The newest version of the Electric Vehicle Interactive Dashboard has arrived.

Highlights

• EV growth was strong in 2018 but there is still a very long way to go to achieve the objectives set forth in the Multi-State ZEV Action plan.
• There are 9,289 registered EVs in the state as of Jan 1, 2019, an increase of 78% from the year ago point in time.
• The increase was largely powered by the Tesla Model 3.
• Plug-in hybrid vehicles (PHEVs) still account for somewhat more than half of all registered EVs.
• The first fuel cell vehicles appeared in the state in 2018.
• Tesla, despite only selling high-priced vehicles, including the higher-priced version of the Model 3, accounts for 31% of all registered EVs.
• The most widely registered model is the plug-in version(s) of the Toyota Prius (combining the first-generation Plug-in Prius and the successor Prius Prime).
• 61% of registered EVs are from the 2017 or 2018 model year.

Introduction

While the DMV is required by statute to publish the number of EVs in CT every six months, they do not publish any sort of breakdown. It is simply a topline number that can be used to measure the overall progress relative to the goals adopted when the state joined the Multi-state ZEV Action Plan (MZAP). Unless one has the financial wherewithal to subscribe to one of the syndicated research services that process automobile registrations, this is the only place to see the breakdown of electric vehicles in CT.

The Electric Vehicle Club of Ct (EVClubCT) has received files from the Connecticut Department of Motor Vehicles for the past three years, and from this we have developed the Interactive EV Dashboard. This blog post summarizes the findings. At the end of this post is information about how to link directly to the dashboard.

Technical Notes

These files have come to us via Freedom of Information Act request, but the timing, the included fields, and format have varied across the years. We work with it as best we can. For example, the file this year did not include fuel type. Even when it did, in 2017 and 2018, the DMV does not have Plug-in Hybrid Vehicles (PHEV) codified as a fuel type. We build that from the model name. The topline numbers published by the DMV do include all EV fuel types, which are Battery Electric Vehicles (BEV), PHEV, and Fuel Cell Electric Vehicles (FCEV).

We have received files from February 2017, March 2018, and January 2019 (actually all vehicles registered as of December 31, 2018). This asynchronous timing, along with our manually applying the fuel type designation, will cause our numbers to be slightly different than the DMV.

The dashboard is simpler this year because we did not receive the city associated with each vehicle, nor did we receive totals to give us a denominator. Consequently, we could not update our analysis by city, county, median income, per capita, and percentage of the fleet. We have make, model, and model year only.

Definitions

The numbers are based on vehicle registrations. NOT SALES. This is the most often misunderstood point about this exercise. In other words, it is cumulative minus any turnover. Vehicles may have been acquired new or used, purchased or leased. Also, the model year is exactly that, the vehicle model year – not the year in which it was sold.

Overall Growth

This blog has published in February that the number of registered EVs grew 78% year over year in 2019. The growth during the 9-month interval covered by the dashboard is 48%. Either number is an improvement over the 35% from the prior year. But the improved growth rate still leaves a big gap between the 9,289 EVs currently registered and the MZAP objective of about 500,000 EVs by 2030. We would need a going forward compounded annual growth rate of about 44% to achieve this level. The growth rate was relatively strong this year with the most significant factor being the pent-up demand for the Model 3.

All of the charts below are from the data in the dashboard, which, as earlier noted, use months other than January for 2017 or 2018.

Fuel Type

PHEVs are still the more dominant fuel-type. At some point, we assume that BEVs will dominate and we note that General Motors has announced going forward that it will only produce BEVs. But the PHEV is an important transitional power-train. As noted by DEEP at their clean transportation forum on January 30, PHEVs have a big impact on reducing fossil fuels and will be with us for some time until infrastructure and battery technology can overcome range anxiety and limitations.

The first fuel cell vehicles have appeared in the file since we began doing this. There were – wait for it – drum roll — TWO! Both are the Toyota Mirai. Toyota, which is heavily invested in hybrids, seems to also be looking to develop FCEVs rather than BEVs. Their only BEV was the short-lived compliance vehicle BEV version of the RAV4. If you think EV charging infrastructure is inadequate, well, there are currently as many refueling options for FCEVs as there are vehicles. No waiting! When last we checked, there was one in Hartford and one in Wallingford. FCEVs are true zero tailpipe emissions vehicles (and like with electricity, there is a variable carbon footprint depending upon how the hydrogen is manufactured). The CT purchase incentive program, CHEAPR, offers a $5,000 rebate for FCEVs, larger than for the other vehicle types. Though there are complaints about the lack of EV charging stations, it is about the hardware and not the power source, as the grid is ubiquitous. That is the nature of the infrastructure challenge facing hydrogen power, along with the high cost of the cars.

Make

Tesla, despite CT not allowing them to open stores in the state, has widened its lead, increasing from 26% to 31% of all registered EVs. 2,894 of the 9,289 EVs are Tesla. The only two other makes to exceed 10% in share are Chevrolet (19%) and Toyota (17%), with Toyota growing at a faster rate than Chevy. Below is an excerpt of the chart showing the 3-year trend by make, and below that, a donut chart showing the vehicle count as a share of the total.

% Of Growth By Make

Tesla was responsible for 42% of the unit growth, followed by Toyota and Honda, both at 11%. The vast majority of automakers were responsible for less than 1% of the growth each.

Model

As noted earlier, the Model 3 was the big story, with 1,025 units registered in CT in 2018, placing it fourth in terms of number of vehicles registered following the Prius (1,533), Model S (1,413), and Volt (1,267). These are the only vehicles with over 1,000 registrations. The Leaf and Bolt follow. One other new car made a modest splash, the PHEV version of the Honda Clarity, now with 409 units registered in 2018. Below is an excerpt.

Model Year

It isn’t surprising that most EVs are of the 2017 and 2018 model years. There were a few 2019 models that sneaked in at the end of the year. If you look at the legend below, you might find it surprising that there is an EV from 1998. It is actually a Ford Ranger. That’s all we know. Is it some one-of-a-kind DIY thing? Or an error in the file (it happens)? We’ll leave it there.

Closing Thoughts

• While EV ownership had strong growth in 2018, there is a long way to go to reach the MZEV goals.
• Early signs are pointing to a slower growth year in 2019. EV sales nationally grew 11% in the first quarter of 2019 relative to 2018. (And in Q1 2018, the Model 3 had not yet scaled.) This compares to growth of 81% for the full year of 2018 over 2017. There are relatively few new near-term EV introductions. Among them are a refreshed Leaf with a 150 mile range, the Kia Niro rated for 239 miles, Hyundai Kona rated for 258 miles, 200+ mile luxury vehicles in the Audi E-Tron and the recently introduced Jaguar I-Pace. Tesla will begin producing the lower cost version of the Model 3 and may possibly offer a lease option later this year. Deliveries of the Model Y from Tesla, expected to be another significant launch, will not begin until late 2020, assuming it remains on schedule. GM has canceled the Volt, a fairly large seller by EV standards, and announced a pivot towards a BEV only strategy centered under the Cadillac brand which will take a few years to become manifest.
• The EV Club was advocating for HB 7142, which would have permitted direct sales by a manufacturer without a dealer network (i.e. Tesla at this point in time). While Tesla’s announcement of a move to an Internet sales model has mooted this, the fact remains that this company has an outsize presence in the EV market in the state, though likely it could have been larger. This sales model may also be a consideration for prospective new entrants in the EV space.
• There were a couple of other bright spots outside of Tesla, mainly the Toyota Prius Prime and the Honda Clarity (PHEV version, which has an electric range only slightly below the Volt), but most of the automobile manufacturers are not generating much EV sales volume at this time.
• Both Tesla and GM are in the Federal Tax Credit phase-out period. Many of the newly announced EVs are a few years away from being available.
• Fuel prices have remained fairly low.
• There are a number of policies that the club advocates. Here are some important ones:
  • The CT CHEAPR rebate program does not have an ongoing source of funding and could run out this year.
  • We advocate the Federal Tax Credit be continued, preferably turned into a rebate, and that the 200,000 unit cap per manufacturer be removed.
  • Building codes should be updated to require pre-wiring for EV chargers, with particular attention to multi-unit dwellings.
  • Better time-of-use electrical rates.
  • Incorporation of EVs in public sector fleets.
  • Policies that de-carbonize the grid.
• While there are some encouraging signals, including a study from AAA indicating that one in five drivers say they are likely to go electric for their next vehicle purchase, this is no time to take our foot off the “gas.”

The browser version of the dashboard is available here

There is a Powerpoint, obviously not interactive, of the dashboard visuals downloadable from the home page.

If any reader would like access to the PBI.com version, let us know via the website contact form.

Please join the EV Club of CT there! 

Visit our EV showcase featuring a Chevy Volt, Nissan Leaf, Tesla Model 3 and more in the parking lot. Come inside – it’s free – to visit us at our exhibitor table where we are part of the Sustainne https://sustainne.com/zone featuring an immersive sustainable living experience.

We look forward to offering you the opportunity to learn from enthusiastic EV owners about how easy and fun it is to drive an EV, and get your questions answeredabout safety, charging, servicing and more as we lounge in the Conversation Zone filled with comfy furniture courtesy of The Junkluggers.

Sustainne is a proud sponsor and Green Partner! The Junkluggers is a Silver Sponsor and is hosting the Conversation Zone to foster dialog around zero waste and sustainable living. Bring your used textiles to recycle on the Bay State Textiles truck and junk to recycle on The Junkluggers truck (first 100 guests only).

Bring the whole family to enjoy Sustainne’s immersive sustainable living experience featuring a zero waste tiny home, zero waste tiny greenhouse, a raised bed with edible crops, a chicken coop, a composting system, beehive, a rainwater harvesting system, an electric scooter, rescued and upcycled furniture and art and more!

MISSION:

The Zero Waste Faire is a special event designed to educate, inspire, entertain, and engage the town of Wilton and neighboring communities about zero waste living. With your participation, this event will be even more dynamic than last year’s, which received broad accolades, featured over 100 exhibitors, and had an attendance of over 1000 people of all ages from CT, NY and MA.

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 early data are in and the number of EVs registered in CT as of December 31, 2018 has increased by 78% relative to one year ago.

We do not have much detail below this high-level information, but we know a few things and can surmise more.

The total number of EVs registered as of 12/31 is 9289, up from 5206 one year ago. There were 5063 PHEVs registered and 4208 BEVs. (This doesn’t 100% tie back due to a few outliers). The PHEV number was up 69% and the BEV number was up 91% relative to 2017.

Even though we do not have granular data, we know that 2018 was the year of the Tesla Model 3. The large increase and higher proportion of BEVs relative to past years is no doubt due to the Model 3, which has blasted through all previous EV sales records. Our opinion is that this number is also possibly a bit understated. There is a lead-lag to getting a Tesla registered in CT due to the fact that it is still not legal for Tesla to open stores in CT. Consequently, Teslas must be purchased out of state and then the registration has to be transferred. We have one member of our club who was upset that the transference did not occur until after Jan. 1, which cost him part of his tax credit. It is likely he was not alone.

Below is a chart that shows the difference in EV sales by make in 2018 relative to 2017. It is based on analysis of national data published in Inside EVs.

Our club is brand agnostic. We want to see people buy EVs and we don’t care which one they choose. The change for Tesla is obviously light years ahead of every other company. But the bigger point, or question, is about the lack of traction on the part of all of the other manufacturers. It looks like they aren’t really trying and we hope that can change. Almost all of them have made numerous and ambitious announcements of EVs in development. Audi has purchased a 60 second spot in the Super Bowl to advertise EVs. Based on the going rate, they will have spent over $10 million for the privilege.

The legacy automakers will argue that their inability to generate EV sales momentum is due to lack of consumer interest exacerbated by relatively low fuel prices. Tesla is demonstrating that this is not the case (and doing so with a form factor – a sedan – that has been falling out of favor with consumers).

When one sees numbers like these, and being aware of the aggressive EV adoption goals in the Multistate ZEV Action that CT has signed on to, it is hard to justify throwing up barriers that inhibit sales by Tesla or other companies which sell direct, such as Rivian, the maker of an electric pickup.

We hope that Audi is throwing down a marker, and we hope the other companies follow through in a serious way on their EV pronouncements. In the meantime, enabling Tesla and other new EV manufacturers to open stores in CT might induce the legacy carmakers to compete in the showroom and not the legislature.

The Department of Energy and Environmental Protection (DEEP) issued the attached Notice of Technical Meeting for February 8, 2019, from 9 a.m. to 4:30 p.m. ET, in the Gina McCarthy Auditorium, DEEP Headquarters, 79 Elm Street, Hartford, Connecticut. 

The purpose of the technical meeting is to inform the recommendations of the EV Roadmap. The technical meeting will consist of four panel discussions with subject matter experts presenting on key topics, followed by a question and answer session with the audience. 

November 26, 2018

AN ELECTRIC VEHICLE ROADMAP FOR CONNECTICUT

NOTICE OF SCOPING MEETING AND OPPORTUNITY FOR PUBLIC COMMENT

As recommended by the Comprehensive Energy Strategy issued on February 8, 2018, the Department of Energy and Environmental Protection (DEEP) initiates this proceeding to develop an electric vehicle roadmap (EV Roadmap) for Connecticut. The EV Roadmap is anticipated to identify Connecticut-specific policies, programs, and strategies that the State of Connecticut should pursue to optimize deployment of electric vehicles (EVs) and associated infrastructure. Moreover, the EV Roadmap is intended to support development of a self-sustaining EV market, and ensure that increased electricity demand from EV deployment is a benefit rather than an impairment to the electric grid.

DEEP will conduct a scoping meeting on December 14, 2018, at 10 a.m. EST, in Hearing Room 2 at DEEP’s New Britain Office, Ten Franklin Square, New Britain, Connecticut. The purpose of the meeting is to brief stakeholders on the proposed scope of the EV Roadmap proceeding and to take public comment on the proposed scope of the EV Roadmap, which is provided below.

Draft Scope EV Roadmap

Overview

The EV Roadmap will outline the 2030 vision and objectives necessary to support the deployment of increasing numbers of light-duty zero emission vehicles (ZEVs) in Connecticut necessary to meet air quality and climate goals and to inform the parameters DEEP will consider when soliciting electric vehicle supply equipment (EVSE) infrastructure proposals under the VW NOx Mitigation Grant. In so doing, the document will review and describe a summary of user trends and projections, regional and federal efforts to date, and zero emission options beyond light-duty fleet applications.

Accelerating ZEV adoption and creating a robust fueling infrastructure Even with increasing demand, a growing roster of vehicle models, and an expanding network of both public and private infrastructure, the EV market is still in an early stage of maturation. To further support development of a self-sustaining EV market and the necessary infrastructure, the EV Roadmap will build on existing efforts already underway and make recommendations on the following elements:

• Education, outreach, and marketing
• Public and private fleet strategies
• Sustainable funding in the form of incentives, financing, manufacturer partnerships, or other
• Partnering with dealerships
• Bringing clean transportation options to low- to moderate-income communities
• Streamlining building codes and permitting
• Future proofing
• Interoperability
• Consistency of customer experience
• Data collection (EV registrations, charging station data, etc.)

Fueling/charging cases

Increasing market penetration of ZEVs requires increased deployment of fueling/charging infrastructure. In turn, accessible and reliable infrastructure will support and encourage further adoption of ZEVs in the state. Building out self-sustaining fueling/charging networks will require ongoing private-public partnerships and open communication to ensure that planning efforts are coordinated among multiple fueling/charging cases, including public, residential, and workplace charging.

The EV Roadmap will discuss and make recommendations on the following fueling/charging cases:

Public

• Public charging infrastructure ownership models
• EV fast charging
• Corridors, destinations, state facilities and properties, around town
• Hydrogen refueling stations

Residential • Single family homes

• Multi-unit dwellings

Workplace

• Workplace charging opportunities
• Outreach to promote workplace charging
• Opportunities to reduce impact of charging during peak hours
• Workplace charging host guidance
• Leadership recognition

Rate design and demand charges

Rate design and demand charges for residential, commercial and industrial customers set market signals. Market signals may be necessary to encourage beneficial off-peak charging that improves the efficiency of the grid and reduces costs for all electric ratepayers. Further, ZEVs can be a demand- response resource and/or function as distributed energy storage, enabling a reduction in investments in new electricity infrastructure and shifting load from peak to off-peak hours.

The EV Roadmap will explore and recommend crafting a rate design and demand charge strategy that encourages EV adoption while mitigating adverse electric demand and costs and harnesses the benefits of EV flexible load capabilities.

ZEV’s beyond light-duty vehicles

The EV Roadmap will discuss emerging applications for medium- and heavy-duty vehicle and non- road electrification in order to identify cost-effective strategies that target transportation electrification opportunities beyond light-duty vehicles including fleet and freight applications.

Planning forward with VW EVSE

As a part of the Volkswagen settlement, Connecticut has been allocated almost $56 million for use towards offsetting the excess oxides of nitrogen (NOx) emissions caused by VW’s actions. DEEP’s plan for the allocation of VW funds is set forth in the State of Connecticut Mitigation Plan and focuses on extensive mitigation projects to reduce NOx from a wide array of mobile sources. In accordance with a federal Consent Decree (Appendix D-2), Connecticut reserved up to 15 percent of these funds for electric and hydrogen vehicle infrastructure/EVSE.

EVSE project funding, like NOx mitigation funding, will be awarded through an open, competitive and transparent process that will comply with all applicable state and federal procurement requirements.

In November 2018, DEEP issued $12.1 million for a variety of clean air projects. DEEP will offer additional rounds of funding at a later date and will include a competitive grant opportunity for electric and hydrogen vehicle charging/fueling infrastructure. The EV Roadmap will both inform and outline funding priorities in this category.

DEEP plans on following the preliminary timeline detailed below:

Action Preliminary Timeframe DEEP initiates EV Roadmap proceeding and notices scoping meeting November 21, 2018 DEEP scoping meeting December 14, 2018, at 10:00 a.m.

Comments due on proposed scope December 20, 2018, by 4:00 p.m.

DEEP technical meeting January 2019 DEEP issues draft EV Roadmap February 2019 DEEP hearing on draft EV Roadmap February 2019 Comments due on draft version EV Roadmap March 2019 DEEP issues final EV Roadmap April – May 2019

By way of this Notice, DEEP is accepting public comment on the proposed scope of the EV Roadmap proceeding through December 20, 2018, by 4:00 p.m. EST. Written comments may be filed electronically on DEEP’s website or submitted to DEEP.EnergyBureau@ct.gov. All materials submitted by stakeholders in this proceeding will be posted on DEEP’s Energy Filings website under the matter “EV Roadmap.” Any questions can be directed to Debra Morrell at (860) 827-2688 and/or via e-mail at DEEP.EnergyBureau@ct.gov.

The Connecticut Department of Energy and Environmental Protection is an Affirmative Action/Equal Opportunity Employer that is committed to complying with the requirements of the Americans with Disabilities Act. Please contact us at (860) 418-5910 or deep.accommodations@ct.gov if you: have a disability and need a communication aid or service; have limited proficiency in English and may need information in another language; or wish to file an ADA or Title VI discrimination complaint. Any person needing a hearing accommodation may call the State of Connecticut relay number – 711. Requests for accommodations must be made at least two weeks prior to any agency hearing, program or event.

Notice filed with the Secretary of State on November 26, 2018.

Clean Transportation Forum in Hartford

These are the details of the upcoming forum:

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.

Goodbye, Volt

There are lots of sad (and angry) looking emojis in the very active Facebook community of Chevrolet Volt owners. It’s official: the Volt will soon pass into history. General Motors announced a round of cuts this week that will result in approximately 14,000 lost jobs and the closure of 5 manufacturing plants in North America. The Volt is assembled in the Detroit-Hamtramck plant and production will cease in March 2019. There are no plans to move Volt production to another facility.

Volt History

Launched in 2010, the Volt was a path-breaking plug-in hybrid design with category-leading electric range and a back-up gasoline engine which acts as a generator to power the electric drivetrain. It was named North American Car of the Year in 2011. It boasts high user ratings and, presumably important, was one of GMs more effective “conquest vehicles,” meaning that Volt purchasers were less likely to have been previous GM customers than purchasers of other models.

Given a range-improving refresh with the 2016 model-year, the Volt is rated for 53 miles of battery range, plus another 370 miles at 42 MPG on gas. The average interval between gasoline fill-ups has been reported to be about 2 months, meaning this vehicle racks up a lot of electric miles while avoiding range anxiety.

Volt Sales

The car has had respectable sales in the context of what EV models normally get, though after GM introduced the BEV Bolt, sales have slid. The Volt and Bolt have comparable sales at this point. According to Inside EVs, the Volt is the 5th highest selling EV over the first 10 months of 2018. (The Bolt is number 6). It averages roughly 1400 units per month, down considerably from its high-water mark in December of 2016 when it moved 3691 units.

The vehicle has a presence here in Connecticut as well. It accounts for 21% of all of the rebates handed out as part of the CHEAPR program (through Sept 30, 2018).

As of March 2018, the data point used in the most recent EV Dashboard published by the club, the Volt represents the second most widely registered EV in the state after the Tesla Model S, accounting for about 19% of all EVs in CT. (Deliveries of the Tesla Model 3 had barely commenced as of March.)

GM’s Decision

An important question is what can be read into this action by General Motors beyond cost-cutting, and the signals are not altogether clear. A sentence from reporting done by the NY Times reads that GM “said the move would ease the burden of spending billions of dollars to develop the battery-powered vehicles of the future.”

GM has always talked a good game about vehicle electrification, and they’ve developed some great technology. On the other hand, many in the Volt community feel that the company’s support of the Volt was tepid at best. And GM was one of the automakers that lobbied the Trump Administration to back away from the second phase of the CAFE mileage requirements that the industry had agreed to during the Obama Administration.

There is also the matter of the tax credit. GM is poised to cross the 200,000 EV unit sales threshold this quarter, becoming the second EV manufacturer after Tesla to do so, and faces having to sell electric vehicles absent the Federal Tax Credit once the phase-out period is over. There is a proposed bill in Congress that would extend the credit and remove the manufacturer cap. There is also a competing bill that would eliminate it altogether. It could arguably help Tesla and GM (or at least avoid them being competitively disadvantaged) if it were killed, though those of us in the EV community are hoping for the removal of the cap.

Gas Prices/Business Context

We have been in a prolonged period of relatively low gasoline prices. The chart below from Gas Buddy shows that while they are not at their lowest point in recent memory, they are still low and generally stable.

As we have seen in the past, low gas prices (ahem) fuel the consumer preference for SUVs and crossovers. And with these cuts, GM is following recent actions by Ford and greatly diminishing its passenger car offerings. This may have consequences down the road when prices inevitably spike at some point and consumer demand shifts to more fuel-efficient vehicles.

Business Insider published an article about the Volt in May of 2016, after the release of the Gen 2, which had great things to say about the car. To quote one sentence, “If you think it through, the Volt is…perfect!”

And yet here we are, arguably in a perfect storm of softening vehicle sales, a policy vacuum at the Federal level, tariffs raising the cost of production, a disappearing tax credit, and a manufacturer with a seemingly hedged strategy when it comes to EVs.

For now, all we can do is wait for the movie: Who Killed The Volt.

Pre-election candidates debate.

Organized by the Westport Green Task Force, these are the logistics:

Thursday, November 1st, 2018

7p.m. to 8:30 p.m.

EARTHPLACE, THE NATURE DISCOVERY CENTER

10 WOODSIDE LANE, WESTPORT, CT

Hear what the candidates have to say about environmental issues, policies, and plans that affect Westport and CT.

State Senate District 26:

Senator Toni Boucher (R) vs William Haskell (D)

State Senate District 28:

Senator Tony Hwang (R) vs Michelle Lapine McCabe (D)

State House District 136:

Representative Jonathan Steinberg (D) vs. Greg Kraut (R)

(Note: Mr. Kraut declined to participate)

State House District 143:

Representative Gail Lavielle (R) vs Stephanie Thomas (D)

Do you have questions you want to have answered?

Submit them to gtf@westportct.gov

The Electric Vehicle Coalition of CT has sent an open letter to the Public Utilities Regulatory Authority that communicates key principles with respect to EVs and grid modernization.

Bruce Becker, President of the EV Club of CT, stated, “A study by Natural Resources Defense Council (NRDC) indicates EV adoption will reduce utility bills for all CT customers by $500 million by 2050 while reducing vehicle operating costs for EV owners by $1.9 billion. Therefore, PURA must incentivize EV adoption to make energy cheaper and cleaner for CT residents.”

The full text of the letter is below:

September 26, 2018

Jeffrey R. Gaudiosi, Esq. Executive Secretary

Public Utilities Regulatory Authority

10 Franklin Square

New Britain, CT 06051

Re: Docket No. 17-12-03: PURA Investigation into Distribution System Planning of the Electric Distribution Companies, Electric Vehicle Coalition Principles on Grid Modernization and Electric Vehicles

Dear Mr. Gaudiosi:

The CT Electric Vehicle Coalition,a diverse group of clean energy advocates, organized labor, and environmental justice groups, commends PURA for including electric vehicles in its scope of the Grid Modernization proceeding. Electric vehicles (EVs), which encompass not just passenger vehicles, but medium-and heavy-duty vehicles, are critical technologies Connecticut must deploy to meet its greenhouse gas (GHG) reduction requirements and Zero Emission Vehicle Memorandum of Understanding commitments. 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.(1) These emissions savings will only increase as the region continues to clean and modernize the electric system. Importantly, EVs also reduce harmful air pollution, create economic development opportunities, and reduce reliance on imported petroleum fuels. Recognizing these benefits, the state has committed with other Northeast and West Coast states to put 3.3 million of these vehicles on the road by 2025.

Utilities could help spur the advancement of EVs through a range of new policies and programs.  Smart integration of EVs into the grid can help maximize GHG emissions reductions by optimizing grid utilization. Through appropriate customer signals, 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. Broad deployment of EVs also hinges on widely available charging infrastructure, which utilities have a role in supporting. 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.

Utility programs and investments to support EVs must align with broader principles of utility regulation, including grid modernization and rate design. As such, the CT EV Coalition requests PURA to consider the following principles, particularly how they impact EV deployment, within the Grid Modernization docket.

(1) Acadia Center, Energy Vision 2030, available here: http://2030.acadiacenter.org/

PRINCIPLES ON GRID MODERNIZATION AND ELECTRIC VEHICLES IN CONNECTICUT

• Rate design must be improved. Granular, efficient, and technology-neutral pricing must be developed to support new technologies and promote Connecticut’s public policy goals. Demand charges are a major barrier for several EV charging applications, and Connecticut has a beneficial pilot that eliminates demand charges for certain types of EV charging stations. Further reforms to rate design, including broader adoption of time of use rates without demand charges, can simultaneously accelerate EV adoption and incentivize EV charging at optimal times.
• Equity and access should be incorporated into a wide range of EV programs. This includes rate design and programs to increase access to electric transportation and EV charging stations in underserved and marginalized communities.
• Education and outreach strategies are needed to support well-designed programs. Consumer awareness and understanding are crucial to adoption rates and achievement of program goals.
• Distribution system planning must be improved to include local clean energy alternatives to traditional infrastructure. Methods must be developed for a stronger consideration of clean, local resources, including EVs as flexible load and distributed storage.
• Promotion of interoperability and data disclosure should be conditions of participation in utility investment programs. Connecticut should generally apply consumer-friendly regulations to all public EV charging stations, notably pricing disclosure, measurement accuracy, and open access. In addition, key charging station objectives can be included conditions of participation in utility investment programs, such as interoperability of charging connectors and data disclosure.
• The utility business model must be changed to incentivize policy-driven outcomes. Utilities must shift their business model to rely less on return on capital investment and more on performance incentives for consumer and environmental outcomes.
• Utility benefit-cost calculations must be updated to reflect the public interest. These calculations should be applied to all types of new utility investments, including those that facilitate EVs. Through this proceeding, PURA could explore options for including GHG reductions and petroleum fuel savings in benefit-cost calculations.
• Robust stakeholder input and processes are needed to inform any utility programs.

The Connecticut EV Coalition respectfully requests that this multi-phase grid modernization proceeding include a track to carefully evaluate regulatory mechanisms to ensure smart integration of EVs into the grid, which takes into consideration the grid modernization principles above, and addresses the appropriate roles for utilities with respect to EV acceleration and deployment of EV charging infrastructure. We look forward to engaging with PURA on these important topics.

Respectfully submitted,

The Connecticut Electric Vehicle Coalition

• Acadia Center*†
• 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
• 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 Conservation Trust
• 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 Clean Energy
• Proton On Site
• Plug In America
• RENEW Northeast
• Sierra Club*
• Solar Connecticut, Inc.
• Tesla, Inc.
• Union of Concerned Scientists

* Connecticut EV Coalition Steering Committee Membership