EV Club and CFE

The EV Club of CT and the CT Fund for the Environment (CFE) are hosting a meeting on July 15 at the offices of the CFE. The meeting will begin at 7:00 PM. The CFE address is 900 Chapel Street, Upper Mezzanine.

Agenda

Aside from being an opportunity to get to know one another, the agenda includes a recap of this year’s legislative session, planning for Green Wheels during Drive Electric Week, and a proposed event to be held at the Lime Rock racetrack.

Come join us on the 15th!

The EV Club of CT is pleased to announce that there will be a presentation from Hieu Le of the Sierra Club at the upcoming club meeting, scheduled for May 28^th. The Sierra Club is one of the organizations that EV Club CT partners with in the Connecticut Electric Vehicle Coalition.

Hieu Le is the campaign representative for the Sierra Club’s Clean Transportation for all Campaign. He leads the organization’s efforts on the Volkswagen settlement funds, electric vehicles, EV fees, National Drive Electric Week, and the Rev Up Electric Vehicles campaign. Prior to joining the Sierra Club, he worked on Beto O’Rourke’s Senate campaign in Texas. He also worked in Sacramento for a government affairs firm. He is a former delegate to the California Democratic Party and attended the University of California, Santa Barbara.

Meeting logistics

Date: May 28^th

Time: 7:00 PM

Location: Bedford Square Offices of The Higgins Group, 30 Elm Street, Westport, CT.

Two Teslas, Two LEAFs, a Jaguar and a BMWi3 – these are the cars EV Club of CT members displayed at the EV Showcase at Discovery Museum & Planetarium’s “Climate Week” Transportation event on Thursday, April 17, 2019, from 11-1. Guests who visited the showcase ranged from families with small children, to Museum board members to various presenters at the event including Katie Scharf Dykes, the newly appointed Commissioner of Connecticut’s Department of Energy & Environmental Protection (DEEP). Various Club members expressed our support to Commissioner Dykes for extending the CHEAPR rebate for BEVs and other alternative fuel vehicles beyond 2019 to further incentivize EV purchases and rapidly expanding the adoption of electric buses for public transit and schools, perhaps with grants.

As enthusiasts, we all sang the praises of our EVs and underscored their benefits including zero tailpipe emissions, ease and low cost of maintenance, positively contributing to the decarbonization of the transportation sector, taking personal responsibility for improving public air quality, and advancing the adoption of EVs in the state by making the cars visible.

Sunny and warm weather allowed EV Club member Dawn Henry to entertain guests with her Tesla Model X’s performance of Trans-Siberian Orchestra’s iconic rock Christmas song, Carol of the Bells. Watch the video below to see what we mean by performance – lights, doors, wings, mirrors – the car was literally dancing to the music while putting on a light show. Squeals of delight from small children could be seen and heard as they broke out in dance right along with the car. The X got a big round of applause at the end. For an encore, guests were invited to a little lighthearted toilet humor: Emissions Testing Mode with all 6 whoopee cushion sounds. A real hoot.

EV Club member and TecKnow founder Phil Levieff’s Tesla Model S wowed guests with its ability to be summoned on command from its owner. The car’s sensors stop it immediately if it nears any object. Smart, connected living – via cars, phones, smart homes, solar power and Tesla Powerwalls – are his expertise and guests were invited to learn more at the Westport Maker Faire on Saturday, April 27. The EV Club will be presenting a showcase as part of TecKnow’s “The Future is Now” smart living experience at their Bedford Square office.

Eugene Tomachinski, an EV Club member and owner of Eugene’s Green Garage, brought a 2016 BMWi3 Rex, which is for sale as a Certified BMW used vehicle with 18,000 miles.

EV Club member David Symington from Jaguar Land Rover of Fairfield brought a brand new Jaguar I-Pace SUV for us all to check out and promised to bring another to the next meeting. The car was just awarded the World Car of the Year at the New York International Auto Show!

Analiese Paik and Jackie Eskin displayed their white 2016 Nissan LEAF and 2012 light blue LEAF, respectively. Comparing them side by side was useful in learning how much changes so quickly in EV technology, but both have steering wheel warmers.

Please join us at the Maker Faire or our next meeting on Tuesday, April 23 at 7 pm at the Higgins Group offices at Bedford Square.

Representative Jonathan Steinberg (D-136) Kicks Off The Session By Advocating for Added CHEAPR Funding (Photo: Bruce Becker)

Presenters: Dana Lowell (not pictured) of MJ Bradley and Associates; (left to right) Emily Lewis, Policy Analyst for Acadia Center; Mustafa Salahuddin, president of the Amalgamated Transit Union Local 1336 in Bridgeport; and Kevin Killer, Director of Public Policy for Chargepoint

A full house

A full meeting room of people assembled to hear a panel on EV public policy, specifically the economic benefits of moving to more extensive EV adoption. Along with the panelists noted above, the crowd also heard from Representatives Jonathan Steinberg (D-136, Westport) and Roland Lemar (D-96, East Haven), who is co-chair of the Transportation Committee. The panel was co-moderated by Claire Coleman, climate attorney for the CT Fund for the Environment, and Bruce Becker, president of the Electric Vehicle Club of CT.

The topic of the panel was how increased adoption of EVs will confer significant economic benefits to the state of CT and its residents.

Among the specific topics covered were continued funding of CHEAPR, the state program of rebates for EV purchasers; time-of-use utility rates; the impact of EV charging on utilities and ratepayers; and the benefits of moving to electric buses in our transit systems. For example, Mr. Lowell pointed out that, by law, the additional net revenues that would flow to utilities from EVs plugging in would have to be returned to ratepayers, lowering bills by an average of about $150 annually. And, if the charging were to occur primarily during off-peak hours, this would contribute to smoothing the power-utilization curve throughout the day. A good summary of the proceedings can be found in a write-up done by The Day of New London.

The EV Club of CT showed up in force for the day’s events, which included meetings with legislators and legislative aides in addition to the forum. Aside from Becker, club members Phil Levieff, Dawn Henry, R. Murali, Demetri Spantidos, Analiese Paik, Virgil de la Cruz, and Barry Kresch made the rounds.

The CT Department of Energy and Environmental Protection is tasked with developing a “roadmap” to optimize EV deployment as part of the state’s commitment to greenhouse gas reduction and the multi-state ZEV Action Plan.

The EV Club of CT is on the steering committee of the CT Electric Vehicle Coalition (EVC). EVC has written the following letter to DEEP discussing the considerations that should be part of any such roadmap. (The members of the EVC can be found at the end of the letter.)

December 20, 2018

Commissioner Rob Klee

Deputy Commissioner Mary Sotos

CT Department of Energy and Environmental Protection 79 Elm St.

Hartford, CT

Dear Commissioner Klee and Deputy Commissioner Sotos:

The Connecticut Electric Vehicle Coalition (“the EV Coalition” or “EVC”) is a diverse group of clean energy advocates and businesses, organized labor, and environmental justice groups that support policies that will put more electric vehicles (“EVs”) on the road in Connecticut to achieve significant economic, public health, and climate benefits for our state. The Connecticut Electric Vehicle Coalition appreciates the efforts of the Department of Energy and Environmental Protection (DEEP ) to “identify Connecticut-specific policies, programs, and strategies that the State of Connecticut should pursue to optimize deployment of EVs and associated infrastructure” through the development of an EV Roadmap. The Connecticut EV Coalition strongly supports the state creating a more strategic and ambitious strategy on zero emission vehicle (“ZEV”) deployment, one of several key strategies that will help the state tackle climate change (1), improve the public health and air quality (2), as well as create economic development opportunities for the state (3).

The EV Coalition recommends that DEEP approach the EV Roadmap by first identifying targets for vehicle electrification based on the State’s climate goals, focusing on the State’s 2030 goal of reducing GHG emissions economy-wide 45 percent below 2001 levels (4). The Governor’s Council on Climate Change’s recently released draft report identifies the need to electrify 20 percent of the passenger vehicle fleet (500,000 vehicles), 30 percent of buses, light commercial trucks and refuse trucks, and 35 percent of single use short haul trucks by 2030 consistent with the State’s legislated climate goal (5) which should guide the targets in the Roadmap. Once the vehicle goals are identified, the EV Coalition urges DEEP to model the associated charging needs (both public and private, Level 1, 2 and DC fast charging) for a realistic range of assumptions regarding future vehicle capabilities (e.g., ratios of plug-in hybrid electric vehicles to battery electric vehicles, distributions of battery ranges across the vehicle fleet, and availability of home charging). This analysis can be readily undertaken using the National Renewable Energy Laboratory’s (NREL’s) publicly available EVI-Pro Lite tool,6 which can produce a sensitivity analysis around the results by varying the input assumptions.

Finally, the EV Coalition urges DEEP to identify policies and strategies that can put Connecticut on the trajectory required to meet its 2030 vehicle electrification and charging infrastructure goals, while minimizing adverse impacts to the grid and maximizing the benefits of the new electric load. This strategy identification should include clarifying roles and responsibilities for the full range of stakeholders, including actions that need to be taken legislatively, those that can be taken administratively at the state level, actions that should be undertaken by the State’s utilities, and those that should be pursued at the local level.

While the Draft Scope EV Roadmap identifies a number of key strategic areas and important considerations for accelerating deployment of ZEVs in Connecticut, which are discussed in greater detail below, for the Roadmap to truly be able to guide decision-making around EVs in the coming years, we urge DEEP to embed it in the type of analysis regarding 2030 vehicle and charging infrastructure needs identified above. In developing the Roadmap, we also urge DEEP to be cognizant of equity impacts of its recommendations and focus on expanding not just opportunities for EV ownership but also access to the benefits of electrified transportation (e.g., through electrified shared-ride or ride-hailing services, through electrified transit bus options, etc.).

Accelerating ZEV Adoption

There are a range of barriers to EV adoption including vehicle purchase price, lack of consumer education and information, and range anxiety due to inadequate publicly-accessible charging infrastructure. The EV Coalition urges DEEP to address each of these barriers to EV adoption in the EV Roadmap and identify levers that the State can pull that will help to overcome them (7).

The EV Coalition supports specific recommendations and strategies around ZEV adoption, including addressing all the topics proposed by DEEP, and briefly comments on the following included in DEEP’s list:

• Education, outreach, and marketing. The EVC agrees that DEEP should propose improved and coordinated education campaigns in the Roadmap.
• Public and private fleet strategies. The EVC supports public and private fleet strategies,and the establishment of state fleet EV deployment targets. Bulk purchases will help reduce purchase price. As noted in the GC3 draft report, the State must lead by example by quickly shifting all fleet vehicle purchases to electric. This will help bring down vehicle costs. The state can further increase the efficacy of this strategy by coordinating with other like-minded states and municipalities to engage in bulk purchasing. Both California and Massachusetts have recognized the importance of aggressive state fleet EV mandates, and Connecticut should explore savings that could accrue from multi-state bulk purchasing programs (8).
• Sustainable funding in the form of incentives, financing, manufacturer partnerships, or other. The EVC supports the policy objective of ensuring a stable source of funding for CHEAPR at least through 2025 to ensure that all interested purchasers can take advantage of EVs. Incentives should be designed to equitably increase access to EVs by offering an income eligible program that offers bigger rebates and used-car rebates for customers in lower income brackets. The EVC also recommends that a board is established to oversee the rebate program, and to establish a process for setting and altering rebate levels, including low income rebates and eligibility, and program evaluation. This Board should set up structures for monitoring and evaluation of EV access to make sure all residents, especially those most impacted by air pollution, have accesses to both clean public transit and vehicles, as well as needed EVSE.
• Partnering with dealerships. EVC supports better partnerships with dealerships to increase their engagement of consumers interested in buying electric, for instance workshops and ride-and-drives sponsored by the State, dealership groups, and EV stakeholders, as well as trainings for dealerships that enhance electric car expertise and sales capabilities (9).
• Bringing clean transportation options to low-to-moderate-income communities. In addition to income eligible rebates, the Roadmap should focus on electrifying our public transit system, and could explore how the state can incentivize rideshare services to utilize ZEVS.
• Streamlining building codes and permitting. EV-ready building codes are critical to reducing the cost of equipping buildings with the charging equipment needed to support accelerated adoption of electric vehicles.
• Interoperability: The EVC believes that it should be easy for any charging station to be used by any driver accessed through any system. For any state-facilitated or ratepayer-supported programs, the EVC urges DEEP to consider strategies to maximize interoperability and consumer access.
• Data collection (EV registrations, charging station data, etc.) The EVC supports improving the state’s data collection and monitoring regarding both EV registrations and charging stations, while maintaining consumer privacy.

In addition to the above topics, the EV Roadmap should address increasing Connecticut consumers’ access to EVs. The EVC supports allowing direct EV sales to consumers or other alternative business models. Allowing direct sales would increase the availability of additional EV models, grow public awareness of EVs generally, and encourage build-out of public and private charging infrastructure.

Creating a Robust Fueling Infrastructure

There are also important barriers to deployment of EV charging infrastructure that will be necessary for EV adoption, such as the challenge that demand charges pose to the business case for direct current fast chargers at low levels of EV penetration. The EV Coalition supports the EV Roadmap’s inclusion of strategic charging infrastructure planning, including how the state should approach the EVSE Infrastructure Proposals under VW NOx Mitigation Grant and more broadly looking at public-private partnerships for public, residential and workplace charging. We have previously urged the state to move forward as quickly as possible to take advantage of and begin benefiting from settlement funds available to expand Connecticut’s EV charging infrastructure and make other critical advancements toward electrifying our transportation sector (10).

The Roadmap could address utility’s role in building out Connecticut’s charging infrastructure, but only to the extent that incorporating this topic would not slow down recommendations and progress made through PURA’s grid modernization docket. Utility investment in make-ready infrastructure, for example, can complement the competitive market, address coordination problems, and help to overcome barriers to entry in important market segments, including low-income communities and multi-family housing.

In addition, the EV Roadmap can help direct a discussion about how to overcome the barrier that demand charges pose to build-out of DC fast charging infrastructure. Many approaches are being tested around the country including demand charge holidays, off-bill rebates, and rate structures that shift some portion of the demand charge into the volumetric charge. In Connecticut, Eversource has been testing this latter option through the EV Rate Ride pilot, which has saved publicly available charging station owners thousands of dollars annually (11). Another example is Pacific Gas & Electric’s recent proposal to replace demand charges with a lower rate based on the installed capacity to which a charging customer is willing to subscribe, subject to a significant overage charge, as well as a time of use component.12 Any EV rate design reforms should be structured to be consistent with the state’s goals of grid modernization and improved integration of distributed energy resources (DER), including solutions that retain compatible price signals for multiple and different types of DER-like storage.

Smart, Standards-Based EV Integration & Consumer Market Signals

The EVC supports DEEP’s plans to identify strategies that will minimize adverse impacts and maximize benefits of new electric load, including encouraging off-peak charging and utilizing ZEVs as a demand response resource. Smart integration of EVs into the grid can help maximize GHG emissions reductions by optimizing grid utilization. Through appropriate customer signals (e.g.time-of-use rates or off-peak charging incentives), the flexible load of EVs can better integrate renewable resources or shift load by charging at periods of low demand. These changes improve the efficiency of the grid and reduce costs for all ratepayers, while at the same time improving the economics of operating an EV. In seeking to manage EV load, there must be careful consideration of customer experience and choice to assure that the steps taken to shape the load curve from EV charging do not inadvertently deter EV adoption or disincentivize the deployment of EVSE at a wide range of appropriate locations. Because these issues are being explored in the current grid modernization before PURA,13 the EV Roadmap should only address them if timing aligns.

ZEV’s Beyond Light-Duty Vehicles

The EVC supports the EV Roadmap including the evaluation of deployment opportunities for medium and heavy-duty vehicle and non-road electrification. It is especially important for the state to address zero-emission buses and electrified public transit options to promote equitable access to clean transportation. The roadmap should therefore focus on addressing additional policy levers needed to electrify our transit buses as quickly as possible. Specifically, DEEP should look at how the state can better leverage VW settlement funds to accelerate the deployment of electric transit buses and electric school buses. The first round of funding resulted in a disappointing number of proposals around electrification. DEEP should look at how other states have used the diesel mitigation funds to support electrification, and potentially revise the mitigation plan and future project solicitation guidelines to better support and encourage electric vehicle investments, including for public and private buses.

1 EVs have zero tailpipe emissions, and even with New England’s electricity mix today, these vehicles cut GHG emissions as much as 75% compared to conventional vehicles. These emissions savings will only increase as the region continues to clean and modernize the electric system, and move toward a 100% renewable future. See Acadia Center, Energy Vision 2030, available here: http://2030.acadiacenter.org/

2 American Lung Association, Clean Air Future: Health and Climate Benefits of Zero Emission Vehicles (Oct. 2016), available at http://www.lung.org/local-content/california/documents/2016zeroemissions.pdf. See also http://www.lung.org/local-content/california/documents/national-clean-air-future-report.pdf.

3 A study of economic impacts of EV deployment in California, for example, showed that ZEVs are a catalyst for growth. In California alone, the ZEV market will create 100,000 additional jobs across all economic sectors by 2030. See David Roland-Holst, University of California Berkeley, Plug-in Electric Vehicle Deployment in California, An Economic Assessment (Sept. 2012), available at https://are.berkeley.edu/~dwrh/CERES_Web/Docs/ETC_PEV_RH_Final120920.pdf. Similar modeling should be done in Connecticut.

4 Public Act 18-82.

5 Governor’s Council on Climate Change, Building a Low Carbon Future for Connecticut: Achieving a 45% GHG Reduction by 2030 (released Dec. 18, 2018), at 28, available at https://www.ct.gov/deep/lib/deep/climatechange/publications/building_a_low_carbon_future_for_ct_gc3_recommendations.pdf.

6  EVI-Pro-Lite is available through the Alternative Fuels Data Center at https://afdc.energy.gov/evi-pro-lite.

7 See CT EV Coalition Comments on Draft CES dated September 19, 2017.

8 See Commissionon Future of Transportation in Massachusetts, Choices for Stewardship: Recommendations to Meet the Transportation Future, available at https://www.mass.gov/files/documents/2018/12/14/FOTCVolume1_1.pdf. See also Hiroko Tabuchi, The New York Times, California Requires New City Buses to Be Electric by 2020, Dec.12, 2018, available at https://www.nytimes.com/2018/12/14/climate/california-electric-buses.html.

9  See e.g., PlugInAmerica, Plug Star Dealer Program, https://pluginamerica.org/plugstar/dealership/.

10 See EVC Letter to Governor Malloy dated November 1, 2017.

11 CT’s own EV Rate Rider is a good example of how rate design can support EV deployment. PURA Docket No.13- 12-11,

http://www.dpuc.state.ct.us/dockhistpost2000.nsf/8e6fc37a54110e3e852576190052b64d/46cfb43aff01dbd28525829c00736078/$FILE/Att%201-3%20Electric%20Vehicle%20Pilot%20Filing.pdf.

12 PG&E Proposes to Establish New Commercial Electric Vehicle Rate Class, Nov. 5, 2018, https://www.pge.com/en/about/newsroom/newsdetails/index.page?title=20181105_pge_proposes_to_establish_new_commercial_electric_vehicle_rate_class.SeealsoRobertWalton,UtilityDive,PG&EMimicsSmartPhoneDataPlanswithEVChargingRateProposal,Nov.9,2018,https://www.utilitydive.com/news/pge-proposes-new-rate-class-for-commercial-ev-charging/541799/.

13 SeePURADocketNo.17-12-03: PURA Investigation into Distribution System Planning of the Electric Distribution Companies, Connecticut Electric Vehicle Coalition Joint Principles on Grid Modernization and Electric Vehicles,Sept. 26,2018.

*          *          *

We look forward to engaging with DEEP on these important topics.

Respectfully submitted,

The Connecticut Electric Vehicle Coalition

• AcadiaCenter*†
• Connecticut Fund for the Environment*†
• Connecticut Nurses Association
• Connecticut Roundtable on Climate & Jobs*
• Connecticut Citizen Action Group
• ConnPIRG
• Conservation Law Foundation
• ChargePoint*
• Chispa-CT*
• Clean Water Action*
• CT League of Conservation Voters
• CT350
• Drive Electric Cars New England
• Eastern CT GreenAction
• Electric Vehicle Club of Connecticut*
• Energy Solutions, LLC
• Environment Connecticut*
• Greater New Haven Clean Cities Coalition, Inc.
• Hamden Land ConservationTrust
• Hartford Climate Stewardship Council
• International Brotherhood of Electrical Workers*
• Interreligious Eco-Justice Network
• New Haven Climate Movement
• Northeast Clean Energy Council
• People’s Action for CleanEnergy
• Proton OnSite
• Plug In America*
• RENEW Northeast
• Sierra Club*†
• Solar Connecticut, Inc.
• Tesla,Inc.
• Union of Concerned Scientists

* Connecticut EV Coalition Steering Committee Membership

† To whom correspondence should be directed. Claire Coleman, Connecticut Fund for the Environment. Email ccoleman@ctenvironment.org or phone (203)787-0646. Josh Berman, Sierra Club. Email Josh.Berman@sierraclub.org or phone (202)650-6062. Emily Lewis, AcadiaCenter. Email elewis@acadiacenter.org or phone (860)246-7121 x207.

“Tesla Bill”

The “Tesla Bill” is again before the state legislature. The official moniker is HB 7097. This bill would create a carve-out from the existing dealer laws that would permit Tesla (or other similarly situated EV makers should they come along) to sell directly to customers from factory-owned stores. CT is currently one of a handful of states that have denied this option for Tesla. The WECC blogged in some detail about last year’s bill in April of 2016.

The legislation to create such a carve-out has been re-introduced (for the third year running) and at the time of this writing is still pending. The 2017 legislative session adjourns on June 7th.

Tesla is hosting a forum to discuss the bill and its meaning for clean transportation. The Westport Electric Car Club is an invitee. It will take place at the showroom of Dragone Classic Motors, 176 Post Road West, Westport CT. The meeting begins at 6:00 PM. Panelists will be:

Will Nicholas – Tesla Government Relations Manager

Avi Kaner – Selectman, Town of Westport

Jonathan Steinberg – CT State Representative and Transportation Committee Member

A representative from the Connecticut Fund for the Environment

This meeting is open to the public and we look forward to meeting all of those interested in this topic.

Tesla Direct Sales

A crowd of 50+ electric vehicle (EV) enthusiast attendees filled the showroom at Dragone Classic Motors in Westport for a meeting of the Westport Electric Car Club (WECC) to hear remarks from Will Nicholas, Government Relations Manager of Tesla Motors, about proposed legislation in Hartford (Senate Bill 3) that would enable Tesla to open company stores in Connecticut.

This is the second year that legislation that would enable Tesla to open stores in CT has been proposed in Hartford and there is vocal opposition from the Connecticut Automotive Retailers Association (CARA) as well as legacy manufacturers.

Connecticut is one of 5 states, along with Texas, Arizona, West Virginia, and Michigan, that have laws restricting the sale of cars to independently owned dealerships. Currently, CT residents wishing to purchase a Tesla must either do so online or visit a Tesla store in a neighboring state. The closest Tesla stores to Fairfield County are in White Plains and Mount Kisco, NY. There are currently about 1100 Teslas registered in CT.

There is some irony here in that one of the largest, if not the largest, impediment to legacy car manufacturers selling EVs is their own dealer networks. The NY Times ran an article in late 2015 entitled, “A Car Dealers Won’t Sell: It’s Electric.”

This is consistent with our experience at the WECC. We are an organization that tries to get people to drive electric. We educate the public and help facilitate a person’s journey to the plug-in vehicle that is right for them.  There are some dealers who are eager to work with us, and have sold EVs to our members as a result; there are numerous others who give us a cold shoulder. We offer many opportunities for dealers to speak at our club meetings and exhibit their vehicles to an interested audience at our EV road rally and other club events. These events include green fairs (we get invited to way more than we can handle!) and the Lime Rock Historic Fest.

Uncertain Legislative Environment

SB 3 does not do away with the franchise law but creates an exception that would apply to Tesla and other prospective independent EV manufacturers (and there are a couple of nascent ventures in this area). The way this exception is worded in the bill applies to a manufacturer that does not currently have affiliated dealerships, manufactures only electric vehicles, sells only their own brand of vehicle at retail, does not hold a controlling interest in another manufacturer, and is not controlled by another manufacturer. This is a link to the text of the bill.

The bill won the approval of the transportation committee on March 14 by a vote of 29-4 and is now before the full Senate. Westport State Representative Jonathan Steinberg, who is on the House Transportation Committee, attended the meeting and pronounced the fate of the bill as uncertain. The legislative session adjourns on May 4, not leaving much more time to move it forward.

Strong Model 3 Reception

Tesla has already been a major force in the EV world even though their 3 vehicles to date have been expensive, niche vehicles. Their recent announcement of a mid-market priced vehicle, the Model 3, has been met with an astounding response with over 300,000 prospective customers placing a $1000 deposit to reserve one absent an actual car to see or test drive (and with no advertising support). To put this number in context, since the modern generation of plug-in vehicles (including battery EVs and plug-in hybrids) became available in 2010, there have been roughly 430,000 sold in total(in the USA) through March of 2016 (Source: InsideEVs.com).

Discussing Tesla’s business approach, Mr. Nicholas describes the Tesla brand as standing for a set of environmental values and a customer experience that is carefully curated by the company. Mr. Nicholas likened Tesla stores to Apple stores, particularly with their unpressured sales environment. The traditional manufacturer/dealer model, he explains, does not work for this type of selling, nor is it economically viable for Tesla, at least not presently.

Tesla was reported (by The Hartford Courant) to be interested in opening 3 stores in CT. During his remarks, Mr. Nicholas said that number is more likely 5. In addition, Tesla would expand its servicing locations. Service centers are regulated differently than stores and there is currently one Tesla service center, located in Milford. Mr. Nicholas said that more will be needed to keep up with anticipated demand.

Tesla has represented that each location requires direct investment in the millions to set them up, would employ up to 25 individuals per location, and that their ability to sell directly would generate an additional $1.6 million in sales taxes for the state.

For consumers interested in learning more, Tesla has set up a website, Teslact.com, to provide information.

Tesla push for direct sales in CT

Will Nicholas, Government Relations Manager for Tesla Motors will be speaking at the WECC meeting on April 14.

DATE: APRIL 14, 2016

TIME: 5:30 PM

LOCATION: DRAGONE CLASSIC CARS SHOWROOM, 176 POST ROAD WEST, WESTPORT, CT 06880

Mr. Nicholas will be discussing the status of Tesla’s efforts to get legislation passed that would permit Tesla (or any other EV manufacturer) to open stores in Connecticut, something that is not currently legal. Only dealers which are not owned by the automobile manufacturer are permitted to sell vehicles. Tesla has built a business model around selling directly to the consumer.

Currently, Tesla has a servicing location in Milford but no stores. As reported by the Hartford Courant in February of this year, Tesla would like to open 3 stores in the state and hire from 12 – 24 employees at each location. The Courant also reported that Tesla estimates generating $1.68 million per year in sales tax revenue.

The closest Tesla stores to Fairfield County are currently located in White Plains, NY and Mount Kisco, NY.

Mr. Nicholas will also speak to some of Tesla’s other recent initiatives such as the Model 3, which has generated over a quarter million pre-orders, and its Gigafactory lithium-ion battery production facility.

This meeting is open to the public.