(1)Existing law, the Planning and Zoning Law, among other things, requires the legislative body of each county and city to adopt a general plan for the physical development of the county or city and authorizes the adoption and administration of zoning laws, ordinances, rules, and regulations by counties and cities.

Existing law requires a city, county, or city and county to approve an application for the installation of electric vehicle charging stations, as defined, through the issuance of specified permits unless the city or county makes specified written findings. Existing law provides that the implementation of consistent statewide standards to achieve the timely and cost-effective installation of electric vehicle charging stations is a matter of statewide concern.

This bill would prohibit a city, county, or city and county from restricting which types of electric vehicles may access an electric vehicle charging station approved for passenger vehicles that both is publicly accessible and the construction of which was funded, at least in part, by the state or through moneys collected from ratepayers.

(2)Existing law creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use moneys from the Alternative and Renewable Fuel and Vehicle Technology Fund, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure, unless the commission makes a finding that the disproportionate deployment is reasonable and furthers state energy or environmental policy as articulated by the commission.

(3)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in an existing proceeding, to consider: (A) facilitating the development of technologies that promote grid integration, including technologies that provide submetering capabilities to residential charging stations, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (B) exploring policies that support the development of technologies and rate strategies that can reduce the effects of demand charges on electric vehicles and fleets, and help accelerate the adoption of electric vehicles, and (C) adopting a tariff specific to heavy-duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(1)Existing law, the Planning and Zoning Law, among other things, requires the legislative body of each county and city to adopt a general plan for the physical development of the county or city and authorizes the adoption and administration of zoning laws, ordinances, rules, and regulations by counties and cities.

Existing law requires a city, county, or city and county to approve an application for the installation of electric vehicle charging stations, as defined, through the issuance of specified permits unless the city or county makes specified written findings. Existing law provides that the implementation of consistent statewide standards to achieve the timely and cost-effective installation of electric vehicle charging stations is a matter of statewide concern.

This bill would prohibit a city, county, or city and county from restricting which types of electric vehicles may access an electric vehicle charging station approved for passenger vehicles that both is publicly accessible and the construction of which was funded, at least in part, by the state or through moneys collected from ratepayers.

(2)Existing law creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use moneys from the Alternative and Renewable Fuel and Vehicle Technology Fund, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure, unless the commission makes a finding that the disproportionate deployment is reasonable and furthers state energy or environmental policy as articulated by the commission.

(3)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in an existing proceeding, to consider: (A) facilitating the development of technologies that promote grid integration, including technologies that provide submetering capabilities to residential charging stations, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (B) exploring policies that support the development of technologies and rate strategies that can reduce the effects of demand charges on electric vehicles and fleets, and help accelerate the adoption of electric vehicles, and (C) adopting a tariff specific to heavy-duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(1)Existing law, the Planning and Zoning Law, among other things, requires the legislative body of each county and city to adopt a general plan for the physical development of the county or city and authorizes the adoption and administration of zoning laws, ordinances, rules, and regulations by counties and cities.

Existing law requires a city, county, or city and county to approve an application for the installation of electric vehicle charging stations, as defined, through the issuance of specified permits unless the city or county makes specified written findings. Existing law provides that the implementation of consistent statewide standards to achieve the timely and cost-effective installation of electric vehicle charging stations is a matter of statewide concern.

This bill would prohibit a city, county, or city and county from restricting which types of electric vehicles may access an electric vehicle charging station approved for passenger vehicles that both is publicly accessible and the construction of which was funded, at least in part, by the state or through moneys collected from ratepayers.

(2)Existing law creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use moneys from the Alternative and Renewable Fuel and Vehicle Technology Fund, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure. infrastructure, unless the commission makes a finding that the disproportionate deployment is reasonable and furthers state energy or environmental policy as articulated by the commission.

(3)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in an existing proceeding, to consider: (1) (A) facilitating the development of technologies that promote grid integration, including technologies that provide submetering capabilities to residential charging stations, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (2) (B) exploring policies that support the development of technologies and rate strategies that can reduce the effects of demand charges on electric vehicles and fleets, and help accelerate the adoption of electric vehicles, and (3) (C) adopting a tariff specific to heavy-duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(1)Existing law, the Planning and Zoning Law, among other things, requires the legislative body of each county and city to adopt a general plan for the physical development of the county or city and authorizes the adoption and administration of zoning laws, ordinances, rules, and regulations by counties and cities.

Existing law requires a city, county, or city and county to approve an application for the installation of electric vehicle charging stations, as defined, through the issuance of specified permits unless the city or county makes specified written findings. Existing law provides that the implementation of consistent statewide standards to achieve the timely and cost-effective installation of electric vehicle charging stations is a matter of statewide concern.

This bill would prohibit a city, county, or city and county from restricting which types of electric vehicles may access an electric vehicle charging station approved for passenger vehicles that both is publicly accessible and the construction of which was funded, at least in part, by the state or through moneys collected from ratepayers.

(2)Existing law creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use moneys from the Alternative and Renewable Fuel and Vehicle Technology Fund, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure.

(3)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in an existing proceeding, to consider: (1) facilitating the development of technologies that promote grid integration, including technologies that provide submetering capabilities to residential charging stations, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (2) exploring integrating dynamic pricing models into demand charges and the use of charging stations when and where there is excess grid capacity, (3) identifying where there is excess grid capacity where demand charges should be waived for the use of publicly accessible charging stations, exploring policies that support the development of technologies and rate strategies that can reduce the effects of demand charges on electric vehicles and fleets, and help accelerate the adoption of electric vehicles, and (4) (3) adopting a tariff specific to heavy-duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(2)Existing law creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), to develop minimum charging speed recommendations for direct current fast charging stations and for electric vehicle batteries and to include these recommendations as part of the investment plan. The bill would require the Energy Commission, as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use moneys from the Alternative and Renewable Fuel and Vehicle Technology Fund, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure.

(3)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in an existing proceeding, to consider: (1) facilitating the development of technologies that promote grid integration and developing a timeline to require certain charging stations to include submetering capabilities, integration, including technologies that provide submetering capabilities to residential charging stations, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (2) exploring integrating dynamic pricing models into demand charges and the use of charging stations when and where there is excess grid capacity, (3) identifying where there is excess grid capacity where demand charges should be waived for the use of publicly accessible charging stations, and (4) adopting a tariff specific to heavy duty heavy-duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(1)Existing law creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), to develop minimum charging speed recommendations for direct current fast charging stations and for electric vehicle batteries and to include these recommendations as part of the investment plan. The bill would require the Energy Commission, as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use state moneys, moneys from the Alternative and Renewable Fuel and Vehicle Technology Fund, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure.

(2)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in an existing proceeding, to consider: (1) facilitating the development of technologies that promote grid integration and developing a timeline to require certain charging stations to include submetering capabilities, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (2) exploring integrating dynamic pricing models into demand charges and the use of charging stations when and where there is excess grid capacity, (3) identifying where there is excess grid capacity where demand charges should be waived for the use of publicly accessible charging stations, and (4) adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(1)Existing law requires the State Energy Resources Conservation and Development Commission (Energy Commission), on a biennial basis, to adopt an integrated energy policy report containing an overview of major energy trends and issues facing the state. Existing law requires the Energy Commission, as a part of the report, to conduct transportation forecasting and assessment activities that include, among other things, an assessment of trends in transportation fuels, technologies, and infrastructure supply and demand. creates the Alternative and Renewable Fuel and Vehicle Technology Program, administered by the State Energy Resources Conservation and Development Commission (Energy Commission), to provide, upon appropriation, competitive grants, revolving loans, loan guarantees, loans, or other appropriate funding measures to specified entities for those entities to develop and deploy innovative technologies that transform Californias fuel and vehicle types to help attain the states climate change policies. Existing law requires the Energy Commission to develop and adopt an investment plan to determine priorities and opportunities for the program.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), to develop and biennially reassess, minimum charging speed standards recommendations for direct current fast charging stations and for electric vehicle batteries, and batteries and to include these recommendations as part of the investment plan. The bill would require the Energy Commission, as part of the development of the investment plan, to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use state moneys, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure.

(2)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in consultation with the Energy Commission, an existing proceeding, to facilitate consider: (1) facilitating the development and deployment of certain technologies relating to charging stations, that promote grid integration and to develop developing a timeline to require certain charging stations to include submetering capabilities. The bill would require the PUC to develop strategies to integrate capabilities, if the PUC determines that these technologies and submetering capabilities are in the best interests of ratepayers, (2) exploring integrating dynamic pricing models into demand charges for publicly accessible charging stations, and the use of charging stations when and where there is excess grid capacity, (3) identifying where there is excess grid capacity where demand charges should be waived for the use of publicly accessible charging stations, and to consider (4) adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

(1)Existing law requires the State Energy Resources Conservation and Development Commission (Energy Commission), on a biennial basis, to adopt an integrated energy policy report containing an overview of major energy trends and issues facing the state. Existing law requires the Energy Commission, as a part of the report, to conduct transportation forecasting and assessment activities that include, among other things, an assessment of trends in transportation fuels, technologies, and infrastructure supply and demand.

This bill would require the Energy Commission, in consultation with the State Air Resources Board (state board), to develop minimum labeling standards for publicly accessible electric vehicle charging stations, to develop a cost-per-vehicle-mile-driven price metric for charging stations, to be known as the e-gallon rating, to develop, and biennially reassess, minimum charging speed standards for direct current fast charging stations and for electric vehicle batteries, and to assess whether charging station infrastructure is disproportionately deployed, as specified, and, upon finding disproportionate deployment, to use state moneys moneys, as well as other mechanisms, including incentives, to more proportionately deploy new charging station infrastructure.

(2)Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations and gas corporations. Existing law requires the PUC, in consultation with the Energy Commission, the state board, electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified related issues. Existing law requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050.

This bill would require the PUC, in consultation with the Energy Commission, to facilitate the development and deployment of certain technologies relating to charging stations, and to develop a timeline to require certain charging stations to include submetering capabilities. The bill would require the PUC to develop strategies to integrate dynamic pricing models into demand charges for publicly accessible charging stations, and to consider adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Under existing law, a violation of the Public Utilities Act or any order, decision, rule, direction, demand, or requirement of the PUC is a crime.

Because some of the provisions of this bill are within the act and may require action by the PUC to implement their requirements, a violation of which would be a crime, these provisions would impose a state-mandated local program.

The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.

This bill would provide that no reimbursement is required by this act for a specified reason.

Existing law provides that it is the policy of the state to promote and encourage the use of electric vehicle charging stations and to limit obstacles to their use.

This bill would state the intent of the Legislature to enact legislation to promote neutrality and interoperability in charging stations and zero-emission vehicles.

 UNFINISHED BUSINESS  

Bill No: SB 1000

Author:

:

Vote:

SENATE ENERGY, U. & C. COMMITTEE: 11-0, 4/17/18

AYES: Hueso, Morrell, Bradford, Cannella, Hertzberg, Hill, McGuire, Skinner, Stern, Vidak, Wiener

SENATE TRANS. & HOUSING COMMITTEE: 11-0, 4/24/18

AYES: Beall, Cannella, Allen, Dodd, Gaines, Galgiani, McGuire, Roth, Skinner, Vidak, Wiener

NO VOTE RECORDED: Morrell, Wieckowski

SENATE APPROPRIATIONS COMMITTEE: 6-1, 5/25/18

AYES: Lara, Bates, Beall, Bradford, Hill, Wiener

NOES: Nielsen

SENATE FLOOR: 37-0, 5/30/18

AYES: Allen, Anderson, Atkins, Bates, Beall, Berryhill, Bradford, Cannella, Dodd, Fuller, Gaines, Galgiani, Glazer, Hernandez, Hertzberg, Hill, Hueso, Jackson, Lara, Leyva, McGuire, Mitchell, Monning, Moorlach, Morrell, Newman, Nguyen, Pan, Portantino, Roth, Skinner, Stern, Stone, Vidak, Wieckowski, Wiener, Wilk

NO VOTE RECORDED: De León, Nielsen

ASSEMBLY FLOOR: 80-0, 8/29/18 - See last page for vote

SUBJECT: Transportation electrification: electric vehicle charging infrastructure

SOURCE: Author

DIGEST:

This bill requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed and use funds to more proportionately deploy chargers as needed. This bill also requires the California Public Utilities Commission (CPUC) to explore facilitating the development of technologies that promote grid integration and adopting a tariff for heavy duty electric vehicles that encourages charging during periods of excess grid capacity.

Assembly Amendments

give the CEC funding use flexibility by allowing the CEC to make a finding that disproportionate charger deployment supports state and environmental policies. Amendments also delete language requiring the CPUC to explore dynamic pricing models and identify areas where excess grid capacity would support demand charge waivers and instead require the CPUC to explore policies that limit the impact of demand charges on electric vehicles and accelerate these vehicles’ adoption.

ANALYSIS:

Existing law:

1. Requires the CPUC to direct investor-owned utilities (IOUs) to file applications for programs and investments supporting widespread transportation electrification to meet California’s climate goals and achieve the goals set by the Charge Ahead California Initiative. The CPUC must approve or modify and approve utility investments that meet specified criteria, including the following requirements: the investments are consistent with requirements in existing law, do not unfairly compete with nonutility enterprises, include performance accountability measures, and are in the interests of ratepayers. (Public Utilities Code §740.12)
2. Requires each publicly owned electric utility (POU) with an annual electrical demand exceeding 700 gigawatt hours to adopt an integrated resource plan that addresses procurement for a number of resources, including transportation electrification. (Public Utilities Code §9621)
3. Requires the CEC to administer the Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) to fund projects that develop and deploy innovative technologies that transform California’s fuel and vehicle types to help attain the state’s climate goals. (Health and Safety Code §44272)
4. Requires the CEC to adopt and annually update an investment plan to determine priorities and opportunities for the ARFVTP. The investment plan must establish priorities for investment of funds and technologies to achieve clean transportation goals and describe how funding will complement existing public and private investments, including existing state programs. (Health and Safety Code §44272.5)
5. Authorizes cities and counties to adopt zoning requirements that regulate land use, including, but not limited to, the location and size of buildings, the size and use of lots, and requirements for offstreet parking and loading. (Government Code §65850 et. seq.)

This bill:

1. Prohibits cities and counties from restricting which types of electric vehicles, including, but not limited to, plug-in hybrid vehicles, may access an electric vehicle charging station that is both publicly accessible and was at least partly funded by ratepayer or state monies.
2. Requires the CEC to assess whether electric vehicle chargers, including DC fast chargers, are disproportionately deployed by population density, geographical area, or population income level, including low, middle, and high income levels. If the CEC determines that chargers are disproportionately deployed, the CEC must use ARFVTP funding and other incentives to more proportionately deploy charging infrastructure unless the CEC makes a finding that the disproportionate deployment is reasonable and supports the state’s environmental and energy policies.
3. Requires the CPUC to consider the following as part of an existing proceeding:
   1. Facilitating the development of technologies that support grid integration, including technologies for residential charging station submetering if the CPUC determines that these technologies and submetering requirements are in the best interest of ratepayers.
   2. Exploring policies that support the development of technologies and rate strategies that reduce the impact of demand charges and help accelerate electric vehicle adoption.
   3. Adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages charging station use when there is excess grid capacity.

Comments

Accelerating infrastructure investments. To the extent that California accelerates investments in electric vehicles, it will also need to accelerate investments in charging infrastructure that meet consumer demands. In January 2018, the governor signed Executive Order B-48-18, which set a goal of deploying five million zero-emission vehicles (ZEVs) in California by 2030. To ensure that sufficient charging infrastructure exists to support accelerated electric vehicle deployment, the executive order also called for increased infrastructure investments. Specifically, the order establishes a goal of installing 200 hydrogen fueling stations and 250,000 ZEV chargers, including 10,000 direct current fast chargers, by 2025. The order also directed state agencies to update the 2016 ZEV Action Plan to expand private investment in ZEV infrastructure, particularly in low income and disadvantaged communities.

To meet requirements in the Executive Order, the CEC released an update to the ARFVTP 2018-19 Investment Plan. The revised investment plan proposes to spend approximately $134 million on electric vehicle infrastructure during the 2018-19 fiscal year. The CPUC is administering IOU investments in electric vehicle infrastructure pursuant to SB 350 (De León, Chapter 547, Statutes of 2015). On March 30, 2018, the CPUC issued a proposed decision to approve four major transportation electrification projects by the state’s three largest IOUs for a total budget of $589 million. The proposed decision establishes minimum percentages for disadvantaged community investments.

Public programs’ role in infrastructure investments. State funding for electric vehicle infrastructure exists in multiple layers, including private investments, monies from legal settlements, publicly-funded programs administered by state agencies, and investments made by utilities. These different funding sources will support different electric vehicle infrastructure investments. Ratepayer funds are generally spent within utility service territories, settlement monies are one-time funding sources, and private investors have a greater incentive to invest in infrastructure that will produce the greatest opportunity for revenue. As a result, publicly-administered programs, like the CEC’s ARFVTP, are more likely to make early investments in communities where funding gaps exist.

Effectively deploying charging infrastructure. Charging infrastructure investments are not made on a “one size fits all” basis. Investments are targeted to match charging needs. These needs are shaped by multiple factors, including geographic distribution of electric vehicles, charging behavior, driving patterns, and vehicle technology. While a DC fast charger may be appropriate for short-term charging in a public parking lot, it would not be appropriate for overnight charging in a small residential building. Matching infrastructure investments to charging needs prevents publicly funded stranded assets for which initial costs are never recouped through long-term use. Appropriately matching infrastructure to charging needs can also limit the degree to which increased load from electric vehicle charging impacts distribution and transmission systems.

This bill requires the CEC to evaluate the degree to which electric vehicle chargers, including DC fast chargers, are proportionately deployed. The CEC already tracks the degree to which charging infrastructure, including higher speed infrastructure, is deployed in disadvantaged communities. Approximately 12 percent of all ARFVTP electric vehicle chargers have been installed in disadvantaged communities. Approximately 19 percent of ARFVTP’s DC fast charger installations have been in disadvantaged communities. This bill would require the CEC to also evaluate proportionate deployment of infrastructure by income levels and population density to determine whether chargers, including higher speed chargers, are being deployed effectively in those communities. If the CEC finds that chargers are disproportionately deployed, this bill requires the CEC to adjust the ARFVTP investment plan to deploy charging infrastructure more proportionately. Conducting this analysis as part of the development of the ARFVTP investment plan can help identify additional opportunities to eliminate investment gaps and ensure that communities have an appropriate diversity of charging options to support their driving needs.

Ensuring accessibility. Electric vehicle infrastructure accessibility depends on multiple factors, including, but not limited to, the location of infrastructure, suitability of infrastructure, and the degree to which the infrastructure can be publicly accessed. Even when electric vehicle infrastructure is physically accessible to the public, the infrastructure may not be accessible to all electric vehicle drivers if other restrictions on its use exist.

Local government zoning codes regulate land use, including the allocation of parking spaces for specific land uses. Zoning codes can be used to support and expand access to charging infrastructure; however, they can also be used to restrict the use of certain electric vehicle charging spaces to certain types of vehicles and establish preferences for specific types of low-to-zero emission vehicle technologies. This bill prohibits local governments from restricting which types of electric vehicles may access an electric vehicle charging station that is publicly accessible and constructed with ratepayer or state funds.

Demand charges and submetering. Electric vehicle charging generally increases energy consumption. Electric vehicle charger owners are more likely to experience demand charges, which are generally applied when a consumer uses larger quantities of electricity. Demand charges can be higher when a consumer uses a larger quantity of electricity over a short period of time - especially when that period occurs during peak demand periods. Submetering electric vehicle chargers can enable consumers to track and pay for their vehicle charging separately from the rest of their bill. The CPUC is currently overseeing the second phase of a pilot to develop and deploy submetering technology for residential and commercial applications. After completing an evaluation of this phase of the pilot in September 2018, the CPUC plans to determine whether it is beneficial to scale the Submetering pilot to make the technology and corresponding utility programs broadly available.

This bill requires the CPUC to consider facilitating the development of submetering technologies for charging infrastructure as part of an existing proceeding. This bill also requires the CPUC to explore policies that support technologies and rate strategies that can reduce the impact of demand charges and accelerate electric vhiecle adoption. The CPUC’s evaluation of the submetering pilots may provide the commmisison with more information about potential ratepayer benefits and drawbacks of expanded submetering, dynamic pricing strategies, and new heavy duty electric vehicle tarriffs.

FISCAL EFFECT: Appropriation: Fiscal Com.: Local:

According to the Assembly Appropriations Committee:

• Approximately $150,000 (special fund) ongoing for one position at the CEC to conduct the assessment as part of the annual ARFVTP investment plan update and to coordinate with ARB and CPUC.
• Approximately $190,000 (special fund) to the CPUC for two positions to lead the consideration of technologies, policies, rate strategies, and tariffs related to EVs.
• Minor, negligible costs the ARB to coordinate with CEC and CPUC.

SUPPORT: (Verified 8/28/18)

Alliance of Automobile Manufacturers

Plug In America

OPPOSITION: (Verified 8/28/18)

City of Beverly Hills

Silicon Valley Leadership Group

ARGUMENTS IN SUPPORT: According to the author, “California has ambitious goals to invest in zero-emission vehicles and their infrastructure. For Californians to choose electric vehicles, charging has to be convenient and predictable for a wide range of charging needs. SB 1000 promotes the development of fast electric charging infrastructure in places where it does not exist and addresses common barriers to electric charging infrastructure, including pricing, convenience, and speed.”

ARGUMENTS IN OPPOSITION: The City of Beverly Hills opposes this bill unless it is amended to remove provisions limiting local governments’ ability to restrict which types of EVs can access publicly funded charging stations. The city states, “Prohibiting cities and counties from being able to determine how best to promote and encourage the use of EVs and how best to expand their EV charging infrastructure is not the route the state should take to meet our climate goals.” Silicon Valley Leadership Group (SVLG) opposes this bill because SVLG believes the bill will require chargers to have minimum charging speeds, require sub-metering capabilities and establish tariffs for heavy-duty vehicles to charge when the grid has excess capacity. However, amendments in policy and fiscal committees deleted requirements for minimum charging speed recommendations and clarified that expanding submetering capabilities and creating tariffs may be considered, but they are not required.

ASSEMBLY FLOOR: 80-0, 8/29/18

AYES: Acosta, Aguiar-Curry, Travis Allen, Arambula, Baker, Berman, Bigelow, Bloom, Bonta, Brough, Burke, Caballero, Calderon, Carrillo, Cervantes, Chau, Chávez, Chen, Chiu, Choi, Chu, Cooley, Cooper, Cunningham, Dahle, Daly, Eggman, Flora, Fong, Frazier, Friedman, Gabriel, Gallagher, Cristina Garcia, Eduardo Garcia, Gipson, Gloria, Gonzalez Fletcher, Gray, Grayson, Harper, Holden, Irwin, Jones-Sawyer, Kalra, Kamlager-Dove, Kiley, Lackey, Levine, Limón, Low, Maienschein, Mathis, Mayes, McCarty, Medina, Melendez, Mullin, Muratsuchi, Nazarian, Obernolte, O'Donnell, Patterson, Quirk, Quirk-Silva, Reyes, Rivas, Rodriguez, Rubio, Salas, Santiago, Steinorth, Mark Stone, Thurmond, Ting, Voepel, Waldron, Weber, Wood, Rendon

Prepared by:

8/30/18 10:22:08

**** END ****

SENATE THIRD READING

STR Bill Id:

Author:(Lara)

As Amended Ver:

Majority vote

SENATE VOTE: 37-0

SUMMARY: This bill requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed and use funds to more proportionately deploy electric vehicle (EV) chargers as needed; prohibits cities and counties from restricting EV charging access, and requires the California Public Utilities Commission (CPUC) to explore facilitating the development of technologies related to charging. Specifically, this bill:

1. Prohibits cities and counties from restricting which types of EVs may access an EV charging station that has been approved for passenger vehicles and that is both publicly accessible and was at least partly funded by ratepayer or state monies.
2. Requires the CEC, in coordination with the Air Resources Board (ARB), to assess whether EV chargers, including direct current fast chargers (DCFC), are disproportionately deployed by population density, geographical area, or population income level, including low, middle, and high income levels. If the CEC determines that chargers are disproportionately deployed, CEC must use Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) funding and other incentives to more proportionately deploy charging infrastructure, unless CEC makes a finding that the disproportionate deployment is reasonable and furthers state energy or environmental policy.
3. Requires the CPUC to consider the following as part of an existing proceeding: a) facilitating the development of technologies that support grid integration, including technologies that provide sub-metering capabilities to residential charging stations if the CPUC determines that these technologies and sub-metering capabilities are in the best interest of ratepayers; b) exploring policies that support the development of technologies and rate strategies that can reduce the effects of demand charges on electric vehicle drivers and fleets, and help accelerate the adoption of electric vehicles; and c) adopting a tariff specific to heavy-duty electric vehicle fleets or electric trucks and buses that encourages charging station use when there is excess grid capacity.

FISCAL EFFECT: According to the Assembly Appropriations Committee:

1. Approximately $150,000 (special fund) ongoing for one position at the CEC to conduct the assessment as part of the annual Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) investment plan update and to coordinate with ARB and CPUC.
2. Approximately $190,000 (special fund) to the CPUC for two positions to lead the consideration of technologies, policies, rate strategies, and tariffs related to EVs.
3. Minor, negligible costs the ARB to coordinate with CEC and CPUC. [Same as analysis of July 5th version of bill.]

COMMENTS: To reduce mobile source pollution and meet our climate goals, the state is reducing its reliance on gasoline-powered cars and promoting efforts to electrify our transportation sector through the advancement of plug-in EVs, plug in hybrid EVs, and hydrogen fuel cell EVs. Plug-in EVs that run solely on batteries and hydrogen fuel cell EVs are considered zero-emission vehicles (ZEV) because they result in zero tailpipe emissions.

To support the electrification of the transportation sector significant EV charging investments have been made in California. As part of the ARFVTP, CEC has funded 64 new or upgraded hydrogen refueling stations and 7,695 installed or planned charging stations for plug-in EVs. The CEC tracks the degree to which charging infrastructure, including higher speed infrastructure, is deployed in disadvantaged communities. Approximately 12% of all ARFVTP EV chargers have been installed in disadvantaged communities. Approximately 19% of ARFVTP's DCFC installations have been made in disadvantaged communities.

Additionally, administered largely by ARB, the 2016 Volkswagen settlement requires $800 million to be spent in mostly EV fueling infrastructure in California for the coming decade. Both ARB and CEC are using state monies (such as ARFVTP and Greenhouse Gas Reduction Fund) to fund the electrification of heavy-duty trucks and buses as well. In addition to other EV market acceleration investment programs throughout California state agencies, in 2015 the Legislature passed SB 350 (De León), Chapter 547, Statutes of 2015, which set 2030 GHG reduction targets to be achieved through a variety of measures, including the requirement that California's three investor owned utilities submit widespread transportation electrification plans. Efforts to deploy EV charging infrastructure at the local level has also taken place. Local governments zoning codes regulate land use, including the allocation of parking for specific land uses. Zoning codes can be used to support and expand access to charging infrastructure. They can also be used to restrict the use of certain electric vehicle charging spaces for certain types of vehicles. According to the author, "For Californians to choose electric vehicles, charging has to become more accessible, and the aim of SB 1000 is to promote investments that democratize fast charging station."

Please see the policy committee analysis for full discussion of this bill.

Analysis Prepared by: Cynthia Alvarez / TRANS. / (916) 319-2093 FN: 0004173

Date of Hearing: August 8, 2018

ASSEMBLY COMMITTEE ON APPROPRIATIONS

Lorena Gonzalez Fletcher, Chair

SBPCA Bill Id:SB 1000

Author:(Lara) – As Amended Ver:July 5, 2018

Urgency: No State Mandated Local Program: Yes Reimbursable: No

SUMMARY:

This bill seeks to increase access of all California communities to electric vehicle (EV) charging infrastructure and to facilitate use of EV infrastructure, in general. Specifically, this bill:

1. Requires the California Energy Commission (CEC), in consultation with the Air Resources Board (ARB), to (a) assess whether EV charging station infrastructure is disproportionately deployed by population density, geographical area, or population income level and (b) use monies and other mechanisms to more proportionately deploy new EV charging station infrastructure, if the CEC, as a result of the assessment, finds such infrastructure has been disproportionately deployed.
2. Directs the California Public Utilities Commission (CPUC) to consider, in an existing proceeding, all of the following:
   1. Facilitating the development of technologies that promote grid integration, including technologies that provide submetering capabilities to residential charging stations, if the CPUC determines that these technologies and submetering capabilities are in the best interests of ratepayers.
   2. Exploring policies that support the development of technologies and rate strategies that can reduce the effects of demand charges on electric vehicle drivers and fleets, and help accelerate the adoption of EVs.
   3. Adopting a tariff specific to heavy-duty EV fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.
3. Prohibits a local government from restricting the types of EVs that may access an EV station if the station is publicly accessible and its construction was funded by the state or with ratepayer monies.

FISCAL EFFECT:

1. Approximately $150,000 (special fund) ongoing for one position at the CEC to conduct the assessment as part of the annual Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) investment plan update and to coordinate with ARB and CPUC.
2. Approximately $190,000 (special fund) to the CPUC for two positions to lead the consideration of technologies, policies, rate strategies, and tariffs related to EVs.
3. Minor, negligible costs the ARB to coordinate with CEC and CPUC.

COMMENTS:

1. Purpose. The author intends this bill to “democratize fast-chargers and promote access to charging infrastructure in all communities.” The bill includes three components to achieve these goals: (a) CEC assessment of EV infrastructure deployment; (b) CPUC consideration of EV technology development, policies, rates, and tariffs; and a prohibition on local restrictions regarding EV charging station access.
2. Background. The state has several EV and alternative-fueled vehicle goals. Statute establishes the goal of placing one million zero-emission vehicles (ZEVs) and near-zero-emission vehicles (NZEVs) on California’s roads by the end of 2022, accessible to Californians of all incomes. Governor Brown issued executive orders to set the goals of 1.5 million ZEVs by 2025 and 5 million ZEVs by 2030. In addition, the state, through a variety of efforts, is spending billions of dollars to promote ZEVs and the infrastructure needed to support them. For example, the ARB administers several programs that provide financial incentives for the purchase or lease of ZEVs and NZEVs.

Similarly, the CEC administers the ARFVTP, which funds the development and deployment of alternative and renewable fuels and advanced transportation technologies, including EV charging infrastructure, to help achieve the state's climate change policies. The ARFVTP annual budget is approximately $100 million. To date, CEC has awarded approximately $80 million towards installation of nearly 8,000 charging stations throughout the state.

1. Comments. The CEC awards funds to EV charging stations that CEC believes will meet current and future demand for charging. The goal is to support increased adoption of EVs. The author expresses concern that some communities will not have access to EV charging, or high-speed EV charging, and will therefore not fully share in the benefits of EV adoption. This is a reasonable concern. However, in the near-term, the goal of supporting EV adoption may conflict with goal of ensuring proportional deployment of EV charging infrastructure across areas of differing population density, geography, and income levels. The author may, therefore, wish to provide the CEC a degree of discretion to ensure the bill’s goal of proportionality does not conflict with the goal of EV adoption and, thereby, market transformation that makes EVs available, and affordable, to a wide range of Californians. The author could achieve this flexibility by conditioning the requirement CEC make available ARFVT funds or other resources upon a finding by CEC that any disproportionate distribution of EV infrastructure is unreasonable and not in furtherance of the state’s EV deployment goals.

Analysis Prepared by: Jay Dickenson / APPR. / (916) 319-2081

Date of Hearing: June 27, 2018

ASSEMBLY COMMITTEE ON UTILITIES AND ENERGY

Chris Holden, Chair

SBPCA Bill Id:SB 1000

Author:(Lara) – As Amended Ver:May 25, 2018

SENATE VOTE: 37-0

SUBJECT: Transportation electrification: electric vehicle charging infrastructure

SUMMARY: This bill requires the California Public Utilities Commission (CPUC) to consider several rates and metering arrangements for the charging of electric vehicles (EVs); requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure and funding is proportionately deployed; and prohibits cities and counties from restricting EV charging access. Specifically, this bill:

1. Requires the CPUC to consider the following as part of an existing proceeding:
   1. Facilitating the development of technologies that support grid integration, including technologies that provide sub-metering capabilities to residential charging stations if the CPUC determines that these technologies and sub-metering capabilities are in the best interest of ratepayers;
   2. Exploring the integration of dynamic pricing models into demand charges, the use of charging stations when and where there is excess grid capacity, and options for waiving demand charges when there is excess grid capacity; and
   3. Adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages charging station use when there is excess grid capacity.
      
2. Prohibits cities and counties from restricting which types of EVs may access an EV charging station that is both publicly accessible and was at least partly funded by ratepayer or state monies.
3. Requires the CEC, in coordination with the California Air Resources Board (CARB), to assess whether EV chargers, including direct current fast chargers (DCFC), are disproportionately deployed by population density, geographical area, or population income level, including low, middle, and high income levels. If the CEC determines that chargers are disproportionately deployed, the CEC must use Alternative Fuel and Vehicle Technology Program (ARFVTP) funding and other incentives to more proportionately deploy charging infrastructure.

EXISTING LAW:

1. Requires that all charges demanded or received by any public utility for any product, commodity or service be just and reasonable, and that every unjust or unreasonable charge is unlawful. (Public Utilities Code § 451)
2. Requires the CPUC to establish rates using cost allocation principles that fairly and reasonably assign to different customer classes the costs of providing service to those customer classes, consistent with the policies of affordability and conservation. (Public Utilities Code § 739.6)
   
3. Defines “interests” of ratepayers, for the purposes of transportation electrification, to mean direct benefits that are specific to ratepayers, consistent with both safer and more reliable service or less costly gas or electrical service including due to either improved use of the electric system or improved integration of renewable energy generation and any other benefits, as specified. (Public Utilities Code § 740.8)
4. Requires the CPUC to evaluate and implement policies to promote the development of equipment and infrastructure needed to facilitate the use of electric power and natural gas to fuel low-emission vehicles and specifically authorize IOUs to develop equipment or infrastructure needed for electric-powered and natural gas-fueled low-emission vehicles. (Public Utilities Code § 740.3)
5. Requires IOUs to file applications for programs and investments to accelerate widespread transportation electrification which seek to minimize overall costs and maximize overall benefits, and requires the CPUC to approve, or modify and approve, programs and investments in transportation electrification, including charging infrastructure, through a reasonable cost recovery mechanism, if they do not unfairly compete with nonutility enterprises, include performance accountability measures, and are in the interests of ratepayers. (Public Utilities Code § 740.12)
   
6. Requires CARB to identify and adopt appropriate policies, rules, or regulations to remove regulatory disincentives preventing retail sellers and local publicly owned electric utilities from facilitating the achievement of greenhouse gas (GHG) emission reductions in other sectors through increased investments in transportation electrification. Policies to be considered shall include, but are not limited to, an allocation of GHG emissions allowances to retail sellers and local publicly owned electric utilities, or other regulatory mechanisms, to account for increased GHG emissions in the electric sector from transportation electrification. (Health & Safety Code § 44258.5)

FISCAL EFFECT: According to the Senate Appropriations Committee, this bill results in ongoing costs of approximately $300,000 (Utility Reimbursement Account) to the CPUC to manage the proceeding and develop materials.

BACKGROUND:

CPUC Electrification Efforts – The CPUC has an ongoing proceeding to develop policies to ensure that EVs efficiently integrate with the utility grid and have access to fair rates that encourage electrification. The utilities are in different phases of program development but all have EV charging rates for residential customers which allow EV drivers to fuel their vehicle for less than the equivalent cost of gasoline.

Commercial rates for charging vehicles appear to be in different phases of development including pilots. There are no EV charging rates specific to heavy duty vehicle fleets or electric truck and buses as proposed by this bill.

Two of the three utilities (Pacific Gas & Electric [PG&E] and Southern California Edison [SCE]) have charging infrastructure programs, funded through increases in distribution rates for all customers, for “make-ready” charging infrastructure to support fleets of medium- and heavy-duty vehicles which includes municipal bus transit depots.

PG&E, for example, will provide make-ready infrastructure for non-light-duty electric vehicles for customers who commit to purchasing electric vehicles at 700 sites for up to 8,800 charging points, PG&E would own, operate and maintain the make-ready infrastructure, but not the charging equipment (EVSE). The make-ready includes every component from the distribution circuit up to the stub for the EVSE or idle-reduction equipment. PG&E will provide a new service connection with meters and panels exclusively for the make-ready installation.

COMMENTS:

1. Author’s Statement. SB 1000 promotes access to speed in all communities by including proximity to fast charging as part of the criteria in our public investments. This will help prevent the scenario where some communities in our state have access to very fast charging, while others get left behind. SB 1000 also ensures access to all types of EVs when we make public investments in EV infrastructure. Plug-in hybrids are essential to our clean air goals and a pathway for people to get used to the idea of a zero emission vehicle. The third component of SB 1000 is to address barriers to heavy duty fleets and promote strategic charging for the heavy duty sector. We are looking ahead at years of investments in charging infrastructure to meet our 2030 goals, and SB 1000 will help ensure that we democratize fast-chargers and promote access to charging infrastructure in all communities.
   
2. Double Referral. This bill was heard in the Assembly Transportation Committee on June 25^th where a more detailed discussion of the EV charging infrastructure and planning issues occurred. Consequently, this analysis will focus on the ratemaking issues related to the charging of EVs.
3. EV Charging Rates. The IOUs have established EV rates for residential and commercial customers. Fundamentally, the rates are time-of-use rates which incent the customer to charge off-peak (currently at night) and result in a cost of fuel for the EV which is less than gasoline would be for a car.
   
   This bill has three goals relative to the rates for charging different EV types and metering arrangements and those related to public charging stations:
   1. Facilitate the development of submetering for residential charging. This would require the IOU to have two separate meters at a residence. One which separately meters the charging of the car and one which meters the remaining household use. Implicit in submetering is the thought that EV charging should be treated differently than other household needs. The residential rates established by the IOUs, and approved by the CPUC, thus far are based on time-of-use (TOU) which appears to be the best structure for appropriately charging EV customers for the costs they impose on the electric system, while ensuring the charging/discharging behavior meets other policy objectives (i.e. doesn’t exacerbate system peak demand). The TOU rates will be less at night (roughly 9:00 p.m. to 7:00 a.m. when demand is less therefore driving EV charging to this same time frame. As rate structures are aligned with the cost of electricity (which is higher as demand is higher) it is expected that EV charging will naturally fall into alignment and sub-metering will not be necessary.
      
      However, there is an ongoing residential submetering pilot. The results will be evaluated by a third party, but the CPUC will need to work with stakeholders to determine whether those pilot results are adequate to develop and adopt a submetering protocol that could apply to all EV charging applications. This bill does not mandate the use of submetering unless the CPUC finds that it is in the best interests of ratepayers.
      
   2. Explore dynamic pricing models (time-of-use rates) for public charging stations. The committee is not aware of any public charging stations with varying prices for electricity. It could be done but submetering would be required. The end goal is consistent with current rate design. However, if a driver is in a public place, the practicality of waiting to charge several hours is not apparent. To the degree that the public charging station does have a cost to the EV driver, it could incent the driver to charge at home and off-peak. Some charging stations have no cost, some have volumetric pricing. This can affect a driver’s charging behavior.
      
      This section is not a mandate to implement but is a mandate to “explore.”
      
   3. Establishing a rate specifically for heavy duty vehicle fleets or electric truck and buses. Two of the three large IOUs have medium-and heavy-duty EV charging infrastructure programs. All three IOUs have commercial EV rates but they are not specific to the types of vehicles or fleets. The IOUs continue to pilot and develop new EV charging rates as well as infrastructure deployment. However the rates called for in this bill have not yet been developed. The need is not yet clear since TOU pricing generally addresses EV charging needs because the rates are lower overnight which generally aligns when the vehicles are being charged. For commercial customers however, demand charges are of concern and the charging of large fleets of EVs could trigger higher demand charges depending on how the rates are designed.
      
      There is an outstanding question as to whether the commercial EV rates will meet the needs of fleets.
      
4. Free Ride for Community Choice Aggregators (CCAs). A growing number of IOU customers, particularly in urban areas and coastal counties have moved to CCAs as their electricity provider. The specialized transit rates for the charging of electric buses mandated by this bill would not apply to CCAs. The CCAs are not required to offer any specialized rates.
   

This leaves a schism – IOUs have fewer and fewer customers across which the costs of special rate treatment can be shifted. Moreover, it should not go unnoticed that some municipalities are starting to cherry-pick. The county board of supervisors or city council votes to establish or join a CCA in their region which triggers a default enrollment for all customers in the municipality. They are given the opportunity to opt-out of the CCA. Some municipal customers exercise that opportunity and remain with the IOU where rates have been designed to serve specific needs.

1. Related Legislation.

SB 1434 (Leyva) Requires IOUs to file rate design applications with the CPUC for transit agencies to support and accelerate the deployment of zero-emission transit buses. Status: Set for hearing in the Assembly Communications & Conveyance Committee June 27^th.

SB 1479 (Stern) Adopts electricity billing requirements applicable to the Los Angeles County Metropolitan Transportation Authority that are similar to the requirements applicable to Bay Area Regional Transit (BART), but would also impose those requirements applicable to an electrical corporation in the BART statute on a local publicly owned electric utility. Status: Held in Senate Energy, Utilities & Communications Committee.

REGISTERED SUPPORT / OPPOSITION:

Support

Alliance of Automobile Manufacturers

Support If Amended

Plug In America

Opposition

None on file.

Analysis Prepared by: Kellie Smith / U. & E. /

Date of Hearing: June 25, 2018

ASSEMBLY COMMITTEE ON TRANSPORTATION

Jim Frazier, Chair

SBPCA Bill Id:SB 1000

Author:(Lara) – As Amended Ver:May 25, 2018

SENATE VOTE: 37-0

SUBJECT: Transportation electrification: electric vehicle charging infrastructure.

SUMMARY: This bill requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed and use funds to more proportionately deploy electric vehicle (EV) chargers as needed; prohibits cities and counties from restricting EV charging access, and requires the California Public Utilities Commission (CPUC) to explore facilitating the development of technologies related to charging. Specifically, this bill:

1) Prohibits cities and counties from restricting which types of EVs may access an EV charging station that is both publicly accessible and was at least partly funded by ratepayer or state monies.

2) Requires the CEC, in coordination with the Air Resources Board (ARB), to assess whether EV chargers, including direct current fast chargers (DCFC), are disproportionately deployed by population density, geographical area, or population income level, including low, middle, and high income levels. If the CEC determines that chargers are disproportionately deployed, the CEC must use Alternative Fuel and Vehicle Technology Program (ARFVTP) funding and other incentives to more proportionately deploy charging infrastructure.

3) Requires the CPUC to consider the following as part of an existing proceeding:

1. Facilitating the development of technologies that support grid integration, including technologies that provide sub-metering capabilities to residential charging stations if the CPUC determines that these technologies and sub-metering capabilities are in the best interest of ratepayers.
   
2. Exploring the integration of dynamic pricing models into demand charges, the use of charging stations when and where there is excess grid capacity, and options for waiving demand charges when there is excess grid capacity.
   
3. Adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages charging station use when there is excess grid capacity.
   

EXISTING LAW:

1. Requires ARB, pursuant to California Global Warming Solutions Act of 2006 [AB 32 (Núñez and Pavley), Chapter 488, Statutes of 2006], to adopt a statewide greenhouse gas (GHG) emissions limit equivalent to 1990 levels by 2020, adopt regulations to achieve maximum technologically feasible and cost-effective GHG emission reductions and authorizes ARB to use market-based compliance mechanisms, to comply with GHG reduction regulations; requires ARB to ensure that statewide GHG emissions are reduced to at least 40% below 1990 levels by 2030.
2. Establishes the Greenhouse Gas Reduction Fund (GGRF) and requires all moneys, except for fines and penalties, collected by ARB from the auction or sale of allowances pursuant to a market-based compliance mechanism (i.e., the cap-and-trade program adopted by ARB under AB 32) to be deposited in the GGRF and be available for appropriation by the Legislature.
3. Requires ARB to administer the Charge Ahead California Initiative to put one million zero and near-zero emission vehicles (ZEVs and NZEVs) on the road by 2030, ensure that ZEVs and NZEVs are a mainstream option for buyers, increase disadvantaged and low to moderate income communities’ access to ZEVs and NZEVs, and deploy vehicles in those communities.
4. Requires the ARB to develop and publish a study on barriers for low-income customers to zero and near-zero-emission transportation options, including those in disadvantaged communities, as well as recommendations on how to increase access to zero and near-zero-emission transportation options to low-income customers, including those in disadvantaged communities.
5. Requires the CPUC to direct investor-owned utilities (IOUs) to file applications for programs and investments supporting widespread transportation electrification to meet California’s climate goals and achieve the goals set by the Charge Ahead California Initiative. The CPUC must approve or modify and approve utility investments that meet specified criteria.
6. Requires the CEC to administer the ARFVTP to provide grants and other financial incentives to accelerate the development and deployment of clean technologies.
7. Requires the CEC to adopt and annually update an investment plan to determine priorities and opportunities for the ARFVTP. The investment plan must establish priorities for investment of funds and technologies to achieve clean transportation goals and describe how funding will complement existing public and private investments, including existing state programs.
8. Authorizes cities and counties to adopt zoning requirements that regulate land use, including, but not limited to, the location and size of buildings, the size and use of lots, and requirements for off-street parking and loading.

FISCAL EFFECT: Unknown

COMMENTS: To reduce mobile source pollution and meet our climate goals, the state is reducing its reliance on gasoline-powered cars and promoting efforts to electrify our transportation sector through the advancement of plug-in EVs, plug in hybrid EVs, and hydrogen fuel cell EVs. Plug-in EVs that run solely on batteries and hydrogen fuel cell EVs are considered ZEV because they result in zero tailpipe emissions. It is estimated that by the end of 2017, more than 360,000 EVs have been sold in California, with the number of EVs in the state increasing by approximately 34%. However, ARB estimates that by mid-century, 87% of cars on the road will need to be full ZEVs, in order for the state to meet its long-term climate goals.

California has looked to expand the sale and use of ZEVs by setting specific goals through legislation and executive orders. In 2012, Governor Brown issued EO B-16-2012 which established the milestone of placing 1.5 million ZEVs on California roadways by 2025. The EO also established ZEV purchase targets for state agencies and required the integration of plug-in electric vehicle charging into the state’s electricity grid by 2020. The ZEV Action Plan, which was updated in 2016, established goals for the advancement of ZEVs, outlined strategies to achieve those goals and directed state agencies to expand private investment in ZEV infrastructure, particularly in low income and disadvantaged communities. This year, Governor Brown announced a new goal and issued B-48-2018 which orders the deployment of 5 million ZEVs on California roads by 2030. The 2018 EO also directed all state entities to spur the construction and installation of EV charging and fueling infrastructure, find ways to streamline EV infrastructure installation processes, and carry out additional programs and actions to reach the goal. Specifically, the order establishes a goal of installing 200 hydrogen fueling stations, and 250,000 ZEV chargers, including 10,000 DCFC, by 2025.

Level 1, Level 2, and DCFC are the most widely deployed classes of chargers. In broad terms, this classification pertains to the charger’s power, and reflects charging speed. A more powerful charger results in much shorter charging times. According to the CPUC, “Level 1 chargers are used in a residential setting, and Level 2 chargers are used in both a residential and commercial setting. Due to higher power requirements, DCFC stations are only suited to commercial settings”. More than 10,000 Level 2 and 1,500 DCFC connectors have been deployed across the state. CEC estimates that between 226,000 and 278,000 EV chargers will be necessary to support 1.5 million ZEVs in 2025.

Significant EV charging investments have been made in California. As part of the ARFVTP, CEC has funded 64 new or upgraded hydrogen refueling stations, 7,695 installed or planned charging stations for plug-in electric vehicles, including 4,343 private charging stations at homes, fleet yards, and workplaces; 3,046 public Level 2 charging stations; and 306 DCFC. The CEC tracks the degree to which charging infrastructure, including higher speed infrastructure, is deployed in disadvantaged communities. Approximately 12% of all ARFVTP EV chargers have been installed in disadvantaged communities. Approximately 19% of ARFVTP’s DCFC installations have been made in disadvantaged communities. This year, the administration intends to revamp the ARFVTP to have a greater focus on EV charging infrastructure and the ARFVTP 2018-19 Investment Plan proposes approximately $134 million in EV infrastructure investments. Additionally, administered largely by ARB, the 2016 Volkswagen settlement requires $800 million to be spent in mostly EV fueling infrastructure in California for the coming decade. Both ARB and CEC are using state funding (such as ARFVTP and GGRF) to fund the electrification of heavy-duty trucks and buses as well.

In addition to other EV market acceleration investment programs throughout California state agencies, in 2015 the Legislature passed SB 350 (de León), Chapter 547, Statutes of 2015, which set 2030 GHG reduction targets to be achieved through a variety of measures, including widespread transportation electrification. In 2015, CPUC directed California’s three investor owned utilities (IOUs) to submit applications proposing projects aimed at achieving the transportation electrification goals in SB 350. CPUC has since proposed two decisions authorizing utility investments in transportation electrification, including in November 2017, authorizing the three IOUS to spend up to $42.8 million on 15 pilot projects aimed at accelerating EV adoption, improving air quality and reducing GHG emissions; and in March 2018 approving four IOU projects, totaling approximately $589 million, aimed at installing EV charging infrastructure.

Efforts to deploy EV charging infrastructure at the local level has also taken place. Local governments zoning codes regulate land use, including the allocation of parking for specific land uses. Zoning codes can be used to support and expand access to charging infrastructure. They can also be used to restrict the use of certain electric vehicle charging spaces for certain types of vehicles. For example, a local government may restrict the use of EV charging to plug-in hybrid EVs and instead, only allow plug-in EVs to use the charging infrastructure.

According to the author, “The purpose of SB 1000 is to improve access to charging infrastructure and enable further electric truck development. Access to charging is similar to access to broadband internet. A basic level of speed is necessary and a basic level of proximity is necessary. For Californians to choose electric vehicles, charging has to become more accessible, and the aim of SB 1000 is to promote investments that democratize fast charging station.” The author also notes, “Certain local governments have adopted a local ordinance or may be considering adopting a local ordinance to exclude plug-in hybrid cars from publicly accessible charging stations. Plug-in hybrids are important cars for luring people into the EV Market, and most commuters with these plug -in hybrids are only using their battery power. Excluding them from charging is in conflict with California’s electric vehicle goals, air quality goals, and is also unfair. Therefore, where state money or ratepayer money is used to build a station that station has to be accessible to plug-in hybrids and full EVs alike”.

Committee Comments: California is investing millions of dollars to deploy EV charging stations across the state and is aggressively pursuing to put more EVs on the road. To ensure these efforts are equitable, it seems prudent that state agencies work together, gather data and advance efforts to secure a basic level of charging stations and speeds in different regions and communities. Electrifying the transportation sector, both in the light- and heavy- duty sector, will result in a huge demand and consumption of electricity and will affect California’s power grid (in positive or negative way). In theory, the state can entice drivers to charge during times were there is excess electricity and discourage drivers to charge during “high-demand” times. This bill will help state agencies develop a plan to manage electricity demands and the costs associated with this demand, while considering the impacts on our power grid.

Double Referral: This bill will be referred to the Assembly Utilities and Energy Committee should it pass out of this committee. A more detailed discussion on energy issues will be had in that committee.

Previous Legislation: SB 350 (de León), Chapter 547, Statutes of 2015, establishes new clean energy, clean air, and GHG reduction goals and requires utilities to make investments supporting widespread transportation electrification to meet California’s climate goals.

SB 1275 (de León), Chapter 530 of 2014, established the Charge Ahead California Initiative (Initiative) to provide incentives that increase the availability of ZEV and NZEVs, particularly in disadvantaged and low-and-moderate-income communities.

AB 8 (Perea), Chapter 401, Statutes of 2013, extended the ARFVTP until January 1, 2024, and requires CEC to allocate $20 million of the ARFVTP’s annual funding to support the construction of hydrogen fueling stations until 100 publicly available stations exist in California.

AB 118 (Núñez), Chapter 750, Statutes of 2007, established the ARFVTP at CEC to develop and deploy innovative technologies that transform California’s fuel and vehicle types to support the state’s climate change policies. The ARFVTP is funded through an increase in smog abatement fees.

REGISTERED SUPPORT / OPPOSITION:

Support

The Alliance of Automobile Manufacturers

Opposition

None on file

Analysis Prepared by: Cynthia Alvarez / TRANS. / (916) 319-2093

 THIRD READING  

Bill No: SB 1000

Author:

:

Vote:

SENATE ENERGY, U. & C. COMMITTEE: 11-0, 4/17/18

AYES: Hueso, Morrell, Bradford, Cannella, Hertzberg, Hill, McGuire, Skinner, Stern, Vidak, Wiener

SENATE TRANS. & HOUSING COMMITTEE: 11-0, 4/24/18

AYES: Beall, Cannella, Allen, Dodd, Gaines, Galgiani, McGuire, Roth, Skinner, Vidak, Wiener

NO VOTE RECORDED: Morrell, Wieckowski

SENATE APPROPRIATIONS COMMITTEE: 6-1, 5/25/18

AYES: Lara, Bates, Beall, Bradford, Hill, Wiener

NOES: Nielsen

SUBJECT:

SOURCE: Author

DIGEST:

This bill requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed and use funds to more proportionately deploy chargers as needed. This bill also requires the California Public Utilities Commission (CPUC) to explore facilitating the development of technologies that promote grid integration, submetering capabilities for residential charging stations, integrating dynamic pricing models that reflect excess grid capacity, and adopting a tariff for heavy duty electric vehicles that encourages charging during periods of excess grid capacity.

ANALYSIS:

Existing law:

1. Requires the CPUC to direct investor-owned utilities (IOUs) to file applications for programs and investments supporting widespread transportation electrification to meet California’s climate goals and achieve the goals set by the Charge Ahead California Initiative. The CPUC must approve or modify and approve utility investments that meet specified criteria, including the following requirements: the investments are consistent with requirements in existing law, do not unfairly compete with nonutility enterprises, include performance accountability measures, and are in the interests of ratepayers. (Public Utilities Code §740.12)
2. Requires each publicly owned electric utility (POU) with an annual electrical demand exceeding 700 gigawatt hours to adopt an integrated resource plan that addresses procurement for a number of resources, including transportation electrification. (Public Utilities Code §9621)
3. Requires the CEC to administer the Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) to fund projects that develop and deploy innovative technologies that transform California’s fuel and vehicle types to help attain the state’s climate goals. (Health and Safety Code §44272)
4. Requires the CEC to adopt and annually update an investment plan to determine priorities and opportunities for the ARFVTP. The investment plan must establish priorities for investment of funds and technologies to achieve clean transportation goals and describe how funding will complement existing public and private investments, including existing state programs. (Health and Safety Code §44272.5)
5. Authorizes cities and counties to adopt zoning requirements that regulate land use, including, but not limited to, the location and size of buildings, the size and use of lots, and requirements for offstreet parking and loading. (Government Code §65850 et. seq.)

This bill:

1. Prohibits cities and counties from restricting which types of electric vehicles, including, but not limited to, plug-in hybrid vehicles, may access an electric vehicle charging station that is both publicly accessible and was at least partly funded by ratepayer or state monies.
2. Requires the CEC to assess whether electric vehicle chargers, including DC fast chargers, are disproportionately deployed by population density, geographical area, or population income level, including low, middle, and high income levels. If the CEC determines that chargers are disproportionately deployed, the CEC must use ARFVTP funding and other incentives to more proportionately deploy charging infrastructure.
3. Requires the CPUC to consider the following as part of an existing proceeding:
   1. Facilitating the development of technologies that support grid integration, including technologies for residential charging station submetering if the CPUC determines that these technologies and submetering requirements are in the best interest of ratepayers.
   2. Exploring the integration of dynamic pricing models into demand charges, the use of charging stations when and where there is excess grid capacity, and options for waiving demand charges when there is excess grid capacity.
   3. Adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages charging station use when there is excess grid capacity.

Comments

Accelerating infrastructure investments. To the extent that California accelerates investments in electric vehicles, it will also need to accelerate investments in charging infrastructure that meet consumer demands. In January 2018, the governor signed Executive Order B-48-18, which set a goal of deploying five million zero-emission vehicles (ZEVs) in California by 2030. To ensure that sufficient charging infrastructure exists to support accelerated electric vehicle deployment, the executive order also called for increased infrastructure investments. Specifically, the order establishes a goal of installing 200 hydrogen fueling stations and 250,000 ZEV chargers, including 10,000 direct current fast chargers, by 2025. The order also directed state agencies to update the 2016 ZEV Action Plan to expand private investment in ZEV infrastructure, particularly in low income and disadvantaged communities.

To meet requirements in the Executive Order, the CEC released an update to the ARFVTP 2018-19 Investment Plan. The revised investment plan proposes to spend approximately $134 million on electric vehicle infrastructure during the 2018-19 fiscal year. The CPUC is administering IOU investments in electric vehicle infrastructure pursuant to SB 350 (De León, Chapter 547, Statutes of 2015). On March 30, 2018, the CPUC issued a proposed decision to approve four major transportation electrification projects by the state’s three largest IOUs for a total budget of $589 million. The proposed decision establishes minimum percentages for disadvantaged community investments.

Public programs’ role in infrastructure investments. State funding for electric vehicle infrastructure exists in multiple layers, including private investments, monies from legal settlements, publicly-funded programs administered by state agencies, and investments made by utilities. These different funding sources will support different electric vehicle infrastructure investments. Ratepayer funds are generally spent within utility service territories, settlement monies are one-time funding sources, and private investors have a greater incentive to invest in infrastructure that will produce the greatest opportunity for revenue. As a result, publicly-administered programs, like the CEC’s ARFVTP, are more likely to make early investments in communities where funding gaps exist.

Effectively deploying charging infrastructure. Charging infrastructure investments are not made on a “one size fits all” basis. Investments are targeted to match charging needs. These needs are shaped by multiple factors, including geographic distribution of electric vehicles, charging behavior, driving patterns, and vehicle technology. While a DC fast charger may be appropriate for short-term charging in a public parking lot, it would not be appropriate for overnight charging in a small residential building. Matching infrastructure investments to charging needs prevents publicly funded stranded assets for which initial costs are never recouped through long-term use. Appropriately matching infrastructure to charging needs can also limit the degree to which increased load from electric vehicle charging impacts distribution and transmission systems.

This bill requires the CEC to evaluate the degree to which electric vehicle chargers, including DC fast chargers, are proportionately deployed. The CEC already tracks the degree to which charging infrastructure, including higher speed infrastructure, is deployed in disadvantaged communities. Approximately 12 percent of all ARFVTP electric vehicle chargers have been installed in disadvantaged communities. Approximately 19 percent of ARFVTP’s DC fast charger installations have been in disadvantaged communities. This bill would require the CEC to also evaluate proportionate deployment of infrastructure by income levels and population density to determine whether chargers, including higher speed chargers, are being deployed effectively in those communities. If the CEC finds that chargers are disproportionately deployed, this bill requires the CEC to adjust the ARFVTP investment plan to deploy charging infrastructure more proportionately. Conducting this analysis as part of the development of the ARFVTP investment plan can help identify additional opportunities to eliminate investment gaps and ensure that communities have an appropriate diversity of charging options to support their driving needs.

Ensuring accessibility. Electric vehicle infrastructure accessibility depends on multiple factors, including, but not limited to, the location of infrastructure, suitability of infrastructure, and the degree to which the infrastructure can be publicly accessed. Even when electric vehicle infrastructure is physically accessible to the public, the infrastructure may not be accessible to all electric vehicle drivers if other restrictions on its use exist.

Local government zoning codes regulate land use, including the allocation of parking spaces for specific land uses. Zoning codes can be used to support and expand access to charging infrastructure; however, they can also be used to restrict the use of certain electric vehicle charging spaces to certain types of vehicles and establish preferences for specific types of low-to-zero emission vehicle technologies. This bill prohibits local governments from restricting which types of electric vehicles may access an electric vehicle charging station that is publicly accessible and constructed with ratepayer or state funds.

Demand charges and submetering. Electric vehicle charging generally increases energy consumption. Electric vehicle charger owners are more likely to experience demand charges, which are generally applied when a consumer uses larger quantities of electricity. Demand charges can be higher when a consumer uses a larger quantity of electricity over a short period of time - especially when that period occurs during peak demand periods. Submetering electric vehicle chargers can enable consumers to track and pay for their vehicle charging separately from the rest of their bill. The CPUC is currently overseeing the second phase of a pilot to develop and deploy submetering technology for residential and commercial applications. After completing an evaluation of this phase of the pilot in September 2018, the CPUC plans to determine whether it is beneficial to scale the Submetering pilot to make the technology and corresponding utility programs broadly available.

This bill requires the CPUC to consider facilitating the development of submetering technologies for charging infrastructure as part of an existing proceeding. The bill also requires the CPUC to consider options for integrating dynamic pricing and adopting heavy duty vehicle tarriffs that would encourage charging during times of the day when excess grid capacity. If the CPUC’s evaluation of the submetering pilots indicates that expanding submetering, incorporating dynamic pricing, and establishing new heavy duty electric vehicle tarriffs would benefit ratepayers, the CPUC may incorporate these actions into its ongoing proceeding on submetering.

FISCAL EFFECT: Appropriation: Fiscal Com.: Local:

According to the Senate Appropriations Committee, this bill results in ongoing costs of approximately $300,000

(Utility Reimbursement Account) to the CPUC to manage the proceeding and develop materials.

SUPPORT: (Verified 5/30/18)

Alliance of Automobile Manufacturers

Plug In America

OPPOSITION: (Verified 5/30/18)

Silicon Valley Leadership Group

ARGUMENTS IN SUPPORT: According to the author, “California has ambitious goals to invest in zero-emission vehicles and their infrastructure. For Californians to choose electric vehicles, charging has to be convenient and predictable for a wide range of charging needs. SB 1000 promotes the development of fast electric charging infrastructure in places where it does not exist and addresses common barriers to electric charging infrastructure, including pricing, convenience, and speed.”

ARGUMENTS IN OPPOSITION: The Silicon Valley Leadership Group (SVLG) opposes this bill because SVLG believes the bill will require chargers to have minimum charging speeds, require sub-metering capabilities and establish tariffs for heavy-duty vehicles to charge when the grid has excess capacity. However, amendments in policy and fiscal committees deleted requirements for minimum charging speed recommendations and clarified that expanding submetering capabilities and creating tariffs may be considered, but they are not required.

Prepared by:

5/30/18 15:35:33

**** END ****

SENATE COMMITTEE ON APPROPRIATIONS

Senator Ricardo Lara, Chair

2017 - 2018 Regular Session

SB 1000 (Lara) - Transportation electrification: electric vehicle charging infrastructure

Bill Summary:

SB 1000 requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed, and upon finding disproportionate deployment, to more proportionately deploy new charging infrastructure. The bill also requires the CEC to develop minimum charging speed recommendations for direct current fast charging stations and electric vehicle batteries. This bill also requires the California Public Utilities Commission (CPUC) to consider facilitating the development of technologies tracking the use of charging infrastructure and the deployment of sub-metering for chargers.

*********** ANALYSIS ADDENDUM – SUSPENSE FILE ***********

The following information is revised to reflect amendments

adopted by the committee on May 25, 2018

Fiscal Impact:

Ongoing costs of approximately $300,000

(Utility Reimbursement Account) to the CPUC to manage the proceeding and develop materials.

Author Amendments:

Amendments reduce costs by eliminating both the requirements for the Energy Commission to develop recommendations and the requirement for the CPUC to develop a timeline for submetering requirements on residential electric vehicle chargers. In addition, amendments prohibit a city or county from restricting which types of electric vehicles may access charging stations that are publicly accessible and have received state or ratepayer funds for construction

-- END --

SENATE COMMITTEE ON APPROPRIATIONS

Senator Ricardo Lara, Chair

2017 - 2018 Regular Session

SB 1000 (Lara) - Transportation electrification: electric vehicle charging infrastructure

This bill meets the criteria for referral to the Suspense File.

Bill Summary:

SB 1000 requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed, and upon finding disproportionate deployment, to more proportionately deploy new charging infrastructure. The bill also requires the CEC to develop minimum charging speed recommendations for direct current fast charging stations and electric vehicle batteries. This bill also requires the California Public Utilities Commission (CPUC) to consider facilitating the development of technologies tracking the use of charging infrastructure and the deployment of sub-metering for chargers.

Fiscal Impact:

Ongoing costs of approximately $315,000

(Utility Reimbursement Account) the CPUC for two staff positions to manage the proceeding an d develop materials.

Background:

Transportation electrification is one of several strategies California is pursuing to reduce greenhouse gas (GHG) emissions. Mobile sources, including cars and trucks, contribute approximately 40 percent of the state’s GHG emissions. Increasing electric vehicle adoption could lower emissions from these mobile sources and reduce the state’s reliance on petroleum.

Accelerating infrastructure investments. Availability of charging infrastructure is directly related to electric vehicle adoption. To the extent that California accelerates investments in electric vehicles, it will also need to accelerate investments in charging infrastructure that meet consumer demands. In January 2018, the governor signed Executive Order B-48-18, which set a goal of deploying five million zero-emission vehicles (ZEVs) in California by 2030. To ensure that sufficient charging infrastructure exists to support accelerated electric vehicle deployment, the executive order also called for increased infrastructure investments. Specifically, the order establishes a goal of installing 200 hydrogen fueling stations and 250,000 ZEV chargers, including 10,000 direct current fast chargers, by 2025. The order also directed state agencies to update the 2016 Zero-Emission Vehicle Action plan to expand private investment in ZEV infrastructure, particularly in low income and disadvantaged communities.

To meet requirements in the Executive Order, the CEC released an update to the ARFVTP 2018-19 Investment Plan. The revised investment plan proposes to spend approximately $134 million on electric vehicle infrastructure during the 2018-19 fiscal years. The CPUC is administering IOU investments in electric vehicle infrastructure pursuant to SB 350 (De León, Chapter 547, Statutes of 2015). On March 30, 2018, the CPUC issued a proposed decision to approve four major transportation electrification projects by the state’s three largest IOUs for a total budget of $589 million. The proposed decision establishes minimum percentages for disadvantaged community investments.

Public programs’ role in infrastructure investments. State funding for electric vehicle infrastructure exists in multiple layers, including private investments, monies from legal settlements, publicly-funded programs administered by state agencies, and investments made by utilities. These different funding sources will support different electric vehicle infrastructure investments. Ratepayer funds are generally spent within utility service territories, settlement monies are one-time funding sources, and private investors have a greater incentive to invest in infrastructure that will produce the greatest opportunity for revenue. As a result, publicly-administered programs, like the CEC’s ARFVTP, are more likely to make early investments in communities where funding gaps exist. Approximately 12 percent of all ARFVTP electric vehicle chargers have been installed in disadvantaged communities. Approximately 19 percent of ARFVTP’s DC fast charger installations have been in disadvantaged communities.

Effectively deploying charging infrastructure. Charging infrastructure investments are not made on a “one size fits all” basis. Investments are targeted to match charging needs. These needs are shaped by multiple factors, including geographic distribution of electric vehicles, charging behavior, driving patterns, and vehicle technology. While a DC fast charger may be appropriate for short-term charging in a public parking lot, it would not be appropriate for overnight charging in a small residential building. Matching infrastructure investments to charging needs prevents publicly funded stranded assets for which initial costs are never recouped through long-term use. Appropriately matching infrastructure to charging needs can also limit the degree to which increased load from electric vehicle charging impacts distribution and transmission systems.

Demand charges and submetering. Electric vehicle consumers may experience more electricity consumption in their bills. These consumers are more likely to experience demand charges, which are generally applied when a consumer uses larger quantities of electricity. Demand charges can be higher when a consumer uses a larger quantity of electricity over a short period of time - especially when that period occurs during peak demand periods. Submetering electric vehicle chargers can enable consumers to track and pay for their vehicle charging separately from the rest of their bill. It can also enable the consumer to take advantage of different rates that limit the impact of demand charges. The CPUC is currently overseeing the second phase of a pilot to develop and deploy submetering technology for residential and commercial applications. After completing an evaluation of this phase of the pilot in September 2018, the CPUC plans to determine whether it is beneficial to scale the Submetering pilot to make the technology and corresponding utility programs broadly available

Staff Comments:

The CPUC indicates that to implement the bill, it will need to re-scope an existing proceeding and bring new information into the record to examine issues related to grid integration technologies, grid capacity, and commercial rate design for electric vehicles. The CPUC would direct the utilities to file proposals for new grid integration programs and rate designs. Staff would gather information, design new programs and rates, and oversee utility implementation over a period of several years.

-- END --

SENATE COMMITTEE ON TRANSPORTATION AND HOUSING

Senator Jim Beall, Chair

2017 - 2018 Regular

Bill No: Hearing Date: 4/24/2018

SUBJECT:

DIGEST: This bill requires the California Energy Commission (CEC) to evaluate the extent to which charging infrastructure is proportionately deployed, and upon finding disproportionate deployment, to more proportionately deploy new charging infrastructure. This bill also requires the CEC to develop minimum charging speed recommendations for direct current fast charging stations and electric vehicle batteries. This bill also requires the California Public Utilities Commission (CPUC) to consider facilitating the development of technologies tracking the use of charging infrastructure and the deployment of sub-metering for chargers.

ANALYSIS:

Existing law:

1. Requires the California Air Resources Board (ARB) to administer the Charge Ahead California Initiative to put one million zero and near-zero emission vehicles on the road by 2030, ensure that zero and near-zero emission vehicles are a mainstream option for buyers, increase disadvantaged and low to moderate income communities’ access to zero and near-zero emission vehicles, and deploy vehicles in those communities.
2. Requires the ARB to develop and publish a study on barriers for low-income customers to zero and near-zero-emission transportation options, including those in disadvantaged communities, as well as recommendations on how to increase access to zero and near-zero-emission transportation options to low-income customers, including those in disadvantaged communities.
3. Requires the CPUC to direct investor-owned utilities to file applications for programs and investments supporting widespread transportation electrification to meet California’s climate goals and achieve the goals set by the Charge Ahead California Initiative.
4. Requires the CEC to administer the Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) to fund projects that develop and deploy innovative technologies that transform California’s fuel and vehicle types to help attain the state’s climate goals. This program has an annual budget of about $100 million.

This bill:

Requires the CEC to evaluate the extent to which charging infrastructure is proportionately deployed by population density, geographical area, affluence, or identifiable subgroups served, and upon finding disproportionate deployment, to more proportionately deploy new charging infrastructure.

Requires the CEC to develop minimum charging speed recommendations for direct current fast charging stations and electric vehicle batteries.

Requires the CPUC to consider facilitating the development of technologies tracking the use of charging infrastructure and the deployment of sub-metering for chargers.

COMMENTS

1. Author’s Statement. California has ambitious goals to invest in zero emission vehicles and their infrastructure. For Californians to choose electric vehicles, charging has to be convenient and predictable for a wide range of charging needs. SB 1000 promotes the development of fast electric charging infrastructure in places where I does not exist and addresses common barriers to electric charging infrastructure, including pricing, convenience, and speed.
2. Hard Charging. In January 2018, the Governor signed Executive Order B-48-18, which set a goal of deploying five million zero-emission vehicles (ZEVs) in California by 2030. To ensure that sufficient charging infrastructure exists to support accelerated electric vehicle deployment, the executive order also called for increased infrastructure investments. Specifically, the order establishes a goal of installing 200 hydrogen fueling stations and 250,000 ZEV chargers, including 10,000 direct current fast chargers, by 2025.
3. Focus on Disadvantaged Communities. California policy has focused on making ZEVs available to disadvantaged communities. The above-referenced executive order directed state agencies to update the 2016 Zero-Emission Vehicle Action Plan to expand private investment in ZEV infrastructure, particularly in low income and disadvantaged communities. The Charge Ahead California Initiative directed the ARB to deploy charging infrastructure in multiunit dwellings in disadvantaged communities and to provide adequate outreach to disadvantaged, low-income, and moderate-income communities and consumers, including partnering with community-based organizations. And the three largest electric utilities have programs to deploy 12,000 electric vehicle charging stations, with at least 10% located in disadvantaged communities.
4. Coordination. With several programs run by different agencies supporting the deployment of charging infrastructure and analysis underway at the CEC to determine how to best support ZEV deployment in low and moderate income communities, it will be important for this program to be well coordinated with those efforts to avoid duplication and maximize the value of the public investments.
5. Clarifying Amendments. The author will accept the following amendments which clarify the EV charging availability analysis required of the CEC:
6. Page 3, line 28

Replace “affluence, or identifiable subgroups served” through the end of the sentence with “or income, including low, middle and high. This includes whether direct current fast charging stations are disproportionately distributed and whether access to these stations is disproportionately available.”

1. Page 3, line 33

Replace “state moneys” with “funds from the Alternative and Renewable Fuel and Vehicle Technology Program”

1. Double Referral. This bill was heard by the Senate Energy, Utilities and Communications Committee on April 17, 2018 and passed unanimously.

Related Legislation:

SB 350 (De León, Chapter 547, Statutes of 2015) — the Clean Energy and Pollution Reduction Act of 2015 established new clean energy, clean air, and GHG reduction goals. The bill also required utilities to make investments supporting widespread transportation electrification to meet California’s climate goals.

SB 1275 (De Leon, Chapter 530 of 2014) — established the Charge Ahead California Initiative (Initiative) to provide incentives that increase the availability of zero-emission vehicles (ZEV) and near-zero-emission vehicles (NZEV) vehicles, particularly in disadvantaged and low-and-moderate-income communities.

AB 8 (Perea, Chapter 401, Statutes of 2013) — extended the ARFVTP until January 1, 2024, and requires the CEC to allocate $20 million of the ARFVTP’s annual funding to support the construction of hydrogen fueling stations until 100 publicly available stations exist in California.

AB 118 (Núñez, Chapter 750, Statutes of 2007) — established the ARFVTP at the CEC to develop and deploy innovative technologies that transform California’s fuel and vehicle types to support the state’s climate change policies. The ARFVTP is funded through an increase in smog abatement fees.

FISCAL EFFECT: Appropriation: No Fiscal Com.: Yes Local: Yes

POSITIONS: (Communicated to the committee before noon on Wednesday,

April 18, 2018.)

SUPPORT:

None received.

OPPOSITION:

None received.

-- END --

SENATE COMMITTEE ON ENERGY, UTILITIES AND COMMUNICATIONS

Senator Ben Hueso, Chair

2017 - 2018 Regular

Bill No: Hearing Date: 4/17/2018

SUBJECT:

DIGEST: This bill requires the CEC to create charging speed standards for direct current fast charging stations and electric vehicle batteries. This bill requires the CEC to evaluate the extent to which charging infrastructure is proportionately deployed. This bill also requires the CPUC to facilitate the development of technologies tracking the use of charging infrastructure and the deployment of submetering for chargers.

ANALYSIS:

Existing law:

1. Requires the California Air Resources Board (ARB) to administer the Charge Ahead California Initiative to put one million zero and near-zero emission vehicles on the road by 2030, ensure that zero and near-zero emission vehicles are a mainstream option for buyers, increase disadvantaged and low to moderate income communities’ access to zero and near-zero emission vehicles, and deploy vehicles in those communities. (Health and Safety Code §44258.4)
2. Requires the ARB to develop and publish a study on barriers for low-income customers to zero and near-zero-emission transportation options, including those in disadvantaged communities, as well as recommendations on how to increase access to zero and near-zero-emission transportation options to low-income customers, including those in disadvantaged communities. (Public Resources Code §25327)
3. Requires the California Public Utilities Commission (CPUC) to direct investor-owned utilities (IOUs) to file applications for programs and investments supporting widespread transportation electrification to meet California’s climate goals and achieve the goals set by the Charge Ahead California Initiative. The CPUC must approve or modify and approve utility investments that meet specified criteria, including the following requirements: the investments are consistent with requirements in existing law, do not unfairly compete with nonutility enterprises, include performance accountability measures, and are in the interests of ratepayers. (Public Utilities Code §740.12)
4. Requires each publicly owned electric utility (POU) with an annual electrical demand exceeding 700 gigawatt hours to adopt an integrated resource plan that addresses procurement for a number of resources, including transportation electrification. (Public Utilities Code §9621)
5. Requires the California Energy Commission (CEC) to administer the Alternative and Renewable Fuel and Vehicle Technology Program (ARFVTP) to fund projects that develop and deploy innovative technologies that transform California’s fuel and vehicle types to help attain the state’s climate goals. (Health and Safety Code §44272)
6. Requires the CEC to adopt and annually update an investment plan to determine priorities and opportunities for the ARFVTP. The investment plan must establish priorities for investment of funds and technologies to achieve clean transportation goals and describe how funding will complement existing public and private investments, including existing state programs. (Health and Safety Code §44272.5)
7. Requires the CEC to adopt an integrated energy policy report (IEPR) every two years. The IEPR must contain an overview of major energy trends and issues facing the state, including, but not limited to, supply, demand, pricing, reliability, efficiency, and impacts on public health and safety, the economy, resources, and the environment. (Public Resources Code §25302)

This bill:

1. Requires the CEC to develop minimum charging speed standards for DC fast charging stations and electric vehicle batteries and re-assess and report on these standards every two years in the IEPR.
2. Requires the CPUC facilitate the development of technologies that enable the California Independent System Operator (CAISO) and utilities serving charging stations to identify when the charging station is in use.
3. Requires the CPUC to facilitate the deployment of technologies that provide submetering capabilities to residential charging stations.
4. Requires the CPUC to develop a timeline for requiring all public and ratepayer-funded residential charging stations to include submetering capabilities.
5. Requires the CPUC to develop strategies to integrate dynamic pricing models into demand charges and encourage the use of charging stations when and where there is excess grid capacity and identify where there is excess grid capacity where demand charges should be waived for the use of publicly accessible charging stations.
6. Requires the CPUC to consider adopting a tariff specific to heavy duty electric vehicle fleets or electric trucks and buses that encourages the use of charging stations when there is excess grid capacity.

Background

Transportation electrification is one of several strategies California is pursuing to reduce greenhouse gas (GHG) emissions. Mobile sources, including cars and trucks, contribute approximately 40 percent of the state’s GHG emissions. Increasing electric vehicle adoption could lower emissions from these mobile sources and reduce the state’s reliance on petroleum.

Accelerating infrastructure investments. Availability of charging infrastructure is directly related to electric vehicle adoption. To the extent that California accelerates investments in electric vehicles, it will also need to accelerate investments in charging infrastructure that meet consumer demands. In January 2018, the governor signed Executive Order B-48-18, which set a goal of deploying five million zero-emission vehicles (ZEVs) in California by 2030. To ensure that sufficient charging infrastructure exists to support accelerated electric vehicle deployment, the executive order also called for increased infrastructure investments. Specifically, the order establishes a goal of installing 200 hydrogen fueling stations and 250,000 ZEV chargers, including 10,000 direct current fast chargers, by 2025. The order also directed state agencies to update the 2016 Zero-Emission Vehicle Action plan to expand private investment in ZEV infrastructure, particularly in low income and disadvantaged communities.

To meet requirements in the Executive Order, the CEC released an update to the ARFVTP 2018-19 Investment Plan. The revised investment plan proposes to spend approximately $134 million on electric vehicle infrastructure during the 2018-19 fiscal year. The CPUC is administering IOU investments in electric vehicle infrastructure pursuant to SB 350 (De León, Chapter 547, Statutes of 2015). On March 30, 2018, the CPUC issued a proposed decision to approve four major transportation electrification projects by the state’s three largest IOUs for a total budget of $589 million. The proposed decision establishes minimum percentages for disadvantaged community investments.

Public programs’ role in infrastructure investments. State funding for electric vehicle infrastructure exists in multiple layers, including private investments, monies from legal settlements, publicly-funded programs administered by state agencies, and investments made by utilities. These different funding sources will support different electric vehicle infrastructure investments. Ratepayer funds are generally spent within utility service territories, settlement monies are one-time funding sources, and private investors have a greater incentive to invest in infrastructure that will produce the greatest opportunity for revenue. As a result, publicly-administered programs, like the CEC’s ARFVTP, are more likely to make early investments in communities where funding gaps exist. Approximately 12 percent of all ARFVTP electric vehicle chargers have been installed in disadvantaged communities. Approximately 19 percent of ARFVTP’s DC fast charger installations have been in disadvantaged communities.

Effectively deploying charging infrastructure. Charging infrastructure investments are not made on a “one size fits all” basis. Investments are targeted to match charging needs. These needs are shaped by multiple factors, including geographic distribution of electric vehicles, charging behavior, driving patterns, and vehicle technology. While a DC fast charger may be appropriate for short-term charging in a public parking lot, it would not be appropriate for overnight charging in a small residential building. Matching infrastructure investments to charging needs prevents publicly funded stranded assets for which initial costs are never recouped through long-term use. Appropriately matching infrastructure to charging needs can also limit the degree to which increased load from electric vehicle charging impacts distribution and transmission systems.

Demand charges and submetering. Electric vehicle consumers may experience more electricity consumption in their bills. These consumers are more likely to experience demand charges, which are generally applied when a consumer uses larger quantities of electricity. Demand charges can be higher when a consumer uses a larger quantity of electricity over a short period of time - especially when that period occurs during peak demand periods. Submetering electric vehicle chargers can enable consumers to track and pay for their vehicle charging separately from the rest of their bill. It can also enable the consumer to take advantage of different rates that limit the impact of demand charges. The CPUC is currently overseeing the second phase of a pilot to develop and deploy submetering technology for residential and commercial applications. After completing an evaluation of this phase of the pilot in September 2018, the CPUC plans to determine whether it is beneficial to scale the Submetering pilot to make the technology and corresponding utility programs broadly available.

Need for amendments. Some of this bill’s requirements would be challenging for the CEC to implement and may be duplicative of work already occurring. This bill’s requirements for the CEC to develop minimum charging speed standards for direct current fast charging and electric vehicle batteries would not be enforceable as currently drafted and may not effectively support electric vehicle investments. While the IEPR is a comprehensive report used for energy policy development and planning, it is not focused on transportation electrification investments. The author and committee may wish to amend this bill to require the CEC to include recommendations regarding charger speeds and distribution of chargers as part of its reporting on ARFVTP investments. This bill’s submetering requirements may also be duplicative of ongoing efforts by the CPUC to explore submetering and the impact of time-of-use rates with transportation electrification. The author and committee may wish to amend this bill to enable the CPUC to consider submetering and rate design for transportation electrification as part of ongoing proceedings at the CPUC.

Double referral. Should this bill be approved by this committee, it will be re-referred to the Senate Committees on Transportation and Housing for their consideration.

Prior/Related Legislation

SB 350 (De León, Chapter 547, Statutes of 2015), the Clean Energy and Pollution Reduction Act of 2015, established new clean energy, clean air and GHG reduction goals. The bill also required utilities to make investments supporting widespread transportation electrification to meet California’s climate goals.

AB 8 (Perea, Chapter 401, Statutes of 2013) extended the ARFVTP until January 1, 2024, and requires the CEC to allocate $20 million of the ARFVTP’s annual funding to support the construction of hydrogen fueling stations until 100 publicly available stations exist in California.

AB 118 (Núñez, Chapter 750, Statutes of 2007) established the ARFVTP at the CEC to develop and deploy innovative technologies that transform California’s fuel and vehicle types to support the state’s climate change policies. The ARFVTP is funded through an increase in smog abatement fees.

FISCAL EFFECT: Appropriation: Fiscal Com.: Local:

SUPPORT:

None received

OPPOSITION:

None received

ARGUMENTS IN SUPPORT: According to the author:

“California has ambitious goals to invest in zero-emission vehicles and their infrastructure. For Californians to choose electric vehicles, charging has to be convenient and predictable for a wide range of charging needs. SB 1000 promotes the development of fast electric charging infrastructure in places where it does not exist and addresses common barriers to electric charging infrastructure, including pricing, convenience, and speed.”

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