Vermont utility regulators have recommended steps Vermont could take to accelerate the use of electric vehicles (EVs) in the state, including creating state incentives for EV purchases as well as encouraging electric utilities to adopt new rate structures.
Like most other states, Vermont's transportation sector contributes more greenhouse gas emissions than any other sector of the state's economy. Due in large part to emissions from cars and trucks powered by fossil fuels, the transportation sector is responsible for about 47% of Vermont's total greenhouse gas emissions; by contrast, Vermont's electricity generating sector is relatively small but nearly entirely renewable, and has the lowest carbon dioxide emissions of any state according to federal data. Other New England states are similar -- for example, Maine's transportation sector contributed 53% of the state's total greenhouse gas emissions in 2017, while electric power generation in Maine accounted for just 9 percent of the state’s total carbon emissions.
Indeed, the New England electricity grid has experienced significant decarbonized in recent decades, and renewable energy can now be consumed in the transportation sector through the use of EVs. In 2016, Vermont adopted a Comprehensive Energy Plan aiming to power 10% of transportation with renewable energy by 2025, and 80% by 2050, while reducing the sector's emissions by 30% by 2025. Vermont estimates that reaching these goals would require adding about 50,000 to 60,000 EVs to replace vehicles with internal combustion engines by 2025, for a compound annual growth rate of about 54%.
On June 27, 2019, the Vermont Public Utilities Commission released its report to various state legislative committees, "Promoting the Ownership and Use of Electric Vehicles in the State of Vermont." The report recommends that Vermont create incentives for EV purchases or leases, whether in the form of time-of-sale rebates or tax credits. It also recommends that Vermont buy EVs for the state vehicle fleet, and encourage the development of EV charging infrastructure through zoning or building code modifications.
The report also suggests that the Commission encourage electric utilities to take additional actions to promote EV adoption, such as funding EV purchase incentives through Vermont's Renewable Energy Standard program, or developing time-of-use retail rates to encourage car charging at off-peak times. It also noted that utility rate structures which impose demand charges on most commercial accounts but not on residential accounts make public direct-current fast-charging more expensive than at-home charging.
The report also notes that increased education and outreach efforts -- by utilities as well as by car dealers and other third parties -- could encourage consumer adoption of EVs.
Energy powers society; society's choices shape energy policy. A blog about our energy resources and the choices they present for society.
Showing posts with label EV. Show all posts
Showing posts with label EV. Show all posts
Maine legislature considers EV incentives
Tuesday, February 5, 2019
The Maine State Legislature is considering several measures that could create new incentives for purchasing or leasing electric vehicles.
At least two bills proposing new incentives for electric vehicles have been printed so far:
Outside Maine, a number of other states offer incentives for electric vehicle adoption. Additionally, the federal Internal Revenue Service offers a tax credit for qualifying electric vehicles, ranging from $2,500 to $7,500 per new EV purchased for use in the U.S., depending on the size of the vehicle and its battery capacity.
At least two bills proposing new incentives for electric vehicles have been printed so far:
- LD 604, An Act To Create an Electric Vehicle Tax Credit: Sponsored by Senator Chenette, this bill would provide an income tax credit for the purchase of a new plug-in electric-drive motor vehicle that is eligible for a federal income tax credit. The credit would be $300 plus $50 for each kilowatt-hour of battery capacity in excess of 5 kilowatt-hours, up to a maximum credit of $1,500. (As a point of reference, the base model 2019 Nissan Leaf comes with a 40-kilowatt battery.) LD 604 has been referred to the Legislature's Joint Standing Committee on Taxation.
- LD 614, An Act To Provide Purchase Rebates for Battery Electric Vehicles: Sponsored by Representative Henry Ingwersen, this bill would establish an "Electric Vehicle Rebate Fund" to be administered by the Efficiency Maine Trust. The bill would direct the Trust to create a program, beginning July 1, 2020, that would pay a direct rebate of $2,500 to Maine residents who purchase or lease an eligible electric vehicle and meet certain criteria, including a certification of intent to retain ownership of the electric vehicle (through purchase or lease) for at least 36 months. The program would be limited to fully electric, zero-emission vehicles that have an on-board electrical energy storage device that is designed to be recharged using an external energy source. LD 614 has been referred to the Legislature's Joint Standing Committee on Energy, Utilities and Technology.
Outside Maine, a number of other states offer incentives for electric vehicle adoption. Additionally, the federal Internal Revenue Service offers a tax credit for qualifying electric vehicles, ranging from $2,500 to $7,500 per new EV purchased for use in the U.S., depending on the size of the vehicle and its battery capacity.
Vermont PUC opens electric vehicle investigation
Tuesday, July 17, 2018
Vermont utility regulators have opened an investigation to identify and eliminate barriers to the widespread adoption of electric vehicles in that state, following a legislative call in the state's general transportation bill for an examination of electric vehicle charging issues.
This spring, Vermont Governor Phil Scott signed into law Act 158 (H.917) of the 2017-2018 Vermont legislative session. Section 25 of Act 158 requires the Vermont Public Utilities Commission to investigate and to prepare a written report concerning the charging of plug-in electric vehicles (EV).
On July 9, 2018, the Commission issued an order opening an investigation into promoting the ownership and use of electric vehicles in Vermont. In a press release accompanying the order, the Commission noted the harmful contributions of Vermont's transportation sector to greenhouse gas emissions and global climate change, and the prospect that electrifying transportation could help the state comply with its climate and greenhouse gas goals. The order notes that commonly cited barriers to widespread EV deployment may include vehicle range limits, limited availability of charging opportunities, cost, and vehicle performance -- and even barriers more unique to Vermont, such as cold winters and a rural, mountainous landscape.
The Commission says its investigation will include multiple cycles of written filings and workshops, addressing topics including barriers to EV adoption, as well as ways EV drivers can contribute financially to road and highway maintenance. The investigation will culminate in a report to be filed with the Vermont Legislature by July 1, 2019, presenting the Commission's analysis of barriers to electric vehicle adoption and recommendations on how to reduce or eliminate those barriers.
The Commission has docketed the case as No. 18-2660-INV, and has invited interested persons and entities to file a proposed scope, structure, and schedule for the case no later than July 30, 2018.
This spring, Vermont Governor Phil Scott signed into law Act 158 (H.917) of the 2017-2018 Vermont legislative session. Section 25 of Act 158 requires the Vermont Public Utilities Commission to investigate and to prepare a written report concerning the charging of plug-in electric vehicles (EV).
On July 9, 2018, the Commission issued an order opening an investigation into promoting the ownership and use of electric vehicles in Vermont. In a press release accompanying the order, the Commission noted the harmful contributions of Vermont's transportation sector to greenhouse gas emissions and global climate change, and the prospect that electrifying transportation could help the state comply with its climate and greenhouse gas goals. The order notes that commonly cited barriers to widespread EV deployment may include vehicle range limits, limited availability of charging opportunities, cost, and vehicle performance -- and even barriers more unique to Vermont, such as cold winters and a rural, mountainous landscape.
The Commission says its investigation will include multiple cycles of written filings and workshops, addressing topics including barriers to EV adoption, as well as ways EV drivers can contribute financially to road and highway maintenance. The investigation will culminate in a report to be filed with the Vermont Legislature by July 1, 2019, presenting the Commission's analysis of barriers to electric vehicle adoption and recommendations on how to reduce or eliminate those barriers.
The Commission has docketed the case as No. 18-2660-INV, and has invited interested persons and entities to file a proposed scope, structure, and schedule for the case no later than July 30, 2018.
California considers transportation electrification
Tuesday, October 24, 2017
California utility regulators are considering proposals by electric utilities to electrify the transportation sector. If the three largest electrical corporations' proposals are approved by the California Public Utilities Commission, it could represent an investment of about $1 billion in transportation electrification in California over about 5 years.
The transportation sector is a major consumer of energy and emitter of carbon dioxide. In California, the transportation sector accounts for 37 percent of statewide greenhouse gas emissions. Electrifying transportation -- converting vehicles and trips from direct consumption of fossil fuels to EVs or electric vehicles -- can reduce emissions, particularly where the electricity supply is sourced from renewable or low-carbon resources.
To address energy and climate matters, in 2015 the California legislature enacted Senate Bill 350, the Clean Energy and Pollution Reduction Act. SB 350 codified Governor Edmund G. Brown Jr.'s clean energy and climate change goals, establishing a statewide 2030 greenhouse gas reduction target of 40 percent below 1990 level. SB 350 calls for pursuing those goals through a variety of measures, including the promotion of "widespread transportation electrification," defined as "the use of electricity from external sources of electrical power, including the electrical grid, for all or part of vehicles, vessels, trains, boats, or other equipment that are mobile sources of air pollution and greenhouse gases and the related programs and charging and propulsion infrastructure investments to enable and encourage this use of electricity."
The legislation requires the California Public Utilities Commission to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification. That process is now underway. On September 14, 2016, the Commission issued an order directing the state's three major investor-owned utilities to prepare and file applications describing their proposed transportation electrification projects and programs.
On January 20, 2017, the three utilities -- Pacific Gas and Electric Company (PG&E), SouthernCalifornia Edison (SCE), and San Diego Gas & Electric (SDG&E) -- filed their applications. As summarized by the Commission, PG&E, SCE, and SDG&E submitted proposals to invest $1 billion in transportation electrification over an approximate five year period. Onroad medium and heavy-duty charging infrastructure proposed by SCE accounts for roughly half of this total; residential charging infrastructure proposed by SDG&E and "FleetReady Make Ready Infrastructure" proposed by PG&E round out the largest-ticket items. Other projects include electrification of cranes and forklifts at ports, terminal yards, and airports.
The cases remain pending before the Commission, with evidentiary hearings held earlier this month. Other cases before the Commission address proposals by three smaller utilities.
The transportation sector is a major consumer of energy and emitter of carbon dioxide. In California, the transportation sector accounts for 37 percent of statewide greenhouse gas emissions. Electrifying transportation -- converting vehicles and trips from direct consumption of fossil fuels to EVs or electric vehicles -- can reduce emissions, particularly where the electricity supply is sourced from renewable or low-carbon resources.
To address energy and climate matters, in 2015 the California legislature enacted Senate Bill 350, the Clean Energy and Pollution Reduction Act. SB 350 codified Governor Edmund G. Brown Jr.'s clean energy and climate change goals, establishing a statewide 2030 greenhouse gas reduction target of 40 percent below 1990 level. SB 350 calls for pursuing those goals through a variety of measures, including the promotion of "widespread transportation electrification," defined as "the use of electricity from external sources of electrical power, including the electrical grid, for all or part of vehicles, vessels, trains, boats, or other equipment that are mobile sources of air pollution and greenhouse gases and the related programs and charging and propulsion infrastructure investments to enable and encourage this use of electricity."
The legislation requires the California Public Utilities Commission to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification. That process is now underway. On September 14, 2016, the Commission issued an order directing the state's three major investor-owned utilities to prepare and file applications describing their proposed transportation electrification projects and programs.
On January 20, 2017, the three utilities -- Pacific Gas and Electric Company (PG&E), SouthernCalifornia Edison (SCE), and San Diego Gas & Electric (SDG&E) -- filed their applications. As summarized by the Commission, PG&E, SCE, and SDG&E submitted proposals to invest $1 billion in transportation electrification over an approximate five year period. Onroad medium and heavy-duty charging infrastructure proposed by SCE accounts for roughly half of this total; residential charging infrastructure proposed by SDG&E and "FleetReady Make Ready Infrastructure" proposed by PG&E round out the largest-ticket items. Other projects include electrification of cranes and forklifts at ports, terminal yards, and airports.
The cases remain pending before the Commission, with evidentiary hearings held earlier this month. Other cases before the Commission address proposals by three smaller utilities.
US designates alternative fuel corridors for transportation
Thursday, November 3, 2016
U.S. federal highway administrators have announced the designation of 55 routes as "alternative fuel" corridors, capable of accommodating electric vehicles or those powered by hydrogen, propane, or natural gas. The announcement sets the stage for further federal action supporting alternative transportation fuels.
The U.S. Department of Transportation’s Federal Highway Administration (FHWA) oversees construction and maintenance of the nation's highways, bridges, and tunnels. FHWA data suggests U.S. drivers travel over 3.15 trillion miles per year. Overall, the U.S. transportation sector is a major consumer of energy, and among the largest contributors to domestic greenhouse gas emissions.
Congress and the Obama administration are now pursuing strategies to reduce the transportation sector's greenhouse gas emissions. Electric vehicles and alternative transportation fuels form one tool in these efforts. Under a 2015 law -- Section 1413 of the Fixing America's Surface Transportation (FAST) Act -- the Secretary of Transportation is required to designate national electric vehicle (EV) charging, hydrogen, propane, and natural gas fueling corridors. In July, the Department of Transportation asked states to nominate corridors along major highways, for EVs and other alternative fuels designated in the FAST Act.
In a November 3, 2016, announcement, the FHWA unveiled its designation of the nation's first alternative fuel corridors. The network is nearly 85,000 miles long, and crosses 35 states. Some corridors have been designed as "sign-ready," meaning alternative fueling stations are operational; these corridors are eligible to feature new signs showing where drivers can refuel.
The FHWA has posted maps of its alternative fuel corridors on its website. The agency intends to add more miles in the future, as additional charging and fueling stations are built.
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| An electric vehicle charging station, in an underground parking garage in Boston. |
The U.S. Department of Transportation’s Federal Highway Administration (FHWA) oversees construction and maintenance of the nation's highways, bridges, and tunnels. FHWA data suggests U.S. drivers travel over 3.15 trillion miles per year. Overall, the U.S. transportation sector is a major consumer of energy, and among the largest contributors to domestic greenhouse gas emissions.
Congress and the Obama administration are now pursuing strategies to reduce the transportation sector's greenhouse gas emissions. Electric vehicles and alternative transportation fuels form one tool in these efforts. Under a 2015 law -- Section 1413 of the Fixing America's Surface Transportation (FAST) Act -- the Secretary of Transportation is required to designate national electric vehicle (EV) charging, hydrogen, propane, and natural gas fueling corridors. In July, the Department of Transportation asked states to nominate corridors along major highways, for EVs and other alternative fuels designated in the FAST Act.
In a November 3, 2016, announcement, the FHWA unveiled its designation of the nation's first alternative fuel corridors. The network is nearly 85,000 miles long, and crosses 35 states. Some corridors have been designed as "sign-ready," meaning alternative fueling stations are operational; these corridors are eligible to feature new signs showing where drivers can refuel.
The FHWA has posted maps of its alternative fuel corridors on its website. The agency intends to add more miles in the future, as additional charging and fueling stations are built.
Electric vehicle pilot program proposed in Maine
Monday, July 23, 2012
A pilot program proposed by a Maine utility could lead to more electric vehicles on the road. Central Maine Power Co. has asked the Maine Public Utilities Commission to approve its Electric Vehicle Pilot Project No. 2, which includes a limited number of grants to help customers purchase or lease an electric vehicle.
As described in CMP's June 21 filing with the Commission, the electric vehicle pilot project consists of grant funding, CMP promotion of electric vehicles, and the collection of data on vehicle usage. CMP envisions issuing cash grants of up to $15,000 each to ten selected organizations located in CMP’s service territory. These organizations, selected through a public solicitation process, could use these grants to help them purchase or lease ten electric vehicles. Each organization can also apply a portion of the grant toward the purchase and installation of a Level 2 (208V or 240V) rapid charging station, if it so chooses.
The project arises out of a requirement approved by the Commission as part of the settlement of a 2008 case over CMP's Maine Power Reliability Program, or MPRP. As part of a deal allowing CMP to invest $1.4 billion in transmission infrastructure in its territory, the Commission required CMP to develop a process for pilot projects to facilitate the increased use of hybrid and electric cars in Maine, and to promote the storage of renewable and other energy generated off-peak to replace fuels with greater climate impacts. Using off-peak electricity to power transportation could both save money for consumers and allow the utility to make more full use of its transmission and distribution grid.
Specifically, the stipulation required CMP to bring forward at least three pilot projects to facilitate the increased use of hybrid and electric cars by the end of 2012. CMP's first pilot project entails integrating a limited number of electric vehicles into CMP's fleet. This project, which is currently being implemented, is designed to give the utility first-hand experience with EVs, in a manner that minimizes costs and risks.
If approved, CMP's second project would introduce ten vehicles into the broader community. The utility has said that its objective is to build awareness and lessen consumers' concerns by getting more of the new EV models into the public's hands. Its ultimate stated goal is to create interest and "buzz" about EVs, particularly among innovative early adopters who would be most likely to purchase an EV.
A third phase is still under development, but CMP has said it will propose reducing barriers to EV use through education, participate in the development of public charging infrastructure, and assess a lower off-peak rate for EV charging.
The Maine Public Utilities Commission is reviewing CMP's proposal and is expected to issue its decision later this year.
As described in CMP's June 21 filing with the Commission, the electric vehicle pilot project consists of grant funding, CMP promotion of electric vehicles, and the collection of data on vehicle usage. CMP envisions issuing cash grants of up to $15,000 each to ten selected organizations located in CMP’s service territory. These organizations, selected through a public solicitation process, could use these grants to help them purchase or lease ten electric vehicles. Each organization can also apply a portion of the grant toward the purchase and installation of a Level 2 (208V or 240V) rapid charging station, if it so chooses.
The project arises out of a requirement approved by the Commission as part of the settlement of a 2008 case over CMP's Maine Power Reliability Program, or MPRP. As part of a deal allowing CMP to invest $1.4 billion in transmission infrastructure in its territory, the Commission required CMP to develop a process for pilot projects to facilitate the increased use of hybrid and electric cars in Maine, and to promote the storage of renewable and other energy generated off-peak to replace fuels with greater climate impacts. Using off-peak electricity to power transportation could both save money for consumers and allow the utility to make more full use of its transmission and distribution grid.
Specifically, the stipulation required CMP to bring forward at least three pilot projects to facilitate the increased use of hybrid and electric cars by the end of 2012. CMP's first pilot project entails integrating a limited number of electric vehicles into CMP's fleet. This project, which is currently being implemented, is designed to give the utility first-hand experience with EVs, in a manner that minimizes costs and risks.
If approved, CMP's second project would introduce ten vehicles into the broader community. The utility has said that its objective is to build awareness and lessen consumers' concerns by getting more of the new EV models into the public's hands. Its ultimate stated goal is to create interest and "buzz" about EVs, particularly among innovative early adopters who would be most likely to purchase an EV.
A third phase is still under development, but CMP has said it will propose reducing barriers to EV use through education, participate in the development of public charging infrastructure, and assess a lower off-peak rate for EV charging.
The Maine Public Utilities Commission is reviewing CMP's proposal and is expected to issue its decision later this year.
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