Next, airports must follow the planning and permitting timing constraints of their utility to optimize the technical and business approach to meet demand while maintaining affordable charging prices. To strengthen charging infrastructure effectively and in a timely manner, airports should work closely with their utilities to identify the range of possible infrastructure costs associated with an electrified future. In fact, to power tens of millions of EVs, the United States will require 15 times the number of current chargers The more than 20,000 airports across the country can provide additional transportation services and support clean transportation by offering EV charging infrastructure for a broad range of drivers. Locations with continuous turnover of arriving and departing vehicles with short dwell times such as airports will also need to provide fast chargers. That transition will require a much stronger fast-charging infrastructure available to the public, especially for commercial drivers, who drive much more than the average driver. Although L2 charging is ideal for drivers who have private parking, it is not sufficient to support a full transition to EVs. Other charging levels available include slower level one (L1) chargers - a standard US wall outlet - and much faster level three (元) chargers, also known as direct current fast-chargers (DCFC), which can deliver anywhere from 50 kW to 350 kW of power. Currently, most EV charging in the United States is level two (L2), typically between 7 kW and 19 kW, with charging units often installed in a private garage or at the workplace. Emissions reduction at this scale requires 70 million electric vehicles (EVs) on the road in the United States and a 20% reduction in vehicle miles traveled.
RMI forecasts the US transportation sector must reduce greenhouse gas (GHG) emissions by at least 45% by 2030 to achieve a 1.5☌ climate-aligned future.
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