in the case of this airline was approximately 15 years . As a result , working with our airline partners at both airports to determine not only the current mix of GSE units by fuel source ( e . g . diesel , gasoline , or electric ), but also age , is important as we try to develop timelines for a reasonable conversion of GSEs to electric . Understanding this timeline is also an important element for planning at what rate do we need to adapt our airside electrical infrastructure to handle an increasing number of eGSEs .
We are engaging NREL in an analysis to better understand both the current fuel consumption of existing diesel and gasoline powered GSEs at the airport and the amount of electricity the various GSEs would need to perform their jobs if electrified . Further , we aim to understand which vehicles have compatible operation for electrification to help inform future decisions . We can then combine this data with the age of the existing GSE inventory at the airports to model a fleet conversion strategy and the required investments in electrical infrastructure over time .
As with our other planned investments in electrification of both air- and landside transportation systems , the Authority and the airlines depend on third-party funding to convert GSE ( airlines ) and add the appropriate infrastructure ( Authority ). Over time , as battery costs decline , this need for outside funding may decrease , but for the near term at least , we are reliant on this outside assistance . We have successfully demonstrated our ability to obtain FAA VALE grants for the infrastructure required to support airline owned GSE and we intend to continue to apply for grants from this source . In conversations with our partner airlines , we are aware of at least one which has been successful in receiving funding from Volkswagen settlement funds 7 to pay for eGSEs in other parts of the country , although in the case of Virginia , we are not aware of any successful grant applications in this area to date .
Electric Vehicle Charging Stations
In addition to our airside focus , we are also investing in landside projects that will impact local air quality . For example , we have deployed more than 50 EV charging stations at our two airports for customer and employee use . In 2020 , we budgeted $ 950,000 to expand our EV charging station infrastructure at Dulles International and an additional $ 350,000 for Reagan National to include chargers at employee lots and taxi holding lots , in addition to expanded customer charging options . However , given the current environment , these investments may be delayed . In addition to our own investments in EV charging stations , we have had initial discussions with Dominion Energy on adding four fast charging stations ( EvGO ) at Dulles International . This investment would be made by Dominion Energy with little to no cost required by the Authority . Users of these charging stations would pay for the electricity they use to recharge their electric vehicles .
Strategic Initiative Electrification of Passenger Transfer Vehicles at Dulles International Airport
As noted in the earlier sidebar , we currently operate 26 Plane Mates and 14 Mobile Lounges at Dulles International Airport . In 2019 , these vehicles consumed 448,000 gallons of diesel fuel at a total cost of approximately $ 910,000 . 8 In addition , we spent roughly $ 2.3 million to maintain them . These vehicles
7 As a result of diesel emissions manipulation for cars sold in the U . S ., the U . S . Department of Justice and
Volkswagen agreed to a settlement that involved setting up a fund in the United States to finance various initiatives including ZEV programs and diesel fuel reduction programs . The state of Virginia , where the two Authority airports are located , was allocated $ 94 million . 8 Diesel cost of $ 2.03 / gallon used based on actual 2019 data
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