Equipping Vehicle Logistics Networks for EVs

Zach Jennings, Chargie CEO, joined Automotive Logistics in a panel to discuss logistics of electric vehicles and give insight on how providers can prepare for future EV growth. He goes further in depth about some challenges in EV distribution and the necessity of adaption and investment to be ready for the EV future. Some big questions about not only charging infrastructure needed in the supply chain but also the bigger dimensions of EVs in trucks and railcars are tackled in this panel so be sure to check it out here to learn more!

 


Transcript

Richard 0:11
Electric Vehicles sales continue to grow, and car makers are committing more and more investment resources to the next generation of mobility. But, but how ready is vehicle logistics and the distribution models that we have today? So conservative forecasts indicate that production of pure EVs will account for 25% of production in North America by 2029. Just by a show of hands, just in the room, just want to get a gauge whether there’s a an appreciation for this, there’s a ready for this. So if you’re preparing for 25% or less, by 2029, by the end of the decade, can you just raise your hands? Okay, no hands that I can see. So, who’s preparing for more? Hopefully, there’ll be a few hands. Okay, five people. Is anyone preparing for electric vehicles at all? Okay, I’m in the wrong room. So. Okay, well, maybe the next 35 minutes or so might change your mind. So here to talk through some of those challenges, and some of the impacts electric vehicles might have. And we’ll have on vehicle logistics. We have Charles Franklin, senior national manager of Business Development at GloVis America. And Zach Jennings, CEO of Chargie. Chargie are electric and EV, charging station manufacturer. And Charles, I think, you know, pretty much everyone in the room so you don’t get an intro. So, let’s crack on and get straight into it. So, my question to the audience, which fell a little flat. But my question to you, is the vehicle logistics network ready for mass electrification?

Charles 2:04
No, absolutely not. In fact, we had our vendor conference just a few months ago, where we had all the rail carriers, Port processors, auto haulers in the room and room looks like this. And I said, okay, how many of you are ready for influx, and I’m talking about next year. So I’m not talking about several years, where based on the customers I’m working with, I’m estimating anywhere from by the end of the year, 250 to 500,000 units that will be crossing our ports either in or out. And I said in the room, how many of you are ready for that? And just like your question, nobody raised their hand. And the challenge with that is they are coming. I mean, I have the forecast. I’m working on contracts. And we’re not ready by any means.

Richard 2:52
Okay, great. So we do have a session. That’s excellent. You also said yes, we’re ready, then I’d have had to shut up. So, Zach, for those who don’t know charging, perhaps you can share a little bit of detail about your story, your journey, and why you’re part of this panel.

Zach 3:07
Yeah, so we’re a turnkey operator of EV charging infrastructure. We do everything from the start from design engineering, permitting, installation, we have our own software. So, we are one single point of contact. So what we specialize in, is working with the customer to move forward with the entire process, including rebates and incentives to lower the actual investment to get those chargers installed. So we primarily work a bulk of our work has been with multifamily buildings, commercial, and then also some work at ports and logistics centers.

Richard 3:40
Great, thank you. And so Charles, you’re working with clearly a number of OEMs, existing players, new EV players as well. Those existing players transitioning for ICT to EVs, at the simplest level, is it says is it not just moving vehicles from A to B?

Charles 3:59
Well, what I’m looking at now, and that’s even how I was introduced to Zach, is we’re saying about, okay, who’s putting through these, putting these vehicles through the ports, both inbound and outbound, and you have various what amount of our problems is in trying to estimate our investment. All of these car carriers have different states of charge that they ship the vehicles, but also with the new as everybody’s been saying most of this day Amazon model where a lot of these dealers want to make OEMs want to deliver directly to the consumer, then they want these vehicles to leave the port fully charged. And so in a meeting just last week, we had and I’m sorry last but you laugh some of you guys in the room will laugh as well. They said they want us to process 150 cars a day, which sounds like a small number, but they want us to charge them 200% So that’s three and a half to four hours per vehicle per day. You know, I mean, and you know ports you don’t have that much time so that’s if you use the level two charger with his people educated me, if I did a level three, yes, I could do them faster. But then now you might blow up the grid. So, you don’t even know if your port can support those level three chargers. Number one and a level three charger costs 10 times more than a level two charger. And for the OEMs in the room, you know, if I asked you can I raise your rates two cents, you usually want to cut my head off. So, if I tell you I need to raise your rates enough to pay for these chargers, it’s not going to work. Lastly, if you if I take the level twos and I want to process that many vehicles fastly, now I have to do this charger far. So not only talking about the investment, but now you’re talking about real estate. And I don’t want to take up that much land to charge your cars. So, it’s a it’s an interesting dilemma right now we’re trying to figure it out. And that’s why we’re talking to folks like Zach.

Richard 5:52
Yeah. And Zach, just on that. Charles, you alluded to some of the different kind of charging options. But Zach, maybe you can go into that a little bit more detail, you know, what is currently available to market in terms of charging? And we’re talking about on a commercial level here? How do the different models vary? Is there a vehicle charging station ratio that you’re working to that there are guidelines out there? What do you what are you seeing?

Zach 6:15
So they’ve broken the chargers, at least in America into three different levels, level one is considered just plugging into a household outlet. From zero to full battery can be anywhere from 60 to 100 hours, it’s a very slow charge. Level two is a good middle ground, that’s where you’re looking at being able to charge a vehicle within approximately 10 hours. And those chargers are basically a relay. The actual vehicle has the inverter and does the charging and controls itself. The Level Two charger is more or less an outlet that passes the power to the vehicle with a little bit of computing power to collect data. When you get up to level three. Those are like the Tesla Supercharger network, EVgo those things you see on the side of freeways. Those are incredibly powerful. Those can charge a vehicle in under an hour. The downside to those is that they’re upwards of $100,000 per unit for the charger, let alone the infrastructure it takes to actually power those. So when you start looking at that infrastructure cost plus the actual charging hardware, you get into a very expensive installation, and then you’re getting in a game because it’s such an expensive unit itself, you want to keep cars utilizing it. So you’re always having to move and make sure people aren’t hogging the spot, or staying there too long. So it’s really comes down to a balance of do you want to put a multiple level twos and then do a level three. But if you do all level threes, that cost adds up quick. And when it comes to a ratio, obviously, we work with our customers to figure out what makes most sense for that property. And the use case. For example, in multifamily buildings for apartments, we normally do about 20%. That’s a good ratio, at least to start for now with the obvious idea that it will expand as utilization goes up, and there’s more EVs in that parking lot. But with every customer, you never know what they’re going to need. So we try to maximize what we can get in there now to see us. And we’ll get into this later, but incentives and rebates that are local to help bring that cost down?

Richard 8:07
Well, I mean, yeah, let’s get into that now, in terms of the Biden administration has invested billions into the growth of electric vehicles. Is there a clearer picture on how the sum will be, will, be allocated maybe specifically, with, with commercial EV infrastructure, and I saw that there was some news this morning. But supporting the noncommercial side, in terms of charging stations around standardization there, but what’s what’s happening on the commercial side, and specifically, what would affect our audience here.

Zach 8:44
So there’s a, we have actually a whole team of just government affairs that focuses on going to different areas and finding all these programs, because it does get incredibly complicated. We’ve had customers that are trying to take it on themselves, and they don’t maximize what was available. And you can actually stack a lot of these programs as well. So it goes all the way from utilities have their own programs, up to state level. And then obviously, federal, and from the Federal standpoint, most of what Biden administration is pushing through is targeting corridor charging, meaning when you’re on a trip, so that would be those level three chargers, you pull off charge for 30 minutes and get right back on the road. So we always work to figure out how we can work with all those programs to maximize what we can get for each customer. And a lot of the times you get 100% of that cost covered. So we always push and stress to our customers that you want to get those while they’re available. It is a first come first serve basis on the most part, and once they’re gone, they may renew them, but it’s not a guarantee. So there’s no reason to not get those things installed today and take advantage of that. When the actual charging hardware isn’t going to change much. The cables are standardized. There was a situation with Tesla back in 2012. The Society of Automotive Engineers did not develop a charging standard for the actual connector, so Tesla had to sell cars they created their own. So that’s why there’s that little bit of difference between their connector and everybody else’s. But since then, all other manufacturers have come together and agreed that the J 1772 is the connector of choice for all electric vehicles. When you get to level three, there’s, there were two options. Japan had a connector called a chatty Mo, which is around connector that Nissan a couple other companies were using, and everyone in America and Europe, were using a CCS combo charger cable. So as of recently, I think Nissan has and the Japanese companies have agreed to eliminate that standard, because that is the whole idea, you’d want to make sure that you’re not putting double infrastructure to be able to handle two different types of vehicles when everyone can be using the same thing.

Richard 10:46
And looking at the other end, you know, we mentioned the ports or looking at the other end and the dealership side. How do you see that market developing that need that growth? For charging infrastructure there? I’ll come to you again. And then Charles, I’ll come to you on potentially, the distribution models are changing in terms of that dealership model or direct deliveries perhaps and the considerations there but first to use Zach on that dealership side, what are you seeing from your customers from the conversations you’re having?

Zach 11:18
What it really comes down to is available power, a lot of dealerships don’t want to spend that money, and they don’t have the power available. So it gets more expensive. But what we always recommend is, you really want to look at it, how long is the dwell period or the time that vehicles will be parked? If it’s going to be there for days, you do not need to worry about getting big level three chargers to blast power into those vehicles. Maybe you have one just so in emergencies or visitors can use that. But the idea is of those cars gonna be parked on the lot for a while, you get a lot of level two chargers put those in and just let them trickle charge up. It’s a much more cost-effective way. And it’s easier on the grid as we spoke about earlier.

Richard 11:53
Well, right now there’s no cars on the grid. On the on the lots as we hear that, obviously that will hopefully change in the plans are for vehicle ramp ups to happen. So, again, interesting, do you invest now for the for the short term or the long term, and hopefully there’ll be stabilization. So, Charles, but I’ll come to you on that distribution model and how that might be impacting vehicle logistics specifically,

Charles 12:19
Well selfishly in regard to EVs. I love when dealerships have the power because that means that I can receive that vehicle, process it and get it out. So yes, there’s a revenue opportunity for us to charge them but we’re more concerned you know, port is a flow through. And so, I’m we’re really concerned on how much that’s going to bog us down. Because as most of them for particular for my poor processing friends, and you know, you’re taking 1000s and get one vessel might have 3000 cars, what happens when all 3000 of those are EVs and all 3000 of those need charging, and you now got another vessel coming in two days, I don’t I don’t see how we can manage that. Even if we had, you know, look like a drive in, those of you as old as I am, when you used to have to drive in theater and you pull up the speaker. I mean, even if your yard look like that, and you can hook them all up, you couldn’t get 3000 cars out in two days, it just couldn’t happen. So, I liked the model for the dealerships to champion because then we could process them, send them out and let them top them off at the dealership. However, as we say, going back to the Amazon style, we have customers right now it’s a requirement. Actually, we have one customer we already have in place. Now, we have to do 80 to 100% charge before we deliver those cars. Right now they’re in their wrap up. So they’re not getting a lot of cars, and we’re able to handle it. But at the same time when they start doing a high volume. We’re trying to figure out how much we need to invest. And that’s the scary part. Because right now at some of our ports we have doesn’t sound like many, six chargers. And if you go there right now, I promise you the four of them, there’s nobody using them. And so we spent all this money and get you know, had the chargers or whatever number and nobody’s using them. What are we going to do? So our biggest challenge now is trying to do that estimation. So we’re estimating what we’re going to do. So we’re talking to folks like this, we may even engage with Chargie, and say, here’s our business model. Here’s the power grid were on. Here’s The forecasted volume, what’s our infrastructure, and then speaking again, selfishly as a processor, and anybody who handles vehicles. OEMs will tell you, here’s our forecast, and then they move that freight to another port. And now you got all these charging stations here. So it’s we’re working, we’re going to make that solution. We’re very flexible, but at the same time we have to manage the investment versus the risk of that investment.

Richard 14:40
Yeah, absolutely. You know, in terms of the policy investing in getting the right infrastructure in place, is that going to become a competitive advantage, differentiator when we’re selecting import and export routes and models like that?

Charles 14:56
I’d say yes and no and the reason why I say that most of the time, at least as we’re talking about ocean transportation, the vessel, the origination of that freight and the destination of that freight is going to drive the port. And so therefore those ports that receive and or ship out those vehicles is going to have to upgrade. Now the question is, where’s the cost? Who’s going to do that? So right now, if we use the Tesla word, in a lot of instances, Tesla has provided those chargers. But most of the customers I’m engaging with now are giving me requirements and asking me what you’re charging capabilities, which was the plan, so they want me to invest. And then I saw my friend Dona, I can’t see the lights. But she’s the port with me I say, oh, so what are you guys going to invest? And so we’re trying to figure out and then naturally, he says, where there could be rebates, but there’s limits to those rebates. So first, somebody has to write the check, before the rebate happens in hopes of a rebate. And then there are some limits to rebates, depending upon how big your company is, if you’re over a certain revenue peak, then you don’t qualify the rebate. And so you wrote this check, oh, I’m gonna get my money back. And so, so it’s, we’re in the middle, we’re going to make it happen. Like I say, we’re working with some customers. And then as my title alludes to business development, not only mean sales, but it means developing partnerships and relationships to support our customers. So when I talked to some of my other port processing friends, you’d be amazed at how some of the biggest Roro ports in America, there are zero chargers today. So it’s so I don’t have an answer. I just know that we’re studying it. And it’s and it scares me.

Richard 16:41
I suppose while this while this landscape develops, and it seems like there’s a lot of people waiting, looking to see what others are doing, how the system can be worked? Is this potentially gonna cause a huge bottleneck? And when suddenly the volumes do rise up? And things aren’t ready? Things aren’t in place, and then suddenly, there’s a drive for demand?

Charles 17:02
It could and that’s one of the discussions that I had with Chargie yesterday, what’s the lead time? Because let us say that I do decide to put in 100 units. So I told actually, I told him 10, and he said, six to 12 weeks. But what if it’s 100? Does that make it six to 12 months? And then and then that’s one port. So what happens if all the ports so I see the bottleneck. But hopefully, if I’ve successfully secured all of these agreements, that you know, once you get the ink, it’s easy to get some green to follow that ink, and then we can start putting it in. So I think there will be a bottleneck. But I think the solution for that bottleneck is for the OEMs to determine their minimum state of charge. Right now naturally, unfortunately, we had a fire as you know, not Globus but the industry had a fire, which is causing a lot of people to look at every shipment. But let’s just say if everybody agrees, okay, it’s 30 to 40%. Okay, and they agree that that’s sufficient for it to go, then again, now I don’t need to invest. Because I’m gonna receive that car, and I’m gonna send it out. And maybe I have one or two, because yeah, some of them will have drained and they need to get charged. So we need to figure out what is the norm, and there’s no norm today.

Richard 18:15
Yeah, I just want to pick up on that point on the minimum standard charge for vehicles. Now, there’s a lot of handovers a lot of milestones within the vehicle delivery network. But you’re saying that that’s not standardized what the level of charge should be. And presumably each stakeholder would want to minimize their own cost their own charging time, their own dwell time at their own compounds or parts of the chain. So how do we how do you know this can cause a problem where vehicles are arriving less than less than standard charge, it creates a bottleneck that hasn’t been predicted hasn’t been seen. And right now, we know that getting vehicles to market is at speed is critical. So again, what needs to happen to either create this standardization, or, you know, where does the responsibility lie to ensure that the network flows smoothly?

Charles 19:10
And again, as most of you know, I’ve sat on both sides of the fence for 20 years as OEM. And now I’m a service provider. I put it on OEM. And the reason being is yes, they want to minimize their costs and to dwell on the compounds in the yard. But it’s just like anything, all ports are ocean property. So just like real estate, that’s the most expensive property in the world. Okay, so you’re going to I’m going to charge you more for consuming my real estate than I am for the juice and I’m going to charge you the real estate as well as the infrastructure to charge it. So it’d be much more friendly to the system and to their pocketbooks if they send those cars out with a charge enough to get it to its final destination because then I can treat it just like ICV ICE Vehicle. I receive it. I process it I put it on the truck train or wherever it wanted to go and it’s out. You do not want any vehicles dwelling at the port any longer than they have to because it’s just like your vacation. If you stay in this hotel more than seven days, when you stay in it one day, it’s gonna cost you a big difference because it’s on the beach. So you got to move them I believe.

Richard 20:15
That’s a great point. Zach, we’ve spoken a lot about the infrastructure. But there are also concerns about energy sources is their capacity to deal with this. Projections be current or future projections of this demand, everyone charging at the same time, commercial businesses operating at the same time, truck drivers looking to be at home overnight, so not wanting to charge during the day recharge, all at the same time, is the grid going to be able to cope what’s happening there?

Zach 20:45
So our previous company, we actually spun out it was based in Los Angeles, large scale solar provider for commercial solar. So solar farms, warehouses, airport hangers, so we understand the way electricity grid works demand and all those aspects. And really what it comes down to, it’s not about available power, there is enough power in the grid, the grid can produce massive amounts of power, when it comes down to the just like you’re saying is, the time that those peaks happen, when it’s ebbs and flows are valleys and mountains that you’re looking at, you really want to be able to shave the top off, because the way the utilities look at it is if we have to provide your energy at this very peak, we’re going to charge you extra for it because we need to supply that capacity. And by having all this down period of these power plants that only need to supply it the short amount of time, it creates a huge issue. So what it really comes down to, at least depending on the use case, is energy load management, where you can have those vehicles, okay, there’s a two hour window, there’s gonna be a massive peak in your time of use pricing is very common with utilities, you pay based on the time of day, the peak periods are more expensive, with the technology we have is you can actually have those chargers automatically slow down at those peaks if available. Obviously, if you have to get it charged, you just keep it going. But if you can, you lower the charge rates at that time, and then kick them right back up automatically. To avoid those peak periods. From an economic standpoint, you can be paying double, even triple the cost in those peaks. So by just slowing it down for a few hours and kicking it right back up, you don’t lose much time and you save a lot of money. So that’s really what it comes down to is the, you know, the sophistication, the algorithms to help stabilize the grid and kind of flatten it out more. And when gets real advanced and you have super big loads and you can justify it, you can add battery buffers, that will then kick in those batteries will be storage devices that can supply the power to the vehicles for those peaks. And that with the cost overruns the Delta, you can actually economically make that workout as well. And there are incentives for battery storage.

Richard 22:46
So beyond that, beyond the charging function, yeah, we’re getting into smart charging networks, you know, how can that not only help the grid, but how can that also have an impact on logistics as well in terms of yard management, vehicle logistics movements? How can that how can that support.

Zach 23:04
So we’re in a world nowadays of data, data is everything. So collecting that data, analyzing it using it appropriately is what becomes very important in those situations, you want to make sure that you understand what is happening with every vehicle on that lot, what their state of charge is and how long they’ve been going for. And then at the end of it, you want to be able to have notifications, those vehicles are finished, so you know that you can move them, you don’t want to send an employee to walk around and check the screens on every vehicle to see the status. So by having the data through the charger side, you have a centralized command station, you look at one pane of glass, that he’s able to tell you all this information, hey, these six cars are all finished, you know, send someone to go pull those out and put new ones in those locations. So that’s where really it comes down to. And to get that you need to have reliable communication, you need to have hardware that works every time all the time. And then you need to have redundancies behind that. So for example, a lot of our systems have either dual modems or at least dual SIM cards. So if you’re someone or we connect to the local network, but we always put redundancies in place, if something does go down, it fails over and keeps going. You do not want to be in a situation, especially with critical real estate, where you have devices or cars that are stranded because something on the chargers went down. So especially Time is money in that situation.

Richard 24:18
In terms of you know, we’ve talked a little bit about a lot about data, the need for greater transparency, greater sharing. A question I’ve asked before, but I’ll put it to you guys and Charles maybe to you is the framework there for data sharing in a in a noncommercial setting. Is it Is there a secured network? Is there things in place? And is there a level of acceptance and comfortable comfortability for data sharing to happen to really maximize the potential here

Charles 24:51
That that’s what Zach’s teams tells me. So internally do we currently have the data to support managing what he just said, heck no. And that’s why, again, going back to developing partnerships with people, I believe in letting experts do what they do. Because we’re experts in moving vehicles moving freight. And so we want to find partners that can support that. And so I don’t I don’t see us developing or designing an EV charging network database. But I’m sure as we said earlier, he said earlier today through via API, EDI, whatever, we can interface with his system and transfer that information to our customers and more equally as important to our transportation partners, because you don’t want a truck driver to show up for his load, and half of them are still charging, because he or she wants to load them up and get out of there. Which goes back to our initial point, if they have enough juice, just let them go. And, and it’s interesting, even with the consultation that we do with some of our customers who say I want this car to get to them full because it’s a brand new was going to the doorstep. And I said yeah but consider this as your customer where they rather get their car tomorrow with a 35% charge, or a week from tomorrow, full, and an additional $150 delivery fee. I said I said most of us will say give my car tomorrow, give me a 50 or $60 gift card, and I’d be happy to get a car. So again, I think the OEMs have to figure out what their business model is what the consumer demand is, and we’re, we’re flexible. I’ll do whatever you want. I’ll charge them up. And I’ll charge you for that charging them up and we’ll deliver them, but I think the industry as well as destiny is to figure out what does the customer truly want? And consider the impact of what they’re asking is on the supply chain.

Richard 26:42
Looking at some of the key trends coming out of electric vehicles, we’re seeing heavier weights, lower ground clearances, larger dimensions, versus traditional ice vehicles. Is road and rail equipment currently in use, essentially fit for purpose. No, right? Are they going 100%?

Charles 27:01
No. So in fact, we won’t say names, but we have a partnership with a very prominent EV manufacturer. And one of our first engagement with him I said is your car shippable. And it was very unique because as alluded to in other sessions, logistics is the redheaded stepchild of the automobile OEM family. So nobody considered about shipping it. They want to see how aerodynamic it is how fast it can go, how pretty it’s going to be. And they finish and they say here. And I said well, and they said what do you mean it’s a shippable. So we actually took the unit to one of our ports. We had six different auto haulers. We had three rail car designs, and we had a vessel. And so we spent two days just on loading unloading all only two of the auto haulers could the vehicle be loaded on and of those two, not all positions because of the lowness of the vehicle, only one rail car could accommodate that vehicle. And then with these new or new EV cars, they’re also wider. So the rail cars, you know, and they wider were 22 inch rims. And so we’re saying you know, we’re gonna be eatin wheels, because they’re gonna be dammed up. And so, and what I shared with them when I said shippable, if you can only ship your car on one or two types of trucks, one type of railcar, a couple of things happen number one, your costs go up. Okay, and then also the frequency of your shipment goes down. Because if that rail car is not available, or if that particular truck trailer is not available, your car’s not shipping. So there needs to be I think the industry will catch up with a remark they’re remodel the auto hauler trailers, they’re going to redesign the rail cars, but that’s a lot of money. And so a lot a lot of just look at the rail cars, I don’t even know how many 1000s of those are. So and then the other piece of that both for rail and truck is the weight that you mentioned to. So right now the rail calculates their fuel costs based on the load factor of that weight. That’s going to change that model. And right now, it’s probably going to be applied across all models of cars, be it electric or gas, because that how do they even know what’s coming through, they’re gonna say I’m taking 10,000 cars or what have you, particularly with the with the auto haulers is 80,000 pound limit. Okay, so somebody’s babies are almost 6000 pounds. So now you reduce it. And so we already have a shortage of trucks. And now you’re telling me I can’t fill them up because the load factor is too heavy. So now it’s going to be a greater shortage of trucks. And everybody says they’re petitioning for the government to increase the load the weight of these vehicles. And I used to pay my way through college, building bridges and working for the Pennsylvania Department of Transportation. I don’t see the states approving heavier vehicles because it’s going to trash the roads faster. And so I don’t I don’t know the solution, but it’s going to be an impact on the supply chain, the weight, as well as the electrification is going to have an impact. pretty quickly.

Richard 30:02
So clearly there’s a need for collaboration stakeholders to come together to work through this but just sticking with your Charles what are globus doing then uh with your own fleets and in terms of investment and upgrading equipment um to prepare and ready for this

Charles 30:19
We are ordering uh we’re ordering and working on getting redesigned auto hauler trailers um but again just like everything else even if you want regular trailers it’s just a shortage of everything so getting them is going to be slow as well as recuperating the cost because again from my oem side if I had to raise the cost per unit 25 cents I almost had to write a paper you know and so somebody’s going to have to pay for those trailers um but we are doing it but it’s going to be slow and again we’re also doing it particularly with the new startups and the new oems is right out the gate as I’m asking that same question is this car shippable so that hopefully before they do their finalization of their design they have their car adjusted to meet the current equipment here to move their vehicles so I think it’s a partnership and I think just like Kevin said earlier it’s becoming more of an enterprise before logistics like I said we built it get it there now they’re listening to us more because I can get it there but how much do you want to pay how slow do you want to be and how what do you want your damage ratio to be and so we’re working with our customers as well with our suppliers to try to meet that and again though going back to what’s the standard so what’s the standard height what’s the standard width because you want to make this investment and then all of a sudden the color is no longer red it’s green and now the stuff you just bought doesn’t work so it’s going to be interesting

Richard 31:52
Is that coming to you mentioned and touched upon automation um earlier and there’s some potential there I want to delve just a little bit deeper on that with charging vehicles is still a manual process in itself currently um there is a scope for automation be it the ports the dealerships what sort of road map do you foresee playing a part and you know also I’ve done some research and found that there’s companies exploring wireless technology and wireless charging inductive charging systems is this part of Chargie’s plans or is this part of part of industries plans and what’s the sort of timeline and roadmap looking like for that

Zach 32:36
What really comes down to is that getting everyone to agree on a standard so that they can deploy this type of technology like you said there is induction charging that you know hopefully will come up eventually you pull up into a parking spot you don’t touch anything there’s a pad on your vehicle pad underneath the concrete and it just starts charging automatically so that would be a perfect scenario one of the big issues with that is the efficiency of that you lose about 10 percent and when you start looking at scale losing 10 across all vehicles charging at any given time becomes a massive loss of energy so they’re continuing to advance it but even when they do get it up to a high enough standard it’s going to be really getting everyone to agree that okay this is the pad you put on your vehicle this is where you locate it and this is the way it communicates so that’s where it really comes down to interoperability in general is becoming more and more of a question if anyone has an ev they would understand this that a lot of cars exclude tesla because theirs is all within their own network but if you have a say a Nissan leaf you go to a charger you might not have a membership to that charger or an rfid tag so most cv drivers you open up their glove box you’ll see five or six membership cards because they’re not interoperable you need to be a member of all these different things so the future and this is where everything is starting to head to is interoperability where you just have your vehicle you plug it in there’s a standard called iso 1511.8 where the vehicle can actually communicate to the charger through the plug to identify itself authenticate and move forward with charging so it becomes a seamless process that’s where it really has to go similar to gas stations you don’t think about having a membership you tap your credit card and start putting gas in it needs to be that simple and you know there’s a lot of people from the other side that push back and say that’s never going to get corrected you know how could it possibly be solved but in the scheme of things we’re still in the infancy of evs it’s just getting started so in general there’s going to be a lot of development in the next five 10 years as things scale up and there will be you know some learning curves and some roadblocks but I think everyone’s motivated enough at this point especially with the incentives and all the push to get you know uh clean vehicles out on the roads that hopefully they can cut down the red tape and accelerate it and everyone can agree on a standard

Richard 34:43
That’s a pretty strong message there and we’re getting pretty close to time so sort of final question really is we’ve covered a lot of ground but what’s the what’s the key piece of advice um that you’d like our audience to kind of take away as we saw from my failed poll earlier no one is preparing for electric vehicles here in this room but what’s the key piece of advice you can give to get them on that journey

Charles 35:11
Piggybacking on Zach and some of the things I said before I think there needs to be some standardization some norms and some of the standardizations don’t really require any mega uh thought okay 35 or 40 and customer deliver is 35 or whatever so if everybody agrees that we’re going to ship them at this much and this much is acceptable for the customer delivery that that gives us something that we can now calculate he can help me figure out how many chargers I need based on that information but today we just don’t know and so we just need to have some standardization uh another potential solution is what they call battery as a service which means you would buy the car and you lease the battery but then that means that those batteries are interchangeable but that would also fix the port process because if a vehicle came in and let’s just say I know that 100 vehicles are coming in and they need to leave 100 state of charge I can have 100 batteries here charging when they come in you swap them it takes five minutes and they get out but what that require standardization yes it will require a big charging facility but that’s also a solution to what Biden’s talking about what they’re saying if you drive across if your battery’s at least batteries you pull in and just boom boom five minutes they swap and you keep driving so in all of those instances standardization is the requirement

Richard 36:32
Final comments?

Zach 36:33
Uh I would say the main thing is to start preparing sooner than later you can right now with timing keeping an eye on what the available incentives and rebates are is a great opportunity to get that infrastructure in uh either for free or at a low cost so I would say the main thing is to not wait until it’s absolutely necessary but plan ahead so that when the time does come, you’re ready for it

Richard 36:55
Fantastic! So plenty of opportunities plenty of information so I want to say thank you very much to my panel Charles Franklin, Zach Jennings

Chargie Announces Hiring of Scot Hester to Lead Service Operations

Hester will help Chargie scale its industry-leading service operations as it expands its EV charging network

CULVER CITY, Calif. – Chargie, a leading provider of electric vehicle (EV) charging solutions, has hired Scot Hester as senior vice president of service operations. In this leadership role, Hester will oversee Chargie’s engineering, network and operations functions, including the company’s installation teams and 24/7 Network Operations Center (NOC).

“We are excited to welcome Scot to our team,” said Chargie CEO Zach Jennings. “His years of experience leading service organizations at cutting-edge technology companies will contribute greatly to our fast-paced growth around the country and dedication to our customers.”

Hester comes to Chargie with over 20 years of experience in engineering, installation, and operations at companies including Amazon, Boingo Wireless and EarthLink. Prior to Chargie, he served as the head of global service operations at Amazon Ring in support of the company’s suite of home security products.

“I am thrilled to join the Chargie team,” said Hester. “The company’s passion for providing quality products and world-class service is very evident. The need for EV charging solutions is growing exponentially and I am proud to lead a team so committed to serving the millions of drivers and property owners that are part of this ecosystem.”

 


About Chargie

Chargie is a leading provider of intelligent, intuitive and reliable electric vehicle charging solutions for modern commercial buildings, multifamily communities and the growing number of EV drivers. We design, install, manage and operate leading-edge charging infrastructure around the country for residential properties, office buildings, retail locations, healthcare facilities, transportation hubs and more. Learn more at chargie.com.

Contact Details:

Company: Chargie
Name: Robyn Chu
Email: robyn.chu@chargie.com
Address: 3947 Landmark St, Culver City, CA 90232 Phone Number: 424-231-3591
Website: www.chargie.com

Why Multifamily Properties Should Invest in EV Charging Stations

Electric vehicle (EV) ownership has grown steadily over the past few years. In 2019, there was a record-smashing 2.1 million EVs purchased, and this was only the beginning of the next surge of growth. The EV market experienced massive growth in 2021, which is expected to continue into 2022 at 40% a year. An ever-expanding EV charging infrastructure network and increased support from the government in the form of rebates and incentives for EV charging station installation encourage the rising popularity of EVs.

If you own or manage a multifamily property, you may be considering installing EV charging stations for your residents.

 

Benefits of Installing EV Charging Stations

Installing EV charging stations at your multifamily property has many benefits.

1. Attract new residents.

Tap into the rising number of people who own EVs by installing EV charging stations right where they live. The availability of EV chargers on-property is a deciding factor for many potential new residents.

2. Retain current residents.

Give current residents a reason to renew their leases by installing EV charging stations. Many existing residents are making the switch to an EV and are looking for a way to charge at home.

3. Get ahead of your competition.

Many multifamily properties are installing EV charging stations to meet rising resident demand. Stay ahead of your competition by installing EV charging stations sooner than later. Acting now will also help you maximize any available rebates and incentives provided by your local utility.

4. Create a revenue stream.

Research shows that 75% of EV owners charge at home. EV charging stations at your property allow you to generate revenue 24/7 from these residents.

5. Offer a valuable amenity.

Instead of charging for their use, offer additional value to your residents by providing EV charging stations on your property as an amenity.

 

How Do You Install EV Charging Stations at Your Multifamily Property?

Developing an effective EV charging strategy that works for your residents today and scales easily for the needs of tomorrow can be done in partnership with experts like Chargie. As a turnkey provider, we manage every step of the process.

1. Survey and evaluate.

Every property is different, so there isn’t a one-size-fits-all EV charging station solution for multifamily properties. Chargie works with properties to consider many important factors like space limitations, power requirements, aesthetics, available rebates and future needs. We also evaluate your current electrical system to determine what, if any, upgrades are needed. This ensures there won’t be any surprises or obstacles after the final design.

2. Plan and design.

Next, we plan and design your EV charging stations. Our team of expert engineers will work closely with you to design a charging station layout that meets your property’s needs.

3. Permit and approve.

Chargie handles the details of getting any required permits and approvals from local government agencies so you don’t have to. This includes maximizing any rebate and incentive programs available for your property.

4. Install and validate.

Chargie manages all parts of the EV charger installation including building the physical infrastructure, deploying a wireless network to connect it and conducting extensive testing. This installation process takes as little as two weeks and minimizes any disruption to your residents.

5. Manage and operate.

Our work doesn’t stop once your stations are installed. We’ll help you manage and operate your EV chargers with 24/7 monitoring and support.

 

Get Started with Chargie EV Charging Stations

With over 15,000 EV charging stations installed, we’re experts at installing and operating EV chargers in multifamily communities. Multifamily properties have specific needs for charging station installations, and Chargie helps you navigate those needs. We handle the entire process, from a site survey to designing your charging stations and completing the physical installation. We’ll even take care of finding and applying for available local rebates and incentives. We’ll maximize every program your property qualifies for to help offset hardware and installation costs. Most of our clients have 100% of their installation costs covered. If you’re ready to get started, reach out to us today.

What is Range Anxiety for EV Drivers?

Whether you own a gasoline vehicle or an electric vehicle (EV), all drivers know the dread of seeing their car starting to run out of power. Unlike drivers of gasoline-powered cars, EV drivers don’t necessarily have the assurance that a gas station is around the corner or down the road. While the EV charging network is growing, many consumers suffer range anxiety, which causes some to postpone purchasing an EV.

The phrase “range anxiety” describes consumers’ fears that an EV will run out of power before they can find a place to charge. It’s a combination of concerns; one, that they’ll reach the limits of their EV’s driving range, and two, that there won’t be a place to charge when their car runs low on power. Although these are understandable fears, they tend to affect those who haven’t experienced owning an EV most.

What Causes Range Anxiety

The ecosystem of EV charging infrastructure is still growing and the availability of charging stations may vary based on your location. Some areas, more than others, have embraced and incentivized the building of EV charging infrastructure throughout their cities, while others are just getting started. Current EVs on the market have an average range of 150-300 miles which can be as little as half the range of some gas vehicles. For those who have not owned or experienced driving an EV for an extended amount of time, this lowered potential range paired with the assumption that there isn’t always going to be a charging station close by can be a factor when considering an EV purchase and cause of range anxiety. At its core, the main cause for EV range anxiety is simply the fear of the unknown and a lack of information.

Combatting Range Anxiety

Range anxiety should not stop you from purchasing an EV. Here are some important points to consider.

1. Consider the facts and figures.

Research shows a large gap between the range anxiety many people feel and how many EV drivers are actually running out of power. A recent study found that the range of an average EV is more than sufficient to get EV drivers where they need to go 87% of the time. While this anxiety prevents some consumers from purchasing an EV initially, a large majority (96%) of EV owners say they would repurchase an EV. According to AAA, while range anxiety was an obstacle to their purchase of an EV, 95% of EV drivers have always had enough charge to get where they’re going. Furthermore, range anxiety is reported to dissipate once a consumer starts driving their EV.

2. Charge at home and at work.

Plugging in your EV while you’re relaxing at home or working at the office is an easy way to incorporate charging into your everyday life and ensure your car is powered up at all times. Many multifamily communities and commercial real estate properties offer EV charging stations on site for their residents and tenants to use.

3. Plan your route.

Careful planning can help to ease range anxiety. By plotting out your travel before you hit the road, you’ll have a clear idea of how much range you need that day. If your trip takes you close to your maximum range, you can plan a mid-day charge by searching for charging stations online. While you likely won’t need this planning for day-to-day activities, it’s good practice for longer trips or when going to an unfamiliar location.

4. Support EV infrastructure growth.

Supporting the use and installation of charging stations helps grow the overall EV infrastructure industry. The more charging stations built, the larger the network will grow, making it less likely that EV drivers will find themselves without somewhere to charge. You can support EV infrastructure by using existing charging stations and making your voice heard. If you live in a multi-family community, ask management to install charging stations. The same goes for commercial properties you frequent.

5. Help improve EV technology.

As the EV market grows, EV technology will become more efficient. For example, better batteries are being developed with each new generation of EVs, extending the vehicle’s range and lowering range anxiety. By purchasing an EV, you participate in this growing market and encourage further developments.

Power Up at Chargie’s EV Charging Stations

Chargie helps reduce range anxiety with a reliable, intelligent EV charging network that makes powering up your car easy. Chargie’s EV charging stations provide a 99.5% network uptime so that you can return to a fully charged car in places you live, work and play. Chargie offers 24/7/365 customer support, so you can get the help you need whenever you need it and the intuitive mobile app makes charging an easy and seamless experience. Reach out to us today to learn more.

Electric Car Companies Gather for Panel Discussion

This article originally appeared on Los Angeles Business Journal.

Chargie, a Culver City electric charging station installer, recently participated in an electric car show and event sponsored by California State University – Northridge. Chargie Chief Executive Zach Jennings discussed the future of electric vehicles, electric charging and the company’s approach, which is to install its chargers in large structures at institutions like universities such as CSUN, retail areas as well as residential complexes.

Their business model is to be responsible when it comes to the charging itself. The company uses software that can change the amount of demand on the power grid based on how much grid pull each car has at a particular time, he added. Yan Searcy, the dean of CSUN’s College of Social and Behavioral Sciences, organized the event. He wants the school to be at the center of what he would like to see called the Sustainable Valley.

To that end, the school’s Institute of Sustainability held the show on April 7 that included test drives of electric vehicles and a roundtable discussion about the cars from two area businesses – Porsche of Woodland Hills and Chargie. Chargie brought two BMW i3 electric hybrids but just to display their charging capabilities and not for test drives.

For the roundtable, the audience was made up of 25 invited community members and another 22 people accessing the session through a Zoom link. “Most everybody sitting around the table learned a lot,” Searcy said.

With the Chargie system, if people plug in at night, for example, the company has the ability to manage the electrical draw time so that it won’t be as demanding on the grid, Searcy said. “From a business standpoint he said that’s what makes them a bit more competitive than others because they have the software to manage that and have a more sustained approach to charging and can pass some of that savings on to customers,” Searcy added.

Also participating in the car show was Electra Meccanica, a Canadian electric car manufacturer. The company did test drives of its Solo three-wheeled electric vehicle, technically classified as a motorcycle. In the Los Angeles area, Electra Meccanica has four facilities: a kiosk at the Westfield Fashion Square in Sherman Oaks, the Beverly Center and the Del Amo Fashion Center in Torrance; and a delivery preparation and service center in Studio City.

“While Northern California, the Bay Area is known as Silicon Valley, we want to be known for and by the Sustainable Valley,” Searcy said. The Woodland Hills Porsche dealership brought the all-electric Taycan, Panamera and Cayenne SUV for test drives.

Other electric car companies, including Lucid Motors USA Inc. in Newark and Polestar, the Swedish car maker that is a subsidiary of Zhejiang Geely Holding Group Co., Ltd., were contacted by Searcy but didn’t make it. Also, Tesla had a backlog of orders and couldn’t bring any cars to the show and so declined to participate, Searcy said.

Campus Powers Up With More Electric Vehicle Charging Stations

This article originally appeared on CSUN Today.

CSUN is taking a big step forward in sustainability this spring as the campus expands its network of electric vehicle (EV) chargers from 29 to 88 stations.

By April 1, the beginning of Earth Month, 56 charging stations had been installed and activated at the B2, B6, G3, G6 and G9 parking lots. The remaining 32 chargers will be installed in lots B5, F2, B4, F5 and E6 by mid-April.

The charging stations are available for all those who have valid parking permits at CSUN. To use the new stations, CSUN students, faculty and staff can create accounts on the Chargie smartphone app, where they can set up a payment method, preload funds, scan the QR code of the corresponding station and follow the charging status of their vehicles in real time.

The California Department of Energy and the California Energy Commission have reported that by 2030, 14.5% of cars on the road in California will be EVs. This means that CSUN can expect to have more than 6,000 EVs on campus by the end of the decade — so the expansion of charging stations is crucial for these drivers, according to Austin Eriksson, CSUN’s director of energy and sustainability.

“EVs are quickly growing in popularity, so it is vital for us to provide the necessary support system required for these vehicles,” said Eriksson. “In fact, our recent transportation survey concluded that 68% of CSUN EV drivers can’t find available chargers. This expansion project is a critical step toward solving the problem while simultaneously helping our campus become more environmentally conscious.” ​

As part of this project, current level 2 and level 3 ​DC Fast EV chargers that are used for different car models are being replaced by “smart” chargers operated by the platform “powered by Chargie,” the largest installer of EV charging stations in Southern California.

The new smart chargers provide real-time charger availability, cash load balancing, charging status and demand response, according to CSUN’s Sustainability Program. They can balance the loads of EV’s charging, allowing the installment of more EV chargers without any major electrical upgrades. EV drivers who use the new Chargie stations will only pay what the campus pays for the electricity dispensed during each charge session, with no markups or surcharges — at 18 cents per kilowatt-hour. This is significantly lower than residential or off-campus public charging rates, according to the Sustainability Program. The 18 cents per kWh will cover the cost of the electricity consumed. CSUN is working with Chargie to manage the Low Carbon Fuel Standard credits that will assist in covering part of the program cost and ensure that the chargers remain in operation and in good condition.

For more information about CSUN’s sustainability programs, visit https://www.csun.edu/sustainability.

LA Companies Give Renters More Ways to Charge EVs

This article originally appeared on Los Angeles Business Journal.

Electric vehicles are touted as the future, especially in Los Angeles where the city’s climate goals call for 80% of vehicles sold to be electric by 2028 — seven years ahead of the state’s 2035 cutoff for gasoline-powered auto sales.

But to achieve that zero-emissions future, Los Angeles will need charging stations within reach of more people. First and foremost, that means installing chargers at apartment and condo buildings.

“People who want to buy EVs, if they can’t charge at home, where else do they charge?” said Rajit Gadh, director of UCLA’s Smart Grid Energy Research Center.

A 2019 UC Davis study examining EV charging rates in California found that more than 50% of battery-electric vehicle drivers living in single-family residences were able to charge vehicles at home while most multifamily residents primarily relied on public chargers.

“If you just look around you as you drive through Santa Monica and neighborhoods where you used to have single-family homes, you have multifamily buildings going up,” Gadh said. “It is absolutely essential that we all work toward the problem of multiunit dwelling charging.”

Los Angeles has become a hub for the growing electric vehicle industry, and now multiple local companies are tackling the problem of EV charger access.

The power of rebates

Culver City-based Chargie works directly with property owners to install charging infrastructure at multifamily and commercial buildings. Formerly a division of solar panel installer PCS Energy, Chargie was spun out last year into a separate company.

Tracy Chou, the company’s design and marketing director, said PCS Energy and Chargie have already installed chargers at more than 700 properties with multifamily buildings comprising the vast majority of that total.

“The reason why we’ve had such a big impact is that our founders are people who have worked in multifamily for a very long time, so we really understand the priorities of multifamily property owners,” said Chou.

Building owners are looking not just to install equipment in a quick and cost-efficient manner, Chou said, but to ensure operations are being monitored and chargers are kept in working order.

PCS Energy was launched in 2014 by apartment industry veterans Joseph Fryzer, Paul Jennings and Joseph Pekarovic with the goal of using renewable energy to deliver cost savings to building owners. Chou said the establishment of Chargie as a separate entity has allowed the company to better serve property owners looking to install EV charging equipment.

“You’re really talking about a lot of moving parts when it comes to EV charging,” Chou said. “If something happens with your charging station, it becomes a very difficult thing to troubleshoot. Is it the electrical? Is it the software?”

Chou said Chargie’s team guides building owners through the entire installation process as well as any maintenance necessary after chargers are up and running.

The company is also able to provide these services at a low cost to building owners in the Los Angeles area thanks to temporary subsidies offered by local utility providers.

In 2016, the Los Angeles Department of Water and Power began offering a rebate for multifamily property owners that covers up to $4,000 per charger, plus $750 for an additional port. Southern California Edison offers similar rebates for building owners installing chargers on site and in July announced a $436 million investment in electric vehicle infrastructure.

According to Chou, most apartment building owners that work with Chargie install chargers at virtually no cost when using these rebates.

“A lot of the time, (building owners) are paying nothing to have EV charging stations installed,” Chou said. “We manage the whole process end to end and help them reap the benefits of these rebates, but it makes a huge difference when you’re talking about a project that won’t be free in five years.”

Addressing ‘range anxiety’

Rebate programs may be especially enticing to the owners of newly constructed buildings, which are required under California’s building code to include “EV capable” parking spaces with electrical panels and raceways to support EV charging equipment in at least 10% of parking spots.

The requirements are stricter in the city of Los Angeles where developers are required to actually install chargers in at least 10% of parking spaces while ensuring an additional 20% are EV capable.

Aric Ohana, chief executive of Culver City-based Envoy Technologies Inc., said even without incentives, it’s easy for multifamily property owners to see the appeal of electric vehicle infrastructure as an important amenity for residents.

“We’re now in 15 markets in 10 states,” Ohana said. “That includes small markets like Boise, Idaho, and Athens, Ohio. In those markets, you’re not going to find incentives. It’s more forward-thinking real estate operators and developers.”

Like Chargie, Envoy sometimes installs EV-charging equipment at multifamily properties, but the company is primarily focused on a car-sharing platform that allows users to rent electric vehicles that are parked and charged up at residential and commercial properties.

Ohana said shared mobility models like this one are ideal for apartment buildings where a single vehicle can serve dozens of residents making occasional short trips. The company also gives drivers considering purchasing an electric vehicle the chance to try one out and see how it functions for typical use.

“It’s a new technology, and people have what’s called ‘range anxiety,’” Ohana said.

Drivers considering switching to an electric vehicle are often concerned about the distance cars can travel before needing to be charged, he said, and how close or far the nearest charging station is. Being able to use a vehicle when running errands or taking a day trip allows drivers to familiarize themselves with EVs’ range and battery life.

“If they test drive a vehicle, they aren’t going to get a sense of how it interacts with their day-to-day life,” Ohana said. “People are living with this car at their doorstep. It enables them to really adopt EVs.”

The future is coming

Addressing the problem of so-called range anxiety is a primary goal for EVgo Inc., the Sawtelle-based electric vehicle charging company that went public earlier this year via a reverse merger with a special purpose acquisition company.

Established in 2010, the company has built an extensive network of public charging stations spread across more than 65 metropolitan areas.

Sara Rafalson, vice president of market development and public policy, said EVgo now primarily installs DC fast chargers capable of fully charging a vehicle’s battery in just 30 minutes (compared to several hours for a typical home charger).

Fast chargers are poorly suited for apartment buildings due to high power consumption, but Rafalson said they can be a good option for drivers who live in multiunit dwellings when they are placed nearby.

“Sometimes residents don’t even have access to on-site parking,” Rafalson said. “We see high demand in areas with a large proportion of multifamily housing.”

EVgo commissioned a UCLA study released in February analyzing user data and the charging habits of apartment and condo dwellers. It showed that chargers placed in high-density urban areas attracted a larger share of apartment users than others in the EVgo network. Nearly a quarter of users in these areas did not have a charger at home.

“We like to locate chargers in places where customers want to be and where there are sufficient amenities,” said Rafalson, adding that she herself did not have a charger at home when she purchased an electric vehicle.

“I would just charge at my grocery store once a week,” she said. “I was able to integrate charging into my daily life.”

But charging in public places isn’t always convenient, and the high electrical currents generated through fast charging can degrade a car’s battery, said UCLA’s Gadh. Plus, he said, the optimum time to plug in is between 11 p.m. and 5 a.m. — when most people are home, and there’s less strain on the power grid.

“To charge easily and simply, you have to be able to charge at home,” Gadh said.

Ultimately, local EV charging companies agree that public, commercial and residential charging infrastructure will all play supplementary roles in the widespread adoption of electric vehicles.

Ohana said it’s becoming clear that property owners are starting to think that way as well.

“They realize they’re going to need this, and they are future-proofing their buildings,” he said. “We’re seeing that more and more. The writing is on the wall.”

Ivy Station Reveal – Mixed Use Development Welcoming Residents

This article originally appeared on BUSINESS WIRE.

Ivy Station, a 500,000-square-foot mixed-use development adjacent to the Culver City Metro E Line station, is beginning its staggered reveal with the opening of Upper Ivy, the property’s 200-unit, six-story apartment building located in the center of the 5.2-acre site. Ivy Station’s ownership group consists of Lowe, AECOM-Canyon Partners and Rockwood Capital.

Ivy Station is located at the epicenter of a burgeoning creative and media district in Culver City. In addition to Ivy station tenant WarnerMedia, nearby studio space in Culver City has been leased to Apple and Amazon, joining legendary Sony Pictures Studios. A transit-oriented development, Ivy Station benefits from its proximity to the Metro E Line station that offers direct connection to downtown Los Angeles and Santa Monica, as well as to the greater Los Angeles public transportation network. The property is recognized as a green building through its LEED Neighborhood Development certification and LEED Silver Certification in the office category from the U.S. Green Building Council.

Living at Upper Ivy – creative, contemporary and convenient

Upper Ivy’s 200 modern apartments are configured as studio, one- and two-bedroom floorplans along with expansive penthouses and townhomes with rooftop decks. Most units have balconies offering panoramic city and park views. The contemporary units feature quartz countertops, wide plank floors, Whirlpool appliances, full-size washers and dryers, walk-in closets as well as smart home features including keyless entry.

Residents have multiple common areas and recreation spaces including a resort-style pool, located in the center of the property, with lounge and cabana seating areas, and a nearby outdoor fire pit. The fitness center offers top-of-the-line equipment and classes in both indoor and outdoor fitness spaces. An intimate courtyard offers a quiet sanctuary and appealing outdoor space.

The communal Cabana Room located adjacent to the pool on the second floor, is a spacious and comfortable area for relaxation with multiple seating areas, a fireplace and big screen televisions as well as a spot for organized events such as movie nights and wine tastings. In addition to the Cabana space is the Club Room outfitted with games and seating. All amenities are open to the outdoors with the Club Room offering an expansive terrace overlooking the park. Nearby, the Vinyl Lounge is a cozy spot for spinning Upper Ivy’s record collection. Completing the amenity options is a coworking area with work spaces and equipment to support productive home working.

Upper Ivy residents will enjoy exclusive benefits including special programs and services at Ivy Station’s boutique hotel The Shay and discount programs from the property’s retailers and restaurants. Residents and their guests have designated parking in the below-grade garage and direct access to the apartment building.

Upper Ivy’s on-site leasing office and models are now open, by appointment and a virtual tour is available on the website, upperivy.com. Upper Ivy was designed by KFA architects and is managed by Greystar.

WarnerMedia – enhancing the area’s entertainment caché

Ivy Station’s 240,000-square-foot office building is leased to WarnerMedia and will soon house employees of the company’s West Coast offices of HBO, Cinemax, HBO Max and its WarnerMedia Entertainment networks TNT, tbs and truTV. The interior build-out is underway with completion anticipated by the end of May. Developers completed the exterior work on the building, designed by Ehrlich Yanai Rhee Chaney, in 2020. The state-of-the-art creative office building features multiple outdoor balconies where the indoor environment blends seamlessly with the outdoor, abundant natural light and operable windows, and large floor plates.

The Shay – boutique hotel and new area hot spot

The Shay, a 148-room boutique hotel, is a pivotal component of Ivy Station and will be a major addition to the area providing upscale accommodations for leisure and business travelers alike. The Shay’s lobby area will be a lively gathering place with a bar, an indoor fireplace, game room and The Box, an interactive work and leisure space. The Shay’s captivating roof top deck will offer spectacular views, ample seating and an adjacent bar and food outlet. A key feature of the hotel is its approximately 8,000 square feet of flexible meeting and ballroom space, along with 5,000 square feet of outdoor courtyard space for meetings and social events, filling a gap in services for the area. Designed by KFA Architects, with Studio Collective creating the interiors, The Shay will be operated by Destination Hotels, a premium Hyatt brand known for its high-touch, tailored management of distinctive independent hotels, resorts and residences. The Shay is anticipated to open in late-summer 2021.

Lifestyle Retail – specialty shops for food, fitness and services

Ivy Station features nearly 50,000 square feet of ground floor retail that is conceived as a collection of cafes, shops, personal services and specialty retail that will appeal to and fill a need for residents, workers, and Metro commuters. Work is underway on interior build-outs for Ivy Station’s first retail tenants – Equator Coffees, LA Ale Works, Mamoun’s falafel, StretchLab, YogaSix and Healthy Spot. Each will announce its own opening while it is anticipated that most will be open in late-summer 2021. Lowe is currently in discussions with additional retailers that will complement and add to Ivy Station’s retail offerings.

Ivy Station’s buildings are set around a large landscaped outdoor area that will be programmed with a host of activities such as movie nights, art shows and concerts. With multiple points of access, the property encourages the local community, Metro riders, Ivy Station residents and employees to walk or bike through this energetic area of Culver City. Ivy Station is bounded by Venice, National and Washington Boulevards, centrally located in Culver City, midway between downtown Los Angeles and Santa Monica. Ivy Station provides over 1,500 below-grade parking spaces, 300 of which are dedicated for use by Metro transit riders, and 27 smart EV charging stations by PCS Energy and Chargie.

Original art pieces are located throughout Ivy Station. A signature element, large colorful aluminum butterflies by artist Sage Vaughn installed on the Upper Ivy building, is visible to metro riders and from Washington Boulevard. Other artistic elements include custom tile work by FAILE in and around the park and a mural and sculptural installation by Tomokazu Matsuyama.

Groundbreaking for Ivy Station was held September 27, 2017. Construction was led by general contractor Bernards. RELM provided landscape design while KFA, in addition to designing the apartments and hotel, created the property master plan. EYRC was the architect of the office building. Lowe served as developer for Ivy Station and will continue as overall manager, including retail and common areas, through Lowe affiliate Hospitality at Work®.

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