin
CATEGORY BEST
PRACTICES
DESCRIPTION
Accessibility
Scalability Prioritize EV charging management system capabilities that meet the growing
demands of handling more drivers, chargers, and transactions.
Compatibility
Deploy chargers that are compatible with the highest number of EVs on the
market and ensure interoperability with various EV models by accommodating
the appropriate connector standards (such as CCS, or NACS standards).
Code Changes Enact code changes that allow the City to enforce EV charging only parking
spaces.
Fleet
Management
Capabilities
Ensure the EV charging infrastructure is optimized to fulfill the charging needs
of employee drivers and fleet managers, including automatic notifications via
smart connections to promptly address maintenance issues.
Standards
and
Integration
Data Security
and Privacy
Implement robust data security measures to protect user data and privacy, in
compliance with applicable regulations.
Customer
Support
Specify the provision of reliable customer support services, including 24/7
assistance and responsive maintenance teams.
Charging
Management
Require that EV charging systems notify users via app or SMS when charging
is complete. This encourages timely vehicle removal, improves charger
availability, and supports better etiquette at public charging sites.
Pricing
Transparency
Ensure a transparent procurement and charging pricing process. All vendors
will be required to make an API available for free to third party software
developers to share this information.
Sustainability
and Future-
Proofing
Smart Grid
Integration
Promote integration with the local smart grid to optimize charging schedules
and reduce strain on the electrical grid during peak times.
Community
Engagement
Include provisions for community engagement and feedback mechanisms to
address concerns and ensure charger locations are well-received by residents.
Compliance
and Reporting
Set up regular reporting and compliance checks to ensure that contractors
meet the terms of the agreement and adhere to City standards.
Futureproofing Consider future technologies and standards, ensuring that the contract allows
for upgrades and adaptations as the EV charging industry evolves.
Incentives for
Renewable
Energy
Explore incentives for contractors to invest in renewable energy sources and
energy storage solutions to reduce environmental impact.
Pricing
Stay Up to
Date with
State Law
An entity providing EV charging services is not considered a public utility.
Pricing by kWh and time are both permitted, with per kWh gaining more
popularity and being perceived as fairer. Costs around $0.50/kWh are
common for privately owned DCFC.
Ohio currently collects EV, PHEV, and Hybrid registration fees to supplant or
replace gas tax revenue, but these fees are not being shared with
municipalities.
Charging For
Usage
Set up fees to recoup energy costs and encourage good etiquette. Specific
recommendations are discussed in Section 0.
Demand
Charges
Low utilization of high-power chargers can impose high demand charges.18 Be
careful not to over-build DCFCs to keep utilization high. Inconsistent or “peak”
18 Electricity Cost for Electric Vehicle Fast Charging (nrel.gov)
39
CATEGORY BEST
PRACTICES
DESCRIPTION
usage will incur higher fees from the utility. Talk to the utility about EV-
specific rates that may exist.
Fees for
Behavior
Change
Imposing idle fees once charging has substantially completed encourages
turnover. Drivers have come to expect fees, and pricing this scarce resource
accordingly will become more critical. Flat idle fees in the range of $0.40 -
$1.00 per minute are common for DCFCs. Tesla offers a tiered system where
the fee is dynamically adjusted based on congestion at the Supercharger and
the vehicle’s SoC.19
Equity
Outreach to people who don’t have charging at home is recommended to
ensure that pricing strategies do not exclude these groups. Lower-income
populations are less likely to have access to home charging, a double-edged
sword – higher prices will affect them disproportionately, but higher turnover
of spaces could be a benefit to a group that doesn’t otherwise have access.
Source: HNTB
19 https://www.tesla.com/support/charging/supercharger/fees
40
Private Development
From offering EV charging as an incentive for employees to adding an EV charger to their place of
business as a new revenue source, private businesses and developers of various types are seeing the
electrification of vehicles impact their day-to-day decisions.
The City of Dublin takes an active role in partnering with businesses who choose Dublin as their home
and wants to continue to offer that partnership as Dublin’s EV charging network is built. This includes
creating public-private funding mechanisms to promote the installation of new EV charging stations,
particularly in multi-family residences and commercial developments.
Table presents best practices for private developers to implement when installing EV chargers. It is
recommended that these best practices be shared on an electrification webpage, serving as a resource
to guide effective and efficient charger installations and promote broader adoption of EVs.
Table 26: EV Charging Best Practices for Private Developers
CATEGORY BEST PRACTICES DESCRIPTION
Physical Space
Easy Access
Place EV chargers in well-lit, well-marked and easily accessible areas,
such as near parking lot entrances and exits. This will make it easier
for drivers to find and use the chargers.
Location Convenience
Place EV chargers in locations that are convenient for users, such as
near shopping centers, workplaces, and residential areas to
encourage more people to use the chargers.
Site Aesthetics
Ensure that the placement of EV chargers is carefully considered to
preserve the site’s visual appeal while still providing convenient
access to charging stations.
Electric
Utilities
Early Coordination
Coordinate with the local electric utility company early in the
planning process to ensure that there is sufficient electrical capacity
to support the EV chargers.
Site Improvements
Determine if any utility upgrades such as system upgrades,
distribution work, or new service work are needed and the
associated costs.
Separate Metering
Request separate metering for EV chargers to appropriately pass
along electricity charges and to receive better data on electricity
usage. Separately metering charging load, either with a separate
meter or submetering equipment, is necessary for functions such as
billing EV drivers based on usage, administering different rates,
collecting charging data, and excluding charging load from demand
charge calculations from the rest of the building.
Permits and Licenses
Obtain all necessary permits and licenses from the City of Dublin to
ensure that the EV chargers are in compliance with all applicable
laws and regulations.
Site Feasibility
Pull-Through Spots Prioritize pull-through spots for more efficient use of charging and to
address the needs of medium and heavy-duty vehicles.
Amenities Install chargers near amenities such as restaurants, restrooms,
seating, and vending machines.
Safety and
Security
Fire Safety Comply with all applicable fire safety codes and regulations.
Remote Shutoff Equip the EV chargers with remote shutoff capability, so that they
can be turned off in the event of an emergency.
Cybersecurity
Measures
Implement cybersecurity measures to protect against unauthorized
access and data breaches.
41
CATEGORY BEST PRACTICES DESCRIPTION
Locked Cabinets Store the EV charging equipment in locked cabinets to prevent theft
and vandalism.
Vandalism Resistance
Choose EV chargers that are vandalism resistant. This includes
features such as heavy-duty construction, security cameras, and
motion sensors.
Cameras Consider installing cameras at the EV charging station to improve
safety.
Lighting Install adequate lighting at the EV charging station to improve
visibility and safety.
Accessibility
ADA Compliance
Make sure that the EV charging station is accessible to people with
disabilities., taking into consideration guidelines provided by the U.S.
Access Board20 for inclusive design.
Maintenance
Establish a regular maintenance schedule for the EV charging station
to ensure that it is in good working order. This includes inspecting
the equipment for damage and making any necessary repairs.
Source: HNTB
Electrification Recommendations
This section provides actionable insights for stakeholders at various levels, detailing how to navigate the
evolving landscape of EVs and EV charging infrastructure. These core recommendations provide a
roadmap for making informed decisions and investments in the electrification journey.
Charging Infrastructure Deployment
Short-term Recommendations (2026 -2027)
Annually review charger deployment locations and needs through
the Capital Improvement Program process, programming new
equipment as funding and project priorities allow.
As part of this review, apply a standard of 30% average usage
sustained over a three-month period to determine when to consider
adding chargers at existing locations, while also evaluating usage
data in the context of nearby events that may skew results and
incorporating any public feedback about the site.
WHO'S INVOLVED:
Facilities, Transportation and
Mobility, Deputy City Manager, City
Manager
Medium-term Recommendations (2028 -2030)
Update projections every 2 years to check adoption, regulation,
funding changes, etc.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Facilities, Data and
Analytics
20 https://www.access-board.gov/ta/tad/ev/ A B
42
Long-term Recommendations (2030 -2035)
Reassess needs based on changes in EV technology, adoption rate,
and private charging availability.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and Analytics
Planning and Zoning Codes, Building Standards
Short-term Recommendations (2026 -2027)
Evaluate the zoning code to facilitate the installation of EV charging
infrastructure by assessing current codes, requiring EV-ready
parking, and ensuring a percentage of spaces in new parking lots
and garages are EV-ready in upcoming code updates.
This effort should include encouraging new homes to be
constructed with 220V electrical lines to support Level 2 chargers
and developing solutions for renters in multi-unit housing.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering
Use the U.S. Access Board Design Recommendations for ADA
accessible vehicle charging stations. This entails recommending a
percentage of spaces to be ADA accessible ensuring inclusivity and
accessibility.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering, Facilities
Medium-term Recommendations (2028 -2030)
Create educational materials for development projects, establish
clear guidance for EV readiness once changes in the zoning code
are complete, and offer options for varying levels of development,
from basic readiness to comprehensive charging infrastructure.
WHO'S INVOLVED:
Planning, Communications and
Marketing, Transportation and
Mobility, Economic Development
Long-term Recommendations (2030 -2035)
Work collaboratively with housing developers as project proposals
are submitted to request accommodating the evolving needs of EV
charging infrastructure.
WHO'S INVOLVED:
Planning, Economic Development,
Transportation and Mobility C A B C D
43
Partnerships
Short-term Recommendations (2026 -2027)
Continue to collaborate with MOPRC to identify new collaboration
opportunities. This should include participating in the Central Ohio
Charging Smart Cohort and seeking Gold status in the Charging
Smart Program and new granting opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, City
Manager’s Office, MORPC
Medium-term Recommendations (2028 -2030)
Continue collaboration with neighboring jurisdictions and MORPC
to identify partnering opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Utilities, MORPC, Neighboring
Jurisdictions
Long-term Recommendations (2030 -2035)
Further coordinate with regional partners to review the network of
EV charging stations in the area, so that Dublin remains connected
to neighboring communities.
WHO'S INVOLVED:
City Leadership, Transportation and
Mobility, Regional Municipalities
Education and Outreach
Short-term Recommendations (2026 -2027)
Conduct public outreach to understand community needs and
share Dublin’s plans. Then, use the findings to create an educational
campaign that promotes EV benefits, incentives, new technologies,
best practices, and EV etiquette.
The medium-term recommendation under Planning and Zoning
should build upon this effort as the foundation for developing the
necessary materials.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing with
input from local community partners
Medium-term Recommendations (2028 -2030)
Work with Visit Dublin Ohio to update their tourism information to
include information on EV charging.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing, Local
Community Organizations
A B C A B
44
Long-term Recommendations (2030 -2035)
Reassess public education and outreach needs as EV technology
advances.
WHO'S INVOLVED:
Transportation and Mobility
Dublin Fleet
Short-term Recommendations (2026 -2027)
Pursue light-duty vehicle conversions and conduct ongoing
assessment of fleet needs in alignment with the recommendations
of the Dublin Sustainability Plan.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Continue to meet with local government fleet management teams
to discuss ideas and best practices around procurement and
management of EVs and chargers.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Medium-term Recommendations (2028 -2030)
Evaluate light duty fleet vehicles that have demanding duty cycles
with EVs of PHEVs to assess if operational needs are met.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Long-term Recommendations (2030 -2035)
Carry out the Dublin Sustainability Plan’s recommended
implementation to identify infrastructure needs to increase EVs and
equipment within parks and facilities maintenance.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Reassess fleet needs. Fleet needs and vehicles available to fill those
needs will continue to change over time so a regularly scheduled
reassessment of needs around the capital budget process is needed.
Continue to actively pursue light-duty vehicle conversions as
contained in the Dublin Sustainability Plan’s recommendations.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
C A B C D E
45
Funding
Short-term Recommendations (2026 -2027)
Explore available external state and federal grants and incentives
for EV charging infrastructure and develop a strategy to secure
funding. Engage with other governmental agencies on partner
opportunities to develop regional grant applications. Consider
priority federal grants such as the National Electric Vehicle
Infrastructure (NEVI) Program.
WHO'S INVOLVED:
Transportation and Mobility, City
Manager’s Office, Transportation &
Mobility
Medium-term Recommendations (2028 -2030)
Incorporate dedicated funding within the ongoing five-year CIP to
support the expansion and maintenance of EV charging
infrastructure, while actively monitoring federal, state, and utility
grant opportunities as funding availability and project priorities
allow.
WHO'S INVOLVED:
Transportation and Mobility, City
Finance Department, City Council
Collaborate with developers and utility providers to ensure that
proposed projects are supported with adequate electrical
infrastructure to maximize economic development opportunities.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department
Long-term Recommendations (2030 -2035)
Explore public-private partnership opportunities for EV
infrastructure investments to reduce the burden on the City’s
budget.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department,
Private Sector Partners A B C D
46
Fee and Code Considerations
Short-term Recommendations (2026 -2027)
Establish a fee and/or ownership structure for both DC fast
chargers (DCFC) and Level 2 chargers to recover electricity costs
and promote sustainable use. This includes implementing higher or
idle-time fees for DCFC to encourage turnover after reaching an 80%
state of charge while recognizing that idle fees for Level 2 chargers
may be less critical due to lower demand and usage patterns. To
align with Dublin’s goals—recovering costs while promoting proper
EV charger usage—it is advised to avoid setting prices too high or
too low and to use these average rates as a guideline: $0.26/kWH
for Level 2 charging and $0.40/kWh for DC Fast charging.
WHO'S INVOLVED:
City Council, City Manager’s Office,
Transportation & Mobility, City
Finance Department, City Engineer
Develop a framework to implement user fees, operations and
policy considerations to create a plan to establish the structure of
the program.
Medium-term Recommendations (2028 -2030)
Consider policy and code updates to deter non-compliant parking
at EV charging stations. This includes measures to prevent internal
combustion engine vehicles from occupying EV-designated spaces
and to discourage EV drivers from parking without actively charging.
Such policies will help ensure fair access to charging infrastructure
and promote responsible usage.
WHO'S INVOLVED:
City Planning Department,
Transportation and Mobility
Long-term Recommendations (2030 -2035)
Keep up with maintenance, make sure fees are accomplishing the
intended goals.
WHO'S INVOLVED:
City Manager’s Office, Transportation
& Mobility, City Finance Department A B B C
47
Future Considerations
Alongside the electrification recommendations, these future considerations provide additional
opportunities to support continued progress in advancing EV infrastructure.
Future Considerations
• Meet with large, private employers to understand their roadmap on offering EV chargers for employees,
including incentives such as front row parking.
• Meet with new businesses interested in moving to or expanding in Dublin to discuss their plans to add
employee EV charging to parking areas.
• Seek partnerships with businesses to expand the network of public and private charging stations.
• Update projections every 2-3 years to check adoption, regulation, funding changes, etc.
• Through coordination meetings with utility companies, inquire about their challenges and needs regarding
managing grid load and capacity to align sustainability efforts and to share Dublin’s plans and goals to
understand level of effort for deployment.
• Develop community outreach materials that provide information for diverse populations, ensuring
equitable awareness and knowledge sharing about EVs and charging infrastructure.
• Provide educational materials at various City-hosted events, such as the State of the City, Homeowners
Associations Leadership meetings, etc.
DUBLIN CITY COUNCIL
WORK SESSION
OCTOBER 13, 2025
Minutes
Mayor Amorose Groomes called the Monday, October 13, 2025 work session to order at
6:02 p.m.
Council members present: Vice Mayor Alutto, Mayor Amorose Groomes, Ms. De Rosa, Ms.
Fox, Mr. Keeler, Ms. Kramb and Mr. Reiner.
Staff present: Ms. O’Callaghan, Mr. Hartmann, Mr. Barker, Chief Paez, Mr. Rubino, Ms. Willis,
Mr. Rayburn, Ms. Goliver, Ms. Blake, Ms. Hunter, Mr. Jiang, and Ms. Weisenauer.
Also Present: Brian Cooper and Tom Ricchiuto, Baker Tilly Municipal Advisors and Sherry
Kish, Andrew Conley and Paul El Asmar, HNTB Consultants.
Ms. Kramb led the Pledge of Allegiance.
Debt Sensitivity Analysis
Mr. Rubino introduced Brian Cooper, Principal, and Tom Ricchiuto, Senior Manager at
Baker Tilly Municipal Advisors, who would be providing the presentation.
Mr. Rubino explained that this was a timely topic that had been previously presented to
the Finance Committee in August. He outlined that the presentation would cover credit
ratings, debt sensitivity, and the City's debt profile in the context of the capital plan
evaluation currently underway. He noted that the City had recently completed a round of
debt issuance in late summer, resulting in four AAA credit ratings. Mr. Rubino outlined the
key questions the presentation would address, which were:
e what credit ratings mean and why creditworthiness matters,
e the role of rating agencies,
e the significance of four AAA ratings for future debt plans,
e what the ratings reports reveal about the City's financial position, and
e how to balance capital investment needs with debt capacity.
Mr. Ricchiuto began by explaining that a credit rating is essentially a predictive score
indicating the ability to repay financial obligations, similar to a personal FICO score but
through a more formalized process. He confirmed that Dublin holds the highest AAA rating
from all four primary credit rating agencies: Moody's, S&P, Fitch, and Kroll. He detailed
how rating methodologies have become more transparent since the Great Recession of
2008-2009, with all agencies updating their methodologies within the last two to three
years.
Council Work Session
October 13, 2025
Page 2 of 6
The rating agencies examine four main factors: local economy strength, financial
performance including fund balances and cash balances, management practices and
policies, and debt and liabilities. Qualitative factors such as industry concentration are also
considered.
Mr. Ricchiuto explained the scoring process, noting that while Moody's and S&P provide
more straightforward and predictable scorecards, Fitch and Kroll allow for more
interpretive flexibility. He emphasized that the scorecard is a starting point for discussion,
not a final determination, as rating committees of three to seven members ultimately vote
on the final rating. Using Moody's as an example, he showed how they weigh different
factors, with leverage (debt and liabilities) comprising 30% of the scorecard.
Presenting the rating scale, Mr. Ricchiuto showed that all agencies use AAA as their
highest rating, with S&P, Fitch, and Kroll using identical systems (AAA, AA+, AA, AA-, etc.)
while Moody's uses a slightly different notation (Aaa, Aa1, Aa2, Aa3, etc.). He traced
Dublin's rating history, showing the City was first rated AA2 by Moody's 30 years ago,
received its first AAA from Fitch in 2000, was upgraded to AAA by Moody's in 2004, added
S&P's AAA in 2017, and most recently received Kroll's AAA in 2024.
Mr. Ricchiuto then discussed debt sensitivity analysis, examining how much additional debt
the City could take on while maintaining its ratings. He presented the City's current debt
portfolio, showing annual principal payments of $13-14 million over the next few years,
with maximum annual debt service around $21 million. He noted that 63% of principal
amortizes within 10 years, which is considered fairly aggressive and viewed favorably by
rating agencies.
The presentation revealed different pressure points from each rating agency. Moody's
indicated concern if leverage calculations reached 350%, while S&P was less prescriptive,
stating they saw no near-term pressures unless fixed costs began impacting performance.
Fitch emerged as the most conservative, with their model showing Dublin as a "low AAA" -
maintaining the rating but at the lower end of the spectrum. Direct conversations with
Fitch's analyst indicated approximately $50 million of additional debt following the August
issuance could create rating pressure.
Based on calculations using 2024 audited financials, the team estimated pressure points
for additional debt and found Fitch at around $50 million, while other agencies showed
capacity well over $100 million. Mr. Ricchiuto emphasized these are estimates, not
guarantees, and that rating decisions ultimately depend on committee deliberations rather
than strict scorecard calculations. He also noted that economic downturns and pension
liability changes could significantly impact these thresholds.
Mr. Cooper added context about Dublin's natural capital cycle, explaining that debt levels
typically increase during heavy infrastructure periods then decrease as issuances become
smaller. He emphasized the importance of sticking to capital plans, as rating agencies look
unfavorably on significant deviations. Mr. Cooper also stressed that while debt payments
are fixed, revenues can fluctuate, meaning new debt creates a "wedge" between future
capital and operations that must be carefully managed.
Council Work Session
October 13, 2025
Page 3 of 6
Ms. Fox asked about ways to gain points with Fitch given their conservative stance. Mr.
Ricchiuto responded that new revenue sources like voted levies could help, as they provide
dedicated funding streams separate from income tax.
Ms. De Rosa inquired about the value of maintaining four rating agencies, to which Mr.
Rubino and Mr. Ricchiuto explained that while not necessary, it demonstrates investor
confidence and provides prestige, though it does increase administrative work and costs.
Ms. De Rosa also pressed for tools to help Council make dynamic debt decisions, noting
that normal business activities would likely require $10-15 million annually in new debt.
She expressed concern about the debt schedule showing payments through 2045 and
questioned how to absorb large purchases while managing ongoing needs.
Mr. Reiner appreciated knowing the boundaries for capital needs, referencing potential
large investments in Metro Center and the sports complex. He recalled the difficult choices
between capital and operations during the 2008 recession when the City had to freeze
salaries.
Mr. Keeler viewed the analysis as a valuable "litmus test" but emphasized it represents a
point in time that will change as revenues and the tax base grow. He cautioned about the
diminishing utilization rates if too many chargers are deployed.
Mayor Amorose Groomes asked about whether state-level instability and external forces
are considered in ratings, to which the presenters confirmed these factors are evaluated,
particularly changes in state funding that could impact local governments. She also
inquired about whether acquisitions of saleable assets like real estate are considered
differently than infrastructure like bridges. Mr. Cooper explained that government ratings
assume funding of non-liquid assets like fire stations and bridges, so asset liquidity does
not factor into the methodology.
Vice Mayor Alutto emphasized that for her, the key issue was less about rating agency
requirements and more about managing the City's growing capital and operational needs.
She viewed the debt sensitivity analysis as one input for making difficult decisions about
what to purchase and fund.
The presentation concluded with Mr. Rubino noting that staff had used Fitch's conservative
$50 million threshold when developing the capital plan proposal, treating future debt
estimates as not-to-exceed amounts. He also mentioned that financial policy discussions
would continue into next year, including enterprise fund considerations in the first quarter.
Dublin EV Infrastructure Comprehensive Plan Follow-up
Ms. Willis introduced the revised Electric Vehicle (EV) Infrastructure Comprehensive Plan,
explaining it was an important step in advancing Dublin's sustainability goals and
preparing for continued EV growth. The plan reflected Council's feedback from October
2024 on supporting EV readiness through public charging, building standards, fleet
transitions, and private sector partnerships.
Council Work Session
October 13, 2025
Page 4 of 6
Ms. Willis introduced Andrew Conley, Sherry Kish and Paul El Asmar from HNTB. Mr.
Conley presented the comprehensive updates, beginning with benchmarking data showing
Dublin's EV adoption rate at 14.62% compared to just 4% for the rest of Ohio - more than
triple the state average. Dublin had received a $150,000 rebate through AEP's program
and allocates nearly $16,000 annually for charger maintenance, positioning the City as a
leader in infrastructure investment.
Addressing Council's previous questions about ownership models, Mr. Conley outlined
three options:
The City of Dublin owns, installs, operates, and maintains all EV
Fully City charging stations, controlling pricing and keeping all revenue.
Ownership | This model requires the City to cover all costs and manage
(#1) upgrades, relying on skilled staff or contracts, and involves the
highest financial and resource risk.
: Dublin’s current model has the City owning charging equipment City Owned, ‘ . . ; : , while a vendor handles installation, operations, and maintenance. Vendor O&M ; , : (#2) This approach ensures predictable costs, data access, reliable
service, and lower operational risk.
Vendor A third-party vendor leases City land and handles all investment,
Ownership | installation, operation, and maintenance of EV charging stations.
(Lease) This minimizes cost and risk for the City but limits its control over
(#3) pricing, operations, and data unless addressed in the lease.
The team continued to recommend the hybrid model, which Dublin currently uses, as it
balances City control over pricing and design while avoiding the need for specialized staff
and parts inventory.
Regarding changing technologies and grid capacity, Mr. Conley confirmed Ohio's electricity
grid can handle the demand from EV chargers due to diverse energy sources and robust
transmission infrastructure. The recommended 38 charging ports would not significantly
strain the grid, though continued coordination with utilities was advised. The analysis
found no commercially viable alternatives to battery-powered EVs for consumer vehicles,
though the City fleet already utilizes compressed natural gas where appropriate.
The plan recommended conventional pedestal-mounted charging stations as the most
cost-effective and familiar technology for consumers. While innovative solutions like
overhead garage chargers, battery-integrated systems, and mobile chargers were
acknowledged for specific use cases, inductive/wireless charging was not recommended
due to high costs and lack of universal standards.
Based on federal policy changes and Council feedback, the team revised both adoption
projections and deployment targets. The plan now recommends 36 Level 2 charging ports
and 2 DC fast charging ports over 10 years, representing about 20% of the total 294 ports
projected to be needed, with private sector expected to provide the remainder. Priority
locations include eight publicly-owned sites and four locations for potential public-private
Council Work Session
October 13, 2025
Page 5 of 6
partnerships. The two fast chargers were recommended for historic downtown Dublin due
to existing high demand and proximity to I-270.
Financial analysis showed total capital investment of just over $1 million with annual costs
of approximately $158,000 and estimated annual revenues of $313,000 over 10 years. The
model assumed moderate fees of 26 cents per kilowatt-hour for Level 2 and 40 cents for
DC fast charging - below private sector rates of 50-75 cents. Level 2 chargers would break
even in 3-4 years, while DC fast chargers would take 8 years, with overall net positive
returns over the 10-year lifecycle.
Current utilization data showed Dublin's chargers operating at nearly three times the
national average during business hours. The plan recommended implementing fees both
for cost recovery and to address charging etiquette issues, with escalating penalties for
overstaying completed charging sessions. User notifications and universal port
compatibility were also recommended.
For policy updates, the plan suggested encouraging EV-ready construction in new
developments through education rather than mandates for residential, while exploring
requirements for commercial developments to include EV-ready infrastructure. Fleet
management would continue targeting 45% light-duty EV adoption by 2035, aligned with
the sustainability plan.
Ms. Kramb supported the ownership model and revised numbers but urged that overstay
fees be "punitive." She added that since Dublin does not charge for parking - suggesting
people might pay $10 to stay an extra hour otherwise. She later proposed eliminating the
two expensive fast chargers to fund more Level 2 stations.
Mr. Keeler appreciated the 10-year runway allowing for adaptation as technology and
adoption change. He favored leaning heavily on "privateers" like Metro Center and Bridge
Park to carry the burden, supported charging fees, and cautioned about diminishing
returns if too many chargers reduce utilization rates below 30%.
Mr. Reiner agreed the $155,000 investment was reasonable but worried more about AI
consuming electricity than EVs. He suggested landscaping around EV parking areas similar
to shopping cart corrals to make them easily identifiable for visitors.
Vice Mayor Alutto emphasized the need for accessible spots, noting they benefit not just
those with mobility issues but also parents with small children. She supported Ms. Kramb’s
suggestion to eliminate fast chargers and implement graduated fees based on residency.
She also questioned the method of enforcement against non-EV vehicles parking in
charging spots.
Ms. De Rosa expressed skepticism about the limited scope of the plan, questioning the
installation of only 34 chargers when 294 are needed in 10 years. She struggled with
whether the City should be more aggressive or leave it entirely to private sector,
suggesting that 2-3 chargers annually seemed like a minor improvement rather than
meaningful impact. She later agreed with eliminating fast chargers to fund more Level 2
stations.
Council Work Session
October 13, 2025
Page 6 of 6
Ms. Fox questioned whether the market should drive installation and suggested
incentivizing private gas stations to install chargers rather than the City funding them
directly. She felt chargers belong at gas stations where people expect to refuel, proposing
using saved fast charger funds as incentives for private installations, similar to facade
improvement programs.
Mayor Amorose Groomes noted utilization rates might decrease once charging fees begin.
She explained the technology's convenience features including smartphone apps showing
charge status and available stations. She strongly supported differential pricing for
residents versus non-residents and potentially free charging for City employees as an
adoption incentive.
The Mayor emphasized that if Dublin claims sustainability as a key hallmark, "we need to
lead by example" and align behaviors with stated values. She opposed fast chargers,
noting the significant grid impact. She suggested time limits on charging sessions since the
goal is supporting sustainability. She also proposed requiring new housing developments
to either provide public charging or wire garages for 220V power, believing builders would
choose the cheaper garage wiring option.
The discussion revealed general consensus on eliminating the two fast chargers to fund
additional Level 2 stations, implementing graduated fee structures with resident discounts
and escalating overstay penalties, and focusing on strategic deployment rather than trying
to meet the full projected need. Council members emphasized letting private sector handle
fast charging while the City provides convenient Level 2 charging at key municipal
facilities.
The plan will be revised accordingly and brought back to Council at a future meeting.
There being no further business for discussion, the meeting was adjourned at 8:06 p.m.
(Rd Fos
Presiding Officer - Mayor
Crude tpl of of Cpuincil
CITY OF DUBLIN, OHIO
DUBLIN EV INFRASTRUCTURE
COMPREHENSIVE PLAN
N O V E M B E R 2025
i
CONTENTS
Executive Summary ............................................................................................................ 1
Introduction and Goal ......................................................................................................... 5
SWOT Analysis ................................................................................................................. 6
Trends in Electrification ...................................................................................................... 7
EV Charging Solutions ........................................................................................................ 7
National EV Trends ............................................................................................................ 9
State EV Trends ................................................................................................................ 9
Local EV Trends ...............................................................................................................11
New Technology Risks and Opportunities ..............................................................................12
Electrification Efforts to Date ..............................................................................................16
Dublin Trends..................................................................................................................16
Dublin Fleet ....................................................................................................................19
Dublin-Owned Charger Usage Analysis ..................................................................................21
Fees for EV Charger Use ....................................................................................................24
Charging Infrastructure Needs ...........................................................................................25
Charging Projection Scenarios .............................................................................................25
Cost Recovery Model ........................................................................................................30
Electrification Best Practices ...............................................................................................37
Electrification Recommendations ........................................................................................41
Charging Infrastructure Deployment ....................................................................................41
Planning and Zoning Codes, Building Standards ......................................................................42
Partnerships ...................................................................................................................43
Education and Outreach ....................................................................................................43
Dublin Fleet ....................................................................................................................44
Funding .........................................................................................................................45
Fee and Code Considerations .............................................................................................46
Future Considerations .......................................................................................................47
ii
L IST OF TABLES
Table 1: Working Group Participants ........................................................................................ 5
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors ........................... 7
Table 3: Innovative EV Charging Solutions ................................................................................. 8
Table 4: Energy Sources ........................................................................................................12
Table 5: Challenges and Actions Being Taken to Meet Energy Demand ...........................................14
Table 6: Number of Publicly Accessible Ports by Ownership .........................................................17
Table 7: Replacement and New Vehicles CIP 2023 ......................................................................20
Table 8: Fleet Management Vehicle Request 2024-2028 .............................................................20
Table 9: Dublin Charger Utilization and National Averages ...........................................................22
Table 10: Idle Time by Charger Type ........................................................................................23
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City
Investments) ......................................................................................................................27
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
.......................................................................................................................................27
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private
Sector and City Investments) .................................................................................................27
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments)..28
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components .....................31
Table 16: Summary of Estimated Costs by Port ..........................................................................31
Table 17: Estimated Electricity Costs Breakdown .......................................................................32
Table 18: Pricing Scenarios ....................................................................................................34
Table 19: Utilization Scenarios by Port Type ..............................................................................34
Table 20: Ownership Models .................................................................................................37
Table 21: Key Considerations for the City of Dublin ....................................................................38
Table 22: EV Charging Best Practices for Private Developers .........................................................40
LIST OF FIGURES
Figure 1: City of Dublin Vision ................................................................................................. 5
Figure 2: SWOT Analysis ........................................................................................................ 6
Figure 3: US EV Sales from 2015 to 2024 ................................................................................... 9
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations ...................................................10
Figure 5: Public EV Charging Infrastructure in Ohio .....................................................................11
Figure 6: Total AFV Registration by City, July 2025......................................................................11
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin .............................................16
Figure 8: Top EV Registrations in Dublin ...................................................................................17
Figure 9: Existing EV Chargers in and Around Dublin ...................................................................18
Figure 10: City of Dublin Owned Existing Chargers .....................................................................19
Figure 11: Starting and Ending State of Charge for DCFC Sessions ..................................................23
Figure 12: EV Adoption Forecasts Over the Years .......................................................................25
Figure 13: Dublin AFV Registrations Forecast ............................................................................26
Figure 14: Future EV Charging Location Recommendations ..........................................................29
Figure 15: Cost Recovery Model .............................................................................................30
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger ..................................35
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger .......................................36
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports 36
1
Executive Summary
Dublin, Ohio, aspires to be the most sustainable, most connected and most resilient global City of choice
through state-of-the-art infrastructure, convenient transportation and expansive broadband access.
With a 100-gigabit fiber network, strategic private and public partnerships, and significant investments
in innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test
new technologies. The City is working to “improve lives, drives and experiences” by embracing the
significant shift in the automotive industry towards sustainability. Recognizing the potential of electric
vehicles (EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure for the City
fleet, residents and visitors. In doing so, the City is prioritizing investments in sites that complement
market deployments and fill gaps that the market is not solving to ensure a more equitable and effective
expansion of EV infrastructure.
This Implementation Plan builds upon the comprehensive analysis of Dublin’s current electrification
conditions presented in the preceding Existing Conditions Report. It serves as a roadmap for the
development and execution of a forward-looking strategy to drive transportation electrification within
the City, covering several key areas:
• Current EV Infrastructure: Assessing existing EV charging stations and their usage patterns.
• Future Projections: Forecasting the deployment of Electric Vehicle Supply Equipment (EVSE) to
meet anticipated demand.
• Municipal Fleet Transition: Strategies for electrifying the City’s vehicle fleet and maintenance
equipment.
• Policy and Regulation: Examining relevant policies, regulations, and best practices to support
electrification efforts.
The analysis forecasts that Dublin will require an additional 181 public EVSE ports to support the
anticipated 5,000 EVs registered in Dublin by 2035. These projections are based on a conservative
scenario, considering recent federal policy changes1 and the high density of single-family homes where
most EV drivers can charge at home. To address these needs effectively, the Implementation Plan
recommendations have been categorized into seven key areas:
Key Recommendations Overview
1. Charging Infrastructure Deployment: Identifying and prioritizing locations for new EV charging
stations, ensuring accessibility and convenience for all users.
1 https://www.whitehouse.gov/presidential-actions/2025/01/unleashing-american-energy/
2
2. Planning and Zoning Codes, Building Standards: Updating building standards and zoning codes
to facilitate the installation of EV charging infrastructure in new developments and public
spaces.
3. Partnerships: Fostering collaborations with local businesses, utility companies, and other
stakeholders to expand the EV charging network.
4. Education and Outreach: Developing programs to raise awareness about the benefits of EVs and
provide information on available incentives and best practices.
5. Dublin Municipal Fleet: Gradually replacing the City’s fleet with EVs, starting with those that
have lower duty cycles.
6. Funding: Exploring and securing external grants and incentives to support the expansion and
maintenance of EV infrastructure.
7. Fee and Law Considerations: Implementing an enterprise fund, charging fees, idle fees, and
legal measures to ensure efficient use of EV charging stations and regularly update policies
based on user needs and best practices.
Short-, medium- and long-term recommendations are provided for each recommendation category.
While recommendations are given for time periods up to 10 years in the future, it’s important to note
that EV charging technology, vehicle offerings, and consumer buying are changing rapidly so the plan
will be reviewed on regular basis to ensure City resources are being used appropriately.
Impact and Benefits
Implementing this plan will catalyze Dublin’s transition to a cleaner, more resilient future by advancing
electric vehicle infrastructure and community engagement. The Implementation Plan:
• Enhances sustainability and quality of life through strategic electrification efforts.
• Expands EV charging infrastructure and promotes electric vehicle adoption.
• Leads to a significant reduction in greenhouse gas emissions and improved air quality.
• Decreases dependence on fossil fuels, boosting energy security and resilience.
• Positions Dublin as a forward-thinking city, attracting businesses and residents who value
innovation and sustainability.
• Fosters partnerships and collaborations, strengthening community ties and creating economic
opportunities.
• Supports education and outreach efforts to ensure residents are informed about EV benefits.
• Encourages increased public support and adoption of the City’s sustainability goals.
• Addresses immediate EV infrastructure needs while laying the foundation for a sustainable,
resilient, and connected future.
Strategic Considerations and Supporting Analysis
Benchmarking (See Local EV Trends)
While statewide progress is only beginning to align with national benchmarks, Dublin’s proactive
sustainability initiatives and forward-looking policies have resulted in higher EV ownership rates than
many comparable municipalities. Dublin should continue to lead the way, leveraging its momentum to
3
further accelerate EV adoption and serve as a model for peer cities across the state.
Ownership Models (See Ownership Models )
The City of Dublin is exploring multiple ownership and operational models for EV charging
infrastructure, including: a City-owned and operated model, a full-service third-party contract model,
and a third-party lease and operate model.
The Implementation Plan explores how ownership structures influence capital investment, long-term
operations and maintenance costs, and revenue potential. Emphasizing fiscal responsibility and public
value, it is recommended that Dublin contract with a third-party vendor for full-service EVSE delivery.
This model offers Dublin a balanced approach to infrastructure deployment and reduces the City’s
capital and operational expenditures while leveraging vendor expertise for installation, maintenance,
and customer service.
Although direct revenue may be lower compared to City-owned models, this approach aligns with
Dublin’s goals of enhancing public amenities and accelerating EV adoption. It also shifts operational risks
to specialized providers, allowing City staff to focus on strategic priorities. Partnering with experienced
vendors can expedite deployment timelines and ensure high-quality service standards across the
network.
Innovative Charging Solutions (See Innovative Charging Solutions)
As EV adoption accelerates, cities must explore forward-thinking strategies to support evolving charging
needs. While the Implementation Plan explores a range of innovative and unconventional EV charging
solutions beyond traditional infrastructure, it is recommended that the City of Dublin prioritize
conventional charging approaches in the short term. These solutions are more readily deployable, cost-
effective, and better understood by users and operators. Innovative options may be evaluated and
piloted in targeted use cases—such as high-density urban areas or locations with limited grid capacity—
where they can complement existing infrastructure and align with the City’s long-term sustainability
goals.
Hydrogen Technology (See New Technology Risks and Opportunities for a detailed discussion of other
technologies, including hydrogen)
For near-term strategic planning, hydrogen fuel cell technology is best suited for specific use cases—
such as transit agencies, freight operators, and specialized commercial fleets—where its technical
strengths align with operational demands, rather than for widespread consumer adoption. In contrast,
EV technology has matured significantly and is gaining strong market traction, particularly in Ohio, which
surpassed 100,000 plug-in EVs, justifying continued infrastructure investment. Given current market
trends, technology readiness, and infrastructure limitations, the City of Dublin should refrain from major
hydrogen investments at this time, instead maintaining a proactive stance by monitoring technological
and market developments to remain adaptable should hydrogen become more viable for widespread
consumer adoption in the future.
Compared to other peer cities in Ohio, the City of Dublin stands out as a
frontrunner in EV adoption. Dublin is approaching 10% EV adoption
among new vehicle registrations and has reached approximately 4.26%
of total vehicles on the road that are electric.
4
Electrification of City Fleet and Equipment (See Dublin Fleet)
The City should continue deploying battery-electric fleet vehicles including mowing equipment,
prioritizing right-sized models where commercially available battery capacities can reliably support daily
duty cycles. To maintain operational resilience, electrification of City-owned assets such as fleet
vehicles, mowers and off-road equipment should be complemented by retaining a sufficient inventory of
gas-powered units. This hybrid approach ensures continuity of essential services during grid outages
while supporting long-term sustainability goals.
Financial Analysis (See Charging Infrastructure Needs)
The City of Dublin’s financial analysis supports a strategic and fiscally responsible approach to expanding
EV charging infrastructure. The recommended plan calls for the installation of 36 Level 2 charging ports
and two DCFC ports across eight publicly accessible locations by 2035. This expansion is projected to
require an estimated investment of approximately $1 million spread over a 10-year period. By
leveraging third-party vendor partnerships, the City can optimize upfront and ongoing expenses, shifting
capital risk and operational responsibilities while accelerating deployment. The plan also recommends
creating an enterprise fund to collect fees and return them to the program to create a sustainable
model. This overall financial approach balances the need for robust public charging with fiscal prudence,
ensuring Dublin’s infrastructure remains adaptable to future technological and market developments.
5
Introduction and Goal
This document outlines the comprehensive plan for the future of vehicle electrification in the City of
Dublin, Ohio, incorporating an analysis of existing electrification conditions alongside national and
international trends. Its purpose is to serve as a guiding resource for all city departments as they work
towards aligning Dublin with the City’s vision, sustainability goals and efforts to foster a cutting-edge,
connected, and resilient city. This plan helps ensure that the City of Dublin remains at the forefront of
sustainable urban mobility. By synthesizing the electrification work done to date, future forecasts, and
policy considerations, this plan will lay the foundation for a more efficient and environmentally
conscious transportation landscape in Dublin.
Figure 1: City of Dublin Vision
The City of Dublin aspires to be the
most sustainable, connected
and resilient global city of choice.
Source: City of Dublin
To realize the City of Dublin’s vision (Figure 1), Dublin established an internal working group with
members shown in Table 1. The working group met four times over a period of six months, where they
discussed topics including EV best practices, strategies, and actionable policies aimed at accelerating
Dublin’s electrification efforts.
Table 1: Working Group Participants
PARTICIPANT NAME DIVISION
Bradley Fagrell Building Standards
Brian Ashford Facilities & Fleet Management
Christopher Will Community Planning & Development
Emily Goliver Office of the City Manager
J.M. Rayburn Transportation & Mobility
Jean-Ellen Willis Transportation & Mobility
Jennifer Rauch Community Planning & Development
Paul Hammersmith Engineering
Source: City of Dublin
6
During the initial working group meeting on July 19, 2023, participants worked together to develop goals
and examine projection scenarios for EV charging in Dublin. This initial meeting set the foundation for
strategic planning and the establishment of key objectives to enhance EV infrastructure across the City.
It also laid the groundwork for subsequent meetings, where members discussed the integration of best
practices from other cities, engaged in analysis of different policy approaches, and mapped out potential
pathways to implement these strategies, including identifying optimal EVSE locations, the associated
costs, potential funding resources, as well as policy changes and collaboration opportunities.
SWOT Analysis
The first meeting started with an understanding of where electrification trends are heading and how
that will affect Dublin. A brainstorming session was held in the workshop to outline the Strengths,
Weaknesses, Opportunities and Threats or SWOT of Dublin as it relates to electrification within the City.
Figure 2 highlights key points of the SWOT analysis used in developing this electrification
implementation plan.
Figure 2: SWOT Analysis
Source: City of Dublin
7
Trends in Electrification
To inform effective policy development and strategic planning for EV charging infrastructure, it is
essential to analyze current trends in electrification. This section provides a detailed overview of the
evolving landscape of EV infrastructure and associated policies. EV Charging Solutions offers an in-depth
review of current and emerging EV charging technologies, emphasizing both established and innovative
solutions available in the market. National, state and local trends in EV adoption are then examined, and
alternative fuel technologies are evaluated, assessing their level of readiness and the potential risks
related to overinvestment in EV infrastructure.
EV Charging Solutions
Conventional Charging Solutions
Plug-in electric vehicle (PEV) charging options are commonly divided into three general types. A detailed
comparison of the 3 types of conventional EV charging solutions is presented in Table 2. In the United
States, approximately 73% of public charging consists of Level 2 chargers, 26% is DC Fast charging, and
less than 1% is Level 1 charging.
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors
TYPE CHARGER TYPE FACTORS SITE
PARAMETERS LOCATIONS PROS & CONS
Level 1
(L1)
Power Level: ~1.4-1.9 kW
Range Added: ~2-5 miles/hr
Total Charge Time: ~40 hrs to
~80% from empty
User Fees: Typically no fee at
home, public L1 often aligns
with L2 pricing policies
Capital Cost: ~$0-$900
O&M: Minimal (periodic outlet
inspection; no networking)
-Long-dwell sites
-Mostly used to
charge at home -
overnight
-Well-suited to
PHEVs
-Residential
-Fleet Depots
-Micromobility
hubs (e-
bikes/scooters)
Pro: Lowest upfront cost;
no special install; ideal
for overnight charging
and PHEV
Con: Very slow; not
practical for high daily
mileage; can’t be
networked
Level 2
(L2)
Power Level: ~6-19kW/hr
Range Added: ~10-20 miles/hr
Total Charge Time: ~4-12 hours
User Fees: ~$0.09 - $1.00/kWh
Capital Cost: ~$7,500 - $25,000
O&M: ~$500 - $2,500+ annually
-Long-dwell sites
-6–12 hr/day
parking stays for
average users
-Avoid restricted,
time-limited or
permit only sites
-On-street
Public lots
-Workplace
-Residential
Multi-Unit
-Long-stay
locations
Pro: Low capital and
O&M costs; Uses
residential power level;
Few utility upgrades
Con: Requires multiple
hours stay for full charge
DC Fast
Charging
(DCFC)
Power Level: ~50–350 kW/hr
Range Added: ~100+miles/30
min
Total Charge Time: ~15 min – 1
hr
User Fees: ~$0.25 - $1.00/kWh
Capital Cost: ~$100,000 -
$150,000
O&M: ~$1,500 - $10,000
annually
-Short-stay sites
-High-utilization
-Avoid restricted
parking sites
-Ensure curbside
sites have space
for equipment
-Retail (Quick
Turnover)
-Fuel Station
-Short stay
parking
Pro: Charges in ~30 min
or less like gas vehicles
Con: High capital and
O&M costs; May require
grid or utility upgrades
Source: HNTB
8
Innovative Charging Solutions
As EVs continue to transform the transportation landscape, the demand for innovative and accessible
charging solutions grows. Beyond traditional charging stations, innovative EV charging methods
continue emerging to address diverse user needs, urban constraints, and technological advancements.
Table 3 explores these innovative charging types, detailing their functionality and key considerations for
implementation. The City of Dublin should consider these alternative approaches in use cases where
they align with local infrastructure, community needs, and strategic goals.
Table 3: Innovative EV Charging Solutions
TECHNOLOGY HIGH USE & DESCRIPTION PROS CONS
Streetlight
Chargers Cost-Effectiveness and Commercial Availability Use: L2, space constrained
curbsides with streetlights
Description: Chargers integrated
into streetlights for EVs parked on
city streets
-Reduces
installation costs
-Blends into
cityscapes
-Uses existing
streetlight network
-Requires grid
upgrades
-Vulnerable to
vandalism
-Limited power
capacity
Overhead Chargers
in Garages
Use: L2, sites where wall space for
charging is limited
Description: Ceiling-mounted
chargers in garages with
retractable cables
-Space-efficient
-Clean aesthetic
-Suitable for
residential &
commercial
garages
-Higher installation
costs
-Increased
complexity vs. wall-
mounted chargers
Pop-up Bollard
Chargers
Use: L2, space constrained
curbsides and parking lots
Description: Charging points that
rise and retract as needed
-Maximizes space
-Flexible for
parking lots/streets
-Aesthetically
discreet
-Moving parts
increase
maintenance
-Higher installation
and repair costs
Battery Integrated
Chargers
Use: DCFC, sites needing high
power where grid power is limited
Description: Chargers with
integrated battery storage for
supplementing grid power
-Reduces grid strain
-Enables off-grid
charging
-Supports peak
shaving
-Higher upfront costs
-Battery
maintenance
required
-Larger footprint
Mobile, Robotic
Chargers
Use: DCFC, space limited sites with
high quantities of EVs
Description: Automated systems,
such as robotic mobile chargers,
that connect to EVs where they
are parked
-Enhances user
convenience
-Supports
autonomous EVs
-Reduces manual
effort
-High costs
-Reliability issues in
harsh weather
-Complex parking
scenarios
Inductive Charging
in Parking Spots
Use: L2 & DCFC, wireless charging
for convenience
Description: Parking spots with
wireless charging pads that charge
EVs while parked
-Convenient
-Cable-free
-User-friendly
-Seamless parking
experience
-Less efficient than
wired charging
-Requires precise
alignment
-Costly setup
Wireless Charging
In Roads
Use: L2 & DCFC, wireless charging
for convenience
Description: Roads with wireless
technology charging driving EVs
-Extends range
-Reduces battery
size
-Supports
continuous
charging
-High infrastructure
costs
-Efficiency
challenges
-Still experimental
Source: HNTB LOW
9
National EV Trends
Gaining a clear understanding of national trends is essential for anticipating future developments in
transportation and effectively guiding strategic decision-making. EV sales in the United States reached a
record high, with US plug-in electric vehicle sales surpassing 1.4 million vehicles through 2024, as shown
in Figure 3. EV demand continues to grow year-over-year, increasing steadily from 4.25% of new light-
duty vehicle sales in 2021 to 9.84% in 2024.2 This growth is largely driven by a combination of factors
including technological advancements, increased consumer awareness, and supportive government
policies.
Figure 3: US EV Sales from 2015 to 2024
Source: Argonne National Laboratory
The surge in funding for EVs over the past few years has been a major catalyst for sustainability
initiatives, accelerating the transition to cleaner transportation. However, as of 2025, the EV sector is
navigating a period of heightened uncertainty. This is driven by fluctuating market conditions, supply
chain disruptions, and evolving federal policy, incentive, and regulatory frameworks. These factors are
reshaping investment strategies and policy alignment within the industry.
This evolving landscape requires the City of Dublin to remain agile and responsive to shifting priorities.
By staying flexible and proactive, Dublin can better position itself to leverage available resources and
maximize the impact of its sustainability and mobility initiatives.
State EV Trends
Compared to states like California and Oregon, Ohio was not an early adopter of electric transportation
technologies. However, some of its most populous cities are leading the way in EV adoption. DriveOhio
developed the Ohio Alternative Fuel Vehicle Registration Dashboard3 using data from the Ohio Bureau
of Motor Vehicles (BMV) to track the market penetration of all alternative fuel vehicles (AFVs), with a
focus on PEVs.
2 Light Duty Electric Drive Vehicles Monthly Sales Updates - Historical Data | Argonne National Laboratory (anl.gov)
3 Ohio Alternative Fuel Vehicle Registration Dashboard
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Adoption RateEV SalesUS Passenger EV Sales by Drivetrain
Battery electric Plug-in hybrid electric Percent Plug-In
10
Currently in Ohio, PEVs make up 1.12% of all light-duty vehicles on the road. In January 2025, nearly
4.81% of all new vehicle registrations were PEVs, either Battery Electric Vehicles (BEVs) or Plug-in Hybrid
Electric Vehicles (PHEVs). This suggests that Ohio is approaching a significant milestone: once 5% of new
vehicle sales are PEVs, other countries have observed a rapid acceleration in EV market growth.4
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
EV charger installations in Ohio saw a significant uptick beginning in the first quarter of 2021 (Figure 5),
marking a strong push toward expanding EV infrastructure. That momentum has not only continued but
is projected to accelerate further. As of July 2025, Ohio has 1,925 publicly accessible charging station
locations, including 3,582 level 2 ports and 1,365 DCFC ports.5
4 Bloomberg - Electric Car Tipping Point for Mass Adoption
5 Alternative Fuels Data Center
Ohio Jan-25 Percent Plug-in: 4.81%
0.00%
1.00%
2.00%
3.00%
4.00%
5.00%
6.00%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25Percent Plug-inNew AFV RegistrationsNew AFV Registrations Percent Plug-in
11
Figure 5: Public EV Charging Infrastructure in Ohio
Source: Alternative Fuels Data Center, August 2025
Local EV Trends
Compared to other peer cities in Ohio, the City of Dublin distinguishes itself as a leading adopter of
electric vehicles. While the state as a whole has only recently begun to catch up with national leaders,
Dublin’s commitment to sustainability and forward-thinking policies have resulted in higher rates of EV
ownership than many peer cities (Figure 6).
Figure 6: Total AFV Registration by City, July 2025
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Cumulative DC Fast Ports Cumulative Level 2 Ports
1,688
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Dublin Upper
Arlington
New Albany Delaware Hilliard Westerville Powell Grove City Grandview
Heights
Plain City
12
New Technology Risks and Opportunities
Before proceeding with electrification, it is important to be familiar with the various available solutions.
As the transportation sector evolves, a diverse array of emerging energy sources are being explored to
reduce reliance on traditional petroleum-based fuels. These alternatives—ranging from biodiesel,
ethanol, renewable diesel, ammonia, liquefied natural gas (LNG), hydrogen, and electricity—offer
unique characteristics that make them suitable for different applications. Table 4 presents an overview
of different energy sources.
Table 4: Energy Sources
FUEL TYPE DESCRIPTION PASSENGER
VEHICLES
TRUCKS COMMERCIAL
READINESS
Biodiesel
Renewable fuel
made from
vegetable oils or
animal fast.
All diesel models
can run on
biodiesel blends
up to B20.
All diesel truck
models can use
biodiesel blends.
B20 is widely used
in fleet trucks.
Widely used: Mature
drop-in fuel for diesel
engines. Common in
fleets (B5-B20 blends)
with established supply.
Ethanol (E85)
Renewable alcohol
fuel (usually from
corn). Currently
ethanol is blended
with gasoline in low
(10%) and high (85%)
fuel options.
Very limited –
only ~4-6 new
2025 models are
Flex Fuel Vehicles
that run on high-
ethanol fuel
blends.
No current
medium/heavy
duty models run
on high-ethanol
fuel blends.
Common (light-duty):
Mature technology for
cars, with E85 available at
many Midwest gas
stations. Not used in
heavy-duty.
Renewable
Diesel
Produced from
renewable biomass
(e.g. plant oils, waste
fats).
All diesel vehicles
can use
renewable diesel.
All diesel trucks
can use it. Many
fleets have
switched to 100%
renewable diesel.
Commercially available:
Fully drop-in fuel, used by
fleets especially on West
Coast (growing
availability in Midwest).
Ammonia
Carbon-free fuel
converted to
hydrogen or burned.
No vehicles
commercially
available.
No vehicles
commercially
available.
Experimental: Currently
in R&D; infrastructure
and vehicle technology
not yet viable.
Liquid Natural
Gas (LNG)
Natural gas cooled to
liquid for high
energy density.
No passenger
vehicles available.
Several heavy-
duty truck models
(Class 8).
Established (niche): Used
for long-haul trucking;
limited but stable
infrastructure.
Hydrogen
Used in fuel cells;
emits only water
vapor.
1-3 models in
U.S., none in
Midwest yet
(Honda CR-V SUV
in Marysville6).
Pilot-stage heavy
trucks in limited
use; SARTA and
OSU CAR have
pilot projects.
Pilot Stage: Limited
market presence, mostly
pilots; Midwest
infrastructure lacking.
Electricity
(Battery)
Battery-powered
electric motors, zero
emissions.
70+ models
widely available.
Multiple medium-
and heavy-duty
models (limited
range, growing
availability).
Widely available
(passenger), Emerging
(trucks): Well-established
passenger market; truck
availability expanding
rapidly, infrastructure
growing.
Source: HNTB
6 Honda unveils new zero emission hydrogen-electric CR-V at Marysville plant
13
Considering the evolving market dynamics, both battery electric and hydrogen-powered vehicles play
significant roles and are key areas of focus in this discussion.
Balancing Grid Capacity, Technological Diversity, and Policy Flexibility
EV sales in the U.S. reached 372,219 in Q1 2025, marking a 10% increase from the previous year,
highlighting continued healthy market growth. This momentum places pressure on policymakers to
make informed decisions around grid modernization, technology investments, and regulatory
frameworks.
A critical enabler of this growth is the expansion of charging infrastructure, which must be strategically
aligned with grid capacity and demand management strategies to prevent system strain, especially as
charging behaviors evolve and intersect with existing electrical load profiles.
EVs have reached significant technological maturity. Battery costs have dropped, and improvements in
energy density, charging speed, and efficiency have led to price parity with internal combustion vehicles
in many markets. Each EV consumes about 25-40 kWh per 100 miles.7 By 2030, Ohio could see over
5,000 GWh of added demand—enough to power 500,000+ homes. Peak charging may overlap with
summer demand peaks, stressing the grid. Ohio utilities expect EV-related electricity demand to grow
15–20x this decade, requiring major upgrades to transformers, substations, and distribution networks.
Is Ohio ready for the New Electric Demand?
The panel discussion titled “Can Ohio Meet its Future Energy Needs”8 (March, 2025) brought together
energy experts, business leaders, and policy advocates to address a pressing question: is Ohio prepared
for the surge in electricity demand driven by data centers, electric vehicles, and the retirement of aging
power plants?
Panelists agreed that Ohio is relatively well-positioned to meet this challenge, thanks to its diverse
energy mix, strong transmission infrastructure, and competitive energy markets. However, they also
acknowledged that the state is entering an era of rising demand—particularly from AI-driven data
centers—and that this growth will require significant upgrades to the grid, smarter demand
management, more transparent utility planning, and the attraction of private investment to fund new
generation capacity. Table 5 provides an overview of the challenges and actions being taken to meet the
energy demand.
7 Alternative Fuels Data Center: Electric Vehicle Benefits and Considerations
8 All Amped Up: Can Ohio Meet Its Future Energy Needs?
14
Table 5: Challenges and Actions Being Taken to Meet Energy Demand
ASPECT CURRENT STATUS ACTIONS BEING TAKEN
Grid Capacity Adequate but under pressure
from rising demand
New legislation to improve transparency and planning
(e.g., Senate Bill 2, House Bill 159)
Energy Mix Diverse: gas, coal, nuclear,
renewables
Continued investment in renewables and natural gas; calls
for fair permitting processes
Demand
Management
Underutilized smart meters and
demand response programs
Push to reinstate energy efficiency mandates and expand
demand-side programs
Affordability &
Equity
Rising costs, especially for low-
income households
Advocacy for least-cost planning and better cost
allocation
Market
Structure
Competitive generation market
with regulated
transmission/distribution
Support for keeping investment risk on private sector, not
ratepayers
Innovation &
Economic
Development
Strong data center growth; AI
driving demand
Emphasis on innovation, grid modernization, and
leveraging energy as a growth catalyst
Source: HNTB
With Ohio's forward-looking approach to managing rising energy demands and the integration of
advanced EV technologies like smart metering, demand response, and vehicle-to-grid (V2G) systems,
EVs are positioned to play a key role in creating a sustainable transportation system.
Hydrogen Fuel Cell Technology: Role and Readiness
Hydrogen fuel cell technology offers advantages in specific applications while facing different
infrastructure requirements and economic constraints compared to battery electric vehicles. Fuel cell
vehicles provide fast refueling capabilities similar to conventional vehicles and extended range potential,
making them particularly suitable for heavy-duty transportation, long-haul trucking, and transit
applications where battery weight and charging time present operational challenges.
Deploying hydrogen requires distinct infrastructure—production, storage, and distribution—which
involves substantial capital investments and technical complexity. Current hydrogen refueling station
costs significantly exceed EV charging infrastructure investments. As of August 2025, all public hydrogen
refueling stations are located in California10, which highlights the lack of infrastructure across the rest of
the country. This limited availability makes it impractical for the general public to adopt hydrogen fuel
cell vehicles as a primary mode of transportation.
Despite the high costs, several Ohio companies including DLZ and Honda11 are investing in hydrogen fuel
cell vehicles, even in the absence of fueling infrastructure. DLZ, for example, has deployed six hydrogen
fuel cell cars for its Columbus office. Honda is also producing its first American-made hybrid hydrogen
vehicle, the 2025 CR-V e:FCEV, at its Marysville plant.
Should the City of Dublin invest in Hydrogen Technology?
For the near-term strategic planning horizon, hydrogen fuel cell technology appears most viable for
targeted applications rather than broad consumer adoption. Transit agencies, freight operators, and
specialized commercial fleets represent logical early adoption segments where operational
requirements align with hydrogen's technical advantages. The evidence suggests that EV technology has
achieved sufficient maturity and market momentum to justify substantial infrastructure investments,
9 Ohio Advances Major Energy Legislation
10 Alternative Fueling Station Locator
11 Why Ohio companies are investing in hydrogen cars despite infrastructure issues
15
particularly in regions like Ohio where adoption curves indicate significant near-term growth (Ohio has
surpassed 100,000 plug-in electric vehicles as of April 2025).
Based on current market dynamics, technology trajectories, and infrastructure constraints, the City of
Dublin should not make significant investments in hydrogen technology at this time. Instead, the city can
maintain a forward-looking stance by continuing to monitor advancements in hydrogen technology,
infrastructure development, and market conditions. Keeping an open mind while staying informed
about its progress will position Dublin to adapt strategically if hydrogen fuel cells become more viable in
the future.
Risk Assessment: Technology Diversification vs. Concentration
Concentrating infrastructure investments exclusively on battery electric vehicles presents several
strategic risks. Technology lock-in could limit adaptability to future innovations, while grid dependency
creates potential vulnerabilities during peak demand periods or supply disruptions. Additionally, EVs
may not optimally serve all transportation segments, potentially leaving gaps in decarbonization
strategies for heavy-duty and long-distance applications.
More strategic approaches involve identifying limited near-term hydrogen investments focused on pilot
programs and demonstration projects rather than broad infrastructure deployment. This strategy allows
for technology maturation and cost reduction while preserving flexibility for future expansion if market
conditions and technical performance justify broader adoption.
The optimal policy framework combines strong support for battery electric vehicle deployment with
strategic flexibility for emerging technologies. Regulatory structures should establish technology-neutral
performance standards while providing targeted incentives for early-stage technologies like hydrogen
fuel cells in appropriate applications. This approach encourages innovation while avoiding premature
commitment to specific technological pathways. Policy mechanisms should include periodic technology
assessments, performance benchmarking, and adaptive funding allocation based on market evolution
and technical progress.
16
Electrification Efforts to Date
Dublin’s history with electrification started with their first public charging station in 2012 at the Dublin
Community Recreation Center. The station has two level 2 ports and charging is free for the public. At
the time, the Public Utilities Commission of Ohio would not allow non-utilities to sell for electricity to
the public. This has since changed and entities who are not Electric Distribution Utilities are allowed to
re-sell electricity for EV charging. Dublin has continued to let users of Dublin-operated charging stations
charge for free. Dublin’s first EV fleet purchase
was for four Nissan Leaf BEVs in 2018. Since then,
the majority of Dublin’s new alternative fuel fleet
vehicles have been hybrids and a variety of heavy-
duty CNG vehicles.
The City of Dublin fleet was awarded the Leading
Public Fleet Award for Green Sustainability at the
Advanced Clean Transportation Awards in 2018,
having gone beyond what is required to achieve
sustainability in their fleet operations. In 2021,
the City of Dublin received the Ohio EPA Silver
Level Encouraging Environmental Excellence in Communities (E3C) award, which recognizes
communities with exceptional achievements in environmental stewardship. Later in 2023, Dublin was
one of the first communities to earn the Gold Level award.
Dublin Trends
Dublin is ahead of the state, with about 4.26% of its registered vehicles being PEV as of July 2025,
compared to the State’s 1.12%. In the second quarter of 2025, 8% of vehicle sales in Dublin were
electric. Figure 7 shows the steady growth in the percentage of PEVs out of all vehicles registered in
Dublin. As of July 2025, 1,688 vehicles out of the 39,648 registered vehicles in Dublin were PEVs.
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin
4.26%
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
4.00%
4.50%
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25PEV Fleet PercentagePEV RegistrationsTotal PEVs Percent PEVs
17
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
Figure 8 shows the most popular EV makes and models that are registered in Dublin. Tesla is the most
popular choice by far, taking four of the top five spots.
Figure 8: Top EV Registrations in Dublin
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
In terms of charging infrastructure, there are 113 publicly accessible level 2 ports and 6 DCFC ports in
Dublin as shown in Table 6. These chargers are located mainly in proximity to I-270 and US-33, as shown
in Figure 9.The City of Dublin owns and operates 19 of the level 2 ports and 2 of the DCFC ports as
shown in Figure 10.
Table 6: Number of Publicly Accessible Ports by Ownership
OWNERSHIP CHARGER TYPE NUMBER OF PORTS
City of Dublin Level 2 19
DCFC 2
Private Development Level 2 88
DCFC 4
Total 113
Source: AFDC, PlugShare, August 2025
27
28
33
43
43
49
54
89
293
440
NISSAN Leaf
HYUNDAI Ioniq 5
VOLVO XC90
BMW X5
FORD Mustang Mach-E
JEEP Wrangler
TESLA Model X
TESLA Model S
TESLA Model 3
TESLA Model Y
18
Figure 9: Existing EV Chargers in and Around Dublin
Source: AFDC and City of Dublin
19
Figure 10: City of Dublin Owned Existing Chargers
Source: City of Dublin
Dublin Fleet
The Dublin vehicle fleet represents a diverse array of vehicles essential to the City’s operations and
services with a total of 218 vehicles that serve the municipality. The average model year for all vehicles
is 2015 and the low average annual mileage of 5,289 miles reflects a modern and well-maintained fleet.
Table 7 lists the new vehicle purchases in 2023 that replaced existing vehicles, along with their
associated costs, which total around a $1.4 million investment in alternatively fueled vehicles.
20
Table 7: Replacement and New Vehicles CIP 2023
VEHICLE NUMBER TOTAL
CNG F150 Ford extended cab trucks ($40,000 each) / CNG upfit
($14,000 each)
2 $108,000
CNG F450 Ford dump trucks ($60,000 each) / CNG upfit ($23,000
each)
2 $170,000
CNG F250 Ford four door trucks ($45,000 each) / CNG upfit
($16,000)
5 $305,000
Police hybrid interceptors ($70,000 each) 3 $210,000
Small police electric SUV 1 $60,000
CNG Freightliner plow trucks ($230,000 each) 2 $460,000
CNG Ford 4 door F350 with utility bed ($80,0000 each) / CNG
upfit ($16,000 each)
1 $96,000
Rounding $1,000
Total 2023
Investment
$1,410,000
Source: City of Dublin
Table 8 lists the proposed vehicle replacements between 2024-2028 along with their associated costs,
which total around a $1.3 million investment.
Table 8: Fleet Management Vehicle Request 2024-2028
Source: City of Dublin
Phased Fleet Electrification Approach
Vehicle procurement is aligned with Dublin’s sustainability plan which emphasizes reducing or
eliminating diesel and standard fuel vehicles from the City’s light-duty fleet. This entails establishing and
enforcing an EV procurement policy for new vehicles and phasing out non-EV or hybrid units, except in
heavier classes where no viable EV alternatives currently exist. As Dublin continues its annual vehicle
procurements, specifications should favor models that meet these criteria; for instance, an electric or
hydrogen-powered snowplow might become available that allows the City to meet its sustainability
VEHICLE YEAR VEHICLE AND FUEL TYPE TO BE ORDERED COST
F450 Plow Truck, Used year round 2012 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Plow Truck, Used year round 2003 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Parks chipper truck, Used
year round
2003 CNG 2x4 F450 Reg. Cab Dump Bed $75,000
7400 International Snow Plow 2010 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
Interceptor Dublin Police
Detective Vehicle
2016 TBD $60,000
Interceptor Police Front line 2014 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Total 2024-2028 $1,320,000
21
goals. Ford and other manufacturers are also likely to expand electrified police platforms as their lineups
continue to electrify. Although the fleet’s generally low mileage profiles make electrification
operationally feasible, current market offerings tend to emphasize larger—and therefore more
expensive—battery packs. Given the pace of technology and product evolution, the City should pursue a
pragmatic transition rather than a uniform target: a 100% EV fleet is not recommended at this time; a
diversified mix of EVs, hybrids, and select ICE vehicles where EV options are not yet viable will best
balance sustainability, reliability, and total cost of ownership.
Electrification of Mowing and other Maintenance
Equipment
Dublin is advancing the transition of parks and
recreation equipment to battery-powered solutions,
building on the success of its autonomous electric
mower pilot. The City should continue deploying
battery-electric mowing equipment, prioritizing right-
sized models where commercially available battery capacities can reliably support daily duty cycles. To
maintain operational resilience, electrification of City-owned assets such as mowers and off-road
equipment should be complemented by retaining a limited inventory of gas-powered units. This hybrid
approach ensures continuity of essential services during grid outages while supporting long-term
sustainability goals.
Fleet Charging Infrastructure and Management
Dublin should implement advanced charge management systems and integrate with smart grid
technologies to optimize energy use and minimize peak demand costs. These systems enable real-time
monitoring, load balancing, and prioritization of fleet charging. As the EV fleet expands, incorporating
battery storage can help buffer grid impacts and provide backup power. Pairing this approach with solar-
equipped carports will further enhance sustainability and operational resilience. Effective charge
management also supports data-driven planning, allowing the City to anticipate infrastructure
requirements and avoid costly utility demand charges. The City is already planning ahead, with solar-
equipped carports and additional charging stations scheduled to support 32 vehicles by fall 2026.
Dublin-Owned Charger Usage Analysis
Dublin operates 19 level 2 ports across the City (12 of which are available for public use), and two public
use DCFCs at the Darby lot in Historic Dublin. A year of charging data from the City’s ChargePoint
dashboard was examined, covering December 2022 to 2023, to understand usage patterns and help
predict future needs. There were 18,907 transactions from 2,233 unique users. Transactions were
reviewed to ensure the analysis included quality data. Drivers will sometimes initiate a charging session
incorrectly and need to unplug then plug back in. A transaction was deemed unproductive if it lasted
less than five minutes and delivered less than 0.15 kWh of energy.12 This threshold represents a mere
1.8 kW of power, or about 25% of what would be expected of a typical level 2 charger. Of 18,907
transactions, 3,012 were deemed unproductive and not included in the analysis.
12 Winn, “Electric Vehicle Charging at Work: Understanding Workplace PEV Charging Behavior to Inform Pricing
Policy and Investment Decisions.” https://innovation.luskin.ucla.edu/wp-
content/uploads/2019/03/EV_Charging_at_Work.pdf
22
First, overall utilization of the public facing chargers was reviewed. Table 9 lays out the active charging
utilization rates versus the national utilization average rates. As shown, Dublin’s utilization rates are
significantly higher than the national average.
Table 9: Dublin Charger Utilization and National Averages
*Active Charging Utilization describes when at least one charging port at the facility is delivering power and does not inclu de
idle time.
**National and Ohio utilization is defined as the % of time in a 24-hour day that each charger is plugged into a vehicle,
regardless of whether that charger is actively dispensing power.
Sources: Dublin Data from ChargePoint Dashboard, Feb 1 – April 30, 2024 and National and Ohio data from Stable:
https://stable.auto/insights/electric-vehicle-charger-utilization-by-month.
Based on Dublin’s ChargePoint data, utilization from February to April of 2024 is up approximately 100%
from 2023 utilization. Industry opinion on what charger utilization rate threshold should trigger a
discussion on adding additional chargers varies. For Dublin, a charger utilization rate reaching 30% or
higher for three months is suggested as the time to discuss whether an expansion is necessary. Other
factors helping to make that decision would be whether the three months were a spike due to a specific
event or whether other stations are already planned to be built in the area to displace the need.
The starting and ending State of Charge (SoC) were examined for DCFCs (Figure 11). SoC is less critical
for level 2s – it is commonly considered poor charging etiquette to leave a vehicle plugged into a DCFC
beyond 80% SoC, but the expectation for level 2 chargers is that the vehicle will remain plugged in until
it is full, which can take anywhere from a few hours to over a day, depending on the SoC, battery size,
and power level. Charge speed on a DCFC falls off dramatically once 80% SoC has been reached.
Charging over 80% can also harm the battery long-term. The data reveals that while many users plug in
around 30% SoC, 60% of users remain plugged in beyond 80% SoC.
STATION
NAME
# UNIQUE USERS
/ # SESSIONS
AVERAGE # OF
SESSIONS PER PORT
PER DAY
ACTIVE CHARGING
UTILIZATION (2024)*
NATIONAL UTILIZATION
AVERAGE (2024)**
Rec Center
(Level 2)
148 / 925 5.2 35% 14.5%
City Hall
(Level 2)
78 / 471 1.3 23% 14.5%
Dublin Library
(Level 2)
617 / 1,696 3.1 26% 14.5%
Darby Lot #1
(DCFC)
285 / 1,061 11.8 40% 17.1%
Darby Lot #2
(DCFC)
312 / 1,112 12.4 41% 17.1%
23
Figure 11: Starting and Ending State of Charge for DCFC Sessions
Source: City of Dublin ChargePoint Dashboard
Next, idle times by charger type were examined (Table 10). A vehicle is considered idling when it has
stopped charging but remains connected to the charging station. One key limitation of idle time data is
that the session ends when the vehicle is unplugged. This means users may have unplugged their
vehicles but remained blocking the space. Interestingly, in contrast to the SoC analysis, most idle times
are very short, especially for the DCFCs. 88% of DCFC sessions and 52% of level 2 sessions end within five
minutes of charging completion. However, some vehicles, especially on the level 2 chargers, remain
plugged in for a very long time after charging has finished.
Table 10: Idle Time by Charger Type
CHARGER TYPE NUMBER OF SESSIONS IDLE TIME
DCFC
4,802 <5 mins
543 5-60 mins
135 >60 mins
Level 2
5,370 <5 mins
3,838 5-60 mins
1,207 >60 mins
Source: City of Dublin ChargePoint Dashboard
Given the idle times, ending SoC, and lack of any fees for charging, Dublin should consider implementing
fees for EV chargers. Fees will allow for an opportunity to offset the cost of electricity and instill better
EV charging etiquette among users. Fees for charging are discussed further in Fees for EV Charger Use.
The Dublin City Council has adopted the 2024-2028 Five-Year Capital Improvements Program (CIP),
which allocates $256 million dollars for new and existing infrastructure in the City. The 2024-2028 CIP
includes $475k funding13 for EV Charging Station Infrastructure for the City’s growing fleet of EVs. The
design for the EV charging stations was completed in 2023 and includes carport structures equipped
13 https://city-dublin-oh-budget-book.cleargov.com/12774/capital-request/71042/view
-
200
400
600
800
1,000
1,200
1,400
5%10%15%20%25%30%35%40%45%50%55%60%65%70%75%80%85%90%95%100%Number of SessionsUpper Limit of State of Charge (SoC)
Starting SoC Ending SoC
24
with solar panels which protect the stations from snow and ice while also providing a renewable energy
source for the chargers.
Additional CIP funding is proposed each year to support electric vehicle fleet purchases and the future
buildout of EV charging stations both for Dublin’s fleet and the public. Dublin has also dedicated
significant personnel resources to furthering electrification efforts.
Fees for EV Charger Use
When EVs were first introduced, charging stations were often free to use and readily available as
needed. However, as EVs become more common, this is changing. Chargers, especially DCFC in popular
areas and during high travel periods, can be busy and require a driver to wait their turn. This is also
common for gas pumps during high travel times but the turnover is much faster. Chargers can also be
unavailable when EV drivers seek to charge their vehicle to 100%, as the last 10-15% charge can take a
much longer time to complete. Charging to 100%, especially routinely on a DC fast charger, is also not
recommended by vehicle manufacturers, as routinely charging to 100% can damage the battery through
overcharging and overheating.
Charging fees can be based on the amount of energy used [measured in kilowatt-hours (kWh)], the time
spent charging (measured in minutes), the time spent idling after charging, or a combination of all three.
An informal survey of the Electrify America app for chargers in Ohio revealed a pricing structure based
on energy usage. This typically includes additional fees if the vehicle remains connected after charging,
known as idle fees. The cost per kWh ranged from $0.48 to $0.64, while idle fees were either waived or
charged at $0.40 per minute after a 10-minute grace period.
The City of Bexley, Ohio charges an idle fee of $0.10 per minute after two hours of charging for the
chargers near their city hall. However, most private companies charge at the higher end of the scale. If
the fees are set too low, it may not deter drivers from occupying the charging stations longer than
necessary.
Tesla also has a congestion fee of $1 per minute that is charged when a vehicle reaches 90% SoC. This is
another tactic to turn over parking spots to the next vehicle. It’s worth noting that EV drivers,
particularly those who are accustomed to using public charging stations from well-known brands, are
likely accustomed to these energy-based, idle and congestion fees.
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. Not charging fees can also be a draw for employees and
tourists. As the City expands its charger offerings and to respond to the congestion that could occur with
more EVs on the road needing charging, it is recommended that fees be considered for both energy
usage and idling. As these fees are considered, additional thought should be given to implementing
unique discounts for residents versus non-residents or discounts for specific events that may draw in a
lot of tourists.
By implementing charging fees for EV stations, drivers are incentivized
to follow proper charging etiquette and move their vehicles promptly
when finished, reducing unnecessary idling and ensuring fair access for
all users.
25
Charging Infrastructure Needs
This section addresses several critical components: the projection of charging scenarios to estimate
future EV registrations and corresponding infrastructure requirements, identification of recommended
priority locations within the City of Dublin, an assessment of revenues and costs through a cost recovery
framework, and the implementation of electrification best practices to guide both municipal and private
development initiatives. The analysis is designed to provide a strategic plan for the deployment of
efficient and effective EV charging infrastructure, ensuring the City of Dublin is well-prepared for
continued growth in EV adoption.
Charging Projection Scenarios
It is important to acknowledge that projections for EV adoption have historically tended to overestimate
actual growth (Figure 12). Over the past decade, numerous forecasts anticipated more rapid increases
than what ultimately occurred. Given the current uncertainties within the EV market, the forecasting
methodology for the City of Dublin has been refined to adopt a more conservative approach. This
ensures that estimates for future EV registrations are realistic and that the City's investments remain
prudent and well-aligned with actual demand.
Figure 12: EV Adoption Forecasts Over the Years
Source: BloombergNEF
Dublin’s goal is to prioritize investments in strategic public charging
sites that complement market deployments and fill critical gaps the
private sector is not to ensure effective expansion of EV infrastructure
for all residents and visitors.
26
As of July 2025, the City of Dublin recorded a total of 39,648 registered vehicles, with 1,688 classified as
EVs. Over the previous year (July 2024 to July 2025), 358 new EV registrations were documented,
indicating a steady growth in local adoption. To estimate future EV adoption, a linear forecast based on
the most recent registration data suggests Dublin could reach approximately 4,200 EVs by 2032.
However, given anticipated market developments, including the introduction of more affordable EV
models and expanded public charging infrastructure, this projection may be too conservative.
Recognizing these factors, the analysis applies exponential smoothing—a time-series forecasting
technique that places greater emphasis on recent trends. This method effectively mitigates short-term
variations and reveals long-term patterns in EV adoption.
Taking into account both market uncertainty and Dublin’s strong adoption momentum, a moderate
electrification scenario has been identified. This scenario targets approximately 5,000 AFV registrations
in Dublin by 2032. With continuing market and technology advancements, it is reasonable to expect that
around one-third of the city’s households—out of roughly 18,000—will own an EV within this
timeframe. This data-driven approach provides a robust foundation for planning future charging
infrastructure.
Figure 13: Dublin AFV Registrations Forecast
Source: HNTB
This figure is used in the EV charging scenarios and the calculations summarized in Table 11, which
details the ideal cumulative total EV charging station numbers including private sector and city
investments. These scenarios are created by projecting how many EVSEs will be needed to support the
total number of EVs. EVSE numbers include all level 2 and DCFC chargers, whether publicly or privately
funded. However, it does not include chargers installed in private homes.
The recommended charging scenario for Dublin will need to be reassessed based on actual market
trends due to how rapidly the EV market is evolving, but at this moment a moderately-high charging
scenario for 2035 is recommended, with a 17 to 1 EV to EVSE ratio. This is recommended because of the
high density of single-family homes in Dublin where most EV drivers will have the ability to charge at
home, rather than relying on public charging.
431
1,688
5,433
9,613
0
2,000
4,000
6,000
8,000
10,000
12,000
Jan-21 Jan-22 Jan-23 Jan-24 Jan-25 Jan-26 Jan-27 Jan-28 Jan-29 Jan-30 Jan-31 Jan-32Total AFV RegistrationsAFVs Registered Moderate Electrification High Electrification
27
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City Investments)
CHARGING
SCENARIO
EV TO EVSE
RATIO
EV TO EVSE RATIO SOURCE EVSE NEEDED IN DUBLIN BY
2035
Low 37:1 McKinsey (Kampshoff et al. 2022) 135
Medium 26:1 NREL (June 2023) 192
Moderately-High 17:1 Recommended EV to EVSE Ratio by
2035
294
High 11:1 ICCT (Bauer et al. 2021) 454
Source: National Renewable Energy Laboratory (NREL) – Building the 2030 National Charging Network
Next, the number of each type of charger needed was reviewed – level 2 versus DCFC. In terms of the
number of level 2 charging ports needed compared to DCFC ports, it is recommended to have a more
conservative ratio in the Dublin area at around 20:1 level 2 to DCFC as shown in Table 12. This is
recommended because Dublin already has a relatively low number of public level 2 ports compared to
DCFC ports. Since Dublin is comprised of mostly residential and mixed-use areas, where most users will
be parked for extended periods and not necessarily need rapid charging, a higher number of level 2
ports versus DCFC ports could serve most users. If grant funding for DCFC units does not become
available, or if private sector deployment of DCFCs exceeds expectations, Dublin should consider
reallocating its planned investment in DCFCs toward additional Level 2 chargers to better meet
community needs.
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
PARAMETER VALUE
Projected Number of EVs in Dublin by 2032 5,000
Recommended EV to EVSE Ratio 17:1
Recommended Number of Public EVSE 294
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 280
Recommended Public DCFC Ports 14
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 107 existing public level 2
charging ports and 6 existing DCFC ports. Table 13 shows targets for EVSE implementation to meet the
2035 recommendations. These will include EVSE funded by the City of Dublin and the private sector.
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private Sector and City
Investments)
YEAR LEVEL 2 PORTS DCFC PORTS TOTAL PORTS INCREASE IN
NUMBER OF
PORTS
2023 83 6 89 -
2025 (Existing) 107 6 113 +24
2028 150 8 158 +45
2030 200 10 210 +52
2035 280 14 294 +84
Source: HNTB
Projected Costs
The installation of EV chargers incurs various costs. Table 14 provides an estimate of the capital costs for
deploying the chargers, broken down by charger type and charging scenario. A moderately high charging
28
scenario is recommended for Dublin. When this scenario is combined with a 20:1 ratio of level 2 to DCFC
chargers, the projected total cost comes to approximately $5M.
It’s important to note that these costs will not be borne by the City of Dublin alone. Rather, they
represent the collective investment required from all parties involved in charger installation to achieve
the stated charging infrastructure goal.
Implementation at this scale corresponds to the addition of one to two new charging locations per year
over the next ten years.
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments)
EV PER EVSE LEVEL
2 PER
DCFC
ADDITIONAL
LEVEL 2
NEEDED
BY 2035
ADDITIONAL
DCFC
NEEDED
BY 2035
LEVEL 2
CAPITAL
COST
ESTIMATE
DCFC
CAPITAL
COST
ESTIMATE
TOTAL CAPITAL
COST ESTIMATE
Low:
Mckinsey
2022 (37:1)
20:1 27 1 $545,000 $135,000 $680,000
12:1 23 5 $455,000 $945,000 $1,400,000
3:1 0 39 $0 $7,020,000 $7,020,000
Med: NREL
2023 (26:1)
20:1 81 4 $1,628,000 $648,000 $2,276,000
12:1 75 10 $1,500,000 $1,800,000 $3,300,000
3:1 27 58 $540,000 $10,440,000 $10,980,000
Moderately-
High (17:1)
20:1 173 8 $3,460,000 $1,440,000 $4,900,000
12:1 169 19 $3,370,000 $3,330,000 $6,700,000
3:1 95 92 $1,900,000 $16,560,000 $18,460,000
High: ICCT
2021 (11:1)
20:1 330 17 $6,606,000 $3,006,000 $9,612,000
12:1 315 32 $6,303,333 $5,730,000 $12,033,333
3:1 202 145 $4,033,333 $26,160,000 $30,193,333
Source: HNTB
Note: The capital cost estimate encompasses site preparation, utility upgrades, hardware, and installation. It is estimated that
the capital cost for a level 2 port is approximately $20,000, while a 150 kW DC Fast port costs about $180,000 per Table 16.
These figures do not account for ongoing operations and maintenance, electricity costs, or potential revenue generated by the
charging stations. For further information, refer to the Cost Recovery Model.
EV Charging Locations
Figure 14 provides a detailed overview of the existing and the recommended locations for EV charging
stations, including level 1, level 2, and DC Fast charging options across both public and private
developments. These stations are strategically positioned based on existing and anticipated demand in
traffic, tourism, and areas of growth as described in the Envision Dublin Community Plan.14 These
locations will help ensure accessible and convenient coverage to support the growing EV market in the
area. The black callouts indicate the locations in Dublin suitable for public investment in publicly
14 https://storymaps.arcgis.com/stories/775646484c58444e87f70a9bf507e6c6
Assuming the City of Dublin is responsible for 20% of the total charging
ports, it is recommended that the City install 36 Level 2 charging ports
and 2 DCFC ports by 2035. This would represent a capital investment of
approximately $1 million to support the adoption of EVs.
29
accessible EV charging sites, while the blue callouts highlight key areas where private investment would
be more appropriate.
Figure 14: Future EV Charging Location Recommendations
Source: HNTB
Dublin is strategically targeting investment in 8 public EV charging sites
by 2035, to complement other private sector investments and help
ensure accessible and convenient coverage to support the growing EV
market in the area.
30
Cost Recovery Model
This cost recovery model evaluates the financial viability of EV charging infrastructure by comparing
projected revenues against associated costs. Revenues streams include energy-based user fees and idle
time charges, while costs encompass capital expenditures and ongoing Operations and Maintenance
(O&M).
Figure 15: Cost Recovery Model
Source: HNTB
Dublin evaluated EV infrastructure costs across multiple dimensions
including capital, electric, maintenance, and other expenses to ensure a
holistic financial model.
31
EV Charging Station Costs
When deploying any EV charging station, several major cost categories must be factored in, including
site preparation, utility upgrades, hardware purchases, installation costs, EV charging station
management software, networking and data services, ongoing costs of electricity to power the EV
charging station and EVs, and routine, preventative, maintenance costs as well as repair costs. These are
detailed in Table 15.
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components
CATEGORY COMPONENTS
Capital Costs
Site
Preparation
Includes trenching/boring, paving, lighting, ADA compliance,
protective barriers (such as bollards), and landscaping.
Utility
Upgrades
Covers transformer upgrades, new meters, and service
extensions.
Hardware Refers to the purchase of charging units (e.g., pedestal-
mounted Level 2 or DCFC units).
Installation Encompasses labor, permits, materials, and inspections.
Operations &
Maintenance
Software Network management, user interface, payment processing,
and smart grid integration.
Networking Connectivity costs (e.g., cellular data plans).
Electricity Power consumption based on usage and local utility rates.
Maintenance Routine servicing, part replacement, and software updates.
Source: HNTB
This analysis is structured to detail costs across four primary categories: capital costs, maintenance
costs, networking costs, and the costs of the electricity to power the stations. Table 16 provides a high-
level per-port cost breakdown of the cost components for Level 2 and DC fast chargers. Costs are based
on current, publicly available data, and are meant for high-level estimation purposes. Final costs and
vendor fees are highly variable, requiring project specific quotes. Public chargers typically have a life
cycle of 10 to 15 years, depending on utilization and environmental factors. Over this period, installation
and operational costs can be reasonably recovered, and infrastructure needs can be reassessed as
market conditions evolve. Replacement planning should account for new hardware, installation labor,
and any necessary utility upgrades, all of which contribute to future capital costs.
Table 16: Summary of Estimated Costs by Port
CATEGORY SUB CATEGORY LEVEL 2 PORT DCFC PORT
Capital Costs*
Planning & Oversight ~$4,000 ~$35,000
Site preparation & Labor
(Utility upgrade, trenching) ~$7,000 ~$55,000
Hardware & Installation ~$9,000 ~$90,000
Maintenance
(Annual) - ~$500-$1,500 ~$3,000-$10,000
Networking
(Annual) - ~$500-$1,500 ~$65-$625
**Electricity (Annual) - ~$311 ~$18,020
Initial Investment (CAPEX) - ~$20,000 ~$180,000
32
Annual Total (OPEX) ~$3,000 ~$25,000
Source: HNTB
*Includes administrative legal expenses, rights-of-way, appraisals, architectural and engineering fees, project inspection fees,
site work, trenching and removal, construction, and equipment (pedestal, transformer, distribution panels & breakers, main
circuit breaker, remote shutdown, pull boxes, and conduits, wiring, paint, bollards, etc.).
**Electricity costs are detailed in Table 17.
Utility costs for electricity to operate EV charging stations are highly variable, influenced by multiple
factors including the type of charging station, utilization rates, and local utility pricing structures. Utility
rates often include demand charges, especially for commercial and industrial customers such as EV
charging stations. The scenarios below are based on specified assumptions and provide an example of
annual electricity cost for Dual-Port Level 2 and Dual-Port DCFC EVSE.
Table 17: Estimated Electricity Costs Breakdown
CATEGORY ONE DUAL-PORT LEVEL 2
STATION
ONE DUAL-PORT DCFC
STATION
Service Schedule AC Single Phase Dual Phase 480V Service
Approx. Base Charge (Flat
monthly fee on utility bill)
$10.21 Single Phase/$25.95 3-
phase $25.95 (3-phase)
Approx. Energy Rate $0.13 / kWh $0.10 / kWh
Demand Charges None $12.75 flat fee winter; $9.38
/ kW summer
Reactive Power Charges None $0.003 / kVARh
Monthly Operating Cost $52 $3,003
Annual Operation Cost (Dual
Port) $622 $36,039
Assumptions 160 kWh per month 796 kWh per month
Annual Operation Cost (Single
Port) $311 $18,020
Source: HNTB
*Note: Table 17 presents electric costs only. For comprehensive costs, including networking and maintenance, refer to Table 16.
The estimates are illustrative and intended for reference purposes only. Updates may be necessary based on utility. This is
provided as general guidance.
Revenues
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. As the City expands its charger offerings and to respond
to the congestion that could occur with more EVs on the road needing charging, it is recommended that
fees be considered for both energy usage and idling. Accurate revenue forecasting hinges on a
comprehensive understanding of several interconnected factors:
1. EV Adoption Rates and Regional Demand in Dublin: The fundamental driver of charging
revenue is the actual demand for EV charging, which is directly tied to the rate of EV adoption
within Dublin and its surrounding region. Accurate predictions of regional EV charging demand
are crucial and involve analyzing historical charging data, considering factors such as the current
33
number of EVs, their typical charging patterns, existing infrastructure availability, and external
variables like weather conditions and time of day. Dublin’s revenue projections must therefore
carefully consider its own projected EV growth trajectory and how it aligns with these broader
trends.
2. Charger Utilization Rates (Benchmarking and Forecasting): Utilization, defined as the
percentage of time a charger is actively in use, is a direct determinant of revenue; higher
utilization rates translate into increased revenue and improved ROI. For EV chargers to achieve
profitability, a utilization rate of at least 17%15 is typically required, though market leaders may
achieve profitability with a slightly lower rate of 14%. However, observed average daily
utilization can vary widely, from a low of 13% to a high of 47% across different fast-charging
stations. It is important to note that a significant proportion of chargers, even in mature EV
markets like the Netherlands, operate at a loss, with 20% of DC chargers exhibiting less than 1%
utilization. Factors that influence utilization include the quality of the location (visibility,
accessibility, proximity to amenities), the daily number of charging sessions, the average energy
dispensed per session, and the level of competition from nearby charging options.
3. Pricing Strategy and Competitiveness: The chosen pricing strategy directly impacts revenue.
Offering a competitive price per kWh or per session is essential to ensure that Dublin’s chargers
remain attractive compared to alternative charging options. The pricing model must strike a
delicate balance between affordability for users and the need to cover operational costs and
achieve revenue targets. Experimenting with different pricing models and continuously
monitoring driver responses is key to identifying the optimal price point that maximizes revenue
without deterring users. It is crucial to avoid extreme pricing: setting rates too low can
undermine the financial sustainability of the charging stations, while rates that are excessively
high can deter EV drivers. A thorough understanding of the local utility’s energy pricing
structure, including any demand charges during peak hours, is fundamental for developing an
effective and profitable pricing strategy16.
4. Charger Reliability and Uptime: The reliability and consistent uptime of charging stations are
non-negotiable for revenue generation and customer satisfaction. Any downtime directly
impacts revenue potential and erodes customer trust. A reputation for reliable chargers fosters
repeat business, whereas frequent outages will deter usage and lead to negative perceptions.
5. Location Quality and Accessibility: The strategic selection of deployment sites is paramount for
maximizing utilization and ensuring long-term profitability. EV drivers prioritize stations that
offer minimal wait times and straightforward access. Sites that are poorly marked or
consistently occupied are likely to experience reduced usage. The optimal location varies
depending on the charger type.
15 https://kalibrate.com/insights/blog/electric-vehicles/utilization-passing-the-ev-charger-roi-test/
16 https://www.pecnw.com/blog/how-to-forecast-revenue-for-ev-charging-stations/
As the City expands its charger offerings and to respond to the
congestion that could occur with more EVs on the road needing
charging, it is recommended that fees be considered for both energy
usage and idling.
According to Stable Auto17, the national average estimated price of charging at DCFC stations is $0.45
per kWh, while in Ohio it is $0.40 per kWh. For Level 2 stations, the national average estimated price is
$0.26 per kWh. Several pricing scenarios can be considered for EV charging, including low, moderate,
and high pricing tiers.
Table 18: Pricing Scenarios
CATEGORY PRICING [$/KWH]
Level 2 0.26 $/kWh
DCFC – Low Price 0.30 $/kWh
DCFC – Moderate Price 0.40 $/kWh
DCFC – High Price 0.50 $/kWh
Source: HNTB
Variations in charging utilization are notable and should be considered when evaluating operational
scenarios. The following outlines low, moderate, and high utilization cases.
Table 19: Utilization Scenarios by Port Type
NUMBER OF SESSIONS PER DAY [UTILIZATION %*]
Category Low [Utilization %] Moderate [Utilization %] High [Utilization %]
Level 2 1 session [16.67%] 2.5 sessions [40%] 4 sessions [66.7%]
DCFC 2 sessions [6.25%] 5 sessions [15.6%] 10 sessions [31.25%]
Source: HNTB
*Note: Utilization calculations are based on 45-minute DCFC fast sessions and 4-hour Level 2 sessions
EV Charger Financial Model
The initial funding for acquisition of the EV charger infrastructure could consist of a mix of grants, city
resources, and proceeds from financing. The use of equipment lease financing could be used to acquire
the charging equipment with the source of repayment derived from user fee revenue. Equipment
leasing offers the structuring flexibility and relatively low cost of borrowing that would complement the
funding objectives of the EV Charger program.
The program will operate on a self-sustaining model. All budgetary and financial activity would be
tracked in a separate enterprise fund established for the purpose of tracking program revenue and
expenditures.
The revenue from user charging fees should be used to offset the full cost of equipment acquisition,
operations and maintenance of the charging stations. The cost recovery would be designed in
accordance with the City’s cost recovery policy as reviewed and approved by City Council annually.
17 https://stable.auto/insights/electric-vehicle-charger-price-by-state
Breakeven Year Estimate
Based on different studies, it can take anywhere from 2 to 10 years for a DC fast charger to break even,
depending on various factors such as initial investment cost, usage rates, and operating expenses. Some
businesses might break even in 2-3 years, while others might take longer.
Assuming an average session of 60 kWh, with a moderate utilization (See Table 19) rate of five sessions
per day (representing a 15% utilization rate), and a moderate pricing rate (See Table 18) of $0.40 per
kWh with a projected 2% annual increase in both revenues and costs, the following summarizes a
simplified 10-year cost recovery model for a 150 kW dual-port charging station. The analysis is based on
360 operational days per year at 97% uptime, and an initial capital investment of $180,000 (See Table
16). Under these parameters, annual revenues are estimated to range from approximately $40,000 to
$50,000, while annual operating costs are projected to be around $25,000.
Estimated Annual DCFC Revenue (Dual-Port 150kW) = 5 [sessions] x 360 [days] x 97 [%] x 60 [kWh] x
0.40 [$/kWh]= $41,904.
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger
Source: HNTB
For a single-port Level 2 charger, with the assumption of an average session of 11.5 kWh at 2.5 sessions
per day (equating to approximately 40% charger utilization daily), each session lasting four hours and
delivering roughly 46 kWh, and a charging fee of $0.26 per kWh, the projected initial capital expenditure
is $20,000 with annual operating expenses of $3,600. Assuming 97% uptime across 360 days of
operation per year, the estimated annual revenue for the single-port charger is calculated as follows:
Estimated Annual L2 Revenue (Single-Port) = 2.5 [sessions] × 360 [days] × 97 [%] × 46 [kWh] × 0.26
[$/kWh] = $10,441.
Under these parameters, the simplified 10-year cost recovery model for a single port L2 charger is
shown below:
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger
Source: HNTB
Assuming the deployment schedule of two DCFC ports in Year 4, and the addition of four Level 2 ports
annually starting in Year 1—with an increased rate of 6 ports in Year 6 and 10 ports in Year 7—the
following analysis presents the projected revenue and cost outcomes for the planned installation of 36
Level 2 and 2 DCFC ports. This assumes moderate pricing, utilization, and adoption scenarios, with no
idle fees. This deployment becomes profitable in Year 5.
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports
Source: HNTB
In light of the above analysis, Level 2 charging solutions present a clear, low-risk pathway for Dublin,
offering reliable cost recovery and strong potential for positive returns, especially with phased
deployment. While DC fast charging entails a greater financial commitment and inherently higher risk
due to its upfront investment, the long-term prospects remain promising—both models are expected to
deliver not only a positive return on investment but also significant social benefits by promoting broader
EV adoption.
Electrification Best Practices
The working group reviewed the various ownership models and researched best practices for
electrification from the City’s perspective as a charging owner/operator and from the perspective of
developers bringing EV chargers to the City.
The remainder of this section provides guidance for private developers on installing EV charging and
best practices for contractual agreements for the City to own and operate chargers on their property.
The recommendation is to continue contracting full services to third parties, as this approach minimizes
costs, leverages skilled maintenance, and allows for flexibility in provider changes.
Ownership Models Analysis
The city must consider the impacts of EV charging station ownership models on capital outlay, ongoing
O&M costs, and potential revenue before deploying chargers. Ownership types affect budget allocation,
risk exposure, and infrastructure scalability. Understanding the trade-offs between financial investment
and public benefit will help policymakers choose the best model for strategic sustainability goals.
Table 20: Ownership Models
CONSIDERATION DUBLIN OWNS
AND OPERATES
DUBLIN CONTRACTS WITH
THIRD-PARTY FOR O&M
SERVICES
THIRD-PARTY LEASES
SITE FROM DUBLIN AND
OWNS AND OPERATES
Capital Costs $$$$$ $$$ $
Operations &
Maintenance
$$$$$ $$$ $
Revenue $$$$$ $$$ $
Conclusion Higher Costs
Higher Risks
Moderate Costs
Moderate Risks
Lowest Costs
Lowest Risks
Source: HNTB
Contracting with a third-party vendor for full-service EVSE delivery offers Dublin a balanced approach
to infrastructure deployment. This model reduces the City’s capital and operational expenditures while
leveraging vendor expertise for installation, maintenance, and customer service. Although direct
revenue may be lower compared to City-owned models, this approach aligns with Dublin’s goals of
enhancing public amenities and accelerating EV adoption. It also shifts operational risks to specialized
providers, allowing City staff to focus on strategic priorities. Partnering with experienced vendors can
expedite deployment timelines and ensure high-quality service standards across the network. In order
to implement this model, the next step should be to develop a framework to implement user fees,
operations and policy considerations to create a plan to establish the structure of the program.
By prioritizing publicly accessible facilities in its EV infrastructure
strategy, Dublin positions itself as a leader and a model for other
cities, demonstrating how thoughtful investment in charging stations
can accelerate the transition to sustainable transportation and
maximize community impact.
City of Dublin
Table 21 presents best practices that the City of Dublin should consider when operating EV charging
infrastructure on Dublin-owned property.
Table 21: Key Considerations for the City of Dublin
CATEGORY BEST
PRACTICES
DESCRIPTION
Accessibility
Scalability Prioritize EV charging management system capabilities that meet the growing
demands of handling more drivers, chargers, and transactions.
Compatibility
Deploy chargers that are compatible with the highest number of EVs on the
market and ensure interoperability with various EV models by accommodating
the appropriate connector standards (such as CCS, or NACS standards).
Code Changes Enact code changes that allow the City to enforce EV charging only parking
spaces.
Visibility Ensure EV drivers can easily locate the EV chargers upon entrance to the
property through appropriate ground or sign markings.
Fleet
Management
Capabilities
Ensure the EV charging infrastructure is optimized to fulfill the charging needs
of employee drivers and fleet managers, including automatic notifications via
smart connections to promptly address maintenance issues.
Standards
and
Integration
Data Security
and Privacy
Implement robust data security measures to protect user data and privacy, in
compliance with applicable regulations.
Customer
Support
Specify the provision of reliable customer support services, including 24/7
assistance and responsive maintenance teams.
Charging
Management
Require that EV charging systems notify users via app or SMS when charging
is complete. This encourages timely vehicle removal, improves charger
availability, and supports better etiquette at public charging sites.
Pricing
Transparency
Ensure a transparent procurement and charging pricing process. All vendors
will be required to make an API available for free to third party software
developers to share this information.
Sustainability
and Future-
Proofing
Smart Grid
Integration
Promote integration with the local smart grid to optimize charging schedules
and reduce strain on the electrical grid during peak times.
Community
Engagement
Include provisions for community engagement and feedback mechanisms to
address concerns and ensure charger locations are well received by residents.
Compliance
and Reporting
Set up regular reporting and compliance checks to ensure that contractors
meet the terms of the agreement and adhere to City standards.
Futureproofing Consider future technologies and standards, ensuring that the contract allows
for upgrades and adaptations as the EV charging industry evolves.
Incentives for
Renewable
Energy
Explore incentives for contractors to invest in renewable energy sources and
energy storage solutions to reduce environmental impact.
Pricing
Stay Up to
Date with
State Law
An entity providing EV charging services is not considered a public utility.
Pricing by kWh and time are both permitted, with per kWh gaining more
popularity and being perceived as fairer. Costs around $0.50/kWh are
common for privately owned DCFC.
Ohio currently collects EV, PHEV, and Hybrid registration fees to supplant or
replace gas tax revenue, but these fees are not being shared with
municipalities.
Charging For
Usage
Set up fees to recoup energy costs and encourage good etiquette. Specific
recommendations are discussed in Fee and Code Considerations.
CATEGORY BEST
PRACTICES
DESCRIPTION
Demand
Charges
Low utilization of high-power chargers can impose high demand charges.18 Be
careful not to over-build DCFCs to keep utilization high. Inconsistent or “peak”
usage will incur higher fees from the utility. Talk to the utility about EV-
specific rates that may exist.
Fees for
Behavior
Change
Imposing idle fees once charging has substantially completed encourages
turnover. Drivers have come to expect fees, and pricing this scarce resource
accordingly will become more critical. Flat idle fees in the range of $0.40 -
$1.00 per minute are common for DCFCs but using an escalating fee may
produce better results. Tesla offers a tiered system where the fee is
dynamically adjusted based on congestion at the Supercharger and the
vehicle’s SoC.19
Equity
Outreach to people who don’t have charging at home is recommended to
ensure that pricing strategies do not exclude these groups. Lower-income
populations are less likely to have access to home charging, a double-edged
sword – higher prices will affect them disproportionately, but higher turnover
of spaces could be a benefit to a group that doesn’t otherwise have access.
Source: HNTB
18 Electricity Cost for Electric Vehicle Fast Charging (nrel.gov)
19 https://www.tesla.com/support/charging/supercharger/fees
Private Development
From offering EV charging as an incentive for employees to adding an EV charger to their place of
business as a new revenue source, private businesses and developers of various types are seeing the
electrification of vehicles impact their day-to-day decisions.
The City of Dublin takes an active role in partnering with businesses who choose Dublin as their home
and wants to continue to offer that partnership as Dublin’s EV charging network is built. This includes
creating public-private funding mechanisms to promote the installation of new EV charging stations,
particularly in multi-family residences and commercial developments.
Table presents best practices for private developers to implement when installing EV chargers. It is
recommended that these best practices be shared on an electrification webpage, serving as a resource
to guide effective and efficient charger installations and promote broader adoption of EVs.
Table 22: EV Charging Best Practices for Private Developers
CATEGORY BEST PRACTICES DESCRIPTION
Physical Space
Easy Access
Place EV chargers in well-lit, well-marked and easily accessible areas,
such as near parking lot entrances and exits. This will make it easier
for drivers to find and use the chargers.
Location Convenience
Place EV chargers in locations that are convenient for users, such as
near shopping centers, workplaces, and residential areas to
encourage more people to use the chargers.
Site Aesthetics
Ensure that the placement of EV chargers is carefully considered to
preserve the site’s visual appeal while still providing convenient
access to charging stations.
Electric
Utilities
Early Coordination
Coordinate with the local electric utility company early in the
planning process to ensure that there is sufficient electrical capacity
to support the EV chargers.
Site Improvements
Determine if any utility upgrades such as system upgrades,
distribution work, or new service work are needed and the
associated costs.
Separate Metering
Request separate metering for EV chargers to appropriately pass
along electricity charges and to receive better data on electricity
usage. Separately metering charging load, either with a separate
meter or submetering equipment, is necessary for functions such as
billing EV drivers based on usage, administering different rates,
collecting charging data, and excluding charging load from demand
charge calculations from the rest of the building.
Permits and Licenses
Obtain all necessary permits and licenses from the City of Dublin to
ensure that the EV chargers are in compliance with all applicable
laws and regulations.
Site Feasibility
Pull-Through Spots Prioritize pull-through spots for more efficient use of charging and to
address the needs of medium and heavy-duty vehicles.
Amenities Install chargers near amenities such as restaurants, restrooms,
seating, and vending machines.
Safety and
Security
Fire Safety Comply with all applicable fire safety codes and regulations.
Remote Shutoff Equip the EV chargers with remote shutoff capability, so that they
can be turned off in the event of an emergency.
Cybersecurity
Measures
Implement cybersecurity measures to protect against unauthorized
access and data breaches.
CATEGORY BEST PRACTICES DESCRIPTION
Locked Cabinets Store the EV charging equipment in locked cabinets to prevent theft
and vandalism.
Vandalism Resistance
Choose EV chargers that are vandalism resistant. This includes
features such as heavy-duty construction, security cameras, and
motion sensors.
Cameras Consider installing cameras at the EV charging station to improve
safety.
Lighting Install adequate lighting at the EV charging station to improve
visibility and safety.
Accessibility
ADA Compliance
Make sure that the EV charging station is accessible to people with
disabilities., taking into consideration guidelines provided by the U.S.
Access Board20 for inclusive design.
Maintenance
Establish a regular maintenance schedule for the EV charging station
to ensure that it is in good working order. This includes inspecting
the equipment for damage and making any necessary repairs.
Source: HNTB
Electrification Recommendations
This section provides actionable insights for stakeholders at various levels, detailing how to navigate the
evolving landscape of EVs and EV charging infrastructure. These core recommendations provide a
roadmap for making informed decisions and investments in the electrification journey.
Charging Infrastructure Deployment
Short-term Recommendations (2026 -2027)
Annually review charger deployment locations and needs through
the Capital Improvement Program process, programming new
equipment as funding and project priorities allow.
As part of this review, apply a standard of 30% average usage
sustained over a three-month period to determine when to consider
adding chargers at existing locations, while also evaluating usage
data in the context of nearby events that may skew results and
incorporating any public feedback about the site.
WHO'S INVOLVED:
Facilities, Transportation and
Mobility, Deputy City Manager, City
Manager
Medium-term Recommendations (2028 -2030)
Update projections every 2 years to check adoption, regulation,
funding changes, etc.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Facilities, Data and
Analytics
20 https://www.access-board.gov/ta/tad/ev/ A B
Long-term Recommendations (2030 -2035)
Reassess needs based on changes in EV technology, adoption rate,
and private charging availability.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and Analytics
Planning and Zoning Codes, Building Standards
Short-term Recommendations (2026 -2027)
Evaluate the zoning code to facilitate the installation of EV charging
infrastructure by assessing current codes, requiring EV-ready
parking, and ensuring a percentage of spaces in new parking lots
and garages are EV-ready in upcoming code updates.
This effort should include encouraging new homes to be
constructed with 220V electrical lines to support Level 2 chargers
and developing solutions for renters in multi-unit housing.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering
Use the U.S. Access Board Design Recommendations for ADA
accessible vehicle charging stations. This entails recommending a
percentage of spaces to be ADA accessible ensuring inclusivity and
accessibility.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering, Facilities
Medium-term Recommendations (2028 -2030)
Create educational materials for development projects, establish
clear guidance for EV readiness once changes in the zoning code
are complete, and offer options for varying levels of development,
from basic readiness to comprehensive charging infrastructure.
WHO'S INVOLVED:
Planning, Communications and
Marketing, Transportation and
Mobility, Economic Development
Long-term Recommendations (2030 -2035)
Work collaboratively with housing developers as project proposals
are submitted to request accommodating the evolving needs of EV
charging infrastructure.
WHO'S INVOLVED:
Planning, Economic Development,
Transportation and Mobility C A B C D
Partnerships
Short-term Recommendations (2026 -2027)
Continue to collaborate with MOPRC to identify new collaboration
opportunities. This should include participating in the Central Ohio
Charging Smart Cohort and seeking Gold status in the Charging
Smart Program and new granting opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, City
Manager’s Office, MORPC
Medium-term Recommendations (2028 -2030)
Continue collaboration with neighboring jurisdictions and MORPC
to identify partnering opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Utilities, MORPC, Neighboring
Jurisdictions
Long-term Recommendations (2030 -2035)
Further coordinate with regional partners to review the network of
EV charging stations in the area, so that Dublin remains connected
to neighboring communities.
WHO'S INVOLVED:
City Leadership, Transportation and
Mobility, Regional Municipalities
Education and Outreach
Short-term Recommendations (2026 -2027)
Conduct public outreach to understand community needs and
share Dublin’s plans. Then, use the findings to create an educational
campaign that promotes EV benefits, incentives, new technologies,
best practices, and EV etiquette.
The medium-term recommendation under Planning and Zoning
should build upon this effort as the foundation for developing the
necessary materials.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing with
input from local community partners
Medium-term Recommendations (2028 -2030)
Work with Visit Dublin Ohio to update their tourism information to
include information on EV charging.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing, Local
Community Organizations
A B C A B
Long-term Recommendations (2030 -2035)
Reassess public education and outreach needs as EV technology
advances.
WHO'S INVOLVED:
Transportation and Mobility
Dublin Fleet
Short-term Recommendations (2026 -2027)
Pursue light-duty vehicle conversions and conduct ongoing
assessment of fleet needs in alignment with the recommendations
of the Dublin Sustainability Plan.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Continue to meet with local government fleet management teams
to discuss ideas and best practices around procurement and
management of EVs and chargers.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Medium-term Recommendations (2028 -2030)
Evaluate light duty fleet vehicles that have demanding duty cycles
with EVs of PHEVs to assess if operational needs are met.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Long-term Recommendations (2030 -2035)
Carry out the Dublin Sustainability Plan’s recommended
implementation to identify infrastructure needs to increase EVs and
equipment within parks and facilities maintenance.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Reassess fleet needs. Fleet needs and vehicles available to fill those
needs will continue to change over time so a regularly scheduled
reassessment of needs around the capital budget process is needed.
Continue to actively pursue light-duty vehicle conversions as
contained in the Dublin Sustainability Plan’s recommendations.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
C A B C D E
Funding
Short-term Recommendations (2026 -2027)
Explore available external state and federal grants and incentives
for EV charging infrastructure and develop a strategy to secure
funding. Engage with other governmental agencies on partner
opportunities to develop regional grant applications. Consider
priority federal grants such as the National Electric Vehicle
Infrastructure (NEVI) Program.
WHO'S INVOLVED:
Transportation and Mobility, City
Manager’s Office, Transportation &
Mobility
Medium-term Recommendations (2028 -2030)
Incorporate dedicated funding within the ongoing five-year CIP to
support the expansion and maintenance of EV charging
infrastructure, while actively monitoring federal, state, and utility
grant opportunities as funding availability and project priorities
allow.
WHO'S INVOLVED:
Transportation and Mobility, City
Finance Department, City Council
Collaborate with developers and utility providers to ensure that
proposed projects are supported with adequate electrical
infrastructure to maximize economic development opportunities.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department
Long-term Recommendations (2030 -2035)
Explore public-private partnership opportunities for EV
infrastructure investments to reduce the burden on the City’s
budget.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department,
Private Sector Partners A B C D
Fee and Code Considerations
Short-term Recommendations (2026 -2027)
Create a robust financial and operational implementation
roadmap including the development of an enterprise fund and
sustainable fee structures.
WHO'S INVOLVED:
City Council, City Manager’s Office,
Transportation & Mobility, City
Finance Department, City Engineer
Develop a framework to implement user fees, for both DC fast
chargers (DCFC) and Level 2 chargers, to recover electricity costs
and promote sustainable use. This includes implementing higher or
idle-time fees for DCFC to encourage turnover after reaching an 80%
state of charge while recognizing that idle fees for Level 2 chargers
may be less critical due to lower demand and usage patterns. To
align with Dublin’s goals—recovering costs while promoting proper
EV charger usage—it is advised to avoid setting prices too high or
too low and to use these average rates as a guideline: $0.26/kWH
for Level 2 charging and $0.40/kWh for DC Fast charging.
Medium-term Recommendations (2028 -2030)
Consider policy and code updates to deter non-compliant parking
at EV charging stations. This includes measures to prevent internal
combustion engine vehicles from occupying EV-designated spaces
and to discourage EV drivers from parking without actively charging.
Such policies will help ensure fair access to charging infrastructure
and promote responsible usage.
WHO'S INVOLVED:
City Planning Department,
Transportation and Mobility
Long-term Recommendations (2030 -2035)
Keep up with maintenance, make sure fees are accomplishing the
intended goals.
WHO'S INVOLVED:
City Manager’s Office, Transportation
& Mobility, City Finance Department A B B C
Future Considerations
Alongside the electrification recommendations, these future considerations provide additional
opportunities to support continued progress in advancing EV infrastructure.
Future Considerations
• Meet with large, private employers to understand their roadmap on offering EV chargers for employees,
including incentives such as front row parking.
• Meet with new businesses interested in moving to or expanding in Dublin to discuss their plans to add
employee EV charging to parking areas.
• Seek partnerships with businesses to expand the network of public and private charging stations.
• Update projections every 2-3 years to check adoption, regulation, funding changes, etc.
• Through coordination meetings with utility companies, inquire about their challenges and needs regarding
managing grid load and capacity to align sustainability efforts and to share Dublin’s plans and goals to
understand level of effort for deployment.
• Develop community outreach materials that provide information for diverse populations, ensuring
equitable awareness and knowledge sharing about EVs and charging infrastructure.
• Provide educational materials at various City-hosted events, such as the State of the City, Homeowners
Associations Leadership meetings, etc.
Appendix A – Existing Conditions
CITY OF DUBLIN, OHIO
EXISTING ELECTRIC VEHICLE
CHARGING CONDITIONS
December 1 , 2023
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
2
CONTENTS
1 Introduction .......................................................................................................................................... 5
2 EV Market Trends .................................................................................................................................. 5
2.1 Ohio EV Trends .............................................................................................................................. 5
2.2 EV Charger Trends ......................................................................................................................... 6
3 Existing Plans ......................................................................................................................................... 8
3.1 State of Ohio ................................................................................................................................. 8
3.2 Mid-Ohio Regional Planning Commission ..................................................................................... 8
3.3 Franklin County ............................................................................................................................. 9
3.4 City of Columbus ......................................................................................................................... 10
3.5 City of Dublin ............................................................................................................................... 10
3.6 City of Marysville ......................................................................................................................... 11
3.7 Columbus Partnership ................................................................................................................. 11
4 Dublin EVSE Locations and Utilization Patterns ................................................................................. 12
4.1 EV Charging Types ....................................................................................................................... 12
4.2 Inventory of Chargers ................................................................................................................. 14
4.3 User Behavior Analysis ................................................................................................................ 19
4.3.1 Level 2 Charger User Behavior ............................................................................................ 19
4.3.2 DC Fast User Behavior ......................................................................................................... 20
4.4 Public EV Charging Policy ............................................................................................................ 23
4.5 Impact of Deploying EV Charging for Parking Business Owners and Users ................................ 23
5 Current Electric Grid and Capacity ..................................................................................................... 24
6 EV Adoption Rates .............................................................................................................................. 25
6.1 Comparison with National Trends .............................................................................................. 27
7 Next Steps ........................................................................................................................................... 28
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
3
LIST OF TABLES
Table 1: Acronyms ......................................................................................................................................... 4
Table 2: Fleet Vehicles Targeted for Electric Replacement ........................................................................ 11
Table 3: EV Charging Types ......................................................................................................................... 13
Table 4: EV Chargers in the City of Dublin .................................................................................................. 14
Table 5: Type of Public Charging Facilities .................................................................................................. 17
Table 6: Charging Infrastructure by Network ............................................................................................. 18
Table 7: Sample Summary Statistics for Residential and Public Level 2 Charging Stations ........................ 19
Table 8: Sample Summary Statistics for DCFC Stations .............................................................................. 21
Table 9: Local EV Registration Trends ......................................................................................................... 26
LIST OF FIGURES
Figure 1: Ohio Alternative Fuel Vehicle Registrations .................................................................................. 6
Figure 2: Timeline of Chargers Coming Online in Ohio ................................................................................. 7
Figure 3: Chargers in Ohio by Location and Age ........................................................................................... 7
Figure 4: MORPC Regional Sustainability Agenda Goals ............................................................................... 9
Figure 5: Dublin CFI Application Summary ................................................................................................... 9
Figure 6: Columbus Partnership Recommended Charging Locations in Central Ohio ............................... 12
Figure 7: Level 1, Level 2, and DC Fast Charging ......................................................................................... 13
Figure 8: Existing EV Chargers in and around Dublin .................................................................................. 16
Figure 9: Public Charging Infrastructure from 2018-2023 .......................................................................... 17
Figure 10: Representation of a ChargePoint Dashboard ............................................................................ 18
Figure 11: Sample Distribution of Residential and Public Level 2 Charging Session Start and End Times . 20
Figure 12: Sample DCFC Sessions SOC Before and After Charging ............................................................. 21
Figure 13: Annual Average Daily Traffic (AADT) Trends in Dublin .............................................................. 22
Figure 14: Chargers by City in Central Ohio ................................................................................................ 23
Figure 15: Utility Providers in Dublin .......................................................................................................... 24
Figure 16: Top EV Registrations in Dublin ................................................................................................... 25
Figure 17: EV Local Adoption Rates ............................................................................................................ 27
Figure 18: Cumulative EV Sales by State (Jan 2011 to Dec 2022 - excluding California) ............................ 27
Figure 19: Marion County, IN - EV Registrations ........................................................................................ 28
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
4
Table 1: Acronyms
ACRONYM DEFINITION
AADT Annual Average Daily Traffic
AC Alternating Current
AFDC Alternative Fuel Data Center
AFV Alternative Fuel Vehicle
BEV Battery Electric Vehicle
BMV Bureau of Motor Vehicles
CCS Combined Charging System
CFI Charging and Fueling Infrastructure
DC Direct Current
DCFC Direct Current Fast Charging
EV Electric Vehicle
EVSE Electric Vehicle Supply Equipment
FCEO Franklin County Engineer’s Office
GHG Greenhouse Gas
ICE Internal Combustion Engine
L1 Level 1
L2 Level 2
MORPC Mid-Ohio Regional Planning Commission
NACS North American Charging Standard
NEVI National Electric Vehicle Infrastructure
NREL National Renewable Energy Laboratory
ODOT Ohio Department of Transportation
PEV Plug-in Electric Vehicle
PHEV Plug-in Hybrid Electric Vehicle
SOC State of Charge
SWOT Strengths, Weaknesses, Opportunities and Threats
TRC Transportation Research Center
USDOT United States Department of Transportation
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
5
1 INTRODUCTION
Dublin, Ohio, aspires to be the most sustainable, connected and resilient global City of choice through
state-of-the-art infrastructure, convenient transportation and expansive broadband access. With a 100-
gigabit fiber network, strategic private and public partnerships, and significant investments in
innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test new
technologies. Dublin is working to “improve lives, drives and experiences” by embracing the significant
shift in the automotive industry towards sustainability. Recognizing the potential of electric vehicles
(EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure.
This report compares the existing electrification conditions in Dublin with national and international
trends to set the foundation for the development of a comprehensive implementation plan for
transportation electrification in Dublin. The implementation plan will serve as a guide for future EV
activities and a resource for future land use and transportation planning for the Dublin Development
and Public Works Departments.
2 EV MARKET TRENDS
The EV market is witnessing a dynamic transformation in both its buyer demographics and market
factors. Initially, the typical EV buyer was characterized as men over the age of 55, but the market has
seen a shift towards millennials, followed by Gen X men, with over 70% of EV buyers being male
compared to 60%0F
1 for all vehicle purchases. Higher gas prices and exposure to EVs have led to increased
consideration among prospective buyers, and the profile is skewing towards the more affluent, though
there is a noticeable movement towards mass-market buyers, as evidenced by the average EV buyer
credit score dropping from 800 in 2019 to 788 in 2022.1F
2
Driving the EV market are a variety of factors including stringent emissions standards, attractive
incentives, increasing vehicle availability, improvements in battery technology, a preference for the
unique EV driving experience, fluctuating fuel prices, association with other EV owners, and the
increasing availability of charging infrastructure. These interconnected elements reflect a market that is
maturing and diversifying, catering to a broader segment of the population and adapting to the changing
transportation landscape.
2.1 Ohio EV T rends
Ohio as a state has not been an early adopter of electric transportation technologies when compared
with states like California or Oregon, but some areas, namely cities with the highest populations, are
1 https://www.spglobal.com/mobility/en/research-analysis/women-not-buying-electric-vehicles.html
2 https://www.businessinsider.com/typical-ev-buyer-wealthy-millennial-man-trading-luxury-for-electric-2023-2
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
6
farther ahead in EV adoption than others. DriveOhio developed the Ohio Alternative Fuel Vehicle
Registration Dashboard using data from the Ohio Bureau of Motor Vehicles (BMV) to track the market
penetration of all alternative fuel vehicles (AFVs), with a focus on plug-in electric vehicles (PEVs). While
the overall market penetration of AFVs is low at less than 1%, nearly 4% of all new registrations in
October 2023 were PEV, either battery EV (BEV) or plug-in hybrid EV (PHEV). Ohio appears to be near an
inflection point of 5% of new sales which is where, once achieved, other markets have noticed rapid
growth in the EV market.2F
3 Based on new sales in 2023, Ohio already surpassed 2022’s total AFV
registrations as of September 2023. Dublin is ahead of the state with over 2.84% of registered vehicles
being PEV, and nearly 9.24% of vehicle sales from Aug-Oct 2023 were electric.
Figure 1: Ohio Alternative Fuel Vehicle Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of October, 2023
2.2 EV Charger Trends
Among the approximately 1,400 public EV charging stations in Ohio as of October 2023, the median age
of the chargers is 28 months. There was a large increase in installations starting in the first quarter of
2021. That momentum has continued and is expected to accelerate with the increased availability of
federal funding for charging infrastructure. Figure 2 on the next page shows the timeline of installation
for chargers in Ohio, while Figure 3 shows this same information spatially. Non-overlapping points were
chosen over precise locations in order to not bias the apparent age of the chargers. These data are
compared to Dublin in Chapter 6.
3 https://www.bloomberg.com/news/articles/2022-07-09/us-electric-car-sales-reach-key-milestone
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
7
Figure 2: Timeline of Chargers Coming Online in Ohio
Source: Alternative Fuels Data Center and Plugshare
Figure 3: Chargers in Ohio by Location and Age
Source: AFDC and Plugshare
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
8
3 EXISTING PLANS
Electrification planning, in earnest, started in the Central Ohio region around the time the City of
Columbus won the United States Department of Transportation (USDOT) Smart City Challenge in mid-
2016. Since then, the City of Columbus, the State of Ohio through DriveOhio, and Franklin County have
invested in creating and implementing electrification plans and many governmental agencies in the
Central Ohio region have started purchasing hybrid vehicles or EVs.
The Bipartisan Infrastructure Law, signed November 15, 2021, created numerous opportunities for
federal funding of EV related infrastructure. Two funding programs for states and local governments to
create and implement electrification plans: the National Electric Vehicle Infrastructure (NEVI) program
and the Charging and Fueling Infrastructure (CFI) program will change the face of publicly available
alternative fueling options in the US. The NEVI program is funded with $5 billion distributed to states
based on formula funding and focused on building a connected, U.S. EV charging network. The CFI
program is funded with $2.5 billion focused on discretionary community and other corridor grants.
While the CFI program doesn’t require an electrification plan be developed to apply, having a well
thought out plan will better prepare the applicant to respond quickly and thoroughly.
Ohio and the Central Ohio region, including Dublin3F
4, have electrification and sustainability plans that can
be useful as Dublin works towards an electrification implementation plan. Dublin’s focus on best
practices and enhanced coordination to ensure seamless integration and the realization of shared
electrification goals will keep Dublin at the forefront of planning.
3.1 State of Ohio
The State of Ohio is expected to receive $140 million over five years in NEVI formula funds. DriveOhio
has developed an electrification plan to build out Alternative Fuel Corridor charging efforts over the first
few years of funding. Once that buildout is complete, Ohio will focus on other major roadways for
charging connectivity and community projects. Ohio is using a public, private procurement (P3) model to
deliver the charging stations and support the building, maintaining, and operating of EV chargers on
private property. Ohio was the first state to break ground on a NEVI station and lessons learned from
these near-by deployments will help inform future charging station implementation in the region, state,
and U.S.
3.2 Mid -Ohio Regional Planning Commission
MORPC has had many efforts around sustainability in the region including the recent Regional
Sustainability Agenda4F
5 that lays out the region's plan for reducing carbon emissions and increasing
quality of life for people in Central Ohio. The agenda encompasses four major goals as shown in Figure 4
which are tracked in a dashboard.
4 https://telldublin.dublinohiousa.gov/sustainability-framework-plan
5 https://www.morpc.org/regional-sustainability-agenda/
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
9
Figure 4: MORPC Regional Sustainability Agenda Goals
Source: MORPC
MORPC also was the lead applicant in the CFI program’s first discretionary grant process which occurred
in mid-2023. The Central Ohio region, including Dublin, came together to submit a project, MORE EVS
(Mid-Ohio Regional Equity for Electric Vehicle Stations), for funding. The application was successfully
submitted on June 13, 2023. As a region, with the total project cost of approximately $21.9 million, $15
million was requested with matching funds of $6.9 million (a 68/32 split), exceeding the program’s
minimum match requirements (80/20). The application consisted of installing 62 charging sites across
the region including three in Dublin. Figure 5 shows the location of the three charging sites in Dublin.
Figure 5: Dublin CFI Application Summary
Source: City of Dublin
Award announcements are expected in early Fall. At least three additional rounds of funding are
expected with the CFI program. Therefore, spending time cultivating partnerships in the region and
having projects ready to go will make applying easier.
3.3 Franklin County
The Franklin County Engineer’s Office (FCEO) recently analyzed fleet transition options and developed
an AFV fleet transition plan. As part of the analysis, the FCEO compared the operating costs of internal
combustion engine (ICE) vehicles with EVs, PHEVs, and hybrid electric vehicles (HEVs) using existing fleet
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
10
telematics data. In addition, the FCEO investigated the feasibility of providing workplace charging for
employees and what policies may need to be put in place prior to implementation.
3.4 City of Columbus
The City of Columbus won the USDOT Smart City Challenge in 2016. This award was both a $40 million
grant from USDOT to test smart city technology and a $10 million grant from the Paul G. Allen
Foundation to boost EV adoption and EV charging in the region. This funding, specifically the $10 million
for electrification efforts, helped to measurably decrease light-duty transportation greenhouse gas
(GHG) emissions in the region as a result of five priorities: Grid Decarbonization; EV Fleet Adoption;
Transit, Autonomous and Multi-Modal Systems (implemented via USDOT grant agreement); Consumer
EV Adoption; and Charging Infrastructure during the grant period compared to a baseline year (2016).
Nearly 3,500 EVs were purchased and over 900 EV charging ports were installed in the region during the
program. Lessons learned were published in the final project report5F
6 and some relevant lessons include:
• Considering challenges outside of your project and jurisdiction – Understand State and utility
policies may affect an EV charging project as it moves forward so working together early on will
help identify barriers and opportunities.
• Plan for the future – Always consider what’s next in planning and funding opportunities.
• Partnering – Identify partners and understand their goals and requirements to work together.
3.5 City of Dublin
While most of this chapter is dedicated to existing plans outside of Dublin, it’s important to take note of
Dublin’s forward-thinking commitment to EV charging infrastructure planning that has already been
established. Dublin’s sustainability efforts have been underway since at least 2000 with the first level 2
(L2) chargers installed in 2012. In addition to committing to alignment with the MORPC Sustainable2050
plan, Dublin has continued to refine its own Sustainability Framework Plan6F
7 to suit local needs, including
goals to consider tax credits for residents and businesses for the installation of EV charging stations,
reduce vehicle emissions by purchasing/leasing alternative fuel vehicles, and provide City-owned
charging stations. A plan update is underway and is expected to be adopted in January, 2024. This
action-based plan and its goals will be cross-departmental when it comes to electrification leading to
many opportunities for varying user needs and partnerships.
Dublin also started electrifying City-owned vehicles after reviewing which vehicles would be appropriate
to convert. The assessment took into consideration how each City vehicle is used (hours per day, days
per week, heavy or light duty) and the availability and performance capability of the EVs on the market.
After this review, Dublin decided to focus on transitioning light-duty EVs as they came up for
replacement. Police vehicles are an example of a light-duty vehicle that qualified for replacement as a
hybrid because the vehicles idle for much of their shift, are not required to run for 24 hours, and do not
perform heavy-duty work. PHEV models of police vehicles are not available yet.
Alternatively, vehicles used for snow removal are heavy duty, can be used for 24 hours during a snow
event, and no EV on the market can meet the needs of a larger, heavy-duty vehicle; therefore, they
6 https://d2rfd3nxvhnf29.cloudfront.net/2021-03/SCC-PGAFF-FinalReport_07.31.20.pdf
7 https://dublinohiousa.gov/dev/dev/wp-content/uploads/2021/10/C5_2018-Sustainability-Framework-Plan.pdf
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
11
were not a good candidate for conversion to an EV at this time. After discussion with the City, the
vehicles in Table 2 were identified as good candidates for electric or hybrid replacement:
Table 2: Fleet Vehicles Targeted for Electric Replacement
VEHICLE COUNT
ANNUAL
MILES
VEHICLE COUNT
ANNUAL
MILES
Ford Escape 15 3,498
Police Dodge Caravan 1
804
Ford E-Transit 1 2,205
Police Ford Escape 2
9,849
Ford Explorer 5 3,717
Police Ford F150 2
4,490
Ford F150 24 4,497
Police Ford Interceptor 33
8,543
Ford Focus 1 1,792
Police Ford Taurus 4
5,246
Ford Fusion SEL 2 2,749
Police Jeep Patriot 1
561
Ford Transit 3 2,205
Police Nissan Altima 1
561
Ford Van Cargo 1 2,205
Police Nissan Leaf S 2
4,024
Honda CRV 1 3,936
Police Pursuit Ford Interceptor 11
14,329
Nissan Leaf S 8 5,598
Police Pursuit Ford Responder 1
13,286
Police Chevrolet Tahoe 2 2,095
Source: Dublin
3.6 City of Marysville
Dublin and the City of Marysville are more than neighbors, they have been partners on efforts like the
US 33 Smart Corridor and the Beta District, both regional test beds for transportation technology and
other beta products and services. In terms of electrification, the City of Marysville is currently
developing an EV Readiness Plan. This plan will help Dublin identify opportunities for collaboration
across their jurisdictional boundary.
3.7 Columbus Partnership
In 2023, the Columbus Partnership developed a regional plan to identify charging needs and key
stakeholders within Central Ohio. This plan is focused on workplace and intracity L2 charging in the near
term and served as a springboard for MORPC’s CFI grant application in 2023. Critical factors included
evaluation of key corridors, important destinations, and a holistic look at what gaps remained after
other charging criteria were met. The results of this study can be seen in Figure 6. Having locations
identified before the grant launched streamlined the application process.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
12
Figure 6: Columbus Partnership Recommended Charging Locations in Central Ohio
Source: Columbus Partnership
4 DUBLIN EVSE LOCATIONS
AND UTILIZATION PATTERNS
This section delves into the EV charging types, an inventory of existing chargers, and the current state of
EVSE infrastructure and utilization patterns in Dublin, setting the stage for future projections and
planning.
4.1 EV Charging Types
To understand EVSE locations and how they can be used, it’s important to understand the different EV
charging types. Plug-in electric vehicle charging options are commonly divided into three general types
as shown in Figure 7 and Table 3.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
13
Figure 7: Level 1, Level 2, and DC Fast Charging
Source: https://electricvehicles.bchydro.com/how-use-our-fast-chargers/what-are-different-options-charging-my-
electric-vehicle-ev
Table 3: EV Charging Types
TYPE PRIMARY USE POWER TO VEHICLE CHARGE (VOLTS) POWER (KW)
Level 1 (L1) Residential,
Workplace Alternating Current (AC) 120 ≤ 1.8
Level 2 (L2) Residential, Public AC 240 3.6 – 19.2
Direct Current Fast
Charging (DCFC) Public DC 480 Typically, ≥ 50 - 350
Source: https://www.sae.org/standards/content/j1772_201710/
In general, the different types of charging are best suited for:
• Level 1: Extremely long-dwell sites or areas where it is not feasible to install a 240V circuit.
Generally, these are located at a home where overnight charging can occur, and can also be
effectively utilized in workplaces where vehicles can be charged throughout the workday or for
fleet charging if the daily vehicle duty cycles are small
• Level 2: Moderate-to-long dwell sites, including retail centers, hotels, libraries, or tourist
attractions. L2 chargers can also be installed in a residence which is how most EV charging takes
place – with an L2 charger at home.
• DCFC: Short-dwell sites where charging speed is significantly more important than installation
cost (e.g., highway corridor sites, gas stations).
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
14
4.2 Inventory of Chargers
Table 4 lists the existing chargers in Dublin, their address, access type (public or private), number and
type of ports, EV network and connector types (Combined Charging System (CCS) and CHAdeMO are
used for DC fast charging, J1772 is used for L2 charging). Single-family residential chargers are not
shown.
Table 4: EV Chargers in the City of Dublin
STATION
NAME ADDRESS ACCESS L2
PORTS
DCFC
PORTS NETWORK CONNECTORS SOURCE
AAA Car Care
Plus*
temporarily out
of service
6600 Perimeter
Loop Rd Public 0 1 EVgo
Network CCS AFDC
Acura of
Columbus
4340 W Dublin
Granville Road Public 2 1 Unknown J1772, CCS City of Dublin
AEP 5721 Shier Rings
Road Public 3 0 Unknown J1772 City of Dublin
D Block Garage 6750 Longshore St Public 4 0 ChargePoint J1772 AFDC
DoubleTree by
Hilton 576 Metro Pl N Public 3 0 Non-
Networked J1772, TESLA AFDC
Dublin City Hall 5555 Perimeter Dr Public 4 0 ChargePoint J1772 AFDC
Dublin Darby
Lot 35 Darby St Public 0 2 ChargePoint CHAdeMO, CCS AFDC
Dublin
Development
CT4020
5200 Emerald Pkwy Private 2 0 ChargePoint J1772 AFDC
Dublin Garage 74 North St Public 6 0 ChargePoint J1772 AFDC
Dublin Justice
Center
6565 Commerce
Pkwy Private 2 0 ChargePoint J1772 AFDC
Dublin Rec
Center 5600 Post Rd Public 2 0 ChargePoint J1772 AFDC
Dublin Service
Center 6555 Shier Rings Rd Private 3 0 ChargePoint J1772 AFDC
Dublin
Methodist
Hospital
7450 Hospital Dr Public 4 0 ChargePoint J1772 AFDC
Dublin
Methodist
Hospital
Outpatient
Department
6805 Perimeter Dr Public 4 0 ChargePoint J1772 AFDC
Farbman Group 545 Metro South Public 1 0 Unknown J1772 City of Dublin
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
15
STATION
NAME ADDRESS ACCESS L2
PORTS
DCFC
PORTS NETWORK CONNECTORS SOURCE
Germain Lexus 650 Shamrock Blvd Public 3 0 Unknown J1772 City of Dublin
Gordon Food
Service
3901 W Dublin
Granville Road Public 1 0 Unknown J1772 City of Dublin
Hotel Parking
Garage at
Bridge Park
6725 Longshore
Street Public 9 0 Tesla TESLA AFDC
Huntington
Avery Muirfield
6655 Avery-
Muirfield Dr Public 1 0 ChargePoint J1772 AFDC
Huntington
Frantz Road 6340 Frantz Road Public 1 0 ChargePoint J1772 AFDC
JLR Dublin DC
Fast 01 5775 Venture Dr Public 1 1 ChargePoint CCS AFDC
Longshore
Garage
6650 Longshore
Street Public 10 0 Non-
Networked J1772 AFDC
MAG Audi
5875 Venture Dr Public 2 0 ChargePoint J1772 AFDC
MAG Volvo 6335 Perimeter
Loop Rd Public 1 0 Non-
Networked J1772 AFDC
Mercedes Drive 6500 Perimeter
Loop Rd Public 2 1 ChargePoint J1772,
CHAdeMO, CCS AFDC
Midwestern
Auto Group
BMW
5016 Post Rd Public 2 0 ChargePoint J1772 AFDC
Mooney Garage 6568 Longshore
Street Public 12 0 Non-
Networked J1772 AFDC
Nature
Conservancy 6375 Riverside Dr Public 2 0 Unknown J1772 City of Dublin
One Metro
Place 545 Metro PI S Public 2 0 SWTCH J1772 AFDC
Subaru of
America
Training Center
350 Cramer Creek
Ct Public 1 0 Unknown J1772 City of Dublin
Theodore
Garage
6640 Mooney
Street Private 12 0 Non-
Networked J1772 AFDC
102 6
Source: As shown in Source column
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
16
These chargers are located mainly in proximity to I-270 and US-33, as shown in Figure 8 below.
Figure 8: Existing EV Chargers in and around Dublin
Source: AFDC and City of Dublin
Figure 9 shows the rapid growth in the number of public DCFC and L2 ports in Dublin from 2018 to
September 2023, with the number of L2 ports increasing by over 20-fold. Recent trends show a
significant rise in L2 ports from 40 in 2021 to 83 in 2023, while the availability of DCFC ports also
doubled from 3 in 2021 to 6 in 2023.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
17
Figure 9: Public Charging Infrastructure from 2018-2023
Source: AFDC, Plugshare, accessed October 31, 2023
Table 5 lists the available public chargers in Dublin by facility type. Thirty-one percent of the public ports
are L2 ports located in parking garages in the Bridge Park area.
Table 5: Type of Public Charging Facilities
TYPE OF FACILITY NUMBER OF PLUGS
Level 2 DCFC
Parking Garage 26 0
Car Dealership 14 3
Hotel 12 0
Government Building 12 2
Hospital 8 0
Workplace 8 0
Bank 2 0
Grocery 1 0
Auto Repair 0 1
Total 83 6
Source: City of Dublin and Plugshare, accessed October 31st 2023
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
18
Table 6 lists the number and type of ports by Network. ChargePoint is the main network in Dublin with
33 L2 ports and 4 DCFC ports. The non-networked chargers are new Enel X - JuiceBox chargers that
replaced old chargers in the Bridge Park parking garages.
Table 6: Charging Infrastructure by Network
EV NETWORK NUMBER OF PLUGS
Level 2 DCFC
ChargePoint 33 4
Non-Networked 26 0
Unknown 13 1
Tesla 9 0
SWTCH 2 0
EVgo 0 1
Total 83 6
Source: City of Dublin and Plugshare, accessed October 31st 2023
ChargePoint is the provider of the City of Dublin’s public chargers. There are rolling operations and
maintenance agreements for each charger that begin at installation acceptance and normally run 4-5
years. This arrangement allows for the City of Dublin to offer these chargers to the public without having
the extra cost of specifically skilled employees to operate and maintain the chargers. This relationship
also allows for an in-depth dashboard of charging data that is reviewed to check for maintenance issues
and charging patterns.
Figure 10: Representation of a ChargePoint Dashboard
Source: ChargePoint
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
19
4.3 User B ehavior A nalysis
User behavior goes hand in hand with siting and planning for electric vehicle charging, as well as
estimating the electrical load to help avoid costly demand charges, especially for DCFC. A data-driven
approach informs the type, quantity, and location of EV charging infrastructure and uses lessons learned
from other installations to make informed decisions in the future.
4.3.1 Level 2 Charger User Behavior
With the exception of workplace and fleet charging, L2 charging can largely be split between two usage
types: residential charging and public charging. A 2023 study performed by the University of Rhode
Island7F
8 compiled residential L2 charging data for 2,657 ports with over 675,000 charging sessions, and
public L2 charging data for nearly 4,000 ports and 1,285,610 sessions. Table 7 highlights the differences
in average energy consumption and time plugged in when comparing residential L2 charging to public L2
charging.
Table 7: Sample Summary Statistics for Residential and Public Level 2 Charging Stations
CHARGING
TYPE
AVG ENERGY
CONSUMPTION
(KWH)
AVG
SESSION
DURATION
(HOURS)
AVG TIME
PLUGGED IN
AFTER
CHARGING IS
COMPLETE
(HOURS)
TOTAL
TIME
PARKED
(HRS)
CHARGING
FREQUENCY
(AVG NUMBER
OF CHARGES PER
DAY)
L2 - Residential 12.06 2.61 8.09 10.70 0.73
L2 - Public 8.83 2.41 5.16 7.57 0.63
Source: https://www.mdpi.com/1996-1073/16/4/1592
In addition to the differences in energy consumption and session duration, the time of use also varied
widely when comparing residential L2 charging to public L2 charging. Figure 11 from the same study
shows the highest density of start times for public charging sessions between 7:30-8:30am with a
second peak between 12:00-1:30pm, before diminishing throughout the end of the day. Charging start
sessions at residential chargers are mostly initiated later in the day, with a peak between 5:00-6:00pm
when drivers are returning home from work. The end session times are also predictable based on usage
type with most residential sessions ending in the morning when drivers are off to work and public end
times staggered 2-3 hours after the session start times.
8 Jonas T, Daniels N, Macht G. Electric Vehicle User Behavior: An Analysis of Charging Station Utilization in Canada.
Energies. 2023; 16(4):1592. https://doi.org/10.3390/en16041592
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
20
Figure 11: Sample Distribution of Residential and Public Level 2 Charging Session Start and End Times
Source: https://www.mdpi.com/1996-1073/16/4/1592
Workplace charging is typically comprised of L1 and L2 chargers and the user behavior is highly
dependent on day of week and location work hours. Levels 1 and 2 fleet charging is also highly
dependent on the operational hours, as well as the specific duty cycles for the fleet vehicles.
4.3.2 DC Fast User Behavior
In the same 2023 University of Rhode Island study, the researchers compiled data from 59 DCFCs with
approximately 51,000 DCFC sessions in Quebec and British Columbia, Canada between 2018 and 2019.
Figure 12 on the next page shows the distribution of state of charge (SOC) when vehicles were plugged
in to a DCFC and when they were unplugged from a DCFC. Most charging sessions started when the
vehicle was around 20–35% SOC and ended when the SOC reached approximately 80%.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
21
Figure 12: Sample DCFC Sessions SOC Before and After Charging
Source: https://www.mdpi.com/1996-1073/16/4/1592
Table 8 shows the average energy consumption for DCFC sessions was 12.9 kWh and much shorter
session durations when compared to residential and public L2 charging. The DCFC stations were also
used more frequently compared to L2 chargers at a median of once per day and an average of 1.6 times
per day.
Table 8: Sample Summary Statistics for DCFC Stations
CHARGING
TYPE
AVERAGE ENERGY
CONSUMPTION (KWH)
AVERAGE SESSION
DURATION
(HOURS)
CHARGING FREQUENCY (AVERAGE
NUMBER OF CHARGES PER DAY)
DCFC – Public 12.90 0.43 1.64
Source: https://www.mdpi.com/1996-1073/16/4/1592
DC fast charging is meant to serve EV drivers quickly and is often located along arterials and interstates,
but is also increasingly expanding into urban areas. As shown in Figure 13, most traffic in Dublin is on I-
270, US-33, and SR-161, which is where most public chargers are concentrated.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
22
Figure 13: Annual Average Daily Traffic (AADT) Trends in Dublin
Source: ODOT Transportation Information Mapping System
Most EV charging takes place at home, with either L1 or L2 chargers. However, not everybody has access
to a convenient location or the means to install a charger where they park. Workplace L2 and public
DCFC can fill this gap for this segment. Among similar cities in Central Ohio, Dublin has the most public
chargers of any type, as seen in Figure 14. Dublin is positioned well for continued growth and goes hand-
in-hand with their high rate of EV adoption, climate goals, and attractions.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
23
Figure 14: Chargers by City in Central Ohio
Source: Ohio BMV, via DriveOhio AFV Dashboard
4.4 Public EV Charging Policy
The City of Dublin does not currently charge a fee for any of their public chargers but will want to
consider adding a fee as usage continues to grow. Charger policies can consider a fee for general
charging, idling after receiving a full charge, charging on different days (workday versus weekend), or
during different times of day (work hours versus evening) to better allow everyone the opportunity to
charge.
Currently, Dublin does not charge users for the cost of electricity and does not have policies to charge or
enforce removal for idling. Charging and idle fees can help alleviate vehicles using a public charger after
a charging session has completed by using the fee to incentivize people to re-park once they no longer
need the charger. Having fees that vary based on time of day or day of week can be confusing for
customers, but it can also be a useful tool to shape user behavior towards charging at times that are
better for the grid or encouraging turnover at EV chargers so more vehicles can take advantage of the
charger. If the data shows many vehicles using a charger once the charging activity is over, a hybrid
incentive of making the first few hours of charging free and then charging a fee for any time beyond the
established incentive time period could be an option.
4.5 Impact of D eploying EV C harging for P arking B usiness O wners and U sers
Many small business owners view EV charging as a cost, composed of both startup costs (equipment,
installation, permitting) and ongoing costs (maintenance, higher electric bills). However, there are
various ways to mitigate those costs, such as installation grants and new rate structures for EVSE. Once
installed, they may attract new customers and encourage them to stay longer while the vehicle is
charging. For customers, the ubiquity of charging stations will ease range anxiety, increasing adoption
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
24
and furthering Dublin’s green energy goals. Though the technology is not widely available, some EVs
have the ability to serve as backup power sources during power outages, increasing resiliency for
equipped locations.
5 CURRENT ELECTRIC GRID
AND CAPACITY
Navigating the complexities of electrification requires comprehensive collaboration and insights from
electric utility providers. There are three utility providers in Dublin:
• American Electric Power (AEP): AEP is the 6th largest utility company in the U.S. based on
market capitalization and covers more than 85% of the Dublin area.
• Ohio Edison: A subsidiary of FirstEnergy Corp. the 12th largest utility company in the U.S., Ohio
Edison has a small coverage area in the northwest part of Dublin.
• Union Rural Electric: Union Rural Electric is a cooperative covering a small area in the northwest
part of Dublin.
Figure 15 shows the different utility coverage areas in Dublin.
Figure 15: Utility Providers in Dublin
Source: ODOT Transportation Information Mapping System
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
25
It can be difficult for electric utility providers to determine capacity constraints without knowing specific
planned site locations and planned electrical loads, but the electric utilities have an obligation to serve
customers and will provide power as needed. Future charging sites in developed areas, where there is a
higher likelihood of existing electric capacity, will likely require less upgrades compared to more rural
areas without an existing, robust electric infrastructure. AEP Ohio is continuously working to upgrade
their power system to support Dublin’s growing energy needs, investing more than $38 million in
upgrades in the past 5 years8F
9.
6 EV ADOPTION RATES
EV adoption rates in Ohio are being tracked and made available to the public by DriveOhio. Figure 16
shows the most popular EV makes and models that are registered in Dublin.
Figure 16: Top EV Registrations in Dublin
Source: Ohio BMV as of October 2023, via DriveOhio AFV Dashboard
Tesla is the most popular choice by far, taking four of the top five spots. The Jeep Wrangler PHEV is a
surprising addition to the top five, given that it was only released in 2021. It is also one of two PHEVs in
the top ten plug-in vehicles, alongside the Chevy Volt (discontinued in 2019).
9 https://www.aepohio.com/community/projects/Dublin-
Project#:~:text=Dublin%20West%20Transmission%20Project%20%2D%20In,the%20Dublin%20West%20Innovation
%20District.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
26
Table 9 gives a broader view of EV registration trends in Ohio, counties within Dublin’s borders and
other Central Ohio cities of interest. Dublin is close to the national average, approaching 10%.
Table 9: Local EV Registration Trends
PASSENGER CAR REGISTRATIONS
Total Vehicles AFVs % of Fleet
Adoption
Rate (Aug-Oct
2023)
Ohio 8,070,242 61,676 0.76% 3.40%
Franklin County 887,051 9,753 1.10% 4.32%
Delaware County 169,139 3,421 2.02% 7.82%
Union County 51,135 718 1.40% 5.60%
Dublin 39,025 1,107 2.84% 9.24%
Delaware 31,258 389 1.24% 5.87%
Grove City 30,678 252 0.82% 3.11%
Westerville 29,163 375 1.29% 4.90%
Upper Arlington 28,230 792 2.81% 10.06%
Hilliard 27,123 383 1.41% 5.52%
Powell 11,501 327 2.84% 9.09%
New Albany 9,248 512 5.54% 12.35%
Grandview Heights 6,104 148 2.42% 8.88%
Plain City 3,003 28 0.93% 5.71%
Source: Ohio BMV, via DriveOhio AFV Dashboard
Dublin has the most AFVs of comparable cities in the region and the third highest adoption rate for new
vehicle purchases, as seen in Figure 17. Adoption rate is the percentage of new vehicles sold.
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
27
Figure 17: EV Local Adoption Rates
Source: Ohio BMV as of October 2023, via DriveOhio AFV Dashboard
6.1 Comparison with National T rends
Figure 18 shows EV sales by state (excluding California) with Ohio ranked 18th.
Figure 18: Cumulative EV Sales by State (Jan 2011 to Dec 2022 - excluding California)
Source: https://www.autosinnovate.org/resources/electric -vehicle-sales-dashboard
0.00
2.00
.00
.00
8.00
10.00
12.00
1 .00
rove City Plain City Delaware Westerville illiard randview
eights
pper
Arlington
Dublin Powell ew Albany
of Fleet Adop on Rate (Aug Oct 202
0
20
40
60
80
100
120
140
160
180
200
FloridaTexasNew JerseyMassachusettsColoradoArizonaOregonNorth CarolinaOhioNevadaUtahHawaiiTennesseeIndianaNew HampshireVermontIowaKentuckyNew MexicoDelawareNebraskaArkansasMississippiAlaskaWyomingSales (in thousands)
Ohio Ranks 18th
EXISTING ELECTRIC VEHICLE CHARGING CONDITIONS
28
It’s difficult to do a city-to-city comparison when looking at EV adoption rates since other states do not
publish their alternative fuel vehicle registration information. Indiana does post their EV registration
data, but only by county and year. Figure 19 shows Marion County, Indiana, which includes Indianapolis,
with an EV adoption rate of 2.65% as of November 2023. In comparison, Franklin County, Ohio, had a
3.99% EV adoption rate during the same period in 2023.
Figure 19: Marion County, IN - EV Registrations
Source: https://www.in.gov/oed/resources-and-information-center/vehicle-fuel-dashboard/
7 NEXT STEP S
The information in this document is the first building block in the future movement to build on the past
efforts to electrify Dublin. Dublin has a strong foundation from which to build including the city’s
existing charging station infrastructure and the notable public commitment to sustainability. These
elements demonstrate Dublin’s readiness for further electrification and ensure that future
developments will be supported by both the infrastructure and the people of Dublin.
6
4
Appendix B – EV Charging Forecasting
1
The HNTB Companies 88 E. Broad St, Suite 1600 Telephone (614) 228-1007
Engineers Architects Planners Columbus, OH 43215 www.hntb.com
Date To
December 1, 2023 J.M. Rayburn, City of Dublin, Ohio
PROJECT
CORRESPONDENCE
From
HNTB Corporation
Subject
Potential EV Charging Scenario
Forecasting
Introduction
The EV market is changing rapidly, with indicators pointing to greater EV adoption throughout the
decade. The White House set an ambitious goal to make 50% of all new vehicles sold in 2030 zero-
emissions vehicles, including battery electric, plug-in hybrid electric, and fuel cell electric vehicles (EVs)1.
A survey 2 of 1,500 U.S. consumers in March 2023 showed nearly half of United States (US) car buyers
plan to buy an electric vehicle in the next two years, a 20% jump from the prior year. In July 2023,
Carvana reported a 786%3 increase in EV sales over the past 5 years.
Various projections exist and are updated regularly trying to predict the adoption rate of EVs in the
future. To support and help foster future EV adoption, public charging infrastructure needs to keep up
with EV growth.
The purpose of this document is to present low, medium, and high future projection scenarios for EV
charging infrastructure needs in Dublin, Ohio, including level 1, level 2 and Direct Current Fast Charging
(DCFC) on both public and private property.
Dublin Transit and Parking
Existing transit operations, public and private parking and charging infrastructure are foundational
elements upon which the future EV charging scenarios are developed. Each are summarized below.
Transit
Dublin is currently served by six COTA routes, the 21, 33, 72, 73, 74 and Zoo bus. The 21 route runs
every 60 minutes. The 33 route runs every 30 minutes south of Dublin Granville Road, where it splits and
alternates trips to Olde Sawmill Square and Microcenter every hour. The 72, 73, 74, and Zoo bus all
operate on a Rush Hour schedule with 1-4 trips in the morning and evening peak periods. The Zoo bus
1 https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-
announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/
2 https://www.prnewswire.com/news-releases/ey-research-nearly-half-of-us-car-buyers-intend-to-purchase-an-
electric-vehicle-charging-and-safety-concerns-weigh-on-consumers-301863850.html
3 https://investors.carvana.com/news-releases/2023/07-10-2023-140014673
2
only operates from May to October. Given that some riders using these routes leave a personal vehicle
at the COTA Park & Rides while they are commuting to and from downtown, these lots may be ideal for
level 1 and level 2 chargers. All six routes operate in the southeast portion of the City of Dublin.
Figure 31: COTA Lines and Stops in Dublin
Source: Dubscovery and COTA GIS and Mapping Hub
The Dublin Connector service is a unique, free mobility service for residents over 55 years old, residents
with disabilities or anyone who works in Dublin. Dublin contracts with SHARE Mobility to offer the
service and rides to work, the library, grocery shopping, medical appointments and other needed
locations scheduled through an app, website or by phone. Currently, vehicles used for this service are
located at Dublin’s fleet building which already has EV charging.
Future Opportunity: Convert Dublin Connector vehicles to EVs and provide additional charging at
Dublin’s fleet building. LinkUS is an initiative to bring world class transit and mobility to central Ohio. The
backbone of the system is a high-capacity transit network, with other features such as mobility hubs
envisioned at key points as well. The Northwest Corridor of the system is planned to pass through
Dublin along State Route (SR) 161 and possibly terminate at the Ohio University Dublin Integrated
Education Center. Figure 2 shows the locally preferred alternative route for the Northwest Corridor.
Future Opportunity: Electrification along this route so people can park, ride, and charge.
3
Figure 32: LinkUS Northwest Corridor
Source: LinkUS Northwest Corridor Locally Preferred Alternative
Related to LinkUS, Dublin also has an ongoing study of SR-161 to better understand how bus rapid
transit, pedestrian friendly amenities and other roadway uses can benefit this corridor.
Future Opportunity: Incorporate electrification opportunities along Dublin’s SR-161 corridor so
people can park, ride, and charge.
Public Parking
Of the 6,220 public parking spaces in Dublin, slightly over 10%, or 645, are for on-street parking. This
street parking is located in the Bridge Park and Historic Dublin districts. When considering electrifying
these spaces, both areas present different challenges. For Bridge Park, there are a number of parking
structures with chargers already present and new chargers should be focused within the same garages
where possible to avoid digging up streets to construct additional infrastructure. Similarly, on-street
charging is going to be a challenge in Historic Dublin due to space constraints and existing infrastructure
and is not recommended.
Future Opportunity: Consider streamlining the permitting process to aid in the installation of
public charging stations or offering parking incentives similar to the City of Cincinnati’s Electric
Car Incentive Program to help encourage EV drivers in Dublin.
Existing Charging Infrastructure
The existing charging infrastructure in Dublin, as shown in Figure 3, coincides with the areas of high-
density commercial activity. The recommended locations of future EV charging will also largely be
concentrated in these areas.
4
Future Opportunity: As EV adoption increases, Dublin can install charging infrastructure at city-
owned facilities outside of the Bridge Park and Historic Dublin areas and encourage private
businesses to do the same to help distribute charging resources throughout Dublin.
Figure 33: Existing Public EV Charging in Dublin
Source: AFDC, Plugshare, City of Dublin
Scenario Forecasting Methodology
As a way to estimate the number and type of charging infrastructure that might be needed in Dublin by
2030, various EV sales forecasts and charger ratios were analyzed to develop a low, medium, and high
future projection scenario. The Edison Electric Institute (EEI) developed an EV forecast in 2018 and again
in 20224 based on four independent forecasts:
4 https://www.eei.org/-/media/Project/EEI/Documents/Issues-and-Policy/Electric-Transportation/EV-Forecast--
Infrastructure-Report.pdf
5
• Guidehouse – Guidehouse Insights: Plug-in EV (PEV) Sales by Region, World Markets (Q4 2021).5
• Boston Consulting Group (BCG) – Electric Cars Are Finding Their Next Gear (June 2022).6
• Deloitte – Electric Vehicles: Setting a Course for 2030 (July 2020).7
• Wood Mackenzie – Electric Vehicle Outlook to 2040 (2020).8
As shown in Figure 4, the models used to generate these forecasts show a wide range in projected EV
adoption by 2030 since they use inputs such as customer preference to determine general interest in
EVs, technological advances related to declining battery costs that influence EV cost competitiveness
with internal combustion engine (ICE) vehicles, and fuel efficiency standards/environmental regulations
which will drive investment in EVs by the automakers.
Figure 34: Annual EV Sales Forecast Compared to Selected Forecasts
Source: Edison Electric Institute
5 Guidehouse. Market Data: EV Geographic Forecast – North America.
https://guidehouseinsights.com/reports/market-data-ev-geographic-forecast-north-america
6 Boston Consulting Group. Electric Cars are Finding Their Next Gear.
https://www.bcg.com/publications/2022/electric-cars-finding-next-gear
7 Deloitte. Electric Vehicles: Setting a Course for 2030. https://www2.deloitte.com/us/en/insights/focus/future-of-
mobility/electric-vehicle-trends-2030.html
8 Wood Mackenzie. Electric Vehicle Outlook to 2040. https://www.woodmac.com/our-
expertise/capabilities/electric-vehicles/
6
EV Adoption Percentage by 2030
S&P Global Mobility9 forecasts EV sales in the US could reach 40% of total passenger car sales by 2030,
and more optimistic projections foresee electric vehicle sales surpassing 50% by 2030. It’s important to
note that these figures represent new sales of EVs, and not the vehicle stock on the road.
The City of Dublin has already shown to be a leader in Ohio in terms of EV adoption with:
• An EV adoption rate of 9.24% between Aug-Oct 2023 and 2.84% of all vehicles registered in
Dublin being EVs.
• The average passenger vehicle age in Dublin is 3 years newer than the state as a whole (10 years
vs. 13 years).
Higher vehicle turnover means that Dublin will likely electrify faster. Therefore, for the purposes of this
document, it is assumed that 40% of registered vehicles in Dublin will be EVs in 2030 10.
To determine the number of EV chargers required to support the EV adoption forecast, EV to EVSE
charging ratios and level 2 to DCFC port ratios were explored. The following sources were used to
develop a low, medium, and high scenario for the number of chargers needed in Dublin by 2030.
• Norway: Internationally, Norway is often considered to be the leader in EV adoption with PEV
sales in June 2023 reaching over 90%.11
• California: This state leads EV adoption in the US with PEVs making up a market share of 25% in
Q2 2023.12
• US Department of Energy: The US Department of Energy (DOE) released a report in 2017
exploring how much charging infrastructure will be needed to support EV adoption in the US.13
• S&P Global Mobility: S&P Global compiled existing registration data and projected 28.3 million
EVs by 203014.
• Alternative Fuel Infrastructure Directive (AFID): Regulates the deployment of public EV charging
infrastructure in the European Union.15
• Edison Electric Institute: EEI compiled various trend data and adoption projections to forecast
the number of chargers needed in the US by 2030.16
EV to EVSE Port Ratio
The EV to EVSE ratio represents the number of EVs on the road compared to the number of publicly
available level 2 and DC fast chargers. This metric serves as a starting point to understand how many
chargers might be needed based on the number of EVs registered. Table 1 summarizes the existing and
9 https://www.bls.gov/opub/btn/volume-12/charging-into-the-future-the-transition-to-electric-vehicles.htm
10 Note that this figure will need to be monitored and updated based on future trends.
11 https://insideevs.com/news/675163/norway-plugin-car-sales-june2023/
12 https://www.veloz.org/california-ev-sales-reach-25-percent-market-share/
13
https://www.energy.gov/sites/default/files/2017/09/f36/NationalPlugInElectricVehicleInfrastructureAnalysis_Sept
2017.pdf
14 https://www.spglobal.com/mobility/en/research-analysis/ev-chargers-how-many-do-we-need.html
15 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02014L0094-20211112
16 https://www.eei.org/-/media/Project/EEI/Documents/Issues-and-Policy/Electric-Transportation/EV-Forecast--
Infrastructure-Report.pdf
7
recommended EV to EVSE ratios from low to high using the sources listed above, as well as the existing
Dublin ratio.
Table 1: Existing and Target EV to EVSE Ratios
SOURCE EV TO EVSE RATIO
Norway Existing 34:1
California Existing 26:1
US DOE Recommendation 18:1
S&P Global Recommendation 12:1
Dublin Existing 12:1
AFID/European Union Goal 10:1
EEI Goal 8:1
California Goal 7:1
Source: Listed on page 6
Electrification Scenarios
As of October 2023, 38,465 vehicles are registered in Dublin. Historically, population growth rates have
averaged between 2 and 3%. Accounting for future growth, annexation, and visitors outside of Dublin
that are not part of the population, using the high end annual growth rate of 3% seems reasonable to
forecast the number of EVs registered in Dublin by 2030. If a 3% annual growth rate for vehicle
registrations is compounded annually, about 47.4k vehicles will be registered in Dublin by 2030. To
simplify the projections, the estimated vehicle registrations by 2030 was rounded to 50,000 vehicles.
Using the assumed 40% EV adoption rate with the estimated 50,000 vehicles, the projected number of
EVs registered in Dublin in 2030 is estimated to be 20,000. This figure is used below in each scenario and
in calculations summarized in Table 2.
Table 2: Dublin Electrification Scenarios - Low, Medium, and High
EV TO EVSE RATIO EV TO EVSE RATIO SOURCE EVSE NEEDED IN
DUBLIN BY 2030
Low Electrification 34:1 Norway Existing 588
Medium Electrification 18:1 US DOE Recommendation 1,111
High Electrification 7:1 California Goal 2,857
Source: HNTB
Low Electrification
Using the lowest EV to EVSE ratio from Norway at 34 EVs for every EVSE, Dublin would need about 588
EVSE ports by 2030.
Medium Electrification
Using the medium EV to EVSE ratio recommended from the USDOE report at 18 EVs for every EVSE,
Dublin would need about 1,111 EVSE ports by 2030.
High Electrification
Using the highest EV to EVSE ratio set as a goal by California of seven EVs for every EVSE, Dublin would
need about 2,857 EVSE ports by 2030.
8
Fleet Electrification
Dublin’s fleet was also examined to determine which municipal vehicles were good candidates for
electrification based on use cases and duty cycle in order to assess future fleet transition opportunities
and charging needs. Dublin had 232 fleet vehicles as of August 29, 2023, and 218 of those were driven in
the preceding year. Of the 218 to be evaluated for electrification, 18 vehicles were identified for snow
and leaf removal and excluded from consideration. An additional 88 vehicles were removed from
consideration because they were either medium-duty or their use cases were not compatible with
electrification in the near term. One Nissan Altima with no miles was re-included for replacement
analysis. As a result, a portion of the remaining 113 vehicles are possible candidates for electrification.
Nine of these were police pursuit vehicles, which were targeted for replacement by hybrids due to
operational constraints. Plug-in Hybrid (PHEV) and Battery Electric (BEV) vehicles were examined for
each of the remaining models.
Table 3: Dublin Fleet Vehicles Analyzed
Total Fleet Vehicles as of 8/29/2023 232
Vehicles with Miles in Preceding Year 218
No Miles but Re-Included 1
Snow and Leaf Removal 18
Medium Duty or Incompatible with
Electrification 88
Total Vehicles Analyzed 113
Source: City of Dublin, HNTB Analysis
Based on this analysis, we recommend a level 2 charger be installed for each fleet vehicle converted to
electric. This 1:1 ratio would guarantee that the fleet vehicles can be recharged overnight without
requiring city employees to move vehicles. In addition, any BEV police vehicles should have access to
DCFCs at a 1:25 ratio. These ratios would result in a requirement for 109 level 2 chargers, plus 2 DCFC
ports. Level 1 chargers could be implemented on an as needed basis for fleet vehicles with very low duty
cycles or for any fleet PHEVs and would likely be easy to utilize since 110V outlets would be available at
Dublin facilities.
Level 2 to DCFC Ratio
Another important ratio to aid in planning for the appropriate number of EV charging infrastructure is
the level 2 to DCFC ratio, which informs the type of chargers needed by location. To determine what
ratio of public level 2 chargers to DCFC is appropriate, ratios from other geographies were
benchmarked. Table 4 summarizes these ratios from low to high, including the existing Dublin ratio.
Table 4: Existing and Target Level 2 to DCFC Port Ratios
SOURCE LEVEL 2 TO DCFC RATIO
California Goal 25:1
US DOE 25:1
EEI Goal 25:1
Dublin Existing 12:1
S&P Global 12:1
9
SOURCE LEVEL 2 TO DCFC RATIO
California Existing 5:1
Norway Existing 3:1
Source: Listed on page 6
Type of EV is important when considering what charging level is appropriate. PHEVs, which represent
21% of alternative fuel vehicles in Dublin, cannot use DCFCs and many can rely on level 1 chargers since
battery sizes are smaller compared to BEVs.
Recommended Electrification Scenario
Based on discussions with working group members and the Dublin Economic Development team, Dublin
wants to ensure that adequate charging will be offered for incoming workers, tourists and residents who
may not be able to access charging at-home, i.e. multi-unit dwellings, while not overbuilding as the
technology is changing rapidly. Alignment with Norway’s existing 34:1 ratio is justifiable based on similar
home charging availability in Dublin. For example, 82% of EVs in Norway charge at home 17. Although at
home charging data was not available for Dublin, 68% of Dublin’s total housing units are single family
detached homes, with an additional 15% comprised of single family attached housing products 18.
Assuming that both types of homes have the ability to setup a home charger, over 80% of Dublin homes
could provide charging for EVs. As a result, it is recommended that Dublin start with a 34:1 EV to EVSE
ratio goal for 2030, although this goal should be reassessed biennially based on existing data, market
trends, and funding availability.
When determining the number of level 2 charging ports needed compared to DCFC ports, it’s important
to consider the usage type and location of the chargers. Most retail centers, multi-unit dwellings, and
higher vehicle AADTs are clustered along the US-33/SR-161 corridor, especially near Bridge Street. Given
this higher concentration within the Dublin area, with the availability of home charging being very high,
it is recommended to have a more conservative ratio in the Dublin area at a 20:1 level 2 to DCFC as
shown in Table 5.
Table 5: Dublin 2030 Electrification Recommendations
Assumed Total Number of Vehicles Registered in Dublin (based on 2023 registrations) 50,000
Projected Number of EVs in Dublin (40%) 20,000
Recommended EV to EVSE Ratio (to be reassessed at least biennially) 34:1
Recommended Number of Public EVSE 588
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 559
Recommended Public DCFC Ports 29
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 83 existing public level 2
charging ports and 6 existing DCFC ports. Table 6 shows targets for implementation to meet the current
2030 recommendations. It’s important to note that these targets do not follow a linear trendline, but
17 https://www.theglobeandmail.com/business/article-ev-charging-stations-norway/.
18 https://communityplan.dublinohiousa.gov/character/demographics
10
instead mirror the EV adoption curves that show more exponential growth later in time. Another
important note is that this table represents the recommended number of ports in the Dublin area,
which includes public and private facilities.
Table 6: Public Level 2 and DCFC Recommended Implementation Targets by Year
YEAR LEVEL 2 PORTS DCFC PORTS
2023 (existing) 83 6
2025 150 15
2028 300 22
2030 559 29
Source: HNTB
Locations and Usage Type
The following section addresses how the assumptions presented in the previous section translate into
opportunities for level 1, level 2, DCFC, and private parking use cases. Based on the recommended
electrification scenario, the following types of chargers could be implemented for the applications
shown below.
Level 1 Charging
Although specific level 1 recommendations are not included above, there are some use cases where this
level of charging can serve as a low-cost solution. Level 1 charging is ideal for applications where EVs
have very long dwell times or when the vehicle has a small battery. Since PHEVs rely on both an electric
motor and an internal combustion engine, the battery sizes are typically much smaller than a BEV.
Micro-mobility solutions such as e-scooters or e-bikes can also use level 1 charging due to the small
battery sizes. Locations that could be applicable for level 1 charging could include:
• Mobility hubs that accommodate micro-mobility
• Fleet hubs, particularly for PHEVs or EVs that have smaller daily duty cycles and are able to
charge overnight or are not used on a daily basis
Level 2 Charging
Level 2 charging is the most common EV charging level, where vehicle dwell times are typically a couple
hours to overnight. These types of chargers are ideal for the following types of publicly available
applications:
• Restaurants
• Retail stores
• Parks
• Public parking (on-street, parking lots, parking garages, park and rides)
• Mobility hubs (for EVs with long dwell times)
The following private applications are also ideal for level 2 charging but not part of the recommended
electrification scenario presented in Table 5 with 559 level 2 ports:
• Single-family housing
• Multi-unit dwellings
• Workplaces
• Fleet hubs, including for on-road vehicles, off-road vehicles, and micro transit shuttles (the City
of Dublin's existing fleet chargers are level 2)
11
DCFC
This charging level is best suited for BEVs with short dwell times. Relevant public applications should be
along major arterials and interstates and near high-population density areas such as:
• High turnover retail (e.g. grocery stores)
• High turnover restaurants
• Mobility hubs (for Transportation Network Company vehicles or vehicles with short dwell times)
Private applications for DCFC include:
• Fleet charging with aggressive duty cycles (e.g. police vehicles)
• Transit buses
Private Parking
Since the City of Dublin has limited influence on which private businesses decide to install EV chargers,
the recommended private location EV charger deployments referenced in the recommended projection
scenario section just show a representation of a couple general commercial areas within Dublin.
Recommended Projection Scenario
Figure 5 and Figure 6 show the recommended public and private level 2 charging locations and public
DCFC ports based on the recommended electrification scenario of 34:1 EV to EVSE ratio and 20:1 level 2
to DCFC ratio. Table 7 also summarizes these recommendations.
12
Fi 35 R d d Ch i L i
13
Table 7: Recommended Charging Locations and Estimated Costs
PROPERTY TYPE LOCATION LEVEL 2
PORTS
DCFC
PORTS
ESTIMATED
LEVEL 2 COST†
ESTIMATED
DCFC COST‡
Public & Private Existing 83 6 - -
Public Historic Dublin Parking 42 4 $283,500 $800,000
Public DCRC 20 0 $135,000 -
Transit Dublin Dale Dr P&R 10 0 $67,500 -
Public Darree Fields 20 2 $135,000 $400,000
Public Dublin Chiller 6 0 $40,500 -
Public Avery Park 6 0 $40,500 -
Public Bridge Park Garages 84 6 $567,000 $1,200,000
Public Other Public Locations* 64+ 0+ $432,000 -
Private Avery-Muirfield Dr Area 30+ 4+ $202,500 $800,000
Private Franz/Post Rd Area 20+ 2+ $135,000 $400,000
Private West of Sawmill Rd Area 20+ 4+ $135,000 $800,000
Private Other Private Locations* 154+ 1+ $1,039,500 $200,000 559+ 29+ $3,213,000 $4,600,000
$7,813,000
*: Not shown on maps
†: Assuming level 2 cost per port of $6,750
‡: Assuming DCFC cost per port of $200,000
Source: HNTB
These targets are meant to be the minimum recommendations to support 20,000 EVs in Dublin by 2032.
Dublin should also look for opportunities to distribute EV charging throughout the Dublin area to be
used by both the public and fleet vehicles. In areas without an abundance of commercial activity, where
a private company may not be able to justify a business model for installing chargers, the City should
consider installing their own chargers in that area if a city-owned facility exists. For example, both level 2
and DCFC are recommended for Darree Fields, an area further away from commercial activity. Dispersed
charging locations like this could be used by the public but also by Dublin fleet vehicles (such as police
vehicles) as needed so they wouldn’t necessarily need to go back to the depot to charge. Level 1
charging locations are also shown in the maps at a high level in high density areas as needed for micro
transit and other uses as needed.
Note that the estimated costs shown in Table 7 can vary widely based on specific site characteristics.
Various funding options to install charging infrastructure also currently exist and will likely be available
in the future to offset costs.
EV Charging Station Ownership
Dublin’s existing model for public and private EVSE ownership is to contract with a third-party to have
chargers located on city property. This contract allows Dublin to purchase and own the chargers, but
the installation, operations, and maintenance are covered by the third-party. Dublin has taken
advantage of grants to support a portion of the cost. This model allows Dublin to benefit from owning
the EVSE while not having to carry specialized staff or contracts to operate and maintain the chargers.
15
Currently, no fees exist for public EV charging in Dublin – users may charge for free. This may help spur
EV adoption in the short term, but as adoption increases, and with it the demand for more public
charging, a fee structure is recommended. Charging a fee at public charging stations is a best practice for
both level 2 and DCFC stations for the following reasons:
• Free charging can lead to poor charger etiquette where users may plug in even if they don’t
need to, resulting in less charging options for drivers that actually do need a charge, or people
unplugging other vehicles to charge their own.
• A fee structure can offset demand charges incurred during peak electricity usage periods.
• Free public charging can hinder private investment in charging since site hosts can’t compete.
• Free charging (especially DC fast charging without idle fees) does not incentivize drivers to move
their vehicle after charging is complete (or at least 80%).
While there are myriad ownership options, three are discussed below: Dublin owned and operated,
Dublin owned but services contracted out, and third-party owned but leases land from Dublin.
Dublin Owns and Operates EVSE
Charging infrastructure is purchased, installed, and maintained by Dublin, which allows for full control
over the station and the ability to keep all revenue from the station (if applicable). In this scenario,
Dublin is responsible for all associated costs, including any maintenance 19 or payment transaction fees.
Challenges of this model are high up-front capital investment; needing highly skilled personnel for
installation, operations, and maintenance; and worrying about changing out equipment as vehicles
change how they interact with EVSE.
Dublin Contracts Full-Service EVSE
This is the existing setup in Dublin and allows for predictable overhead costs to the City while
maintaining a level of service spelled out in the contract. The City has less control over the station and
possible revenue from charging, but also has less overhead cost and can take advantage of any data
collection that comes with the EVSE. Favorable contract terms, such as uptime requirements and electric
metering and billing, can make or break the public’s impression of the chargers. Challenges of this model
are long contract terms, which may not allow for a change out of equipment as frequently as preferred
and relying on a third-party to perform maintenance which may be slower and less reliable than
expected.
Third-Party Leases Site from Dublin and Owns and Operates EVSE
Charging infrastructure owned by a third-party is installed on Dublin property through a lease and
maintained by the third-party, which minimizes responsibility to Dublin as the site host. In some cases,
the lessor may earn revenue instead of or on top of lease payments. Many of the National Electric
Vehicle Infrastructure (NEVI) partnerships are structured this way, and it may be preferred by charging
vendors who are used to this structure. The party who pays for the electricity can vary between the site
host and the third-party based on the arrangement. Contract terms also make or break this type of
arrangement, with additional key considerations being access by the site host if needed, restoring the
site to its original condition after the lease ends, and ownership of the chargers after the contract
19 https://afdc.energy.gov/fuels/electricity_infrastructure_maintenance_and_operation.html
16
period. The main challenge with this model is loss of control of all charging activities (i.e., fee charged)
unless negotiated in the lease agreement.
Table 8: EVSE Charging Ownership Types
CONSIDERATION DUBLIN OWNS AND
OPERATES
DUBLIN CONTRACTS
WITH THIRD-PARTY FOR
FULL SERVICE EVSE
THIRD-PARTY LEASES SITE
FROM DUBLIN AND
OWNS AND OPERATES
Equipment Cost High up-front cost for
EVSE
High up-front cost for
EVSE
Low to no up-front cost
for EVSE
Installation Need to contract with
someone to install
(with proper
experience)
Installation handled by
third-party
Installation handled by
third-party
Operations &
Maintenance
Need to train existing
staff or contract
someone to operate
and maintain
Operations and
maintenance are handled
by third-party
Operations and
maintenance are handled
by third-party
Revenue from
Fees
If a fee is charged,
Dublin can keep all
fees. If site-host is a
government, fees
made for services
need to be reasonably
in line with the cost of
providing such
services.
If a fee is charged, Dublin
can keep all fees. If site-
host is a government, fees
made for services need to
be reasonably in line with
the cost of providing such
services.
Depending on contract
terms and if a fee is
charged, revenue may first
go to third-party to pay for
equipment, installation,
operations and
maintenance then to
Dublin.
Measuring
Performance
May need additional
software to track
charging data
Contract allows access to
charging data dashboard
Minimal data will be
shared unless negotiated
Cost of Electricity Responsible for
electricity cost
Typically responsible for
electricity cost, depending
on contract terms
May or may not be
responsible for electricity
cost
Source: HNTB
For Dublin, continuing to contract out full services through a third-party is recommended. This contract
type presents the lowest risk due to lower overall costs, skilled professionals maintaining equipment,
and changing out third-party providers if the EVSE does not meet needs or expectations. EVSE
equipment, like most technologies, is expected to get better, more efficient, adapt to the new vehicle
technology, and provide better service to the users. Until that level of service is achieved, contracting
out for this service is recommended.
Conclusion
Dublin is growing quickly, and EV adoption is expected to remain ahead of the rest of the state. It is
estimated that Dublin will need roughly 588 public EVSE by 2030, depending on EV adoption. Dublin is
already well positioned to meet this target based on the existing number of chargers currently available
but should reassess often to align with actual EV adoption trends and funding opportunities. Fleet
17
deployments, specifically for city operations, will be another area for Dublin to focus on. Assumptions
used to determine the recommendations presented here should be updated at least every couple years
to ensure they are in line with the latest EV market factors.
CCCCCIIIIITTTTTYYYYY OOOOOFFFFF DDDUUUUBBBBBLLLLLIIINNNNN,,, OOOOOHHHHHIOOOOO
NOVEMBER 2025
iiiii
CCCCCOOOOONNNNNTTTTTEEEENNNNNTTTTTSSSS
Executive Summary............................................................................................................ 1
Introduction and Goal......................................................................................................... 5
SSWOTT Analysis ................................................................................................................. 6
Trends in Electrification ......................................................................................................7
EEVV Chargingg Solutions ........................................................................................................ 7
Nationall EVV Trends ............................................................................................................ 9
Statee EVV Trends ................................................................................................................ 9
Locall EVV Trends ...............................................................................................................11
Neww Technologyy Riskss andd Opportunities ..............................................................................12
Electrification Efforts to Date..............................................................................................16
Dublinn Trends..................................................................................................................16
Dublinn Fleet ....................................................................................................................19
Dublin-Ownedd Chargerr Usagee Analysis..................................................................................21
Feess forr EVV Chargerr Use ....................................................................................................24
Charging Infrastructure Needs ...........................................................................................25
Chargingg Projectionn Scenarios .............................................................................................25
Costt Recoveryy Model ........................................................................................................30
Electrificationn Bestt Practices ...............................................................................................37
Electrification Recommendations ........................................................................................41
Chargingg Infrastructuree Deployment ....................................................................................41
Planningg andd Zoningg Codes,, Buildingg Standards ......................................................................42
Partnerships ...................................................................................................................43
Educationn andd Outreach ....................................................................................................43
Dublinn Fleet ....................................................................................................................44
Funding .........................................................................................................................45
Feee andd Codee Considerations .............................................................................................46
Futuree Considerations .......................................................................................................47
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Table 1: Working Group Participants ........................................................................................ 5
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors ........................... 7
Table 3: Innovative EV Charging Solutions ................................................................................. 8
Table 4: Energy Sources........................................................................................................12
Table 5: Challenges and Actions Being Taken to Meet Energy Demand ...........................................14
Table 6: Number of Publicly Accessible Ports by Ownership .........................................................17
Table 7: Replacement and New Vehicles CIP 2023......................................................................20
Table 8: Fleet Management Vehicle Request 2024-2028 .............................................................20
Table 9: Dublin Charger Utilization and National Averages ...........................................................22
Table 10: Idle Time by Charger Type........................................................................................23
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City
Investments)......................................................................................................................27
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
.......................................................................................................................................27
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private
Sector and City Investments).................................................................................................27
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments)..28
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components .....................31
Table 16: Summary of Estimated Costs by Port ..........................................................................31
Table 17: Estimated Electricity Costs Breakdown .......................................................................32
Table 18: Pricing Scenarios ....................................................................................................34
Table 19: Utilization Scenarios by Port Type..............................................................................34
Table 20: Ownership Models .................................................................................................37
Table 21: Key Considerations for the City of Dublin ....................................................................38
Table 22: EV Charging Best Practices for Private Developers.........................................................40
LLLLLIIIISSSSSTTTTT OOOOOFFFFF FFFIIIGGGUUURRRRREEEEESSSSS
Figure 1: City of Dublin Vision ................................................................................................. 5
Figure 2: SWOT Analysis ........................................................................................................ 6
Figure 3: US EV Sales from 2015 to 2024 ................................................................................... 9
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations ...................................................10
Figure 5: Public EV Charging Infrastructure in Ohio.....................................................................11
Figure 6: Total AFV Registration by City, July 2025......................................................................11
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin .............................................16
Figure 8: Top EV Registrations in Dublin ...................................................................................17
Figure 9: Existing EV Chargers in and Around Dublin ...................................................................18
Figure 10: City of Dublin Owned Existing Chargers .....................................................................19
Figure 11: Starting and Ending State of Charge for DCFC Sessions ..................................................23
Figure 12: EV Adoption Forecasts Over the Years .......................................................................25
Figure 13: Dublin AFV Registrations Forecast ............................................................................26
Figure 14: Future EV Charging Location Recommendations ..........................................................29
Figure 15: Cost Recovery Model .............................................................................................30
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger ..................................35
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger .......................................36
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports 36
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Executive Summary
Dublin, Ohio, aspires to be the most sustainable, most connected and most resilient global City of choice
through state-of-the-art infrastructure, convenient transportation and expansive broadband access.
With a 100-gigabit fiber network, strategic private and public partnerships, and significant investments
in innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test
new technologies. The City is working to “improve lives, drives and experiences” by embracing the
significant shift in the automotive industry towards sustainability. Recognizing the potential of electric
vehicles (EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure for the City
fleet, residents and visitors. In doing so, the City is prioritizing investments in sites that complement
market deployments and fill gaps that the market is not solving to ensure a more equitable and effective
expansion of EV infrastructure.
This Implementation Plan builds upon the comprehensive analysis of Dublin’s current electrification
conditions presented in the preceding Existing Conditions Report. It serves as a roadmap for the
development and execution of a forward-looking strategy to drive transportation electrification within
the City, covering several key areas:
x Current EV Infrastructure: Assessing existing EV charging stations and their usage patterns.
x Future Projections: Forecasting the deployment of Electric Vehicle Supply Equipment (EVSE) to
meet anticipated demand.
x Municipal Fleet Transition: Strategies for electrifying the City’s vehicle fleet and maintenance
equipment.
x Policy and Regulation: Examining relevant policies, regulations, and best practices to support
electrification efforts.
The analysis forecasts that Dublin will require an additional 181 public EVSE ports to support the
anticipated 5,000 EVs registered in Dublin by 2035. These projections are based on a conservative
scenario, considering recent federal policy changes1 and the high density of single-family homes where
most EV drivers can charge at home. To address these needs effectively, the Implementation Plan
recommendations have been categorized into seven key areas:
Key Recommendations Overview
1.Charging Infrastructure Deployment: Identifying and prioritizing locations for new EV charging
stations, ensuring accessibility and convenience for all users.
1 https://www.whitehouse.gov/presidential-actions/2025/01/unleashing-american-energy/
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2.Planning and Zoning Codes, Building Standards: Updating building standards and zoning codes
to facilitate the installation of EV charging infrastructure in new developments and public
spaces.
3.Partnerships: Fostering collaborations with local businesses, utility companies, and other
stakeholders to expand the EV charging network.
4.Education and Outreach: Developing programs to raise awareness about the benefits of EVs and
provide information on available incentives and best practices.
5.Dublin Municipal Fleet: Gradually replacing the City’s fleet with EVs, starting with those that
have lower duty cycles.
6.Funding: Exploring and securing external grants and incentives to support the expansion and
maintenance of EV infrastructure.
7.Fee and Law Considerations: Implementing an enterprise fund, charging fees, idle fees, and
legal measures to ensure efficient use of EV charging stations and regularly update policies
based on user needs and best practices.
Short-, medium- and long-term recommendations are provided for each recommendation category.
While recommendations are given for time periods up to 10 years in the future, it’s important to note
that EV charging technology, vehicle offerings, and consumer buying are changing rapidly so the plan
will be reviewed on regular basis to ensure City resources are being used appropriately.
Impact and Benefits
Implementing this plan will catalyze Dublin’s transition to a cleaner, more resilient future by advancing
electric vehicle infrastructure and community engagement. The Implementation Plan:
x Enhances sustainability and quality of life through strategic electrification efforts.
x Expands EV charging infrastructure and promotes electric vehicle adoption.
x Leads to a significant reduction in greenhouse gas emissions and improved air quality.
x Decreases dependence on fossil fuels, boosting energy security and resilience.
x Positions Dublin as a forward-thinking city, attracting businesses and residents who value
innovation and sustainability.
x Fosters partnerships and collaborations, strengthening community ties and creating economic
opportunities.
x Supports education and outreach efforts to ensure residents are informed about EV benefits.
x Encourages increased public support and adoption of the City’s sustainability goals.
x Addresses immediate EV infrastructure needs while laying the foundation for a sustainable,
resilient, and connected future.
Strategic Considerations and Supporting Analysis
Benchmarking (See Local EV Trends)
While statewide progress is only beginning to align with national benchmarks, Dublin’s proactive
sustainability initiatives and forward-looking policies have resulted in higher EV ownership rates than
many comparable municipalities. Dublin should continue to lead the way, leveraging its momentum to
33333
further accelerate EV adoption and serve as a model for peer cities across the state.
Ownership Models (See Ownership Models )
The City of Dublin is exploring multiple ownership and operational models for EV charging
infrastructure, including: a City-owned and operated model, a full-service third-party contract model,
and a third-party lease and operate model.
The Implementation Plan explores how ownership structures influence capital investment, long-term
operations and maintenance costs, and revenue potential. Emphasizing fiscal responsibility and public
value, it is recommended that Dublin contract with a third-party vendor for full-service EVSE delivery.
This model offers Dublin a balanced approach to infrastructure deployment and reduces the City’s
capital and operational expenditures while leveraging vendor expertise for installation, maintenance,
and customer service.
Although direct revenue may be lower compared to City-owned models, this approach aligns with
Dublin’s goals of enhancing public amenities and accelerating EV adoption. It also shifts operational risks
to specialized providers, allowing City staff to focus on strategic priorities. Partnering with experienced
vendors can expedite deployment timelines and ensure high-quality service standards across the
network.
Innovative Charging Solutions (See Innovative Charging Solutions)
As EV adoption accelerates, cities must explore forward-thinking strategies to support evolving charging
needs. While the Implementation Plan explores a range of innovative and unconventional EV charging
solutions beyond traditional infrastructure, it is recommended that the City of Dublin prioritize
conventional charging approaches in the short term. These solutions are more readily deployable, cost-
effective, and better understood by users and operators. Innovative options may be evaluated and
piloted in targeted use cases—such as high-density urban areas or locations with limited grid capacity—
where they can complement existing infrastructure and align with the City’s long-term sustainability
goals.
Hydrogen Technology (See New Technology Risks and Opportunities for a detailed discussion of other
technologies, including hydrogen)
For near-term strategic planning, hydrogen fuel cell technology is best suited for specific use cases—
such as transit agencies, freight operators, and specialized commercial fleets—where its technical
strengths align with operational demands, rather than for widespread consumer adoption. In contrast,
EV technology has matured significantly and is gaining strong market traction, particularly in Ohio, which
surpassed 100,000 plug-in EVs, justifying continued infrastructure investment. Given current market
trends, technology readiness, and infrastructure limitations, the City of Dublin should refrain from major
hydrogen investments at this time, instead maintaining a proactive stance by monitoring technological
and market developments to remain adaptable should hydrogen become more viable for widespread
consumer adoption in the future.
Compared to other peer cities in Ohio, the City of Dublin stands out as a
frontrunner in EV adoption. Dublin is approaching 10% EV adoption
among new vehicle registrations and has reached approximately 4.26%
of total vehicles on the road that are electric.
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Electrification of City Fleet and Equipment (See Dublin Fleet)
The City should continue deploying battery-electric fleet vehicles including mowing equipment,
prioritizing right-sized models where commercially available battery capacities can reliably support daily
duty cycles. To maintain operational resilience, electrification of City-owned assets such as fleet
vehicles, mowers and off-road equipment should be complemented by retaining a sufficient inventory of
gas-powered units. This hybrid approach ensures continuity of essential services during grid outages
while supporting long-term sustainability goals.
Financial Analysis (See Charging Infrastructure Needs)
The City of Dublin’s financial analysis supports a strategic and fiscally responsible approach to expanding
EV charging infrastructure. The recommended plan calls for the installation of 36 Level 2 charging ports
and two DCFC ports across eight publicly accessible locations by 2035. This expansion is projected to
require an estimated investment of approximately $1 million spread over a 10-year period. By
leveraging third-party vendor partnerships, the City can optimize upfront and ongoing expenses, shifting
capital risk and operational responsibilities while accelerating deployment. The plan also recommends
creating an enterprise fund to collect fees and return them to the program to create a sustainable
model. This overall financial approach balances the need for robust public charging with fiscal prudence,
ensuring Dublin’s infrastructure remains adaptable to future technological and market developments.
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Introduction and Goal
This document outlines the comprehensive plan for the future of vehicle electrification in the City of
Dublin, Ohio, incorporating an analysis of existing electrification conditions alongside national and
international trends. Its purpose is to serve as a guiding resource for all city departments as they work
towards aligning Dublin with the City’s vision, sustainability goals and efforts to foster a cutting-edge,
connected, and resilient city. This plan helps ensure that the City of Dublin remains at the forefront of
sustainable urban mobility. By synthesizing the electrification work done to date, future forecasts, and
policy considerations, this plan will lay the foundation for a more efficient and environmentally
conscious transportation landscape in Dublin.
Figure 1: City of Dublin Vision
The City of Dublin aspires to be the
most sustainable, connected
and resilient global city of choice.
Source: City of Dublin
To realize the City of Dublin’s vision (Figure 1), Dublin established an internal working group with
members shown in Table 1. The working group met four times over a period of six months, where they
discussed topics including EV best practices, strategies, and actionable policies aimed at accelerating
Dublin’s electrification efforts.
Table 1: Working Group Participants
PARTICIPANT NAME DIVISION
Bradley Fagrell Building Standards
Brian Ashford Facilities & Fleet Management
Christopher Will Community Planning & Development
Emily Goliver Office of the City Manager
J.M. Rayburn Transportation & Mobility
Jean-Ellen Willis Transportation & Mobility
Jennifer Rauch Community Planning & Development
Paul Hammersmith Engineering
Source: City of Dublin
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During the initial working group meeting on July 19, 2023, participants worked together to develop goals
and examine projection scenarios for EV charging in Dublin. This initial meeting set the foundation for
strategic planning and the establishment of key objectives to enhance EV infrastructure across the City.
It also laid the groundwork for subsequent meetings, where members discussed the integration of best
practices from other cities, engaged in analysis of different policy approaches, and mapped out potential
pathways to implement these strategies, including identifying optimal EVSE locations, the associated
costs, potential funding resources, as well as policy changes and collaboration opportunities.
SSWOTT Analysiss
The first meeting started with an understanding of where electrification trends are heading and how
that will affect Dublin. A brainstorming session was held in the workshop to outline the Strengths,
Weaknesses, Opportunities and Threats or SWOT of Dublin as it relates to electrification within the City.
Figure 2 highlights key points of the SWOT analysis used in developing this electrification
implementation plan.
Figure 2: SWOT Analysis
Source: City of Dublin
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Trends in Electrification
To inform effective policy development and strategic planning for EV charging infrastructure, it is
essential to analyze current trends in electrification. This section provides a detailed overview of the
evolving landscape of EV infrastructure and associated policies. EV Charging Solutions offers an in-depth
review of current and emerging EV charging technologies, emphasizing both established and innovative
solutions available in the market. National, state and local trends in EV adoption are then examined, and
alternative fuel technologies are evaluated, assessing their level of readiness and the potential risks
related to overinvestment in EV infrastructure.
EEVV Chargingg Solutionss
Conventional Charging Solutions
Plug-in electric vehicle (PEV) charging options are commonly divided into three general types. A detailed
comparison of the 3 types of conventional EV charging solutions is presented in Table 2. In the United
States, approximately 73% of public charging consists of Level 2 chargers, 26% is DC Fast charging, and
less than 1% is Level 1 charging.
Table 2: Comparison of Level 2 and DC Fast charging: Types, Sites, and Key Factors
TYPE CHARGER TYPE FACTORS SITE
PARAMETERS LOCATIONS PROS & CONS
Level 1
(L1)
Power Level: ~1.4-1.9 kW
Range Added:~2-5 miles/hr
Total Charge Time:~40 hrs to
~80% from empty
User Fees:Typically no fee at
home, public L1 often aligns
with L2 pricing policies
Capital Cost:~$0-$900
O&M:Minimal (periodic outlet
inspection; no networking)
-Long-dwell sites
-Mostly used to
charge at home -
overnight
-Well-suited to
PHEVs
-Residential
-Fleet Depots
-Micromobility
hubs (e-
bikes/scooters)
Pro: Lowest upfront cost;
no special install; ideal
for overnight charging
and PHEV
Con: Very slow; not
practical for high daily
mileage; can’t be
networked
Level 2
(L2)
Power Level: ~6-19kW/hr
Range Added:~10-20 miles/hr
Total Charge Time:~4-12 hours
User Fees:~$0.09 - $1.00/kWh
Capital Cost:~$7,500 -$25,000
O&M:~$500 - $2,500+annually
-Long-dwell sites
-6–12 hr/day
parking stays for
average users
-Avoid restricted,
time-limited or
permit only sites
-On-street
Public lots
-Workplace
-Residential
Multi-Unit
-Long-stay
locations
Pro: Low capital and
O&M costs; Uses
residential power level;
Few utility upgrades
Con:Requires multiple
hours stay for full charge
DC Fast
Charging
(DCFC)
Power Level:~50–350 kW/hr
Range Added:~100+miles/30
min
Total Charge Time:~15 min –1
hr
User Fees:~$0.25 - $1.00/kWh
Capital Cost:~$100,000 -
$150,000
O&M:~$1,500 - $10,000
annually
-Short-stay sites
-High-utilization
-Avoid restricted
parking sites
-Ensure curbside
sites have space
for equipment
-Retail (Quick
Turnover)
-Fuel Station
-Short stay
parking
Pro:Charges in ~30 min
or less like gas vehicles
Con:High capital and
O&M costs; May require
grid or utility upgrades
Source: HNTB
88888
Innovative Charging Solutions
As EVs continue to transform the transportation landscape, the demand for innovative and accessible
charging solutions grows. Beyond traditional charging stations, innovative EV charging methods
continue emerging to address diverse user needs, urban constraints, and technological advancements.
Table 3 explores these innovative charging types, detailing their functionality and key considerations for
implementation. The City of Dublin should consider these alternative approaches in use cases where
they align with local infrastructure, community needs, and strategic goals.
Table 3: Innovative EV Charging Solutions
TECHNOLOGY HIGH USE & DESCRIPTION PROS CONS
Streetlight
Chargers
Cost-Effectiveness and Commercial AvailabilityUse:L2, space constrained
curbsides with streetlights
Description:Chargers integrated
into streetlights for EVs parked on
city streets
-Reduces
installation costs
-Blends into
cityscapes
-Uses existing
streetlight network
-Requires grid
upgrades
-Vulnerable to
vandalism
-Limited power
capacity
Overhead Chargers
in Garages
Use: L2, sites where wall space for
charging is limited
Description:Ceiling-mounted
chargers in garages with
retractable cables
-Space-efficient
-Clean aesthetic
-Suitable for
residential &
commercial
garages
-Higher installation
costs
-Increased
complexity vs. wall-
mounted chargers
Pop-up Bollard
Chargers
Use:L2, space constrained
curbsides and parking lots
Description:Charging points that
rise and retract as needed
-Maximizes space
-Flexible for
parking lots/streets
-Aesthetically
discreet
-Moving parts
increase
maintenance
-Higher installation
and repair costs
Battery Integrated
Chargers
Use: DCFC, sites needing high
power where grid power is limited
Description: Chargers with
integrated battery storage for
supplementing grid power
-Reduces grid strain
-Enables off-grid
charging
-Supports peak
shaving
-Higher upfront costs
-Battery
maintenance
required
-Larger footprint
Mobile, Robotic
Chargers
Use: DCFC, space limited sites with
high quantities of EVs
Description: Automated systems,
such as robotic mobile chargers,
that connect to EVs where they
are parked
-Enhances user
convenience
-Supports
autonomous EVs
-Reduces manual
effort
-High costs
-Reliability issues in
harsh weather
-Complex parking
scenarios
Inductive Charging
in Parking Spots
Use: L2 & DCFC, wireless charging
for convenience
Description: Parking spots with
wireless charging pads that charge
EVs while parked
-Convenient
-Cable-free
-User-friendly
-Seamless parking
experience
-Less efficient than
wired charging
-Requires precise
alignment
-Costly setup
Wireless Charging
In Roads
Use: L2 &DCFC, wireless charging
for convenience
Description:Roads with wireless
technology charging driving EVs
-Extends range
-Reduces battery
size
-Supports
continuous
charging
-High infrastructure
costs
-Efficiency
challenges
-Still experimental
Source: HNTB LOW
99999
NNationall EVV Trendss
Gaining a clear understanding of national trends is essential for anticipating future developments in
transportation and effectively guiding strategic decision-making. EV sales in the United States reached a
record high, with US plug-in electric vehicle sales surpassing 1.4 million vehicles through 2024, as shown
in Figure 3. EV demand continues to grow year-over-year, increasing steadily from 4.25% of new light-
duty vehicle sales in 2021 to 9.84% in 2024.2 This growth is largely driven by a combination of factors
including technological advancements, increased consumer awareness, and supportive government
policies.
Figure 3: US EV Sales from 2015 to 2024
Source: Argonne National Laboratory
The surge in funding for EVs over the past few years has been a major catalyst for sustainability
initiatives, accelerating the transition to cleaner transportation. However, as of 2025, the EV sector is
navigating a period of heightened uncertainty. This is driven by fluctuating market conditions, supply
chain disruptions, and evolving federal policy, incentive, and regulatory frameworks. These factors are
reshaping investment strategies and policy alignment within the industry.
This evolving landscape requires the City of Dublin to remain agile and responsive to shifting priorities.
By staying flexible and proactive, Dublin can better position itself to leverage available resources and
maximize the impact of its sustainability and mobility initiatives.
Statee EVV Trendss
Compared to states like California and Oregon, Ohio was not an early adopter of electric transportation
technologies. However, some of its most populous cities are leading the way in EV adoption. DriveOhio
developed the Ohio Alternative Fuel Vehicle Registration Dashboard
3 using data from the Ohio Bureau
of Motor Vehicles (BMV) to track the market penetration of all alternative fuel vehicles (AFVs), with a
focus on PEVs.
2 Light Duty Electric Drive Vehicles Monthly Sales Updates - Historical Data | Argonne National Laboratory (anl.gov)
3 Ohio Alternative Fuel Vehicle Registration Dashboard
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
1,600,000
1,800,000
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Adoption RateEV SalesUS Passenger EV Sales by Drivetrain
Battery electric Plug-in hybrid electric Percent Plug-In
1010101010
Currently in Ohio, PEVs make up 1.12% of all light-duty vehicles on the road. In January 2025, nearly
4.81% of all new vehicle registrations were PEVs, either Battery Electric Vehicles (BEVs) or Plug-in Hybrid
Electric Vehicles (PHEVs). This suggests that Ohio is approaching a significant milestone: once 5% of new
vehicle sales are PEVs, other countries have observed a rapid acceleration in EV market growth.4
Figure 4: Ohio New Alternative Fuel Vehicle (AFV) Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
EV charger installations in Ohio saw a significant uptick beginning in the first quarter of 2021 (Figure 5),
marking a strong push toward expanding EV infrastructure. That momentum has not only continued but
is projected to accelerate further. As of July 2025, Ohio has 1,925 publicly accessible charging station
locations, including 3,582 level 2 ports and 1,365 DCFC ports.5
4 Bloomberg - Electric Car Tipping Point for Mass Adoption
5 Alternative Fuels Data Center
Ohio Jan-25 Percent Plug-in: 4.81%
0.00%
1.00%
2.00%
3.00%
4.00%
5.00%
6.00%
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25Percent Plug-inNew AFV RegistrationsNew AFV Registrations Percent Plug-in
1111111
Figure 5: Public EV Charging Infrastructure in Ohio
Source: Alternative Fuels Data Center, August 2025
LLocall EVV Trendss
Compared to other peer cities in Ohio, the City of Dublin distinguishes itself as a leading adopter of
electric vehicles. While the state as a whole has only recently begun to catch up with national leaders,
Dublin’s commitment to sustainability and forward-thinking policies have resulted in higher rates of EV
ownership than many peer cities (Figure 6).
Figure 6: Total AFV Registration by City, July 2025
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Cumulative DC Fast Ports Cumulative Level 2 Ports
1,688
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Dublin Upper
Arlington
New Albany Delaware Hilliard Westerville Powell Grove City Grandview
Heights
Plain City
1212121212
NNeww Technologyy Riskss andd Opportunitiess
Before proceeding with electrification, it is important to be familiar with the various available solutions.
As the transportation sector evolves, a diverse array of emerging energy sources are being explored to
reduce reliance on traditional petroleum-based fuels. These alternatives—ranging from biodiesel,
ethanol, renewable diesel, ammonia, liquefied natural gas (LNG), hydrogen, and electricity—offer
unique characteristics that make them suitable for different applications. Table 4 presents an overview
of different energy sources.
Table 4: Energy Sources
FUEL TYPE DESCRIPTION PASSENGER
VEHICLES
TRUCKS COMMERCIAL
READINESS
Biodiesel Renewable fuel
made from
vegetable oils or
animal fast.
All diesel models
can run on
biodiesel blends
up to B20.
All diesel truck
models can use
biodiesel blends.
B20 is widely used
in fleet trucks.
Widely used: Mature
drop-in fuel for diesel
engines. Common in
fleets (B5-B20 blends)
with established supply.
Ethanol (E85)
Renewable alcohol
fuel (usually from
corn). Currently
ethanol is blended
with gasoline in low
(10%) and high (85%)
fuel options.
Very limited –
only ~4-6 new
2025 models are
Flex Fuel Vehicles
that run on high-
ethanol fuel
blends.
No current
medium/heavy
duty models run
on high-ethanol
fuel blends.
Common (light-duty):
Mature technology for
cars, with E85 available at
many Midwest gas
stations. Not used in
heavy-duty.
Renewable
Diesel
Produced from
renewable biomass
(e.g. plant oils, waste
fats).
All diesel vehicles
can use
renewable diesel.
All diesel trucks
can use it. Many
fleets have
switched to 100%
renewable diesel.
Commercially available:
Fully drop-in fuel, used by
fleets especially on West
Coast (growing
availability in Midwest).
Ammonia Carbon-free fuel
converted to
hydrogen or burned.
No vehicles
commercially
available.
No vehicles
commercially
available.
Experimental: Currently
in R&D; infrastructure
and vehicle technology
not yet viable.
Liquid Natural
Gas (LNG)Natural gas cooled to
liquid for high
energy density.
No passenger
vehicles available.
Several heavy-
duty truck models
(Class 8).
Established (niche): Used
for long-haul trucking;
limited but stable
infrastructure.
Hydrogen Used in fuel cells;
emits only water
vapor.
1-3 models in
U.S., none in
Midwest yet
(Honda CR-V SUV
in Marysville6).
Pilot-stage heavy
trucks in limited
use; SARTA and
OSU CAR have
pilot projects.
Pilot Stage: Limited
market presence, mostly
pilots; Midwest
infrastructure lacking.
Electricity
(Battery)Battery-powered
electric motors, zero
emissions.
70+ models
widely available.
Multiple medium-
and heavy-duty
models (limited
range, growing
availability).
Widely available
(passenger), Emerging
(trucks): Well-established
passenger market; truck
availability expanding
rapidly, infrastructure
growing.
Source: HNTB
6 Honda unveils new zero emission hydrogen-electric CR-V at Marysville plant
1313131313
Considering the evolving market dynamics, both battery electric and hydrogen-powered vehicles play
significant roles and are key areas of focus in this discussion.
Balancing Grid Capacity, Technological Diversity, and Policy Flexibility
EV sales in the U.S. reached 372,219 in Q1 2025, marking a 10% increase from the previous year,
highlighting continued healthy market growth. This momentum places pressure on policymakers to
make informed decisions around grid modernization, technology investments, and regulatory
frameworks.
A critical enabler of this growth is the expansion of charging infrastructure, which must be strategically
aligned with grid capacity and demand management strategies to prevent system strain, especially as
charging behaviors evolve and intersect with existing electrical load profiles.
EVs have reached significant technological maturity. Battery costs have dropped, and improvements in
energy density, charging speed, and efficiency have led to price parity with internal combustion vehicles
in many markets. Each EV consumes about 25-40 kWh per 100 miles.
7 By 2030, Ohio could see over
5,000 GWh of added demand—enough to power 500,000+ homes. Peak charging may overlap with
summer demand peaks, stressing the grid. Ohio utilities expect EV-related electricity demand to grow
15–20x this decade, requiring major upgrades to transformers, substations, and distribution networks.
Is Ohio ready for the New Electric Demand?
The panel discussion titled “Can Ohio Meet its Future Energy Needs”8 (March, 2025) brought together
energy experts, business leaders, and policy advocates to address a pressing question: is Ohio prepared
for the surge in electricity demand driven by data centers, electric vehicles, and the retirement of aging
power plants?
Panelists agreed that Ohio is relatively well-positioned to meet this challenge, thanks to its diverse
energy mix, strong transmission infrastructure, and competitive energy markets. However, they also
acknowledged that the state is entering an era of rising demand—particularly from AI-driven data
centers—and that this growth will require significant upgrades to the grid, smarter demand
management, more transparent utility planning, and the attraction of private investment to fund new
generation capacity. Table 5 provides an overview of the challenges and actions being taken to meet the
energy demand.
7 Alternative Fuels Data Center: Electric Vehicle Benefits and Considerations
8 All Amped Up: Can Ohio Meet Its Future Energy Needs?
1414141414
Table 5: Challenges and Actions Being Taken to Meet Energy Demand
ASPECT CURRENT STATUS ACTIONS BEING TAKEN
Grid Capacity Adequate but under pressure
from rising demand
New legislation to improve transparency and planning
(e.g., Senate Bill 2, House Bill 159)
Energy Mix Diverse: gas, coal, nuclear,
renewables
Continued investment in renewables and natural gas; calls
for fair permitting processes
Demand
Management
Underutilized smart meters and
demand response programs
Push to reinstate energy efficiency mandates and expand
demand-side programs
Affordability &
Equity
Rising costs, especially for low-
income households
Advocacy for least-cost planning and better cost
allocation
Market
Structure
Competitive generation market
with regulated
transmission/distribution
Support for keeping investment risk on private sector, not
ratepayers
Innovation &
Economic
Development
Strong data center growth; AI
driving demand
Emphasis on innovation, grid modernization, and
leveraging energy as a growth catalyst
Source: HNTB
With Ohio's forward-looking approach to managing rising energy demands and the integration of
advanced EV technologies like smart metering, demand response, and vehicle-to-grid (V2G) systems,
EVs are positioned to play a key role in creating a sustainable transportation system.
Hydrogen Fuel Cell Technology: Role and Readiness
Hydrogen fuel cell technology offers advantages in specific applications while facing different
infrastructure requirements and economic constraints compared to battery electric vehicles. Fuel cell
vehicles provide fast refueling capabilities similar to conventional vehicles and extended range potential,
making them particularly suitable for heavy-duty transportation, long-haul trucking, and transit
applications where battery weight and charging time present operational challenges.
Deploying hydrogen requires distinct infrastructure—production, storage, and distribution—which
involves substantial capital investments and technical complexity. Current hydrogen refueling station
costs significantly exceed EV charging infrastructure investments. As of August 2025, all public hydrogen
refueling stations are located in California10, which highlights the lack of infrastructure across the rest of
the country. This limited availability makes it impractical for the general public to adopt hydrogen fuel
cell vehicles as a primary mode of transportation.
Despite the high costs, several Ohio companies including DLZ and Honda11 are investing in hydrogen fuel
cell vehicles, even in the absence of fueling infrastructure. DLZ, for example, has deployed six hydrogen
fuel cell cars for its Columbus office. Honda is also producing its first American-made hybrid hydrogen
vehicle, the 2025 CR-V e:FCEV, at its Marysville plant.
Should the City of Dublin invest in Hydrogen Technology?
For the near-term strategic planning horizon, hydrogen fuel cell technology appears most viable for
targeted applications rather than broad consumer adoption. Transit agencies, freight operators, and
specialized commercial fleets represent logical early adoption segments where operational
requirements align with hydrogen's technical advantages. The evidence suggests that EV technology has
achieved sufficient maturity and market momentum to justify substantial infrastructure investments,
9 Ohio Advances Major Energy Legislation
10 Alternative Fueling Station Locator
11 Why Ohio companies are investing in hydrogen cars despite infrastructure issues
1515151515
particularly in regions like Ohio where adoption curves indicate significant near-term growth (Ohio has
surpassed 100,000 plug-in electric vehicles as of April 2025).
Based on current market dynamics, technology trajectories, and infrastructure constraints, the City of
Dublin should not make significant investments in hydrogen technology at this time. Instead, the city can
maintain a forward-looking stance by continuing to monitor advancements in hydrogen technology,
infrastructure development, and market conditions. Keeping an open mind while staying informed
about its progress will position Dublin to adapt strategically if hydrogen fuel cells become more viable in
the future.
Risk Assessment: Technology Diversification vs. Concentration
Concentrating infrastructure investments exclusively on battery electric vehicles presents several
strategic risks. Technology lock-in could limit adaptability to future innovations, while grid dependency
creates potential vulnerabilities during peak demand periods or supply disruptions. Additionally, EVs
may not optimally serve all transportation segments, potentially leaving gaps in decarbonization
strategies for heavy-duty and long-distance applications.
More strategic approaches involve identifying limited near-term hydrogen investments focused on pilot
programs and demonstration projects rather than broad infrastructure deployment. This strategy allows
for technology maturation and cost reduction while preserving flexibility for future expansion if market
conditions and technical performance justify broader adoption.
The optimal policy framework combines strong support for battery electric vehicle deployment with
strategic flexibility for emerging technologies. Regulatory structures should establish technology-neutral
performance standards while providing targeted incentives for early-stage technologies like hydrogen
fuel cells in appropriate applications. This approach encourages innovation while avoiding premature
commitment to specific technological pathways. Policy mechanisms should include periodic technology
assessments, performance benchmarking, and adaptive funding allocation based on market evolution
and technical progress.
1616161616
Electrification Efforts to Date
Dublin’s history with electrification started with their first public charging station in 2012 at the Dublin
Community Recreation Center. The station has two level 2 ports and charging is free for the public. At
the time, the Public Utilities Commission of Ohio would not allow non-utilities to sell for electricity to
the public. This has since changed and entities who are not Electric Distribution Utilities are allowed to
re-sell electricity for EV charging. Dublin has continued to let users of Dublin-operated charging stations
charge for free. Dublin’s first EV fleet purchase
was for four Nissan Leaf BEVs in 2018. Since then,
the majority of Dublin’s new alternative fuel fleet
vehicles have been hybrids and a variety of heavy-
duty CNG vehicles.
The City of Dublin fleet was awarded the Leading
Public Fleet Award for Green Sustainability at the
Advanced Clean Transportation Awards in 2018,
having gone beyond what is required to achieve
sustainability in their fleet operations. In 2021,
the City of Dublin received the Ohio EPA Silver
Level Encouraging Environmental Excellence in Communities (E3C) award, which recognizes
communities with exceptional achievements in environmental stewardship. Later in 2023, Dublin was
one of the first communities to earn the Gold Level award.
DDublinn Trendss
Dublin is ahead of the state, with about 4.26% of its registered vehicles being PEV as of July 2025,
compared to the State’s 1.12%. In the second quarter of 2025, 8% of vehicle sales in Dublin were
electric. Figure 7 shows the steady growth in the percentage of PEVs out of all vehicles registered in
Dublin. As of July 2025, 1,688 vehicles out of the 39,648 registered vehicles in Dublin were PEVs.
Figure 7: Total PEV Registrations and PEV Fleet Percentage in Dublin
4.26%
0.00%
0.50%
1.00%
1.50%
2.00%
2.50%
3.00%
3.50%
4.00%
4.50%
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
Jan-20Apr-20Jul-20Oct-20Jan-21Apr-21Jul-21Oct-21Jan-22Apr-22Jul-22Oct-22Jan-23Apr-23Jul-23Oct-23Jan-24Apr-24Jul-24Oct-24Jan-25Apr-25Jul-25PEV Fleet PercentagePEV RegistrationsTotal PEVs Percent PEVs
171717177
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
Figure 8 shows the most popular EV makes and models that are registered in Dublin. Tesla is the most
popular choice by far, taking four of the top five spots.
Figure 8: Top EV Registrations in Dublin
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of July 2025
In terms of charging infrastructure, there are 113 publicly accessible level 2 ports and 6 DCFC ports in
Dublin as shown in Table 6. These chargers are located mainly in proximity to I-270 and US-33, as shown
in Figure 9.The City of Dublin owns and operates 19 of the level 2 ports and 2 of the DCFC ports as
shown in Figure 10.
Table 6: Number of Publicly Accessible Ports by Ownership
OWNERSHIP CHARGER TYPE NUMBER OF PORTS
City of Dublin Level 2 19
DCFC 2
Private Development Level 2 88
DCFC 4
Total 113
Source: AFDC, PlugShare, August 2025
27
28
33
43
43
49
54
89
293
440
NISSAN Leaf
HYUNDAI Ioniq 5
VOLVO XC90
BMW X5
FORD Mustang Mach-E
JEEP Wrangler
TESLA Model X
TESLA Model S
TESLA Model 3
TESLA Model Y
1818181818
Figure 9: Existing EV Chargers in and Around Dublin
Source: AFDC and City of Dublin
1919191919
Figure 10: City of Dublin Owned Existing Chargers
Source: City of Dublin
DDublinn Fleett
The Dublin vehicle fleet represents a diverse array of vehicles essential to the City’s operations and
services with a total of 218 vehicles that serve the municipality. The average model year for all vehicles
is 2015 and the low average annual mileage of 5,289 miles reflects a modern and well-maintained fleet.
Table 7 lists the new vehicle purchases in 2023 that replaced existing vehicles, along with their
associated costs, which total around a $1.4 million investment in alternatively fueled vehicles.
2020202020
Table 7: Replacement and New Vehicles CIP 2023
VEHICLE NUMBER TOTAL
CNG F150 Ford extended cab trucks ($40,000 each) / CNG upfit
($14,000 each)
2 $108,000
CNG F450 Ford dump trucks ($60,000 each) / CNG upfit ($23,000
each)
2 $170,000
CNG F250 Ford four door trucks ($45,000 each) / CNG upfit
($16,000)
5 $305,000
Police hybrid interceptors ($70,000 each)3 $210,000
Small police electric SUV 1 $60,000
CNG Freightliner plow trucks ($230,000 each)2 $460,000
CNG Ford 4 door F350 with utility bed ($80,0000 each) / CNG
upfit ($16,000 each)
1 $96,000
Rounding $1,000
Total 2023
Investment
$1,410,000
Source: City of Dublin
Table 8 lists the proposed vehicle replacements between 2024-2028 along with their associated costs,
which total around a $1.3 million investment.
Table 8: Fleet Management Vehicle Request 2024-2028
Source: City of Dublin
Phased Fleet Electrification Approach
Vehicle procurement is aligned with Dublin’s sustainability plan which emphasizes reducing or
eliminating diesel and standard fuel vehicles from the City’s light-duty fleet. This entails establishing and
enforcing an EV procurement policy for new vehicles and phasing out non-EV or hybrid units, except in
heavier classes where no viable EV alternatives currently exist. As Dublin continues its annual vehicle
procurements, specifications should favor models that meet these criteria; for instance, an electric or
hydrogen-powered snowplow might become available that allows the City to meet its sustainability
VEHICLE YEAR VEHICLE AND FUEL TYPE TO BE ORDERED COST
F450 Plow Truck, Used year round 2012 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Plow Truck, Used year round 2003 CNG 4x4 F450 Extended Cab Plow $90,000
F450 Parks chipper truck, Used
year round
2003 CNG 2x4 F450 Reg. Cab Dump Bed $75,000
7400 International Snow Plow 2010 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
7400 International Snow Plow 2011 CNG Freightliner M2 Snow Plow $260,000
Interceptor Dublin Police
Detective Vehicle
2016 TBD $60,000
Interceptor Police Front line 2014 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Interceptor Police Front line 2016 Ford Hybrid Interceptor $75,000
Total 2024-2028 $1,320,000
2121212121
goals. Ford and other manufacturers are also likely to expand electrified police platforms as their lineups
continue to electrify. Although the fleet’s generally low mileage profiles make electrification
operationally feasible, current market offerings tend to emphasize larger—and therefore more
expensive—battery packs. Given the pace of technology and product evolution, the City should pursue a
pragmatic transition rather than a uniform target: a 100% EV fleet is not recommended at this time; a
diversified mix of EVs, hybrids, and select ICE vehicles where EV options are not yet viable will best
balance sustainability, reliability, and total cost of ownership.
Electrification of Mowing and other Maintenance
Equipment
Dublin is advancing the transition of parks and
recreation equipment to battery-powered solutions,
building on the success of its autonomous electric
mower pilot. The City should continue deploying
battery-electric mowing equipment, prioritizing right-
sized models where commercially available battery capacities can reliably support daily duty cycles. To
maintain operational resilience, electrification of City-owned assets such as mowers and off-road
equipment should be complemented by retaining a limited inventory of gas-powered units. This hybrid
approach ensures continuity of essential services during grid outages while supporting long-term
sustainability goals.
Fleet Charging Infrastructure and Management
Dublin should implement advanced charge management systems and integrate with smart grid
technologies to optimize energy use and minimize peak demand costs. These systems enable real-time
monitoring, load balancing, and prioritization of fleet charging. As the EV fleet expands, incorporating
battery storage can help buffer grid impacts and provide backup power. Pairing this approach with solar-
equipped carports will further enhance sustainability and operational resilience. Effective charge
management also supports data-driven planning, allowing the City to anticipate infrastructure
requirements and avoid costly utility demand charges. The City is already planning ahead, with solar-
equipped carports and additional charging stations scheduled to support 32 vehicles by fall 2026.
DDublin-Ownedd Chargerr Usagee Analysiss
Dublin operates 19 level 2 ports across the City (12 of which are available for public use), and two public
use DCFCs at the Darby lot in Historic Dublin. A year of charging data from the City’s ChargePoint
dashboard was examined, covering December 2022 to 2023, to understand usage patterns and help
predict future needs. There were 18,907 transactions from 2,233 unique users. Transactions were
reviewed to ensure the analysis included quality data. Drivers will sometimes initiate a charging session
incorrectly and need to unplug then plug back in. A transaction was deemed unproductive if it lasted
less than five minutes and delivered less than 0.15 kWh of energy.12 This threshold represents a mere
1.8 kW of power, or about 25% of what would be expected of a typical level 2 charger. Of 18,907
transactions, 3,012 were deemed unproductive and not included in the analysis.
12 Winn, “Electric Vehicle Charging at Work: Understanding Workplace PEV Charging Behavior to Inform Pricing
Policy and Investment Decisions.” https://innovation.luskin.ucla.edu/wp-
content/uploads/2019/03/EV_Charging_at_Work.pdf
2222222222
First, overall utilization of the public facing chargers was reviewed. Table 9 lays out the active charging
utilization rates versus the national utilization average rates. As shown, Dublin’s utilization rates are
significantly higher than the national average.
Table 9: Dublin Charger Utilization and National Averages
*Active Charging Utilization describes when at least one charging port at the facility is delivering power and does not include
idle time.
**National and Ohio utilization is defined as the % of time in a 24-hour day that each charger is plugged into a vehicle,
regardless of whether that charger is actively dispensing power.
Sources: Dublin Data from ChargePoint Dashboard, Feb 1 – April 30, 2024 and National and Ohio data from Stable:
https://stable.auto/insights/electric-vehicle-charger-utilization-by-month.
Based on Dublin’s ChargePoint data, utilization from February to April of 2024 is up approximately 100%
from 2023 utilization. Industry opinion on what charger utilization rate threshold should trigger a
discussion on adding additional chargers varies. For Dublin, a charger utilization rate reaching 30% or
higher for three months is suggested as the time to discuss whether an expansion is necessary. Other
factors helping to make that decision would be whether the three months were a spike due to a specific
event or whether other stations are already planned to be built in the area to displace the need.
The starting and ending State of Charge (SoC) were examined for DCFCs (Figure 11). SoC is less critical
for level 2s – it is commonly considered poor charging etiquette to leave a vehicle plugged into a DCFC
beyond 80% SoC, but the expectation for level 2 chargers is that the vehicle will remain plugged in until
it is full, which can take anywhere from a few hours to over a day, depending on the SoC, battery size,
and power level. Charge speed on a DCFC falls off dramatically once 80% SoC has been reached.
Charging over 80% can also harm the battery long-term. The data reveals that while many users plug in
around 30% SoC, 60% of users remain plugged in beyond 80% SoC.
STATION
NAME
# UNIQUE USERS
/ # SESSIONS
AVERAGE # OF
SESSIONS PER PORT
PER DAY
ACTIVE CHARGING
UTILIZATION (2024)*
NATIONAL UTILIZATION
AVERAGE (2024)**
Rec Center
(Level 2)
148 / 925 5.2 35%14.5%
City Hall
(Level 2)
78 / 471 1.3 23%14.5%
Dublin Library
(Level 2)
617 / 1,696 3.1 26%14.5%
Darby Lot #1
(DCFC)
285 / 1,061 11.8 40%17.1%
Darby Lot #2
(DCFC)
312 / 1,112 12.4 41%17.1%
2323232323
Figure 11: Starting and Ending State of Charge for DCFC Sessions
Source: City of Dublin ChargePoint Dashboard
Next, idle times by charger type were examined (Table 10). A vehicle is considered idling when it has
stopped charging but remains connected to the charging station. One key limitation of idle time data is
that the session ends when the vehicle is unplugged. This means users may have unplugged their
vehicles but remained blocking the space. Interestingly, in contrast to the SoC analysis, most idle times
are very short, especially for the DCFCs. 88% of DCFC sessions and 52% of level 2 sessions end within five
minutes of charging completion. However, some vehicles, especially on the level 2 chargers, remain
plugged in for a very long time after charging has finished.
Table 10: Idle Time by Charger Type
CHARGER TYPE NUMBER OF SESSIONS IDLE TIME
DCFC
4,802 <5 mins
543 5-60 mins
135 >60 mins
Level 2
5,370 <5 mins
3,838 5-60 mins
1,207 >60 mins
Source: City of Dublin ChargePoint Dashboard
Given the idle times, ending SoC, and lack of any fees for charging, Dublin should consider implementing
fees for EV chargers. Fees will allow for an opportunity to offset the cost of electricity and instill better
EV charging etiquette among users. Fees for charging are discussed further in Fees for EV Charger Use.
The Dublin City Council has adopted the 2024-2028 Five-Year Capital Improvements Program (CIP),
which allocates $256 million dollars for new and existing infrastructure in the City. The 2024-2028 CIP
includes $475k funding13 for EV Charging Station Infrastructure for the City’s growing fleet of EVs. The
design for the EV charging stations was completed in 2023 and includes carport structures equipped
13 https://city-dublin-oh-budget-book.cleargov.com/12774/capital-request/71042/view
-
200
400
600
800
1,000
1,200
1,400
5% 10% 15% 20% 25% 30% 35% 40% 45% 50% 55% 60% 65% 70% 75% 80% 85% 90% 95% 100%Number of SessionsUpper Limit of State of Charge (SoC)
Starting SoC Ending SoC
2424242424
with solar panels which protect the stations from snow and ice while also providing a renewable energy
source for the chargers.
Additional CIP funding is proposed each year to support electric vehicle fleet purchases and the future
buildout of EV charging stations both for Dublin’s fleet and the public. Dublin has also dedicated
significant personnel resources to furthering electrification efforts.
FFeess forr EVV Chargerr Usee
When EVs were first introduced, charging stations were often free to use and readily available as
needed. However, as EVs become more common, this is changing. Chargers, especially DCFC in popular
areas and during high travel periods, can be busy and require a driver to wait their turn. This is also
common for gas pumps during high travel times but the turnover is much faster. Chargers can also be
unavailable when EV drivers seek to charge their vehicle to 100%, as the last 10-15% charge can take a
much longer time to complete. Charging to 100%, especially routinely on a DC fast charger, is also not
recommended by vehicle manufacturers, as routinely charging to 100% can damage the battery through
overcharging and overheating.
Charging fees can be based on the amount of energy used [measured in kilowatt-hours (kWh)], the time
spent charging (measured in minutes), the time spent idling after charging, or a combination of all three.
An informal survey of the Electrify America app for chargers in Ohio revealed a pricing structure based
on energy usage. This typically includes additional fees if the vehicle remains connected after charging,
known as idle fees. The cost per kWh ranged from $0.48 to $0.64, while idle fees were either waived or
charged at $0.40 per minute after a 10-minute grace period.
The City of Bexley, Ohio charges an idle fee of $0.10 per minute after two hours of charging for the
chargers near their city hall. However, most private companies charge at the higher end of the scale. If
the fees are set too low, it may not deter drivers from occupying the charging stations longer than
necessary.
Tesla also has a congestion fee of $1 per minute that is charged when a vehicle reaches 90% SoC. This is
another tactic to turn over parking spots to the next vehicle. It’s worth noting that EV drivers,
particularly those who are accustomed to using public charging stations from well-known brands, are
likely accustomed to these energy-based, idle and congestion fees.
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. Not charging fees can also be a draw for employees and
tourists. As the City expands its charger offerings and to respond to the congestion that could occur with
more EVs on the road needing charging, it is recommended that fees be considered for both energy
usage and idling.As these fees are considered, additional thought should be given to implementing
unique discounts for residents versus non-residents or discounts for specific events that may draw in a
lot of tourists.
By implementing charging fees for EV stations, drivers are incentivized
to follow proper charging etiquette and move their vehicles promptly
when finished, reducing unnecessary idling and ensuring fair access for
all users.
2525252525
Charging Infrastructure Needs
This section addresses several critical components: the projection of charging scenarios to estimate
future EV registrations and corresponding infrastructure requirements, identification of recommended
priority locations within the City of Dublin, an assessment of revenues and costs through a cost recovery
framework, and the implementation of electrification best practices to guide both municipal and private
development initiatives. The analysis is designed to provide a strategic plan for the deployment of
efficient and effective EV charging infrastructure, ensuring the City of Dublin is well-prepared for
continued growth in EV adoption.
CChargingg Projectionn Scenarioss
It is important to acknowledge that projections for EV adoption have historically tended to overestimate
actual growth (Figure 12). Over the past decade, numerous forecasts anticipated more rapid increases
than what ultimately occurred. Given the current uncertainties within the EV market, the forecasting
methodology for the City of Dublin has been refined to adopt a more conservative approach. This
ensures that estimates for future EV registrations are realistic and that the City's investments remain
prudent and well-aligned with actual demand.
Figure 12: EV Adoption Forecasts Over the Years
Source: BloombergNEF
Dublin’s goal is to prioritize investments in strategic public charging
sites that complement market deployments and fill critical gaps the
private sector is not to ensure effective expansion of EV infrastructure
for all residents and visitors.
2626262626
As of July 2025, the City of Dublin recorded a total of 39,648 registered vehicles, with 1,688 classified as
EVs. Over the previous year (July 2024 to July 2025), 358 new EV registrations were documented,
indicating a steady growth in local adoption. To estimate future EV adoption, a linear forecast based on
the most recent registration data suggests Dublin could reach approximately 4,200 EVs by 2032.
However, given anticipated market developments, including the introduction of more affordable EV
models and expanded public charging infrastructure, this projection may be too conservative.
Recognizing these factors, the analysis applies exponential smoothing—a time-series forecasting
technique that places greater emphasis on recent trends. This method effectively mitigates short-term
variations and reveals long-term patterns in EV adoption.
Taking into account both market uncertainty and Dublin’s strong adoption momentum, a moderate
electrification scenario has been identified. This scenario targets approximately 5,000 AFV registrations
in Dublin by 2032. With continuing market and technology advancements, it is reasonable to expect that
around one-third of the city’s households—out of roughly 18,000—will own an EV within this
timeframe. This data-driven approach provides a robust foundation for planning future charging
infrastructure.
Figure 13: Dublin AFV Registrations Forecast
Source: HNTB
This figure is used in the EV charging scenarios and the calculations summarized in Table 11, which
details the ideal cumulative total EV charging station numbers including private sector and city
investments. These scenarios are created by projecting how many EVSEs will be needed to support the
total number of EVs. EVSE numbers include all level 2 and DCFC chargers, whether publicly or privately
funded. However, it does not include chargers installed in private homes.
The recommended charging scenario for Dublin will need to be reassessed based on actual market
trends due to how rapidly the EV market is evolving, but at this moment a moderately-high charging
scenario for 2035 is recommended, with a 17 to 1 EV to EVSE ratio. This is recommended because of the
high density of single-family homes in Dublin where most EV drivers will have the ability to charge at
home, rather than relying on public charging.
431
1,688
5,433
9,613
0
2,000
4,000
6,000
8,000
10,000
12,000
Jan-21 Jan-22 Jan-23 Jan-24 Jan-25 Jan-26 Jan-27 Jan-28 Jan-29 Jan-30 Jan-31 Jan-32Total AFV RegistrationsAFVs Registered Moderate Electrification High Electrification
2727272727
Table 11: Dublin Electrification Scenarios - Low, Medium, and High (Including Private Sector and City Investments)
CHARGING
SCENARIO
EV TO EVSE
RATIO
EV TO EVSE RATIO SOURCE EVSE NEEDED IN DUBLIN BY
2035
Low 37:1 McKinsey (Kampshoff et al. 2022)135
Medium 26:1 NREL (June 2023)192
Moderately-High 17:1 Recommended EV to EVSE Ratio by
2035
294
High 11:1 ICCT (Bauer et al. 2021)454
Source: National Renewable Energy Laboratory (NREL) – Building the 2030 National Charging Network
Next, the number of each type of charger needed was reviewed – level 2 versus DCFC. In terms of the
number of level 2 charging ports needed compared to DCFC ports, it is recommended to have a more
conservative ratio in the Dublin area at around 20:1 level 2 to DCFC as shown in Table 12. This is
recommended because Dublin already has a relatively low number of public level 2 ports compared to
DCFC ports. Since Dublin is comprised of mostly residential and mixed-use areas, where most users will
be parked for extended periods and not necessarily need rapid charging, a higher number of level 2
ports versus DCFC ports could serve most users. If grant funding for DCFC units does not become
available, or if private sector deployment of DCFCs exceeds expectations, Dublin should consider
reallocating its planned investment in DCFCs toward additional Level 2 chargers to better meet
community needs.
Table 12: Dublin 2035 Electrification Recommendations (Including Private Sector and City Investments)
PARAMETER VALUE
Projected Number of EVs in Dublin by 2032 5,000
Recommended EV to EVSE Ratio 17:1
Recommended Number of Public EVSE 294
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 280
Recommended Public DCFC Ports 14
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 107 existing public level 2
charging ports and 6 existing DCFC ports. Table 13 shows targets for EVSE implementation to meet the
2035 recommendations. These will include EVSE funded by the City of Dublin and the private sector.
Table 13: Public Level 2 and DCFC Recommended Implementation Targets by Year (Including Private Sector and City
Investments)
YEAR LEVEL 2 PORTS DCFC PORTS TOTAL PORTS INCREASE IN
NUMBER OF
PORTS
2023 83 6 89 -
2025 (Existing)107 6 113 +24
2028 150 8 158 +45
2030 200 10 210 +52
2035 280 14 294 +84
Source: HNTB
Projected Costs
The installation of EV chargers incurs various costs. Table 14 provides an estimate of the capital costs for
deploying the chargers, broken down by charger type and charging scenario. A moderately high charging
2828282828
scenario is recommended for Dublin. When this scenario is combined with a 20:1 ratio of level 2 to DCFC
chargers, the projected total cost comes to approximately $5M.
It’s important to note that these costs will not be borne by the City of Dublin alone. Rather, they
represent the collective investment required from all parties involved in charger installation to achieve
the stated charging infrastructure goal.
Implementation at this scale corresponds to the addition of one to two new charging locations per year
over the next ten years.
Table 14: Estimated EVSE Capital Costs Through 2035 (Including Private Sector and City Investments)
EV PER EVSE LEVEL
2 PER
DCFC
ADDITIONAL
LEVEL 2
NEEDED
BY 2035
ADDITIONAL
DCFC
NEEDED
BY 2035
LEVEL 2
CAPITAL
COST
ESTIMATE
DCFC
CAPITAL
COST
ESTIMATE
TOTAL CAPITAL
COST ESTIMATE
Low:
Mckinsey
2022 (37:1)
20:1 27 1 $545,000 $135,000 $680,000
12:1 23 5 $455,000 $945,000 $1,400,000
3:1 0 39 $0 $7,020,000 $7,020,000
Med: NREL
2023 (26:1)
20:1 81 4 $1,628,000 $648,000 $2,276,000
12:1 75 10 $1,500,000 $1,800,000 $3,300,000
3:1 27 58 $540,000 $10,440,000 $10,980,000
Moderately-
High (17:1)
20:1 173 8 $3,460,000 $1,440,000 $4,900,000
12:1 169 19 $3,370,000 $3,330,000 $6,700,000
3:1 95 92 $1,900,000 $16,560,000 $18,460,000
High: ICCT
2021 (11:1)
20:1 330 17 $6,606,000 $3,006,000 $9,612,000
12:1 315 32 $6,303,333 $5,730,000 $12,033,333
3:1 202 145 $4,033,333 $26,160,000 $30,193,333
Source: HNTB
Note: The capital cost estimate encompasses site preparation, utility upgrades, hardware, and installation. It is estimated that
the capital cost for a level 2 port is approximately $20,000, while a 150 kW DC Fast port costs about $180,000 per Table 16.
These figures do not account for ongoing operations and maintenance, electricity costs, or potential revenue generated by the
charging stations. For further information, refer to the Cost Recovery Model.
EV Charging Locations
Figure 14 provides a detailed overview of the existing and the recommended locations for EV charging
stations, including level 1, level 2, and DC Fast charging options across both public and private
developments. These stations are strategically positioned based on existing and anticipated demand in
traffic, tourism, and areas of growth as described in the Envision Dublin Community Plan.14 These
locations will help ensure accessible and convenient coverage to support the growing EV market in the
area. The black callouts indicate the locations in Dublin suitable for public investment in publicly
14 https://storymaps.arcgis.com/stories/775646484c58444e87f70a9bf507e6c6
Assuming the City of Dublin is responsible for 20% of the total charging
ports, it is recommended that the City install 36 Level 2 charging ports
and 2 DCFC ports by 2035. This would represent a capital investment of
approximately $1 million to support the adoption of EVs.
2929292929
accessible EV charging sites, while the blue callouts highlight key areas where private investment would
be more appropriate.
Figure 14: Future EV Charging Location Recommendations
Source: HNTB
Dublin is strategically targeting investment in 8 public EV charging sites
by 2035, to complement other private sector investments and help
ensure accessible and convenient coverage to support the growing EV
market in the area.
3030303030
CCostt Recoveryy Modell
This cost recovery model evaluates the financial viability of EV charging infrastructure by comparing
projected revenues against associated costs. Revenues streams include energy-based user fees and idle
time charges, while costs encompass capital expenditures and ongoing Operations and Maintenance
(O&M).
Figure 15: Cost Recovery Model
Source: HNTB
Dublin evaluated EV infrastructure costs across multiple dimensions
including capital, electric, maintenance, and other expenses to ensure a
holistic financial model.
313131313
EV Charging Station Costs
When deploying any EV charging station, several major cost categories must be factored in, including
site preparation, utility upgrades, hardware purchases, installation costs, EV charging station
management software, networking and data services, ongoing costs of electricity to power the EV
charging station and EVs, and routine, preventative, maintenance costs as well as repair costs. These are
detailed in Table 15.
Table 15: EV Charging Station Total Costs of Ownership – Categories and Components
CATEGORY COMPONENTS
Capital Costs
Site
Preparation
Includes trenching/boring, paving, lighting, ADA compliance,
protective barriers (such as bollards), and landscaping.
Utility
Upgrades
Covers transformer upgrades, new meters, and service
extensions.
Hardware Refers to the purchase of charging units (e.g., pedestal-
mounted Level 2 or DCFC units).
Installation Encompasses labor, permits, materials, and inspections.
Operations &
Maintenance
Software Network management, user interface, payment processing,
and smart grid integration.
Networking Connectivity costs (e.g., cellular data plans).
Electricity Power consumption based on usage and local utility rates.
Maintenance Routine servicing, part replacement, and software updates.
Source: HNTB
This analysis is structured to detail costs across four primary categories: capital costs, maintenance
costs, networking costs, and the costs of the electricity to power the stations. Table 16 provides a high-
level per-port cost breakdown of the cost components for Level 2 and DC fast chargers. Costs are based
on current, publicly available data, and are meant for high-level estimation purposes. Final costs and
vendor fees are highly variable, requiring project specific quotes. Public chargers typically have a life
cycle of 10 to 15 years, depending on utilization and environmental factors. Over this period, installation
and operational costs can be reasonably recovered, and infrastructure needs can be reassessed as
market conditions evolve. Replacement planning should account for new hardware, installation labor,
and any necessary utility upgrades, all of which contribute to future capital costs.
Table 16: Summary of Estimated Costs by Port
CATEGORY SUB CATEGORY LEVEL 2 PORT DCFC PORT
Capital Costs*
Planning & Oversight ~$4,000 ~$35,000
Site preparation & Labor
(Utility upgrade, trenching)~$7,000 ~$55,000
Hardware & Installation ~$9,000 ~$90,000
Maintenance
(Annual)-~$500-$1,500 ~$3,000-$10,000
Networking
(Annual)-~$500-$1,500 ~$65-$625
**Electricity (Annual)-~$311 ~$18,020
Initial Investment (CAPEX)-~$20,000 ~$180,000
3232323232
Annual Total (OPEX)~$3,000 ~$25,000
Source: HNTB
*Includes administrative legal expenses, rights-of-way, appraisals, architectural and engineering fees, project inspection fees,
site work, trenching and removal, construction, and equipment (pedestal, transformer, distribution panels & breakers, main
circuit breaker, remote shutdown, pull boxes, and conduits, wiring, paint, bollards, etc.).
**Electricity costs are detailed in Table 17.
Utility costs for electricity to operate EV charging stations are highly variable, influenced by multiple
factors including the type of charging station, utilization rates, and local utility pricing structures. Utility
rates often include demand charges, especially for commercial and industrial customers such as EV
charging stations. The scenarios below are based on specified assumptions and provide an example of
annual electricity cost for Dual-Port Level 2 and Dual-Port DCFC EVSE.
Table 17: Estimated Electricity Costs Breakdown
CATEGORY ONE DUAL-PORT LEVEL 2
STATION
ONE DUAL-PORT DCFC
STATION
Service Schedule AC Single Phase Dual Phase 480V Service
Approx. Base Charge (Flat
monthly fee on utility bill)
$10.21 Single Phase/$25.95 3-
phase $25.95 (3-phase)
Approx. Energy Rate $0.13 / kWh $0.10 / kWh
Demand Charges None $12.75 flat fee winter; $9.38
/ kW summer
Reactive Power Charges None $0.003 / kVARh
Monthly Operating Cost $52 $3,003
Annual Operation Cost (Dual
Port)$622 $36,039
Assumptions 160 kWh per month 796 kWh per month
Annual Operation Cost (Single
Port)$311 $18,020
Source: HNTB
*Note: Table 17 presents electric costs only. For comprehensive costs, including networking and maintenance, refer to Table 16.
The estimates are illustrative and intended for reference purposes only. Updates may be necessary based on utility. This is
provided as general guidance.
Revenues
Dublin’s first chargers went live before state law changed to allow non-utilities to charge for electricity
so they could only be provided free of charge. As the City expands its charger offerings and to respond
to the congestion that could occur with more EVs on the road needing charging, it is recommended that
fees be considered for both energy usage and idling. Accurate revenue forecasting hinges on a
comprehensive understanding of several interconnected factors:
1.EV Adoption Rates and Regional Demand in Dublin:The fundamental driver of charging
revenue is the actual demand for EV charging, which is directly tied to the rate of EV adoption
within Dublin and its surrounding region. Accurate predictions of regional EV charging demand
are crucial and involve analyzing historical charging data, considering factors such as the current
3333333333
number of EVs, their typical charging patterns, existing infrastructure availability, and external
variables like weather conditions and time of day. Dublin’s revenue projections must therefore
carefully consider its own projected EV growth trajectory and how it aligns with these broader
trends.
2.Charger Utilization Rates (Benchmarking and Forecasting):Utilization, defined as the
percentage of time a charger is actively in use, is a direct determinant of revenue; higher
utilization rates translate into increased revenue and improved ROI. For EV chargers to achieve
profitability, a utilization rate of at least 17%
15 is typically required, though market leaders may
achieve profitability with a slightly lower rate of 14%. However, observed average daily
utilization can vary widely, from a low of 13% to a high of 47% across different fast-charging
stations. It is important to note that a significant proportion of chargers, even in mature EV
markets like the Netherlands, operate at a loss, with 20% of DC chargers exhibiting less than 1%
utilization. Factors that influence utilization include the quality of the location (visibility,
accessibility, proximity to amenities), the daily number of charging sessions, the average energy
dispensed per session, and the level of competition from nearby charging options.
3.Pricing Strategy and Competitiveness:The chosen pricing strategy directly impacts revenue.
Offering a competitive price per kWh or per session is essential to ensure that Dublin’s chargers
remain attractive compared to alternative charging options. The pricing model must strike a
delicate balance between affordability for users and the need to cover operational costs and
achieve revenue targets. Experimenting with different pricing models and continuously
monitoring driver responses is key to identifying the optimal price point that maximizes revenue
without deterring users. It is crucial to avoid extreme pricing: setting rates too low can
undermine the financial sustainability of the charging stations, while rates that are excessively
high can deter EV drivers. A thorough understanding of the local utility’s energy pricing
structure, including any demand charges during peak hours, is fundamental for developing an
effective and profitable pricing strategy16.
4.Charger Reliability and Uptime:The reliability and consistent uptime of charging stations are
non-negotiable for revenue generation and customer satisfaction. Any downtime directly
impacts revenue potential and erodes customer trust. A reputation for reliable chargers fosters
repeat business, whereas frequent outages will deter usage and lead to negative perceptions.
5.Location Quality and Accessibility:The strategic selection of deployment sites is paramount for
maximizing utilization and ensuring long-term profitability. EV drivers prioritize stations that
offer minimal wait times and straightforward access. Sites that are poorly marked or
consistently occupied are likely to experience reduced usage. The optimal location varies
depending on the charger type.
15 https://kalibrate.com/insights/blog/electric-vehicles/utilization-passing-the-ev-charger-roi-test/
16 https://www.pecnw.com/blog/how-to-forecast-revenue-for-ev-charging-stations/
As the City expands its charger offerings and to respond to the
congestion that could occur with more EVs on the road needing
charging, it is recommended that fees be considered for both energy
usage and idling.
According to Stable Auto17, the national average estimated price of charging at DCFC stations is $0.45
per kWh, while in Ohio it is $0.40 per kWh. For Level 2 stations, the national average estimated price is
$0.26 per kWh. Several pricing scenarios can be considered for EV charging, including low, moderate,
and high pricing tiers.
Table 18: Pricing Scenarios
CATEGORY PRICING [$/KWH]
Level 2 0.26 $/kWh
DCFC – Low Price 0.30 $/kWh
DCFC – Moderate Price 0.40 $/kWh
DCFC – High Price 0.50 $/kWh
Source: HNTB
Variations in charging utilization are notable and should be considered when evaluating operational
scenarios. The following outlines low, moderate, and high utilization cases.
Table 19: Utilization Scenarios by Port Type
NUMBER OF SESSIONS PER DAY [UTILIZATION %*]
Category Low [Utilization %] Moderate [Utilization %] High [Utilization %]
Level 2 1 session [16.67%] 2.5 sessions [40%] 4 sessions [66.7%]
DCFC 2 sessions [6.25%] 5 sessions [15.6%] 10 sessions [31.25%]
Source: HNTB
*Note: Utilization calculations are based on 45-minute DCFC fast sessions and 4-hour Level 2 sessions
EV Charger Financial Model
The initial funding for acquisition of the EV charger infrastructure could consist of a mix of grants, city
resources, and proceeds from financing. The use of equipment lease financing could be used to acquire
the charging equipment with the source of repayment derived from user fee revenue. Equipment
leasing offers the structuring flexibility and relatively low cost of borrowing that would complement the
funding objectives of the EV Charger program.
The program will operate on a self-sustaining model. All budgetary and financial activity would be
tracked in a separate enterprise fund established for the purpose of tracking program revenue and
expenditures.
The revenue from user charging fees should be used to offset the full cost of equipment acquisition,
operations and maintenance of the charging stations. The cost recovery would be designed in
accordance with the City’s cost recovery policy as reviewed and approved by City Council annually.
17 https://stable.auto/insights/electric-vehicle-charger-price-by-state
Breakeven Year Estimate
Based on different studies, it can take anywhere from 2 to 10 years for a DC fast charger to break even,
depending on various factors such as initial investment cost, usage rates, and operating expenses. Some
businesses might break even in 2-3 years, while others might take longer.
Assuming an average session of 60 kWh, with a moderate utilization (See Table 19) rate of five sessions
per day (representing a 15% utilization rate), and a moderate pricing rate (See Table 18) of $0.40 per
kWh with a projected 2% annual increase in both revenues and costs, the following summarizes a
simplified 10-year cost recovery model for a 150 kW dual-port charging station. The analysis is based on
360 operational days per year at 97% uptime, and an initial capital investment of $180,000 (See Table
16). Under these parameters, annual revenues are estimated to range from approximately $40,000 to
$50,000, while annual operating costs are projected to be around $25,000.
Estimated Annual DCFC Revenue (Dual-Port 150kW) = 5 [sessions] x 360 [days] x 97 [%] x 60 [kWh] x
0.40 [$/kWh]= $41,904.
Figure 16: Estimated Breakeven Year for a Dual-Port 150kW DC Fast Charger
Source: HNTB
For a single-port Level 2 charger, with the assumption of an average session of 11.5 kWh at 2.5 sessions
per day (equating to approximately 40% charger utilization daily), each session lasting four hours and
delivering roughly 46 kWh, and a charging fee of $0.26 per kWh, the projected initial capital expenditure
is $20,000 with annual operating expenses of $3,600. Assuming 97% uptime across 360 days of
operation per year, the estimated annual revenue for the single-port charger is calculated as follows:
Estimated Annual L2 Revenue (Single-Port) = 2.5 [sessions] × 360 [days] × 97 [%] × 46 [kWh] × 0.26
[$/kWh] = $10,441.
Under these parameters, the simplified 10-year cost recovery model for a single port L2 charger is
shown below:
Figure 17: Estimated Breakeven Year for a Single-Port Level 2 EV Charger
Source: HNTB
Assuming the deployment schedule of two DCFC ports in Year 4, and the addition of four Level 2 ports
annually starting in Year 1—with an increased rate of 6 ports in Year 6 and 10 ports in Year 7—the
following analysis presents the projected revenue and cost outcomes for the planned installation of 36
Level 2 and 2 DCFC ports. This assumes moderate pricing, utilization, and adoption scenarios, with no
idle fees. This deployment becomes profitable in Year 5.
Figure 18: Estimated Breakeven Year for a Phased Deployment of 36 Level 2 Ports and 2 DC Fast Ports
Source: HNTB
In light of the above analysis, Level 2 charging solutions present a clear, low-risk pathway for Dublin,
offering reliable cost recovery and strong potential for positive returns, especially with phased
deployment. While DC fast charging entails a greater financial commitment and inherently higher risk
due to its upfront investment, the long-term prospects remain promising—both models are expected to
deliver not only a positive return on investment but also significant social benefits by promoting broader
EV adoption.
EElectrificationn Bestt Practicess
The working group reviewed the various ownership models and researched best practices for
electrification from the City’s perspective as a charging owner/operator and from the perspective of
developers bringing EV chargers to the City.
The remainder of this section provides guidance for private developers on installing EV charging and
best practices for contractual agreements for the City to own and operate chargers on their property.
The recommendation is to continue contracting full services to third parties, as this approach minimizes
costs, leverages skilled maintenance, and allows for flexibility in provider changes.
Ownership Models Analysis
The city must consider the impacts of EV charging station ownership models on capital outlay, ongoing
O&M costs, and potential revenue before deploying chargers. Ownership types affect budget allocation,
risk exposure, and infrastructure scalability. Understanding the trade-offs between financial investment
and public benefit will help policymakers choose the best model for strategic sustainability goals.
Table 20: Ownership Models
CONSIDERATION DUBLIN OWNS
AND OPERATES
DUBLIN CONTRACTS WITH
THIRD-PARTY FOR O&M
SERVICES
THIRD-PARTY LEASES
SITE FROM DUBLIN AND
OWNS AND OPERATES
Capital Costs $$$$$$$$$
Operations &
Maintenance
$$$$$$$$$
Revenue $$$$$$$$$
Conclusion Higher Costs
Higher Risks
Moderate Costs
Moderate Risks
Lowest Costs
Lowest Risks
Source: HNTB
Contracting with a third-party vendor for full-service EVSE delivery offers Dublin a balanced approach
to infrastructure deployment. This model reduces the City’s capital and operational expenditures while
leveraging vendor expertise for installation, maintenance, and customer service. Although direct
revenue may be lower compared to City-owned models, this approach aligns with Dublin’s goals of
enhancing public amenities and accelerating EV adoption. It also shifts operational risks to specialized
providers, allowing City staff to focus on strategic priorities. Partnering with experienced vendors can
expedite deployment timelines and ensure high-quality service standards across the network. In order
to implement this model, the next step should be to develop a framework to implement user fees,
operations and policy considerations to create a plan to establish the structure of the program.
By prioritizing publicly accessible facilities in its EV infrastructure
strategy, Dublin positions itself as a leader and a model for other
cities, demonstrating how thoughtful investment in charging stations
can accelerate the transition to sustainable transportation and
maximize community impact.
City of Dublin
Table 21 presents best practices that the City of Dublin should consider when operating EV charging
infrastructure on Dublin-owned property.
Table 21: Key Considerations for the City of Dublin
CATEGORY BEST
PRACTICES
DESCRIPTION
Accessibility
Scalability Prioritize EV charging management system capabilities that meet the growing
demands of handling more drivers, chargers, and transactions.
Compatibility
Deploy chargers that are compatible with the highest number of EVs on the
market and ensure interoperability with various EV models by accommodating
the appropriate connector standards (such as CCS, or NACS standards).
Code Changes Enact code changes that allow the City to enforce EV charging only parking
spaces.
Visibility Ensure EV drivers can easily locate the EV chargers upon entrance to the
property through appropriate ground or sign markings.
Fleet
Management
Capabilities
Ensure the EV charging infrastructure is optimized to fulfill the charging needs
of employee drivers and fleet managers, including automatic notifications via
smart connections to promptly address maintenance issues.
Standards
and
Integration
Data Security
and Privacy
Implement robust data security measures to protect user data and privacy, in
compliance with applicable regulations.
Customer
Support
Specify the provision of reliable customer support services, including 24/7
assistance and responsive maintenance teams.
Charging
Management
Require that EV charging systems notify users via app or SMS when charging
is complete. This encourages timely vehicle removal, improves charger
availability, and supports better etiquette at public charging sites.
Pricing
Transparency
Ensure a transparent procurement and charging pricing process. All vendors
will be required to make an API available for free to third party software
developers to share this information.
Sustainability
and Future-
Proofing
Smart Grid
Integration
Promote integration with the local smart grid to optimize charging schedules
and reduce strain on the electrical grid during peak times.
Community
Engagement
Include provisions for community engagement and feedback mechanisms to
address concerns and ensure charger locations are well received by residents.
Compliance
and Reporting
Set up regular reporting and compliance checks to ensure that contractors
meet the terms of the agreement and adhere to City standards.
Futureproofing Consider future technologies and standards, ensuring that the contract allows
for upgrades and adaptations as the EV charging industry evolves.
Incentives for
Renewable
Energy
Explore incentives for contractors to invest in renewable energy sources and
energy storage solutions to reduce environmental impact.
Pricing
Stay Up to
Date with
State Law
An entity providing EV charging services is not considered a public utility.
Pricing by kWh and time are both permitted, with per kWh gaining more
popularity and being perceived as fairer. Costs around $0.50/kWh are
common for privately owned DCFC.
Ohio currently collects EV, PHEV, and Hybrid registration fees to supplant or
replace gas tax revenue, but these fees are not being shared with
municipalities.
Charging For
Usage
Set up fees to recoup energy costs and encourage good etiquette. Specific
recommendations are discussed in Fee and Code Considerations.
CATEGORY BEST
PRACTICES
DESCRIPTION
Demand
Charges
Low utilization of high-power chargers can impose high demand charges.18 Be
careful not to over-build DCFCs to keep utilization high. Inconsistent or “peak”
usage will incur higher fees from the utility. Talk to the utility about EV-
specific rates that may exist.
Fees for
Behavior
Change
Imposing idle fees once charging has substantially completed encourages
turnover. Drivers have come to expect fees, and pricing this scarce resource
accordingly will become more critical. Flat idle fees in the range of $0.40 -
$1.00 per minute are common for DCFCs but using an escalating fee may
produce better results. Tesla offers a tiered system where the fee is
dynamically adjusted based on congestion at the Supercharger and the
vehicle’s SoC.19
Equity
Outreach to people who don’t have charging at home is recommended to
ensure that pricing strategies do not exclude these groups. Lower -income
populations are less likely to have access to home charging, a double -edged
sword – higher prices will affect them disproportionately, but higher turnover
of spaces could be a benefit to a group that doesn’t otherwise have access.
Source: HNTB
18 Electricity Cost for Electric Vehicle Fast Charging (nrel.gov)
19 https://www.tesla.com/support/charging/supercharger/fees
Private Development
From offering EV charging as an incentive for employees to adding an EV charger to their place of
business as a new revenue source, private businesses and developers of various types are seeing the
electrification of vehicles impact their day-to-day decisions.
The City of Dublin takes an active role in partnering with businesses who choose Dublin as their home
and wants to continue to offer that partnership as Dublin’s EV charging network is built. This includes
creating public-private funding mechanisms to promote the installation of new EV charging stations,
particularly in multi-family residences and commercial developments.
Table presents best practices for private developers to implement when installing EV chargers. It is
recommended that these best practices be shared on an electrification webpage, serving as a resource
to guide effective and efficient charger installations and promote broader adoption of EVs.
Table 22: EV Charging Best Practices for Private Developers
CATEGORY BEST PRACTICES DESCRIPTION
Physical Space
Easy Access
Place EV chargers in well-lit, well-marked and easily accessible areas,
such as near parking lot entrances and exits. This will make it easier
for drivers to find and use the chargers.
Location Convenience
Place EV chargers in locations that are convenient for users, such as
near shopping centers, workplaces, and residential areas to
encourage more people to use the chargers.
Site Aesthetics
Ensure that the placement of EV chargers is carefully considered to
preserve the site’s visual appeal while still providing convenient
access to charging stations.
Electric
Utilities
Early Coordination
Coordinate with the local electric utility company early in the
planning process to ensure that there is sufficient electrical capacity
to support the EV chargers.
Site Improvements
Determine if any utility upgrades such as system upgrades,
distribution work, or new service work are needed and the
associated costs.
Separate Metering
Request separate metering for EV chargers to appropriately pass
along electricity charges and to receive better data on electricity
usage. Separately metering charging load, either with a separate
meter or submetering equipment, is necessary for functions such as
billing EV drivers based on usage, administering different rates,
collecting charging data, and excluding charging load from demand
charge calculations from the rest of the building.
Permits and Licenses
Obtain all necessary permits and licenses from the City of Dublin to
ensure that the EV chargers are in compliance with all applicable
laws and regulations.
Site Feasibility
Pull-Through Spots Prioritize pull-through spots for more efficient use of charging and to
address the needs of medium and heavy-duty vehicles.
Amenities Install chargers near amenities such as restaurants, restrooms,
seating, and vending machines.
Safety and
Security
Fire Safety Comply with all applicable fire safety codes and regulations.
Remote Shutoff Equip the EV chargers with remote shutoff capability, so that they
can be turned off in the event of an emergency.
Cybersecurity
Measures
Implement cybersecurity measures to protect against unauthorized
access and data breaches.
CATEGORY BEST PRACTICES DESCRIPTION
Locked Cabinets Store the EV charging equipment in locked cabinets to prevent theft
and vandalism.
Vandalism Resistance
Choose EV chargers that are vandalism resistant. This includes
features such as heavy-duty construction, security cameras, and
motion sensors.
Cameras Consider installing cameras at the EV charging station to improve
safety.
Lighting Install adequate lighting at the EV charging station to improve
visibility and safety.
Accessibility
ADA Compliance
Make sure that the EV charging station is accessible to people with
disabilities., taking into consideration guidelines provided by the U.S.
Access Board20 for inclusive design.
Maintenance
Establish a regular maintenance schedule for the EV charging station
to ensure that it is in good working order. This includes inspecting
the equipment for damage and making any necessary repairs.
Source: HNTB
Electrification Recommendations
This section provides actionable insights for stakeholders at various levels, detailing how to navigate the
evolving landscape of EVs and EV charging infrastructure. These core recommendations provide a
roadmap for making informed decisions and investments in the electrification journey.
CChargingg Infrastructuree Deploymentt
Short-term Recommendations (2026-2027)
Annually review charger deployment locations and needs through
the Capital Improvement Program process, programming new
equipment as funding and project priorities allow.
As part of this review, apply a standard of 30% average usage
sustained over a three-month period to determine when to consider
adding chargers at existing locations, while also evaluating usage
data in the context of nearby events that may skew results and
incorporating any public feedback about the site.
WHO'S INVOLVED:
Facilities, Transportation and
Mobility, Deputy City Manager, City
Manager
Medium-term Recommendations (2028-2030)
Update projections every 2 years to check adoption, regulation,
funding changes, etc.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Facilities, Data and
Analytics
20 https://www.access-board.gov/ta/tad/ev/
A
B
Long-term Recommendations (2030-2035)
Reassess needs based on changes in EV technology, adoption rate,
and private charging availability.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Data and Analytics
PPlanningg andd Zoningg Codes,, Buildingg Standardss
Short-term Recommendations (2026-2027)
Evaluate the zoning code to facilitate the installation of EV charging
infrastructure by assessing current codes, requiring EV-ready
parking, and ensuring a percentage of spaces in new parking lots
and garages are EV-ready in upcoming code updates.
This effort should include encouraging new homes to be
constructed with 220V electrical lines to support Level 2 chargers
and developing solutions for renters in multi-unit housing.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering
Use the U.S. Access Board Design Recommendations for ADA
accessible vehicle charging stations. This entails recommending a
percentage of spaces to be ADA accessible ensuring inclusivity and
accessibility.
WHO'S INVOLVED:
Transportation and Mobility,
Planning, Engineering, Facilities
Medium-term Recommendations (2028-2030)
Create educational materials for development projects, establish
clear guidance for EV readiness once changes in the zoning code
are complete, and offer options for varying levels of development,
from basic readiness to comprehensive charging infrastructure.
WHO'S INVOLVED:
Planning, Communications and
Marketing, Transportation and
Mobility, Economic Development
Long-term Recommendations (2030-2035)
Work collaboratively with housing developers as project proposals
are submitted to request accommodating the evolving needs of EV
charging infrastructure.
WHO'S INVOLVED:
Planning, Economic Development,
Transportation and Mobility
C
A
B
C
D
PPartnershipss
Short-term Recommendations (2026-2027)
Continue to collaborate with MOPRC to identify new collaboration
opportunities. This should include participating in the Central Ohio
Charging Smart Cohort and seeking Gold status in the Charging
Smart Program and new granting opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Economic Development, City
Manager’s Office, MORPC
Medium-term Recommendations (2028-2030)
Continue collaboration with neighboring jurisdictions and MORPC
to identify partnering opportunities.
WHO'S INVOLVED:
Transportation and Mobility,
Utilities, MORPC, Neighboring
Jurisdictions
Long-term Recommendations (2030-2035)
Further coordinate with regional partners to review the network of
EV charging stations in the area, so that Dublin remains connected
to neighboring communities.
WHO'S INVOLVED:
City Leadership, Transportation and
Mobility, Regional Municipalities
Educationn andd Outreachh
Short-term Recommendations (2026-2027)
Conduct public outreach to understand community needs and
share Dublin’s plans. Then, use the findings to create an educational
campaign that promotes EV benefits, incentives, new technologies,
best practices, and EV etiquette.
The medium-term recommendation under Planning and Zoning
should build upon this effort as the foundation for developing the
necessary materials.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing with
input from local community partners
Medium-term Recommendations (2028-2030)
Work with Visit Dublin Ohio to update their tourism information to
include information on EV charging.
WHO'S INVOLVED:
Transportation and Mobility,
Communications & Marketing, Local
Community Organizations
A
B
C
A
B
Long-term Recommendations (2030-2035)
Reassess public education and outreach needs as EV technology
advances.
WHO'S INVOLVED:
Transportation and Mobility
DDublinn Fleett
Short-term Recommendations (2026-2027)
Pursue light-duty vehicle conversions and conduct ongoing
assessment of fleet needs in alignment with the recommendations
of the Dublin Sustainability Plan.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Continue to meet with local government fleet management teams
to discuss ideas and best practices around procurement and
management of EVs and chargers.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Medium-term Recommendations (2028-2030)
Evaluate light duty fleet vehicles that have demanding duty cycles
with EVs of PHEVs to assess if operational needs are met.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Long-term Recommendations (2030-2035)
Carry out the Dublin Sustainability Plan’s recommended
implementation to identify infrastructure needs to increase EVs and
equipment within parks and facilities maintenance.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
Reassess fleet needs. Fleet needs and vehicles available to fill those
needs will continue to change over time so a regularly scheduled
reassessment of needs around the capital budget process is needed.
Continue to actively pursue light-duty vehicle conversions as
contained in the Dublin Sustainability Plan’s recommendations.
WHO'S INVOLVED:
Transportation and Mobility, Facilities
and Fleet Management
C
A
B
C
D
E
FFundingg
Short-term Recommendations (2026-2027)
Explore available external state and federal grants and incentives
for EV charging infrastructure and develop a strategy to secure
funding. Engage with other governmental agencies on partner
opportunities to develop regional grant applications. Consider
priority federal grants such as the National Electric Vehicle
Infrastructure (NEVI) Program.
WHO'S INVOLVED:
Transportation and Mobility, City
Manager’s Office, Transportation &
Mobility
Medium-term Recommendations (2028-2030)
Incorporate dedicated funding within the ongoing five-year CIP to
support the expansion and maintenance of EV charging
infrastructure, while actively monitoring federal, state, and utility
grant opportunities as funding availability and project priorities
allow.
WHO'S INVOLVED:
Transportation and Mobility, City
Finance Department, City Council
Collaborate with developers and utility providers to ensure that
proposed projects are supported with adequate electrical
infrastructure to maximize economic development opportunities.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department
Long-term Recommendations (2030-2035)
Explore public-private partnership opportunities for EV
infrastructure investments to reduce the burden on the City’s
budget.
WHO'S INVOLVED:
Transportation and Mobility, City
Economic Development Department,
Private Sector Partners
A
B
C
D
FFeee andd Codee Considerationss
Short-term Recommendations (2026-2027)
Create a robust financial and operational implementation
roadmap including the development of an enterprise fund and
sustainable fee structures.
WHO'S INVOLVED:
City Council, City Manager’s Office,
Transportation & Mobility, City
Finance Department, City Engineer
Develop a framework to implement user fees, for both DC fast
chargers (DCFC) and Level 2 chargers, to recover electricity costs
and promote sustainable use. This includes implementing higher or
idle-time fees for DCFC to encourage turnover after reaching an 80%
state of charge while recognizing that idle fees for Level 2 chargers
may be less critical due to lower demand and usage patterns. To
align with Dublin’s goals—recovering costs while promoting proper
EV charger usage—it is advised to avoid setting prices too high or
too low and to use these average rates as a guideline: $0.26/kWH
for Level 2 charging and $0.40/kWh for DC Fast charging.
Medium-term Recommendations (2028-2030)
Consider policy and code updates to deter non-compliant parking
at EV charging stations. This includes measures to prevent internal
combustion engine vehicles from occupying EV-designated spaces
and to discourage EV drivers from parking without actively charging.
Such policies will help ensure fair access to charging infrastructure
and promote responsible usage.
WHO'S INVOLVED:
City Planning Department,
Transportation and Mobility
Long-term Recommendations (2030-2035)
Keep up with maintenance, make sure fees are accomplishing the
intended goals.
WHO'S INVOLVED:
City Manager’s Office, Transportation
& Mobility, City Finance Department
A
B
B
C
FFuture Considerations
Alongside the electrification recommendations, these future considerations provide additional
opportunities to support continued progress in advancing EV infrastructure.
Future Considerations
x Meet with large, private employers to understand their roadmap on offering EV chargers for employees,
including incentives such as front row parking.
x Meet with new businesses interested in moving to or expanding in Dublin to discuss their plans to add
employee EV charging to parking areas.
x Seek partnerships with businesses to expand the network of public and private charging stations.
x Update projections every 2-3 years to check adoption, regulation, funding changes, etc.
x Through coordination meetings with utility companies, inquire about their challenges and needs regarding
managing grid load and capacity to align sustainability efforts and to share Dublin’s plans and goals to
understand level of effort for deployment.
x Develop community outreach materials that provide information for diverse populations, ensuring
equitable awareness and knowledge sharing about EVs and charging infrastructure.
x Provide educational materials at various City-hosted events, such as the State of the City, Homeowners
Associations Leadership meetings, etc.
Appendix A – Existing Conditions
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1 Introduction..........................................................................................................................................5
2 EV Market Trends..................................................................................................................................5
2.1 Ohio EV Trends..............................................................................................................................5
2.2 EV Charger Trends.........................................................................................................................6
3 Existing Plans.........................................................................................................................................8
3.1 State of Ohio.................................................................................................................................8
3.2 Mid-Ohio Regional Planning Commission.....................................................................................8
3.3 Franklin County.............................................................................................................................9
3.4 City of Columbus.........................................................................................................................10
3.5 City of Dublin...............................................................................................................................10
3.6 City of Marysville.........................................................................................................................11
3.7 Columbus Partnership.................................................................................................................11
4 Dublin EVSE Locations and Utilization Patterns.................................................................................12
4.1 EV Charging Types.......................................................................................................................12
4.2 Inventory of Chargers .................................................................................................................14
4.3 User Behavior Analysis................................................................................................................19
4.3.1 Level 2 Charger User Behavior............................................................................................1 9
4.3.2 DC Fast User Behavior.........................................................................................................20
4.4 Public EV Charging Policy............................................................................................................23
4.5 Impact of Deploying EV Charging for Parking Business Owners and Users................................23
5 Current Electric Grid and Capacity.....................................................................................................24
6 EV Adoption Rates ..............................................................................................................................25
6.1 Comparison with National Trends..............................................................................................27
7 Next Steps...........................................................................................................................................28
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Table 1: Acronyms.........................................................................................................................................4
Table 2: Fleet Vehicles Targeted for Electric Replacement ........................................................................11
Table 3: EV Charging Types.........................................................................................................................13
Table 4: EV Chargers in the City of Dublin..................................................................................................14
Table 5: Type of Public Charging Facilities..................................................................................................17
Table 6: Charging Infrastructure by Network.............................................................................................18
Table 7: Sample Summary Statistics for Residential and Public Level 2 Charging Stations........................19
Table 8: Sample Summary Statistics for DCFC Stations..............................................................................21
Table 9: Local EV Registration Trends.........................................................................................................26
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Figure 1: Ohio Alternative Fuel Vehicle Registrations..................................................................................6
Figure 2: Timeline of Chargers Coming Online in Ohio.................................................................................7
Figure 3: Chargers in Ohio by Location and Age...........................................................................................7
Figure 4: MORPC Regional Sustainability Agenda Goals...............................................................................9
Figure 5: Dublin CFI Application Summary ...................................................................................................9
Figure 6: Columbus Partnership Recommended Charging Locations in Central Ohio ...............................12
Figure 7: Level 1, Level 2, and DC Fast Charging.........................................................................................13
Figure 8: Existing EV Chargers in and around Dublin..................................................................................16
Figure 9: Public Charging Infrastructure from 2018-2023..........................................................................17
Figure 10: Representation of a ChargePoint Dashboard............................................................................18
Figure 11: Sample Distribution of Residential and Public Level 2 Charging Session Start and End Times .20
Figure 12: Sample DCFC Sessions SOC Before and After Charging.............................................................21
Figure 13: Annual Average Daily Traffic (AADT) Trends in Dublin..............................................................22
Figure 14: Chargers by City in Central Ohio................................................................................................23
Figure 15: Utility Providers in Dublin..........................................................................................................24
Figure 16: Top EV Registrations in Dublin...................................................................................................25
Figure 17: EV Local Adoption Rates............................................................................................................27
Figure 18: Cumulative EV Sales by State (Jan 2011 to Dec 2022 - excluding California)............................27
Figure 19: Marion County, IN - EV Registrations ........................................................................................28
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Table 1: Acronyms
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AADT Annual Average Daily Traffic
AC Alternating Current
AFDC Alternative Fuel Data Center
AFV Alternative Fuel Vehicle
BEV Battery Electric Vehicle
BMV Bureau of Motor Vehicles
CCS Combined Charging System
CFI Charging and Fueling Infrastructure
DC Direct Current
DCFC Direct Current Fast Charging
EV Electric Vehicle
EVSE Electric Vehicle Supply Equipment
FCEO Franklin County Engineer’s Office
GHG Greenhouse Gas
ICE Internal Combustion Engine
L1 Level 1
L2 Level 2
MORPC Mid-Ohio Regional Planning Commission
NACS North American Charging Standard
NEVI National Electric Vehicle Infrastructure
NREL National Renewable Energy Laboratory
ODOT Ohio Department of Transportation
PEV Plug-in Electric Vehicle
PHEV Plug-in Hybrid Electric Vehicle
SOC State of Charge
SWOT Strengths, Weaknesses, Opportunities and Threats
TRC Transportation Research Center
USDOT United States Department of Transportation
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Dublin, Ohio, aspires to be the most sustainable, connected and resilient global City of choice through
state-of-the-art infrastructure, convenient transportation and expansive broadband access. With a 100-
gigabit fiber network, strategic private and public partnerships, and significant investments in
innovation, Dublin is emerging as a global leader providing an ecosystem for companies to beta test new
technologies. Dublin is working to “improve lives, drives and experiences” by embracing the significant
shift in the automotive industry towards sustainability. Recognizing the potential of electric vehicles
(EVs) to reduce carbon emissions and dependence on fossil fuels, Dublin has actively engaged in
fostering the adoption of EVs and the development of necessary charging infrastructure.
This report compares the existing electrification conditions in Dublin with national and international
trends to set the foundation for the development of a comprehensive implementation plan for
transportation electrification in Dublin. The implementation plan will serve as a guide for future EV
activities and a resource for future land use and transportation planning for the Dublin Development
and Public Works Departments.
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The EV market is witnessing a dynamic transformation in both its buyer demographics and market
factors. Initially, the typical EV buyer was characterized as men over the age of 55, but the market has
seen a shift towards millennials, followed by Gen X men, with over 70% of EV buyers being male
compared to 60%0F
1 for all vehicle purchases. Higher gas prices and exposure to EVs have led to increased
consideration among prospective buyers, and the profile is skewing towards the more affluent, though
there is a noticeable movement towards mass-market buyers, as evidenced by the average EV buyer
credit score dropping from 800 in 2019 to 788 in 2022.1F
2
Driving the EV market are a variety of factors including stringent emissions standards, attractive
incentives, increasing vehicle availability, improvements in battery technology, a preference for the
unique EV driving experience, fluctuating fuel prices, association with other EV owners, and the
increasing availability of charging infrastructure. These interconnected elements reflect a market that is
maturing and diversifying, catering to a broader segment of the population and adapting to the changing
transportation landscape.
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Ohio as a state has not been an early adopter of electric transportation technologies when compared
with states like California or Oregon, but some areas, namely cities with the highest populations, are
1 https://www.spglobal.com/mobility/en/research-analysis/women-not-buying-electric-vehicles.html
2 https://www.businessinsider.com/typical-ev-buyer-wealthy-millennial-man-trading-luxury-for-electric-2023-2
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66666
farther ahead in EV adoption than others. DriveOhio developed the Ohio Alternative Fuel Vehicle
Registration Dashboard using data from the Ohio Bureau of Motor Vehicles (BMV) to track the market
penetration of all alternative fuel vehicles (AFVs), with a focus on plug-in electric vehicles (PEVs). While
the overall market penetration of AFVs is low at less than 1%, nearly 4% of all new registrations in
October 2023 were PEV, either battery EV (BEV) or plug-in hybrid EV (PHEV). Ohio appears to be near an
inflection point of 5% of new sales which is where, once achieved, other markets have noticed rapid
growth in the EV market.2F
3 Based on new sales in 2023, Ohio already surpassed 2022’s total AFV
registrations as of September 2023. Dublin is ahead of the state with over 2.84% of registered vehicles
being PEV, and nearly 9.24% of vehicle sales from Aug-Oct 2023 were electric.
Figure 1: Ohio Alternative Fuel Vehicle Registrations
Source: Ohio Alternative Fuel Vehicle Registration Dashboard, as of October, 2023
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Among the approximately 1,400 public EV charging stations in Ohio as of October 2023, the median age
of the chargers is 28 months. There was a large increase in installations starting in the first quarter of
2021. That momentum has continued and is expected to accelerate with the increased availability of
federal funding for charging infrastructure.Figure 2 on the next page shows the timeline of installation
for chargers in Ohio, while Figure 3 shows this same information spatially. Non-overlapping points were
chosen over precise locations in order to not bias the apparent age of the chargers. These data are
compared to Dublin in Chapter 6.
3 https://www.bloomberg.com/news/articles/2022-07-09/us-electric-car-sales-reach-key-milestone
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Figure 2: Timeline of Chargers Coming Online in Ohio
Source: Alternative Fuels Data Center and Plugshare
Figure 3: Chargers in Ohio by Location and Age
Source: AFDC and Plugshare
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Electrification planning, in earnest, started in the Central Ohio region around the time the City of
Columbus won the United States Department of Transportation (USDOT) Smart City Challenge in mid-
2016. Since then, the City of Columbus, the State of Ohio through DriveOhio, and Franklin County have
invested in creating and implementing electrification plans and many governmental agencies in the
Central Ohio region have started purchasing hybrid vehicles or EVs.
The Bipartisan Infrastructure Law, signed November 15, 2021, created numerous opportunities for
federal funding of EV related infrastructure. Two funding programs for states and local governments to
create and implement electrification plans: the National Electric Vehicle Infrastructure (NEVI) program
and the Charging and Fueling Infrastructure (CFI) program will change the face of publicly available
alternative fueling options in the US. The NEVI program is funded with $5 billion distributed to states
based on formula funding and focused on building a connected, U.S. EV charging network. The CFI
program is funded with $2.5 billion focused on discretionary community and other corridor grants.
While the CFI program doesn’t require an electrification plan be developed to apply, having a well
thought out plan will better prepare the applicant to respond quickly and thoroughly.
Ohio and the Central Ohio region, including Dublin3F
4, have electrification and sustainability plans that can
be useful as Dublin works towards an electrification implementation plan. Dublin’s focus on best
practices and enhanced coordination to ensure seamless integration and the realization of shared
electrification goals will keep Dublin at the forefront of planning.
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The State of Ohio is expected to receive $140 million over five years in NEVI formula funds. DriveOhio
has developed an electrification plan to build out Alternative Fuel Corridor charging efforts over the first
few years of funding. Once that buildout is complete, Ohio will focus on other major roadways for
charging connectivity and community projects. Ohio is using a public, private procurement (P3) model to
deliver the charging stations and support the building, maintaining, and operating of EV chargers on
private property. Ohio was the first state to break ground on a NEVI station and lessons learned from
these near-by deployments will help inform future charging station implementation in the region, state,
and U.S.
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MORPC has had many efforts around sustainability in the region including the recent Regional
Sustainability Agenda4F
5 that lays out the region's plan for reducing carbon emissions and increasing
quality of life for people in Central Ohio. The agenda encompasses four major goals as shown in Figure 4
which are tracked in a dashboard.
4 https://telldublin.dublinohiousa.gov/sustainability-framework-plan
5 https://www.morpc.org/regional-sustainability-agenda/
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Figure 4: MORPC Regional Sustainability Agenda Goals
Source: MORPC
MORPC also was the lead applicant in the CFI program’s first discretionary grant process which occurred
in mid-2023. The Central Ohio region, including Dublin, came together to submit a project, MORE EVS
(Mid-Ohio Regional Equity for Electric Vehicle Stations), for funding. The application was successfully
submitted on June 13, 2023. As a region, with the total project cost of approximately $21.9 million, $15
million was requested with matching funds of $6.9 million (a 68/32 split), exceeding the program’s
minimum match requirements (80/20). The application consisted of installing 62 charging sites across
the region including three in Dublin. Figure 5 shows the location of the three charging sites in Dublin.
Figure 5: Dublin CFI Application Summary
Source: City of Dublin
Award announcements are expected in early Fall. At least three additional rounds of funding are
expected with the CFI program. Therefore, spending time cultivating partnerships in the region and
having projects ready to go will make applying easier.
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The Franklin County Engineer’s Office (FCEO) recently analyzed fleet transition options and developed
an AFV fleet transition plan. As part of the analysis, the FCEO compared the operating costs of internal
combustion engine (ICE) vehicles with EVs, PHEVs, and hybrid electric vehicles (HEVs) using existing fleet
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telematics data. In addition, the FCEO investigated the feasibility of providing workplace charging for
employees and what policies may need to be put in place prior to implementation.
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The City of Columbus won the USDOT Smart City Challenge in 2016. This award was both a $40 million
grant from USDOT to test smart city technology and a $10 million grant from the Paul G. Allen
Foundation to boost EV adoption and EV charging in the region. This funding, specifically the $10 million
for electrification efforts, helped to measurably decrease light-duty transportation greenhouse gas
(GHG) emissions in the region as a result of five priorities: Grid Decarbonization; EV Fleet Adoption;
Transit, Autonomous and Multi-Modal Systems (implemented via USDOT grant agreement); Consumer
EV Adoption; and Charging Infrastructure during the grant period compared to a baseline year (2016).
Nearly 3,500 EVs were purchased and over 900 EV charging ports were installed in the region during the
program. Lessons learned were published in the final project report5F
6 and some relevant lessons include:
x Considering challenges outside of your project and jurisdiction – Understand State and utility
policies may affect an EV charging project as it moves forward so working together early on will
help identify barriers and opportunities.
x Plan for the future – Always consider what’s next in planning and funding opportunities.
x Partnering – Identify partners and understand their goals and requirements to work together.
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While most of this chapter is dedicated to existing plans outside of Dublin, it’s important to take note of
Dublin’s forward-thinking commitment to EV charging infrastructure planning that has already been
established. Dublin’s sustainability efforts have been underway since at least 2000 with the first level 2
(L2) chargers installed in 2012. In addition to committing to alignment with the MORPC Sustainable2050
plan, Dublin has continued to refine its own Sustainability Framework Plan6F
7 to suit local needs, including
goals to consider tax credits for residents and businesses for the installation of EV charging stations,
reduce vehicle emissions by purchasing/leasing alternative fuel vehicles, and provide City-owned
charging stations. A plan update is underway and is expected to be adopted in January, 2024. This
action-based plan and its goals will be cross-departmental when it comes to electrification leading to
many opportunities for varying user needs and partnerships.
Dublin also started electrifying City-owned vehicles after reviewing which vehicles would be appropriate
to convert. The assessment took into consideration how each City vehicle is used (hours per day, days
per week, heavy or light duty) and the availability and performance capability of the EVs on the market.
After this review, Dublin decided to focus on transitioning light-duty EVs as they came up for
replacement. Police vehicles are an example of a light-duty vehicle that qualified for replacement as a
hybrid because the vehicles idle for much of their shift, are not required to run for 24 hours, and do not
perform heavy-duty work. PHEV models of police vehicles are not available yet.
Alternatively, vehicles used for snow removal are heavy duty, can be used for 24 hours during a snow
event, and no EV on the market can meet the needs of a larger, heavy-duty vehicle; therefore, they
6 https://d2rfd3nxvhnf29.cloudfront.net/2021-03/SCC-PGAFF-FinalReport_07.31.20.pdf
7 https://dublinohiousa.gov/dev/dev/wp-content/uploads/2021/10/C5_2018-Sustainability-Framework-Plan.pdf
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were not a good candidate for conversion to an EV at this time. After discussion with the City, the
vehicles in Table 2 were identified as good candidates for electric or hybrid replacement:
Table 2: Fleet Vehicles Targeted for Electric Replacement
VEHICLE COUNT
ANNUAL
MILES VEHICLE COUNT
ANNUAL
MILES
Ford Escape 15 3,498 Police Dodge Caravan 1
804
Ford E-Transit 1 2,205 Police Ford Escape 2
9,849
Ford Explorer 5 3,717 Police Ford F150 2
4,490
Ford F150 24 4,497 Police Ford Interceptor 33
8,543
Ford Focus 1 1,792 Police Ford Taurus 4
5,246
Ford Fusion SEL 2 2,749 Police Jeep Patriot 1
561
Ford Transit 3 2,205 Police Nissan Altima 1
561
Ford Van Cargo 1 2,205 Police Nissan Leaf S 2
4,024
Honda CRV 1 3,936 Police Pursuit Ford Interceptor 11
14,329
Nissan Leaf S 8 5,598 Police Pursuit Ford Responder 1
13,286
Police Chevrolet Tahoe 2 2,095
Source: Dublin
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Dublin and the City of Marysville are more than neighbors, they have been partners on efforts like the
US 33 Smart Corridor and the Beta District, both regional test beds for transportation technology and
other beta products and services. In terms of electrification, the City of Marysville is currently
developing an EV Readiness Plan. This plan will help Dublin identify opportunities for collaboration
across their jurisdictional boundary.
3.3.3.33 77777 CoCoCoCoColululululumbmbmbmbmbususususus PPPPParrrrrtntntntntnererererershshshshshipipipipip
In 2023, the Columbus Partnership developed a regional plan to identify charging needs and key
stakeholders within Central Ohio. This plan is focused on workplace and intracity L2 charging in the near
term and served as a springboard for MORPC’s CFI grant application in 2023. Critical factors included
evaluation of key corridors, important destinations, and a holistic look at what gaps remained after
other charging criteria were met. The results of this study can be seen in Figure 6. Having locations
identified before the grant launched streamlined the application process.
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Figure 6: Columbus Partnership Recommended Charging Locations in Central Ohio
Source: Columbus Partnership
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This section delves into the EV charging types, an inventory of existing chargers, and the current state of
EVSE infrastructure and utilization patterns in Dublin, setting the stage for future projections and
planning.
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To understand EVSE locations and how they can be used, it’s important to understand the different EV
charging types. Plug-in electric vehicle charging options are commonly divided into three general types
as shown in Figure 7 and Table 3.
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Figure 7: Level 1, Level 2, and DC Fast Charging
Source: https://electricvehicles.bchydro.com/how-use-our-fast-chargers/what-are-different-options-charging-my-
electric-vehicle-ev
Table 3: EV Charging Types
TYPE PRIMARY USE POWER TO VEHICLE CHARGE (VOLTS)POWER (KW)
Level 1 (L1)Residential,
Workplace Alternating Current (AC)120 ≤ 1.8
Level 2 (L2)Residential, Public AC 240 3.6 – 19.2
Direct Current Fast
Charging (DCFC)Public DC 480 Typically,≥ 50 - 350
Source: https://www.sae.org/standards/content/j1772_201710/
In general, the different types of charging are best suited for:
x Level 1:Extremely long-dwell sites or areas where it is not feasible to install a 240V circuit.
Generally, these are located at a home where overnight charging can occur, and can also be
effectively utilized in workplaces where vehicles can be charged throughout the workday or for
fleet charging if the daily vehicle duty cycles are small
x Level 2:Moderate-to-long dwell sites, including retail centers, hotels, libraries, or tourist
attractions. L2 chargers can also be installed in a residence which is how most EV charging takes
place – with an L2 charger at home.
x DCFC:Short-dwell sites where charging speed is significantly more important than installation
cost (e.g., highway corridor sites, gas stations).
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Table 4 lists the existing chargers in Dublin, their address, access type (public or private), number and
type of ports, EV network and connector types (Combined Charging System (CCS) and CHAdeMO are
used for DC fast charging, J1772 is used for L2 charging). Single-family residential chargers are not
shown.
Table 4: EV Chargers in the City of Dublin
STATION
NAME ADDRESS ACCESS L2
PORTS
DCFC
PORTS NETWORK CONNECTORS SOURCE
AAA Car Care
Plus*
temporarily out
of service
6600 Perimeter
Loop Rd Public 0 1
EVgo
Network CCS AFDC
Acura of
Columbus
4340 W Dublin
Granville Road Public 2 1 Unknown J1772, CCS City of Dublin
AEP 5721 Shier Rings
Road Public 3 0 Unknown J1772 City of Dublin
D Block Garage 6750 Longshore St Public 4 0 ChargePoint J1772 AFDC
DoubleTree by
Hilton 576 Metro Pl N Public 3 0
Non-
Networked J1772, TESLA AFDC
Dublin City Hall 5555 Perimeter Dr Public 4 0 ChargePoint J1772 AFDC
Dublin Darby
Lot 35 Darby St Public 0 2 ChargePoint CHAdeMO, CCS AFDC
Dublin
Development
CT4020
5200 Emerald Pkwy Private 2 0 ChargePoint J1772 AFDC
Dublin Garage 74 North St Public 6 0 ChargePoint J1772 AFDC
Dublin Justice
Center
6565 Commerce
Pkwy Private 2 0 ChargePoint J1772 AFDC
Dublin Rec
Center 5600 Post Rd Public 2 0 ChargePoint J1772 AFDC
Dublin Service
Center 6555 Shier Rings Rd Private 3 0 ChargePoint J1772 AFDC
Dublin
Methodist
Hospital
7450 Hospital Dr Public 4 0 ChargePoint J1772 AFDC
Dublin
Methodist
Hospital
Outpatient
Department
6805 Perimeter Dr Public 4 0 ChargePoint J1772 AFDC
Farbman Group 545 Metro South Public 1 0 Unknown J1772 City of Dublin
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1515151515
STATION
NAME ADDRESS ACCESS L2
PORTS
DCFC
PORTS NETWORK CONNECTORS SOURCE
Germain Lexus 650 Shamrock Blvd Public 3 0 Unknown J1772 City of Dublin
Gordon Food
Service
3901 W Dublin
Granville Road Public 1 0 Unknown J1772 City of Dublin
Hotel Parking
Garage at
Bridge Park
6725 Longshore
Street Public 9 0 Tesla TESLA AFDC
Huntington
Avery Muirfield
6655 Avery-
Muirfield Dr Public 1 0 ChargePoint J1772 AFDC
Huntington
Frantz Road 6340 Frantz Road Public 1 0 ChargePoint J1772 AFDC
JLR Dublin DC
Fast 01 5775 Venture Dr Public 1 1 ChargePoint CCS AFDC
Longshore
Garage
6650 Longshore
Street Public 10 0
Non-
Networked J1772 AFDC
MAG Audi
5875 Venture Dr Public 2 0 ChargePoint J1772 AFDC
MAG Volvo 6335 Perimeter
Loop Rd Public 1 0
Non-
Networked J1772 AFDC
Mercedes Drive 6500 Perimeter
Loop Rd Public 2 1 ChargePoint J1772,
CHAdeMO, CCS AFDC
Midwestern
Auto Group
BMW
5016 Post Rd Public 2 0 ChargePoint J1772 AFDC
Mooney Garage 6568 Longshore
Street Public 12 0
Non-
Networked J1772 AFDC
Nature
Conservancy 6375 Riverside Dr Public 2 0 Unknown J1772 City of Dublin
One Metro
Place 545 Metro PI S Public 2 0 SWTCH J1772 AFDC
Subaru of
America
Training Center
350 Cramer Creek
Ct Public 1 0 Unknown J1772 City of Dublin
Theodore
Garage
6640 Mooney
Street Private 12 0
Non-
Networked J1772 AFDC
102 6
Source: As shown in Source column
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These chargers are located mainly in proximity to I-270 and US-33, as shown in Figure 8 below.
Figure 8: Existing EV Chargers in and around Dublin
Source: AFDC and City of Dublin
Figure 9 shows the rapid growth in the number of public DCFC and L2 ports in Dublin from 2018 to
September 2023, with the number of L2 ports increasing by over 20-fold. Recent trends show a
significant rise in L2 ports from 40 in 2021 to 83 in 2023, while the availability of DCFC ports also
doubled from 3 in 2021 to 6 in 2023.
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Figure 9: Public Charging Infrastructure from 2018-2023
Source: AFDC, Plugshare, accessed October 31, 2023
Table 5 lists the available public chargers in Dublin by facility type. Thirty-one percent of the public ports
are L2 ports located in parking garages in the Bridge Park area.
Table 5: Type of Public Charging Facilities
TYPE OF FACILITY NUMBER OF PLUGS
Level 2 DCFC
Parking Garage 26 0
Car Dealership 14 3
Hotel 12 0
Government Building 12 2
Hospital 8 0
Workplace 8 0
Bank 2 0
Grocery 1 0
Auto Repair 0 1
Total 83 6
Source: City of Dublin and Plugshare, accessed October 31
st 2023
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Table 6 lists the number and type of ports by Network. ChargePoint is the main network in Dublin with
33 L2 ports and 4 DCFC ports. The non-networked chargers are new Enel X - JuiceBox chargers that
replaced old chargers in the Bridge Park parking garages.
Table 6: Charging Infrastructure by Network
EV NETWORK NUMBER OF PLUGS
Level 2 DCFC
ChargePoint 33 4
Non-Networked 26 0
Unknown 13 1
Tesla 9 0
SWTCH 2 0
EVgo 0 1
Total 83 6
Source: City of Dublin and Plugshare, accessed October 31
st 2023
ChargePoint is the provider of the City of Dublin’s public chargers. There are rolling operations and
maintenance agreements for each charger that begin at installation acceptance and normally run 4-5
years. This arrangement allows for the City of Dublin to offer these chargers to the public without having
the extra cost of specifically skilled employees to operate and maintain the chargers. This relationship
also allows for an in-depth dashboard of charging data that is reviewed to check for maintenance issues
and charging patterns.
Figure 10: Representation of a ChargePoint Dashboard
Source: ChargePoint
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User behavior goes hand in hand with siting and planning for electric vehicle charging, as well as
estimating the electrical load to help avoid costly demand charges, especially for DCFC. A data-driven
approach informs the type, quantity, and location of EV charging infrastructure and uses lessons learned
from other installations to make informed decisions in the future.
4.3.1 Level 2 Charger User Behavior
With the exception of workplace and fleet charging, L2 charging can largely be split between two usage
types: residential charging and public charging. A 2023 study performed by the University of Rhode
Island7F
8 compiled residential L2 charging data for 2,657 ports with over 675,000 charging sessions, and
public L2 charging data for nearly 4,000 ports and 1,285,610 sessions. Table 7 highlights the differences
in average energy consumption and time plugged in when comparing residential L2 charging to public L2
charging.
Table 7: Sample Summary Statistics for Residential and Public Level 2 Charging Stations
CHARGING
TYPE
AVG ENERGY
CONSUMPTION
(KWH)
AVG
SESSION
DURATION
(HOURS)
AVG TIME
PLUGGED IN
AFTER
CHARGING IS
COMPLETE
(HOURS)
TOTAL
TIME
PARKED
(HRS)
CHARGING
FREQUENCY
(AVGNUMBER
OF CHARGES PER
DAY)
L2 - Residential 12.06 2.61 8.09 10.70 0.73
L2 - Public 8.83 2.41 5.16 7.57 0.63
Source:https://www.mdpi.com/1996-1073/16/4/1592
In addition to the differences in energy consumption and session duration, the time of use also varied
widely when comparing residential L2 charging to public L2 charging. Figure 11 from the same study
shows the highest density of start times for public charging sessions between 7:30-8:30am with a
second peak between 12:00-1:30pm, before diminishing throughout the end of the day. Charging start
sessions at residential chargers are mostly initiated later in the day, with a peak between 5:00-6:00pm
when drivers are returning home from work. The end session times are also predictable based on usage
type with most residential sessions ending in the morning when drivers are off to work and public end
times staggered 2-3 hours after the session start times.
8 Jonas T, Daniels N, Macht G. Electric Vehicle User Behavior: An Analysis of Charging Station Utilization in Canada.
Energies. 2023; 16(4):1592. https://doi.org/10.3390/en16041592
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2020202020
Figure 11: Sample Distribution of Residential and Public Level 2 Charging Session Start and End Times
Source:https://www.mdpi.com/1996-1073/16/4/1592
Workplace charging is typically comprised of L1 and L2 chargers and the user behavior is highly
dependent on day of week and location work hours. Levels 1 and 2 fleet charging is also highly
dependent on the operational hours, as well as the specific duty cycles for the fleet vehicles.
4.3.2 DC Fast User Behavior
In the same 2023 University of Rhode Island study, the researchers compiled data from 59 DCFCs with
approximately 51,000 DCFC sessions in Quebec and British Columbia, Canada between 2018 and 2019.
Figure 12 on the next page shows the distribution of state of charge (SOC) when vehicles were plugged
in to a DCFC and when they were unplugged from a DCFC. Most charging sessions started when the
vehicle was around 20–35% SOC and ended when the SOC reached approximately 80%.
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2121212121
Figure 12: Sample DCFC Sessions SOC Before and After Charging
Source: https://www.mdpi.com/1996-1073/16/4/1592
Table 8 shows the average energy consumption for DCFC sessions was 12.9 kWh and much shorter
session durations when compared to residential and public L2 charging. The DCFC stations were also
used more frequently compared to L2 chargers at a median of once per day and an average of 1.6 times
per day.
Table 8: Sample Summary Statistics for DCFC Stations
CHARGING
TYPE
AVERAGE ENERGY
CONSUMPTION (KWH)
AVERAGE SESSION
DURATION
(HOURS)
CHARGING FREQUENCY (AVERAGE
NUMBER OF CHARGES PER DAY)
DCFC – Public 12.90 0.43 1.64
Source: https://www.mdpi.com/1996-1073/16/4/1592
DC fast charging is meant to serve EV drivers quickly and is often located along arterials and interstates,
but is also increasingly expanding into urban areas. As shown in Figure 13, most traffic in Dublin is on I-
270, US-33, and SR-161, which is where most public chargers are concentrated.
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2222222222
Figure 13: Annual Average Daily Traffic (AADT) Trends in Dublin
Source: ODOT Transportation Information Mapping System
Most EV charging takes place at home, with either L1 or L2 chargers. However, not everybody has access
to a convenient location or the means to install a charger where they park. Workplace L2 and public
DCFC can fill this gap for this segment. Among similar cities in Central Ohio, Dublin has the most public
chargers of any type, as seen in Figure 14. Dublin is positioned well for continued growth and goes hand-
in-hand with their high rate of EV adoption, climate goals, and attractions.
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Figure 14: Chargers by City in Central Ohio
Source: Ohio BMV, via DriveOhio AFV Dashboard
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The City of Dublin does not currently charge a fee for any of their public chargers but will want to
consider adding a fee as usage continues to grow. Charger policies can consider a fee for general
charging, idling after receiving a full charge, charging on different days (workday versus weekend), or
during different times of day (work hours versus evening) to better allow everyone the opportunity to
charge.
Currently, Dublin does not charge users for the cost of electricity and does not have policies to charge or
enforce removal for idling. Charging and idle fees can help alleviate vehicles using a public charger after
a charging session has completed by using the fee to incentivize people to re-park once they no longer
need the charger. Having fees that vary based on time of day or day of week can be confusing for
customers, but it can also be a useful tool to shape user behavior towards charging at times that are
better for the grid or encouraging turnover at EV chargers so more vehicles can take advantage of the
charger. If the data shows many vehicles using a charger once the charging activity is over, a hybrid
incentive of making the first few hours of charging free and then charging a fee for any time beyond the
established incentive time period could be an option.
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Many small business owners view EV charging as a cost, composed of both startup costs (equipment,
installation, permitting) and ongoing costs (maintenance, higher electric bills). However, there are
various ways to mitigate those costs, such as installation grants and new rate structures for EVSE. Once
installed, they may attract new customers and encourage them to stay longer while the vehicle is
charging. For customers, the ubiquity of charging stations will ease range anxiety, increasing adoption
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and furthering Dublin’s green energy goals. Though the technology is not widely available, some EVs
have the ability to serve as backup power sources during power outages, increasing resiliency for
equipped locations.
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Navigating the complexities of electrification requires comprehensive collaboration and insights from
electric utility providers. There are three utility providers in Dublin:
x American Electric Power (AEP):AEP is the 6th largest utility company in the U.S. based on
market capitalization and covers more than 85% of the Dublin area.
x Ohio Edison: A subsidiary of FirstEnergy Corp. the 12
th largest utility company in the U.S., Ohio
Edison has a small coverage area in the northwest part of Dublin.
x Union Rural Electric:Union Rural Electric is a cooperative covering a small area in the northwest
part of Dublin.
Figure 15 shows the different utility coverage areas in Dublin.
Figure 15: Utility Providers in Dublin
Source: ODOT Transportation Information Mapping System
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It can be difficult for electric utility providers to determine capacity constraints without knowing specific
planned site locations and planned electrical loads, but the electric utilities have an obligation to serve
customers and will provide power as needed. Future charging sites in developed areas, where there is a
higher likelihood of existing electric capacity, will likely require less upgrades compared to more rural
areas without an existing, robust electric infrastructure. AEP Ohio is continuously working to upgrade
their power system to support Dublin’s growing energy needs, investing more than $38 million in
upgrades in the past 5 years8F
9.
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EV adoption rates in Ohio are being tracked and made available to the public by DriveOhio. Figure 16
shows the most popular EV makes and models that are registered in Dublin.
Figure 16: Top EV Registrations in Dublin
Source: Ohio BMV as of October 2023, via DriveOhio AFV Dashboard
Tesla is the most popular choice by far, taking four of the top five spots. The Jeep Wrangler PHEV is a
surprising addition to the top five, given that it was only released in 2021. It is also one of two PHEVs in
the top ten plug-in vehicles, alongside the Chevy Volt (discontinued in 2019).
9 https://www.aepohio.com/community/projects/Dublin-
Project#:~:text=Dublin%20West%20Transmission%20Project%20%2D%20In,the%20Dublin%20West%20Innovation
%20District.
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2626262626
Table 9 gives a broader view of EV registration trends in Ohio, counties within Dublin’s borders and
other Central Ohio cities of interest. Dublin is close to the national average, approaching 10%.
Table 9: Local EV Registration Trends
PASSENGER CAR REGISTRATIONS
Total Vehicles AFVs % of Fleet
Adoption
Rate (Aug-Oct
2023)
Ohio 8,070,242 61,676 0.76% 3.40%
Franklin County 887,051 9,753 1.10% 4.32%
Delaware County 169,139 3,421 2.02% 7.82%
Union County 51,135 718 1.40% 5.60%
Dublin 39,025 1,107 2.84%9.24%
Delaware 31,258 389 1.24% 5.87%
Grove City 30,678 252 0.82% 3.11%
Westerville 29,163 375 1.29% 4.90%
Upper Arlington 28,230 792 2.81% 10.06%
Hilliard 27,123 383 1.41% 5.52%
Powell 11,501 327 2.84% 9.09%
New Albany 9,248 512 5.54% 12.35%
Grandview Heights 6,104 148 2.42% 8.88%
Plain City 3,003 28 0.93% 5.71%
Source: Ohio BMV, via DriveOhio AFV Dashboard
Dublin has the most AFVs of comparable cities in the region and the third highest adoption rate for new
vehicle purchases, as seen in Figure 17. Adoption rate is the percentage of new vehicles sold.
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Figure 17: EV Local Adoption Rates
Source: Ohio BMV as of October 2023, via DriveOhio AFV Dashboard
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Figure 18 shows EV sales by state (excluding California) with Ohio ranked 18th.
Figure 18: Cumulative EV Sales by State (Jan 2011 to Dec 2022 - excluding California)
Source: https://www.autosinnovate.org/resources/electric-vehicle-sales-dashboard
0.00%
2.00%
4.00%
6.00%
8.00%
10.00%
12.00%
14.00%
Grove City Plain City Delaware Westerville Hilliard Grandview
Heights
Upper
Arlington
Dublin Powell New Albany
% of Fleet AdopƟon Rate (Aug-Oct 2023)
0
20
40
60
80
100
120
140
160
180
200
FloridaTexasNew JerseyMassachusettsColoradoArizonaOregonNorth CarolinaOhioNevadaUtahHawaiiTennesseeIndianaNew HampshireVermontIowaKentuckyNew MexicoDelawareNebraskaArkansasMississippiAlaskaWyomingSales (in thousands)
Ohio Ranks 18th
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It’s difficult to do a city-to-city comparison when looking at EV adoption rates since other states do not
publish their alternative fuel vehicle registration information. Indiana does post their EV registration
data, but only by county and year. Figure 19 shows Marion County, Indiana, which includes Indianapolis,
with an EV adoption rate of 2.65% as of November 2023. In comparison, Franklin County, Ohio, had a
3.99% EV adoption rate during the same period in 2023.
Figure 19: Marion County, IN - EV Registrations
Source: https://www.in.gov/oed/resources-and-information-center/vehicle-fuel-dashboard/
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The information in this document is the first building block in the future movement to build on the past
efforts to electrify Dublin. Dublin has a strong foundation from which to build including the city’s
existing charging station infrastructure and the notable public commitment to sustainability. These
elements demonstrate Dublin’s readiness for further electrification and ensure that future
developments will be supported by both the infrastructure and the people of Dublin.
6
4
Appendix B – EV Charging Forecasting
1
The HNTB Companies 88 E. Broad St, Suite 1600 Telephone (614) 228-1007
Engineers Architects Planners Columbus, OH 43215 www.hntb.com
Date To
December 1, 2023 J.M. Rayburn, City of Dublin, Ohio
PROJECT
CORRESPONDENCE
From
HNTB Corporation
Subject
Potential EV Charging Scenario
Forecasting
Introduction
The EV market is changing rapidly, with indicators pointing to greater EV adoption throughout the
decade. The White House set an ambitious goal to make 50% of all new vehicles sold in 2030 zero-
emissions vehicles, including battery electric, plug-in hybrid electric, and fuel cell electric vehicles (EVs)1.
A survey 2 of 1,500 U.S. consumers in March 2023 showed nearly half of United States (US) car buyers
plan to buy an electric vehicle in the next two years, a 20% jump from the prior year. In July 2023,
Carvana reported a 786%3 increase in EV sales over the past 5 years.
Various projections exist and are updated regularly trying to predict the adoption rate of EVs in the
future. To support and help foster future EV adoption, public charging infrastructure needs to keep up
with EV growth.
The purpose of this document is to present low, medium, and high future projection scenarios for EV
charging infrastructure needs in Dublin, Ohio, including level 1, level 2 and Direct Current Fast Charging
(DCFC) on both public and private property.
Dublin Transit and Parking
Existing transit operations, public and private parking and charging infrastructure are foundational
elements upon which the future EV charging scenarios are developed. Each are summarized below.
Transit
Dublin is currently served by six COTA routes, the 21, 33, 72, 73, 74 and Zoo bus. The 21 route runs
every 60 minutes. The 33 route runs every 30 minutes south of Dublin Granville Road, where it splits and
alternates trips to Olde Sawmill Square and Microcenter every hour. The 72, 73, 74, and Zoo bus all
operate on a Rush Hour schedule with 1-4 trips in the morning and evening peak periods. The Zoo bus
1 https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-
announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/
2 https://www.prnewswire.com/news-releases/ey-research-nearly-half-of-us-car-buyers-intend-to-purchase-an-
electric-vehicle-charging-and-safety-concerns-weigh-on-consumers-301863850.html
3 https://investors.carvana.com/news-releases/2023/07-10-2023-140014673
2
only operates from May to October. Given that some riders using these routes leave a personal vehicle
at the COTA Park & Rides while they are commuting to and from downtown, these lots may be ideal for
level 1 and level 2 chargers. All six routes operate in the southeast portion of the City of Dublin.
Figure 31: COTA Lines and Stops in Dublin
Source: Dubscovery and COTA GIS and Mapping Hub
The Dublin Connector service is a unique, free mobility service for residents over 55 years old, residents
with disabilities or anyone who works in Dublin. Dublin contracts with SHARE Mobility to offer the
service and rides to work, the library, grocery shopping, medical appointments and other needed
locations scheduled through an app, website or by phone. Currently, vehicles used for this service are
located at Dublin’s fleet building which already has EV charging.
Future Opportunity: Convert Dublin Connector vehicles to EVs and provide additional charging at
Dublin’s fleet building.LinkUS is an initiative to bring world class transit and mobility to central Ohio. The
backbone of the system is a high-capacity transit network, with other features such as mobility hubs
envisioned at key points as well. The Northwest Corridor of the system is planned to pass through
Dublin along State Route (SR) 161 and possibly terminate at the Ohio University Dublin Integrated
Education Center. Figure 2 shows the locally preferred alternative route for the Northwest Corridor.
Future Opportunity: Electrification along this route so people can park, ride, and charge.
3
Figure 32: LinkUS Northwest Corridor
Source: LinkUS Northwest Corridor Locally Preferred Alternative
Related to LinkUS, Dublin also has an ongoing study of SR-161 to better understand how bus rapid
transit, pedestrian friendly amenities and other roadway uses can benefit this corridor.
Future Opportunity: Incorporate electrification opportunities along Dublin’s SR-161 corridor so
people can park, ride, and charge.
Public Parking
Of the 6,220 public parking spaces in Dublin, slightly over 10%, or 645, are for on-street parking. This
street parking is located in the Bridge Park and Historic Dublin districts. When considering electrifying
these spaces, both areas present different challenges. For Bridge Park, there are a number of parking
structures with chargers already present and new chargers should be focused within the same garages
where possible to avoid digging up streets to construct additional infrastructure. Similarly, on-street
charging is going to be a challenge in Historic Dublin due to space constraints and existing infrastructure
and is not recommended.
Future Opportunity: Consider streamlining the permitting process to aid in the installation of
public charging stations or offering parking incentives similar to the City of Cincinnati’s Electric
Car Incentive Program to help encourage EV drivers in Dublin.
Existing Charging Infrastructure
The existing charging infrastructure in Dublin, as shown in Figure 3, coincides with the areas of high-
density commercial activity. The recommended locations of future EV charging will also largely be
concentrated in these areas.
4
Future Opportunity: As EV adoption increases, Dublin can install charging infrastructure at city-
owned facilities outside of the Bridge Park and Historic Dublin areas and encourage private
businesses to do the same to help distribute charging resources throughout Dublin.
Figure 33: Existing Public EV Charging in Dublin
Source: AFDC, Plugshare, City of Dublin
Scenario Forecasting Methodology
As a way to estimate the number and type of charging infrastructure that might be needed in Dublin by
2030, various EV sales forecasts and charger ratios were analyzed to develop a low, medium, and high
future projection scenario. The Edison Electric Institute (EEI) developed an EV forecast in 2018 and again
in 2022 4 based on four independent forecasts:
4 https://www.eei.org/-/media/Project/EEI/Documents/Issues-and-Policy/Electric-Transportation/EV-Forecast--
Infrastructure-Report.pdf
5
x Guidehouse – Guidehouse Insights: Plug-in EV (PEV) Sales by Region, World Markets (Q4 2021).5
x Boston Consulting Group (BCG) – Electric Cars Are Finding Their Next Gear (June 2022).6
x Deloitte – Electric Vehicles: Setting a Course for 2030 (July 2020).7
x Wood Mackenzie – Electric Vehicle Outlook to 2040 (2020).8
As shown in Figure 4, the models used to generate these forecasts show a wide range in projected EV
adoption by 2030 since they use inputs such as customer preference to determine general interest in
EVs, technological advances related to declining battery costs that influence EV cost competitiveness
with internal combustion engine (ICE) vehicles, and fuel efficiency standards/environmental regulations
which will drive investment in EVs by the automakers.
Figure 34: Annual EV Sales Forecast Compared to Selected Forecasts
Source: Edison Electric Institute
5 Guidehouse. Market Data: EV Geographic Forecast – North America.
https://guidehouseinsights.com/reports/market-data-ev-geographic-forecast-north-america
6 Boston Consulting Group. Electric Cars are Finding Their Next Gear.
https://www.bcg.com/publications/2022/electric-cars-finding-next-gear
7 Deloitte. Electric Vehicles: Setting a Course for 2030. https://www2.deloitte.com/us/en/insights/focus/future-of-
mobility/electric-vehicle-trends-2030.html
8 Wood Mackenzie. Electric Vehicle Outlook to 2040. https://www.woodmac.com/our-
expertise/capabilities/electric-vehicles/
6
EV Adoption Percentage by 2030
S&P Global Mobility 9 forecasts EV sales in the US could reach 40% of total passenger car sales by 2030,
and more optimistic projections foresee electric vehicle sales surpassing 50% by 2030. It’s important to
note that these figures represent new sales of EVs, and not the vehicle stock on the road.
The City of Dublin has already shown to be a leader in Ohio in terms of EV adoption with:
x An EV adoption rate of 9.24% between Aug-Oct 2023 and 2.84% of all vehicles registered in
Dublin being EVs.
x The average passenger vehicle age in Dublin is 3 years newer than the state as a whole (10 years
vs. 13 years).
Higher vehicle turnover means that Dublin will likely electrify faster. Therefore, for the purposes of this
document, it is assumed that 40% of registered vehicles in Dublin will be EVs in 2030 10.
To determine the number of EV chargers required to support the EV adoption forecast, EV to EVSE
charging ratios and level 2 to DCFC port ratios were explored. The following sources were used to
develop a low, medium, and high scenario for the number of chargers needed in Dublin by 2030.
x Norway: Internationally, Norway is often considered to be the leader in EV adoption with PEV
sales in June 2023 reaching over 90%.11
x California: This state leads EV adoption in the US with PEVs making up a market share of 25% in
Q2 2023.12
x US Department of Energy: The US Department of Energy (DOE) released a report in 2017
exploring how much charging infrastructure will be needed to support EV adoption in the US.13
x S&P Global Mobility: S&P Global compiled existing registration data and projected 28.3 million
EVs by 2030 14.
x Alternative Fuel Infrastructure Directive (AFID): Regulates the deployment of public EV charging
infrastructure in the European Union.15
x Edison Electric Institute: EEI compiled various trend data and adoption projections to forecast
the number of chargers needed in the US by 2030.16
EV to EVSE Port Ratio
The EV to EVSE ratio represents the number of EVs on the road compared to the number of publicly
available level 2 and DC fast chargers. This metric serves as a starting point to understand how many
chargers might be needed based on the number of EVs registered. Table 1 summarizes the existing and
9 https://www.bls.gov/opub/btn/volume-12/charging-into-the-future-the-transition-to-electric-vehicles.htm
10 Note that this figure will need to be monitored and updated based on future trends.
11 https://insideevs.com/news/675163/norway-plugin-car-sales-june2023/
12 https://www.veloz.org/california-ev-sales-reach-25-percent-market-share/
13
https://www.energy.gov/sites/default/files/2017/09/f36/NationalPlugInElectricVehicleInfrastructureAnalysis_Sept
2017.pdf
14 https://www.spglobal.com/mobility/en/research-analysis/ev-chargers-how-many-do-we-need.html
15 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02014L0094-20211112
16 https://www.eei.org/-/media/Project/EEI/Documents/Issues-and-Policy/Electric-Transportation/EV-Forecast--
Infrastructure-Report.pdf
7
recommended EV to EVSE ratios from low to high using the sources listed above, as well as the existing
Dublin ratio.
Table 1: Existing and Target EV to EVSE Ratios
SOURCE EV TO EVSE RATIO
Norway Existing 34:1
California Existing 26:1
US DOE Recommendation 18:1
S&P Global Recommendation 12:1
Dublin Existing 12:1
AFID/European Union Goal 10:1
EEI Goal 8:1
California Goal 7:1
Source: Listed on page 6
Electrification Scenarios
As of October 2023, 38,465 vehicles are registered in Dublin. Historically, population growth rates have
averaged between 2 and 3%. Accounting for future growth, annexation, and visitors outside of Dublin
that are not part of the population, using the high end annual growth rate of 3% seems reasonable to
forecast the number of EVs registered in Dublin by 2030. If a 3% annual growth rate for vehicle
registrations is compounded annually, about 47.4k vehicles will be registered in Dublin by 2030. To
simplify the projections, the estimated vehicle registrations by 2030 was rounded to 50,000 vehicles.
Using the assumed 40% EV adoption rate with the estimated 50,000 vehicles, the projected number of
EVs registered in Dublin in 2030 is estimated to be 20,000. This figure is used below in each scenario and
in calculations summarized in Table 2.
Table 2: Dublin Electrification Scenarios - Low, Medium, and High
EV TO EVSE RATIO EV TO EVSE RATIO SOURCE EVSE NEEDED IN
DUBLIN BY 2030
Low Electrification 34:1 Norway Existing 588
Medium Electrification 18:1 US DOE Recommendation 1,111
High Electrification 7:1 California Goal 2,857
Source: HNTB
Low Electrification
Using the lowest EV to EVSE ratio from Norway at 34 EVs for every EVSE, Dublin would need about 588
EVSE ports by 2030.
Medium Electrification
Using the medium EV to EVSE ratio recommended from the USDOE report at 18 EVs for every EVSE,
Dublin would need about 1,111 EVSE ports by 2030.
High Electrification
Using the highest EV to EVSE ratio set as a goal by California of seven EVs for every EVSE, Dublin would
need about 2,857 EVSE ports by 2030.
8
Fleet Electrification
Dublin’s fleet was also examined to determine which municipal vehicles were good candidates for
electrification based on use cases and duty cycle in order to assess future fleet transition opportunities
and charging needs. Dublin had 232 fleet vehicles as of August 29, 2023, and 218 of those were driven in
the preceding year. Of the 218 to be evaluated for electrification, 18 vehicles were identified for snow
and leaf removal and excluded from consideration. An additional 88 vehicles were removed from
consideration because they were either medium-duty or their use cases were not compatible with
electrification in the near term. One Nissan Altima with no miles was re-included for replacement
analysis. As a result, a portion of the remaining 113 vehicles are possible candidates for electrification.
Nine of these were police pursuit vehicles, which were targeted for replacement by hybrids due to
operational constraints. Plug-in Hybrid (PHEV) and Battery Electric (BEV) vehicles were examined for
each of the remaining models.
Table 3: Dublin Fleet Vehicles Analyzed
Total Fleet Vehicles as of 8/29/2023 232
Vehicles with Miles in Preceding Year 218
No Miles but Re-Included 1
Snow and Leaf Removal 18
Medium Duty or Incompatible with
Electrification 88
Total Vehicles Analyzed 113
Source: City of Dublin, HNTB Analysis
Based on this analysis, we recommend a level 2 charger be installed for each fleet vehicle converted to
electric. This 1:1 ratio would guarantee that the fleet vehicles can be recharged overnight without
requiring city employees to move vehicles. In addition, any BEV police vehicles should have access to
DCFCs at a 1:25 ratio. These ratios would result in a requirement for 109 level 2 chargers, plus 2 DCFC
ports. Level 1 chargers could be implemented on an as needed basis for fleet vehicles with very low duty
cycles or for any fleet PHEVs and would likely be easy to utilize since 110V outlets would be available at
Dublin facilities.
Level 2 to DCFC Ratio
Another important ratio to aid in planning for the appropriate number of EV charging infrastructure is
the level 2 to DCFC ratio, which informs the type of chargers needed by location. To determine what
ratio of public level 2 chargers to DCFC is appropriate, ratios from other geographies were
benchmarked. Table 4 summarizes these ratios from low to high, including the existing Dublin ratio.
Table 4: Existing and Target Level 2 to DCFC Port Ratios
SOURCE LEVEL 2 TO DCFC RATIO
California Goal 25:1
US DOE 25:1
EEI Goal 25:1
Dublin Existing 12:1
S&P Global 12:1
9
SOURCE LEVEL 2 TO DCFC RATIO
California Existing 5:1
Norway Existing 3:1
Source: Listed on page 6
Type of EV is important when considering what charging level is appropriate. PHEVs, which represent
21% of alternative fuel vehicles in Dublin, cannot use DCFCs and many can rely on level 1 chargers since
battery sizes are smaller compared to BEVs.
Recommended Electrification Scenario
Based on discussions with working group members and the Dublin Economic Development team, Dublin
wants to ensure that adequate charging will be offered for incoming workers, tourists and residents who
may not be able to access charging at-home, i.e. multi-unit dwellings, while not overbuilding as the
technology is changing rapidly. Alignment with Norway’s existing 34:1 ratio is justifiable based on similar
home charging availability in Dublin. For example, 82% of EVs in Norway charge at home17. Although at
home charging data was not available for Dublin, 68% of Dublin’s total housing units are single family
detached homes, with an additional 15% comprised of single family attached housing products 18.
Assuming that both types of homes have the ability to setup a home charger, over 80% of Dublin homes
could provide charging for EVs. As a result, it is recommended that Dublin start with a 34:1 EV to EVSE
ratio goal for 2030, although this goal should be reassessed biennially based on existing data, market
trends, and funding availability.
When determining the number of level 2 charging ports needed compared to DCFC ports, it’s important
to consider the usage type and location of the chargers. Most retail centers, multi-unit dwellings, and
higher vehicle AADTs are clustered along the US-33/SR-161 corridor, especially near Bridge Street. Given
this higher concentration within the Dublin area, with the availability of home charging being very high,
it is recommended to have a more conservative ratio in the Dublin area at a 20:1 level 2 to DCFC as
shown in Table 5.
Table 5: Dublin 2030 Electrification Recommendations
Assumed Total Number of Vehicles Registered in Dublin (based on 2023 registrations) 50,000
Projected Number of EVs in Dublin (40%) 20,000
Recommended EV to EVSE Ratio (to be reassessed at least biennially) 34:1
Recommended Number of Public EVSE 588
Recommended Level 2 to DCFC Ratio 20:1
Recommended Public Level 2 Ports 559
Recommended Public DCFC Ports 29
Source: HNTB
Note that Dublin is already well on its way to reaching these targets with 83 existing public level 2
charging ports and 6 existing DCFC ports. Table 6 shows targets for implementation to meet the current
2030 recommendations. It’s important to note that these targets do not follow a linear trendline, but
17 https://www.theglobeandmail.com/business/article-ev-charging-stations-norway/.
18 https://communityplan.dublinohiousa.gov/character/demographics
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instead mirror the EV adoption curves that show more exponential growth later in time. Another
important note is that this table represents the recommended number of ports in the Dublin area,
which includes public and private facilities.
Table 6: Public Level 2 and DCFC Recommended Implementation Targets by Year
YEAR LEVEL 2 PORTS DCFC PORTS
2023 (existing) 83 6
2025 150 15
2028 300 22
2030 559 29
Source: HNTB
Locations and Usage Type
The following section addresses how the assumptions presented in the previous section translate into
opportunities for level 1, level 2, DCFC, and private parking use cases. Based on the recommended
electrification scenario, the following types of chargers could be implemented for the applications
shown below.
Level 1 Charging
Although specific level 1 recommendations are not included above, there are some use cases where this
level of charging can serve as a low-cost solution. Level 1 charging is ideal for applications where EVs
have very long dwell times or when the vehicle has a small battery. Since PHEVs rely on both an electric
motor and an internal combustion engine, the battery sizes are typically much smaller than a BEV.
Micro-mobility solutions such as e-scooters or e-bikes can also use level 1 charging due to the small
battery sizes. Locations that could be applicable for level 1 charging could include:
x Mobility hubs that accommodate micro-mobility
x Fleet hubs, particularly for PHEVs or EVs that have smaller daily duty cycles and are able to
charge overnight or are not used on a daily basis
Level 2 Charging
Level 2 charging is the most common EV charging level, where vehicle dwell times are typically a couple
hours to overnight. These types of chargers are ideal for the following types of publicly available
applications:
x Restaurants
x Retail stores
x Parks
x Public parking (on-street, parking lots, parking garages, park and rides)
x Mobility hubs (for EVs with long dwell times)
The following private applications are also ideal for level 2 charging but not part of the recommended
electrification scenario presented in Table 5 with 559 level 2 ports:
x Single-family housing
x Multi-unit dwellings
x Workplaces
x Fleet hubs, including for on-road vehicles, off-road vehicles, and micro transit shuttles (the City
of Dublin's existing fleet chargers are level 2)
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DCFC
This charging level is best suited for BEVs with short dwell times. Relevant public applications should be
along major arterials and interstates and near high-population density areas such as:
x High turnover retail (e.g. grocery stores)
x High turnover restaurants
x Mobility hubs (for Transportation Network Company vehicles or vehicles with short dwell times)
Private applications for DCFC include:
x Fleet charging with aggressive duty cycles (e.g. police vehicles)
x Transit buses
Private Parking
Since the City of Dublin has limited influence on which private businesses decide to install EV chargers,
the recommended private location EV charger deployments referenced in the recommended projection
scenario section just show a representation of a couple general commercial areas within Dublin.
Recommended Projection Scenario
Figure 5 and Figure 6 show the recommended public and private level 2 charging locations and public
DCFC ports based on the recommended electrification scenario of 34:1 EV to EVSE ratio and 20:1 level 2
to DCFC ratio. Table 7 also summarizes these recommendations.
12 Fi 35 R d d Ch i L i
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Table 7: Recommended Charging Locations and Estimated Costs
PROPERTY TYPE LOCATION LEVEL 2
PORTS
DCFC
PORTS
ESTIMATED
LEVEL 2 COST†
ESTIMATED
DCFC COST‡
Public & Private Existing 83 6 - -
Public Historic Dublin Parking 42 4 $283,500 $800,000
Public DCRC 20 0 $135,000 -
Transit Dublin Dale Dr P&R 10 0 $67,500 -
Public Darree Fields 20 2 $135,000 $400,000
Public Dublin Chiller 6 0 $40,500 -
Public Avery Park 6 0 $40,500 -
Public Bridge Park Garages 84 6 $567,000 $1,200,000
Public Other Public Locations* 64+ 0+ $432,000 -
Private Avery-Muirfield Dr Area 30+ 4+ $202,500 $800,000
Private Franz/Post Rd Area 20+ 2+ $135,000 $400,000
Private West of Sawmill Rd Area 20+ 4+ $135,000 $800,000
Private Other Private Locations* 154+ 1+ $1,039,500 $200,000
559+ 29+ $3,213,000 $4,600,000
$7,813,000
*: Not shown on maps
†: Assuming level 2 cost per port of $6,750
‡: Assuming DCFC cost per port of $200,000
Source: HNTB
These targets are meant to be the minimum recommendations to support 20,000 EVs in Dublin by 2032.
Dublin should also look for opportunities to distribute EV charging throughout the Dublin area to be
used by both the public and fleet vehicles. In areas without an abundance of commercial activity, where
a private company may not be able to justify a business model for installing chargers, the City should
consider installing their own chargers in that area if a city-owned facility exists. For example, both level 2
and DCFC are recommended for Darree Fields, an area further away from commercial activity. Dispersed
charging locations like this could be used by the public but also by Dublin fleet vehicles (such as police
vehicles) as needed so they wouldn’t necessarily need to go back to the depot to charge. Level 1
charging locations are also shown in the maps at a high level in high density areas as needed for micro
transit and other uses as needed.
Note that the estimated costs shown in Table 7 can vary widely based on specific site characteristics.
Various funding options to install charging infrastructure also currently exist and will likely be available
in the future to offset costs.
EV Charging Station Ownership
Dublin’s existing model for public and private EVSE ownership is to contract with a third-party to have
chargers located on city property. This contract allows Dublin to purchase and own the chargers, but
the installation, operations, and maintenance are covered by the third-party. Dublin has taken
advantage of grants to support a portion of the cost. This model allows Dublin to benefit from owning
the EVSE while not having to carry specialized staff or contracts to operate and maintain the chargers.
15
Currently, no fees exist for public EV charging in Dublin – users may charge for free. This may help spur
EV adoption in the short term, but as adoption increases, and with it the demand for more public
charging, a fee structure is recommended. Charging a fee at public charging stations is a best practice for
both level 2 and DCFC stations for the following reasons:
x Free charging can lead to poor charger etiquette where users may plug in even if they don’t
need to, resulting in less charging options for drivers that actually do need a charge, or people
unplugging other vehicles to charge their own.
x A fee structure can offset demand charges incurred during peak electricity usage periods.
x Free public charging can hinder private investment in charging since site hosts can’t compete.
x Free charging (especially DC fast charging without idle fees) does not incentivize drivers to move
their vehicle after charging is complete (or at least 80%).
While there are myriad ownership options, three are discussed below: Dublin owned and operated,
Dublin owned but services contracted out, and third-party owned but leases land from Dublin.
Dublin Owns and Operates EVSE
Charging infrastructure is purchased, installed, and maintained by Dublin, which allows for full control
over the station and the ability to keep all revenue from the station (if applicable). In this scenario,
Dublin is responsible for all associated costs, including any maintenance 19 or payment transaction fees.
Challenges of this model are high up-front capital investment; needing highly skilled personnel for
installation, operations, and maintenance; and worrying about changing out equipment as vehicles
change how they interact with EVSE.
Dublin Contracts Full-Service EVSE
This is the existing setup in Dublin and allows for predictable overhead costs to the City while
maintaining a level of service spelled out in the contract. The City has less control over the station and
possible revenue from charging, but also has less overhead cost and can take advantage of any data
collection that comes with the EVSE. Favorable contract terms, such as uptime requirements and electric
metering and billing, can make or break the public’s impression of the chargers. Challenges of this model
are long contract terms, which may not allow for a change out of equipment as frequently as preferred
and relying on a third-party to perform maintenance which may be slower and less reliable than
expected.
Third-Party Leases Site from Dublin and Owns and Operates EVSE
Charging infrastructure owned by a third-party is installed on Dublin property through a lease and
maintained by the third-party, which minimizes responsibility to Dublin as the site host. In some cases,
the lessor may earn revenue instead of or on top of lease payments. Many of the National Electric
Vehicle Infrastructure (NEVI) partnerships are structured this way, and it may be preferred by charging
vendors who are used to this structure. The party who pays for the electricity can vary between the site
host and the third-party based on the arrangement. Contract terms also make or break this type of
arrangement, with additional key considerations being access by the site host if needed, restoring the
site to its original condition after the lease ends, and ownership of the chargers after the contract
19 https://afdc.energy.gov/fuels/electricity_infrastructure_maintenance_and_operation.html
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period. The main challenge with this model is loss of control of all charging activities (i.e., fee charged)
unless negotiated in the lease agreement.
Table 8: EVSE Charging Ownership Types
CONSIDERATION DUBLIN OWNS AND
OPERATES
DUBLIN CONTRACTS
WITH THIRD-PARTY FOR
FULL SERVICE EVSE
THIRD-PARTY LEASES SITE
FROM DUBLIN AND
OWNS AND OPERATES
Equipment Cost High up-front cost for
EVSE
High up-front cost for
EVSE
Low to no up-front cost
for EVSE
Installation Need to contract with
someone to install
(with proper
experience)
Installation handled by
third-party
Installation handled by
third-party
Operations &
Maintenance
Need to train existing
staff or contract
someone to operate
and maintain
Operations and
maintenance are handled
by third-party
Operations and
maintenance are handled
by third-party
Revenue from
Fees
If a fee is charged,
Dublin can keep all
fees. If site-host is a
government, fees
made for services
need to be reasonably
in line with the cost of
providing such
services.
If a fee is charged, Dublin
can keep all fees. If site-
host is a government, fees
made for services need to
be reasonably in line with
the cost of providing such
services.
Depending on contract
terms and if a fee is
charged, revenue may first
go to third-party to pay for
equipment, installation,
operations and
maintenance then to
Dublin.
Measuring
Performance
May need additional
software to track
charging data
Contract allows access to
charging data dashboard
Minimal data will be
shared unless negotiated
Cost of Electricity Responsible for
electricity cost
Typically responsible for
electricity cost, depending
on contract terms
May or may not be
responsible for electricity
cost
Source: HNTB
For Dublin, continuing to contract out full services through a third-party is recommended. This contract
type presents the lowest risk due to lower overall costs, skilled professionals maintaining equipment,
and changing out third-party providers if the EVSE does not meet needs or expectations. EVSE
equipment, like most technologies, is expected to get better, more efficient, adapt to the new vehicle
technology, and provide better service to the users. Until that level of service is achieved, contracting
out for this service is recommended.
Conclusion
Dublin is growing quickly, and EV adoption is expected to remain ahead of the rest of the state. It is
estimated that Dublin will need roughly 588 public EVSE by 2030, depending on EV adoption. Dublin is
already well positioned to meet this target based on the existing number of chargers currently available
but should reassess often to align with actual EV adoption trends and funding opportunities. Fleet
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deployments, specifically for city operations, will be another area for Dublin to focus on. Assumptions
used to determine the recommendations presented here should be updated at least every couple years
to ensure they are in line with the latest EV market factors.