EV Registrations Up 47% Year on Year

There Are Now 44,313 Electric Vehicles Registered in CT

The updated count includes registrations through the end of last year. It was released by the Department of Motor Vehicles, which is statutorily required to release updated numbers semi-annually.

This is a count of registered EVs and the trend chart above represents a snapshot as of the start of each year. This is different than sales. It includes existing registrations, plus added registrations that have occurred via the purchase of a new or used vehicle, or due to an EV owner moving into the state, less vehicles that have turned over and are no longer registered in CT.

DMV provides nothing in the way of detail on their site, just the overall count. It typically includes battery electric vehicles, plug-in hybrids, electric motorcycles, and fuel cell vehicles.

For all the doom and gloom in the press about people not buying EVs, the number was up a respectable 47% over one year ago. The registrations occurring in the second half of the year were 31% higher than in the first half. And the number of EVs registered in 2023 was 54% higher than the number registered in 2022.

We have published the details about vehicle make and model, city, per capita data, etc. that underlie the total in the past, and we will do so again if we are able to obtain the information.


The Geography of Federal EVSE Tax Credits

Federal Tax Credit for Buying/Installing EV Chargers

Before the passage of the Inflation Reduction Act, every residence was eligible for a tax credit of 30% of the cost of the purchase and installation of residential EV chargers up to a cap of $1000. That old credit expired but the Inflation Reduction Act brought it back in a geographically restricted form. (There is a separate program for commercial.) Eligibility is restricted to distressed and non-urban census tracts. After waiting a good long time, and just in time for 2023 tax filings, the IRS has only recently completed its rule-making regarding exactly which census tracts are eligible. Below are the map key and static screenshots, zoomed in to show as much detail as possible. These came from this Department of Energy  interactive map. There are different types of tracts denoted and color-coded, which expire at different points in time. The IRA is around through 2032 but all of these expire by the end of 2030. Note to self: find out why. Perhaps due to the new census, though it feels too soon.

Map Key

Map Key

Southwest CT

Census Tract Codes - SW CT

Northwest CT

Census Tract Codes - NW CT

Northeast CT

Census Tract Codes - NE CT

Southeast CT

Census Tract Codes - SE CT

Dealers Hit The Brakes On EVs

Proposed EPA Rules

Amidst the current contretemps over Connecticut’s stalled efforts to adopt phase 2 of the California emissions standards, known as ACC II/ACT, which stand for Advanced Clean Cars II and Advanced Clean Truck, flying a little less noticeably on the radar screen is a proposed federal EPA rule that could result in roughly two-thirds of vehicles sold by 2032 being electric.

These rules become the default for states not following the California rules and it is good that the gap between the two will be narrower if these rules go into effect. Of course, this being a federal regulatory action, a future administration that is EV-unfriendly could roll them back or loosen them. They can’t do the same to the California rules.

The rules proposed in CT and at the federal level would yield huge reductions in greenhouse gas emissions and provide enormous benefits in public health due to greatly reduced emissions of particulate matter and nitrogen oxides.

The fossil fuel and automotive industries are doing their best to undercut these. We’ve seen the efforts of the Yankee Institute, Heritage Foundation and the misleadingly-named Alliance for Automotive Innovation (lobbying group for the legacy auto manufacturers) to torpedo more stringent emissions standards. While on the one hand, companies such as General Motors and Ford issue press releases promoting how they are aggressively pivoting to electric vehicles, they work behind the scenes to throw sand in the gears. Toyota and Stellantis previously participated in a legal challenge to the waiver California was granted to establish tighter emissions standards that other states could opt-in to follow. (That lawsuit was dropped in 2022.)

4,700 Dealers Send Letter to Biden Administration Against Proposed New EPA EV Rules

One thing that seems a little different at the federal level is that the auto dealerships are playing a more prominent role. Over 4700 dealers have sent a second letter to the Biden administration in January, following an earlier letter in November, that seeks to get the administration to back away from the new standards.

Over 50 Dealers in CT Have Signed The Letter

We have found over 50 dealerships in Connecticut that have signed the letter. They are listed below. These are our neighbors who are actively working against the electrification of transportation to mitigate climate change and improve our air quality. The list is sorted alphabetically by ownership.


Dealerships signing letter to Biden administration 2

Dealerships signing letter to Biden administration 1

As can be seen from the ownership field, the signers are mostly large, multi-dealership owners, in some cases operating in multiple states (though only CT stores are listed here). These are well-resourced entities that seek to forestall EV adoption. It is also a snapshot of an industry that has changed considerably from what once was predominantly a mom and pop business model.

One of the owners on the list, Bradley Hoffman, is a member of the CHEAPR board. CHEAPR is the state’s EV purchase incentive program. Presumably, he has no cognitive dissonance over this.

Sign The Electric Vehicle Association Petition – Dealers Don’t Represent Us

The EVA has fielded a petition for consumers to tell auto dealers, car manufacturers, the EPA, and the Biden administration that dealers don’t represent customers, that drivers support the EPA rules to speed the transition to an all-electric future.


Transfer Provision is Now Live

Fisker Ocean pictured above

Transfer Provision Details

The transfer provision is now in place for the federal incentive. This allows the buyer to transfer the tax credit to the seller and take the incentive as, in effect, a point of sale rebate, even if it technically still is a tax credit. Consumers still have the option to take the tax credit the old-fashioned way if they so choose.

The benefit of the transfer provision is the point of sale immediacy, but also the fact that a consumer does not need to have tax liability in order to utilize the credit. Another benefit of the transfer provision is that if you are financing the vehicle, it lowers the amount of interest paid because you are financing a smaller amount. The incentive does not lower the sales tax.

The transfer provision does come with its own set of wrinkles.

Dealer Registration

A dealership has to register at a portal created by the Treasury Department. This portal captures the transactions, the associated VINs, and enables the process whereby the Treasury issues reimbursement for the incentive to the seller and verifies the transaction at tax filing time. This applies to both new and used EVs.

According to Treasury press releases, about 50% of new car dealers have registered. This could still increase over time. Sellers of vehicles that are not eligible may not have a reason to register at present, though they would still need to if they sell used EVs. Not every dealer who registers gets approved, though we don’t have detail as to why that would be. Buyers of a vehicle from an unregistered dealer only get the standard tax credit.

Only a very small percentage of the 150,000 used car dealers have registered. Big sellers like Carmax and Carvana have not registered. Nor has Hertz which has been selling a large number of used Teslas.

There is no master list from Treasury delineating which dealerships have registered. This is very disappointing. The only option for consumers is to directly ask the dealership. (Some dealerships are advertising their registration.) We recommend making sure a dealer is registered before going there to shop if you are thinking about using the transfer.

The dealer issues a seller’s report for the transfer. You must get this before the car leaves the lot. If you do not, the only option available to you is the standard tax credit.

VIN Verification

Final determination of vehicle eligibility cannot be made until a VIN is available. Hopefully, dealers will be supported by their affiliated manufacturers and be able to accurately represent the status of a vehicle, including build to order.

Used EVs

A reminder, incentive-eligible used EVs must be at least two years older than the current model year and have not previously had an incentive associated with the VIN. Almost no used EVs have received an incentive, so for the time being the prior incentive consideration is largely beside the point. The income limits (see below) are half what they are for new EVs and the negotiated price must not exceed $25,000. Used EVs are eligible for the transfer provision. Hopefully, more used car dealers will register. In the near term, the transfer is more likely to be available from a new car dealer that also sells used EVs.

Battery Rules Lead to a Reduction in Eligible Vehicles

The new rules for 2024 are in effect, specifically higher thresholds for battery critical minerals, battery assembly, and the implementation of the first half of the foreign entity of concern (FEoC) rule. For the FEoC, no battery component assembly can take place in China as of this year.

A car must certified by the manufacturer that it meets the requirements and must appear on the EPA list at FuelEconomy.gov to be incentive-eligible.

It is not a surprise that the number of incentive-eligible vehicles has decreased. We expect a gradual recovery going forward as more North American assembly and battery plants come online, and more critical minerals come from eligible sources.

Income/MSRP Cap

The non-battery-related provisions of the incentive rules remain in place.

The income limit is $300K/$225K/$150K for joint/head of household/individual filers respectively. This refers to modified adjusted gross income. You can fulfill this requirement with either your current or prior year income. There is one exception to this, which is if you get married during the year you bought the vehicle and the income of your new spouse put you over the limit, you would not be disqualified.

The federal incentive has an MSRP cap of $55K for sedans and $80K for an SUV. The definition of MSRP includes factory-installed options but not software.


We have been seeing reports that several manufacturers, and we have specifically seen reports of GM, Ford, and Hyundai, discounting vehicles to partially or fully compensate for the lack of an incentive. This is an example from GM Authority. Discounting is even better than an incentive because it lowers the sales tax.


None of this changes the fact that these rules don’t affect leases. The finance company that holds the lease receives the incentive and it is not subject to battery, assembly or any other rules. The lessor is not required to pass the incentive to the consumer. And leasing costs tend to be opaque due to the different factors that determine them. That places a greater burden on the consumer to obtain the specifics of if/how the incentive is incorporated into the monthly rate. All of that said, however, EV leasing has shot up rapidly, as can be seen in this chart from The Peterson Institute for International Economics, using data from Edmonds. The biggest increases are from non-North American brands, so apparently, the incentive is getting passed along.

EV Leasing and IRA




Connecticut Deserves Clean Air

Advanced Clean Cars II Campaign

The bureaucratic term of art for the air quality in Connecticut is non-compliant. Yes, it’s dirty. We do not meet the requirements of the EPA clean air rules. Transportation is the most polluting sector and the easiest to decarbonize. The technology is here. It is steadily declining in cost. The ACC II regulations, the follow on to the first set of California standards, will get us there faster and with better consumer protections.

With the fate of this program hanging in the balance, and a concerted push from fossil fuel interests to kill it, the advocates have placed ads in local newspapers, billboards, and on chargers that accept ads. This is the ad that appeared in the CT Post. If you are concerned about cleaning up our air by accelerating EV adoption, please tell you state legislators. They need to hear from you now.

Also, see our op-ed in the CT Mirror.

Advanced Clean Cars II

Which Dealers Are EV Friendly – 2024 Update

Post by Barry Kresch

Can You Recommend a Dealership?

It is a common query we get. A consumer is shopping for an EV that isn’t a Tesla, Rivian, or Lucid. Maybe they had a poor dealer experience or their friend had a poor experience. Either way, they don’t want to waste their time walking into a dealership only for a salesperson to try and switch pitch them to ICE. That is by far the biggest complaint we hear. Followed by dealers who are clueless about EVs generally, don’t have a vehicle charged for a test drive, whose one EV expert “isn’t here right now,” or don’t know the incentives.

Using CHEAPR as a Proxy

While we have had personal interactions with some dealers, there are 270 licensed new car dealers in the state and we certainly don’t know all of them. Our workaround is to use CHEAPR rebates as a proxy. It isn’t perfect as some dealers do not sell CHEAPR-eligible vehicles. (The CHEAPR program has an MSRP* cap of $50,000.) And some manufacturers barely make any EVs. But for certain makes, it works well. We sort the data by make and compare like to like.

This information was compiled using data from the CHEAPR portal through December 21. There were 3677 CHEAPR rebates awarded in 2023 to this point. The program has been running pretty hot. Of these, 2022 were for Tesla and the remaining 1655 were spread amongst the other makes.

While we don’t quite have the entire year, we do have plenty of data to portray the good, bad and the ugly. As we have seen in past years, some dealers do a great job and some don’t even seem to know how to spell “EV.” There may be (and probably are) dealers for a given make that do not appear in these charts. That would happen if they had zero rebates.

Both battery electric vehicles (BEV) and plug-in hybrid vehicles (PHEV) are included in the data. The first chart is the number of rebates by make for non-Tesla brands, followed by dealership detail for all makes with a minimum of 10 rebates, listed alphabetically by make.

*The MSRP cap in CHEAPR is the base price of a given trim level, before options.

Non-Tesla Rebates by Make 2023

CHEAPR Rebates 2023 Chevy Dealers

CHEAPR Rebates 2023 Ford Dealers

CHEAPR Rebates 2023 Hyundai Dealers

CHEAPR Rebates 2023 Kia Dealers

CHEAPR Rebates 2023 Mini Dealers

CHEAPR Rebates 2023 Nissan Dealers

CHEAPR Rebates 2023 Subaru Dealers

CHEAPR Rebates 2023 Toyota Dealers

CHEAPR Rebates 2023 Volkswagen Dealers

EV Club Supports New Haven First Responder Training

Photo above of the school bus battery pack

More EVs and More First-Responder Training

The EV club got its first request a couple of years ago from the Westport fire department asking if the club could have some owners bring their EVs to a training session. Since then, the requests have become more frequent. EVs are a lot more visible now but not widespread enough that help wrangling them isn’t needed. The club has supported trainings in Westport, Wilton, Fairfield, Northvale, Enfield, and now New Haven. This particular New Haven session was organized by Greater New Haven Clean Cities.


The EV Club greatly appreciates the EV owners who have brought their vehicles to these trainings to support our first-responders. If readers of this blog are interested in participating in future requests – and there will be some, we just don’t know when or where – please reach out to the EV Club using our webform or at info@evclubct.com

Firefighters See Several EVs and Electric Schoolbus

EVs present unique challenges in a serious accident. People may need to be extricated and firefighters must learn where the cable connections are and how to de-power the vehicle (assuming the vehicle hasn’t already done so on its own, which many are programmed to do). And in the event of a fire, special procedures must be employed.

This was a particularly well-attended session with approximately 60 first-responders in attendance.

EVs present were a Kia Niro, Tesla Model Y, Chevy Bolt, Chevy Volt, Ford F-150 Lightning, and an electric school bus.  CT has received a federal grant for 50 electric school buses, so the presence of a bus was timely.

EVs at training

The bus has a 317 kWh battery and gets 200 miles of range. It is equipped for bi-directional charging, though it hasn’t been enabled. One of the issues for bi-directional is that there is still a lot to be learned about how the battery will hold up with numerous additional cycles and who is responsible if it needs to be replaced prematurely. In some places, the utility owns the battery and takes responsibility, but that kind of arrangement is not in effect in CT.

EV School busSchool Bus 12 volt battery


Signs of Life for Income-Limited Rebates

Above chart is the monthly rebate trend through November 29, 2023. Recent months tend to get restated higher in subsequent updates.

LMI Program Focus

The CHEAPR program has always had a focus on making an EV more affordable for those who otherwise might find the purchase price too high a barrier. There is an MSRP cap to avoid subsidizing the most expensive vehicles. (Until the recent Tesla price-cutting, Teslas were mostly not eligible.) The program also offers consumers with limited income an extra subsidy, as well as a used EV incentive. The standard for doing so was loosened somewhat in 2023 and now applies to households with an income of no more than 3 times the federal poverty level. This translates to $43,740 for a single person or $90,000 for a family of 4. (These numbers get adjusted every year.)

This revised incentive, often referred to as “LMI” for lower-middle income, also offers a “pre-qualification” voucher. Qualified purchasers obtain the voucher ahead of time, and the amount of the voucher can then be deducted from the price of the vehicle at the time of the sale. Even though it’s more complicated to administer, it represents an improvement for the consumer. Buyers now know ahead of time that they are approved for the rebate and no longer have to front the cash as they did with the earlier program design.

This revised program soft-launched in March of this year. Due to the one-year shelf-life of the voucher, it was expected that there would be a lagging effect. DEEP has reported high interest in the voucher, though specific data are not reported. We can only see the reporting based on redemption. There has definitely been an increase in recent months. We hope they will be higher as more vouchers are in circulation. The chart below tracks the monthly redemptions for 2023 through November. It is likely that November will be restated higher with the next release.

LMI CHEAPR Rebates by Month


Overall Rebate Volume Slackens But Is Likely to Recover

This is shown in the chart at the top of the post. We believe that this had to do with the base trim level Model Y having been temporarily withdrawn from sale by Tesla as it redesigned the vehicle, and perhaps augmented by the Chevy Bolt’s increasing scarcity as the model sunsets for the time being. The standard range Model Y is back now with an LFP battery, rear-wheel drive configuration for $43,990 (at least today), well under the CHEAPR MSRP cap. The Model Y AWD long range is also under the cap at $48,990. We expect rebate volume to pick up again. CHEAPR has dispensed about $6.8 million year-to-date and is on pace to reach $8 million. This is quadruple what it was in 2022 and is due to greater model availability and the increase in the MSRP cap to $50,000.


The most rebated vehicle this year is the Tesla Model 3 with 927 rebates, followed by the Model Y with 681. These are followed by the Toyota RAV4 Prime (380), Chevy Bolt (274), Volkswagen ID.4 (204), and Hyundai Ioniq 5 (116). All other models were <100.

Fleet Rebates Coming

The final program component included in the 2022 legislation is the rebate program for fleets. It is expected to launch sometime this spring. These apply to commercial, municipal, tribal, and non-profit entities – in other words just about all fleets. Fleets are eligible for up to 10 rebates in a calendar year and 20 total.

There is potentially significant demand for these rebates. Given that potential, and the program having a pretty high burn rate generally, not every applicant will necessarily be granted a rebate. Below is a slide from DEEP indicating how they are prioritizing rebate requests. Please note, the final contours of the program are still being developed.

CHEAPR Fleet Rebate Prioritization

The reason for these gating criteria is to avoid a lapse in available funds that would cause the program to be paused, like what happened in New Jersey. The rebate size and MSRP cap are the same as with the consumer rebates.

Rebates will be pre-certified (and the funds reserved) with post-purchase repayment.

Here’s What Is Going On With The Federal Incentive

The Chevy Blazer, pictured above, is one example of a vehicle losing the incentive.

Most EVs Lose Federal Incentive Eligibility

Unsurprisingly, as we have been forecasting for months, many EVs lost eligibility for the federal IRA incentive. This is due to the step-up in battery critical minerals sourcing and battery component manufacturing requirements, as well as the first half of the implementation of the foreign entities of concern rule. EV advocacy groups, manufacturers, and others have provided input to the Treasury Department during the public comment periods as this was all foreseeable. But not many changes were made.

Below is the list of every BEV and PHEV that is incentive-eligible as of January 4. This is fluid, and vehicles that have lost eligibility can regain it at any time. Manufacturers are wrangling their supply chains to become IRA-compliant as quickly as they can. These are screenshots directly from the Department of Energy (DOE) Website. We advise checking the DOE website for updates if you are in the market as it is updated continuously. We expect to be in this period of volatility for a couple of years.


Incentive-eligible BEVs


Incentive-eligible PHEVs

There are some notable absences here, such as the two less expensive trim levels of the Tesla Model 3, every GM vehicle not named Bolt, and the Ford Mustang Mach-E to name a few.

Notice what is listed to the right of each MSRP: “Check VIN.” The DOE website is intended as a general guide, but the determination for a specific vehicle is made at the level of, well, the specific vehicle. Manufacturers must register eligible VINs with the Treasury. Consumers must list the VIN on their tax return and are able to check VIN eligibility on the DOE website.

Same Model, Different Incentive

Different vehicles of the exact same make/model/model year can have different incentive eligibility. It could due to changes in manufacturing supply chains during the model year. It could be timing, as model years are most frequently introduced in the fall, but the requirements change on January 1. The eligibility is also based on the “date placed in service,” which is the date the consumer takes possession. An eligible vehicle on December 31 may no longer be eligible on January 1. (Part of our input was to align the requirements with model year to minimize this. Manufacturers suggested at least basing it on the date of manufacture.) Finally, as foreign automakers stand up manufacturing in North America, there can be a mix of imported and domestically produced vehicles of the same model, potentially on the same dealership lot.

Yellow Flag

If a vehicle is purchased from inventory, there is a VIN. But for build to order purchases, there will not be a definitive incentive eligibility determination until the VIN is available, which is often a short time before delivery. In a dealership environment, where salesperson EV knowledge can be lacking, consumers will need to be vigilant. We wish there were an easier answer.

GM Workaround

GM lost incentives for all its EVs other than the soon to be discontinued Bolt but is discounting those previously eligible vehicles by $7500 until they regain eligibility, as reported by Reuters and others. GM attributed the incentive setback to minor components which are being re-sourced and expected fairly soon. Anyway, a discount is even better than an incentive because it also reduces the sales tax.


None of this incentive mishegoss applies to leased vehicles. However, the seller has discretion regarding whether to pass along the incentive.

The transfer provision goes into effect this month. Tax credits can be transferred to the seller with the consumer receiving a point of purchase rebate. It also benefits buyers who would not otherwise have enough tax liability to burn off a tax credit.

Eversource is Paying Me to Charge My Electric Vehicle

Photo above – JuiceBox Home EV Charger

EV Club member, Vincent Giordano, has utilized the Eversource incentives to buy a level 2 home EV charger and participate in the incentive to charge off-peak. In the 2-part post below, also published in the Ridgefield Press, he describes his experience and how the incentive worked for him. Vincent is a member of the Ridgefield Action Committee for the Environment (RACE).

The process whereby consumers have been accessing these incentives has not always been without hurdles, but we have been receiving reports from consumers that the utilities have been responsive in addressing issues. The club has a description of the program on its incentives page. The incentives he describes from Eversource are also available, with some small differences, from United Illuminating. So, take it away, Vincent…

Level 2 Home Charger

If you have an electric vehicle (EV) or are thinking about buying one, Eversource will help you pay for an electrical upgrade, a networked level 2 EV charger, and for charging the EV. Hard to believe – but it is true. Eversource currently has a program to rebate up to $500 for a wiring upgrade to 240 volts for your EV charger, another $500 for purchasing a network-ed level 2 EV charger, and up to $300 per year if you sign up for the advanced managed charging program.

Why is Eversource offering these incentives? It is because they realize the huge impact EVs are going to have on the grid and the importance of managing the demand for power. According to CT DMV data, Ridgefield residents own more than 515 EVs and there are more than 30,000 registered EVs in CT. Having networked EVs allows Eversource to minimize EV charging when the grid is under pressure. In the future, with bidirectional charging, Eversource will also be positioned to buy power back from EVs.

I didn’t need to upgrade my electric wiring so I passed on the wiring rebate. However, since I ran over my charger cord with the snow blower this past winter, a new and improved EV charger was intriguing. In April I purchased one of the Eversource approved EV chargers, a JuiceBox. Then I attempted to apply for my $500 rebate and to register for the advanced managed charging program. I would like to be able to report a seamless rebate and registration process. But in truth, it was more convoluted and difficult than it had to be. Thankfully, each time I ended up in some administrative trap or do-loop, the Eversource EV team came to my rescue.

This week, I received a $500 rebate check, and in October I should be receiving a gift card with the managed charging payment. The demand response season is June – September. If you are interested in these rebates, a good starting point is the Eversource FAQs for the managed charging program.

With CT’s grid 90 percent renewable energy by 2030, transitioning from fossil fuels to CT’s grid will help to save the planet and reduce US reliance on dictators with huge oil reserves and territorial ambitions.

December Update and Managed Charging

I just received a $95 check from Eversource for charging my Chevy Volt for 5 months (May to September).  During those months I used 693.43 kWh of electricity to charge my car.  At 10.45 cents per kWh, my cost was $72.46.  So the $95 check more than covered my outlay.  And now that I understand the programs better, I could have earned even more.

In an earlier article, I explained the fantastic Eversource rebate program for electric chargers and any needed electrical upgrade.  In this article, I share my experience with Eversource’s charging programs.  There are more than 600 electric vehicles registered to Ridgefielders and just 90 of us are enrolled in Eversource’s charging programs.

Our family has a 2016 Chevy Volt plug in hybrid.  It is our day to day; go-to vehicle.   Other than in the coldest months, the Volt has a 60-mile range which easily meets all our local travel needs.  We go about our business and charge at home.  Starting each day with a full charge.   When I read that Eversource would pay up to $300 per year to charge our car, I decided to give their programs a try.

There are two programs.  A baseline and advanced charging program.  The baseline program rewards participants who shift at least 80% of their charging to off-peak periods.  Off-peak charging is charging outside of the hours of 3 pm to 9 pm on weekdays.  If, in a given month, you manage to charge 80% or more during the off-peak period, you earn a $10 incentive for that month.  That’s a potential earnings of $120 annually.   There is an additional incentive for participating in optional Demand Response (DR) Events. These events can happen between June and September and only occur on non-holiday weekdays.  You must participate in all optional DR events in a given month in order to receive the $20 incentive during DR Season.  Full participation in all four months of the DR Season, and you earn an additional $80.   The baseline tier incentives are capped at $200 per year.

The advanced charging program gives Eversource more control over your charger.  You are rewarded for partnering with them to coordinate your charging.  You are required to create a charging schedule and to do your best to not override this schedule.  You specify how much of a charge you would like and by when (e.g. 100% charge by 8 am).    The charging schedule is created at the time you enroll via energy hub.  Hang onto that email if you want to change your schedule in the future.  Participation in the advance program pays the participant $25 per month, capped at $300 per year

So how did I earn $95.  It turns out that I just missed the off-peak goal in May (76% vs. the 80% goal).  In June, I missed the goal again (66% vs. 80% goal), but I didn’t opt out of any DR events in June so I earned $20.  In July, I joined the Advanced Program and earned the advanced Tier incentives for July, August, and September ($25/month = $75). Thus a total of $95.  For our charging habits, the advanced charging program seems to be just fine.