Bell, Mathias C
20A-0204E- 2021-2023 TEP Updated Table of Contents
Public Service Company of Colorado's 2021-2023 Transportation Electrification Plan............... 2 1. Executive Summary ............................................................................................................ 2 2. Current Landscape & Forecast for Electric Vehicles ........................................................... 8
2.1 Number Of Electric Vehicles ............................................................................................. 8 2.2 Public Charging Infrastructure in Colorado................................................................... 8 2.3 Electric Vehicle Forecasts ................................................................................................ 9 3. Vision and Plan .....................................................................................................................10 3.1 Public Service's Vision for Transportation Electrification ..................................................10 3.2 Guiding Principles............................................................................................................11 3.3 TEP Portfolio and Budgets ..............................................................................................12 3.4 Portfolio Management......................................................................................................14 4. Portfolio Details..................................................................................................................16 4.1 Residential.......................................................................................................................16 4.2 Multifamily Housing ("MFH") ............................................................................................22 4.3 Commercial .....................................................................................................................32 4.4 Research, Innovation, and Partnerships ..........................................................................39 4.5 Advisory Services ............................................................................................................44 5. Support for Low-income Customers and Communities.......................................................50 5.1 Description ......................................................................................................................50 5.2 Participation and Spend Forecasts ..................................................................................51 5.3 Processes and Policy ......................................................................................................52 6. Evaluation ..........................................................................................................................55 6.1 Description ......................................................................................................................55 6.2 Spend..............................................................................................................................56 6.3 Process ...........................................................................................................................57
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Public Service Company of Colorado's 2021-2023 Transportation Electrification Plan
1. Executive Summary
We are excited to present this updated Transportation Electrification Plan ("TEP") as directed by Colorado Senate Bill 19-077 ("SB 19-077"), C.R.S. § 40-5-107, and as approved by the Colorado Public Utilities Commission. In enacting legislation that calls for regular TEPs, the Colorado state legislature recognized the key role that utilities have in supporting widespread transportation electrification, and it directed electric utilities to file an application with the Commission for a program of regulated activities to support widespread transportation electrification no later than May 15, 2020 and every three years thereafter.
Public Service Company of Colorado's ("Public Service" or the "Company") TEP is intended to support the State's goal of getting 940,000 electric vehicles ("EVs") on the road by 2030 and to help position Colorado as a national leader in vehicle electrification. It is also designed to benefit all drivers, all customers, and the state by helping reduce greenhouse gas emissions and air pollution while keeping electric bills low and benefiting the electric grid. It will achieve these outcomes by:
· Fostering greater awareness of the opportunities and benefits of electric transportation; · Reducing barriers to adopting electric transportation; · Increasing access to the benefits of electric transportation; · Encouraging innovation, partnerships, and collaboration; and · Encouraging EV charging in ways that reduce system costs and enable our vision to realize
a 100 percent carbon free grid.
Our TEP is informed by considerations of equity, accessibility, and fairness. We intend to provide community mobility services by supporting the electrification of buses, communitybased and multifamily charging infrastructure, and installation of public EV charging stations that will support transportation for low-income customers. These efforts will also improve air quality, particularly in urban areas that are most affected by transportation-related emissions.
We have organized the programs presented in this TEP into five portfolios, (1) Residential, (2) Multi-Family Housing ("MFH"), (3) Commercial, (4) Research, Innovation, and Partnerships, and (5) Advisory Services.
In this section, we provide a high-level overview of each Portfolio and a roadmap for our overall TEP. In later sections, we provide additional details regarding the components of our various portfolios and how they will be implemented.
Residential Portfolio: We intend to make EV charging simple and affordable, and we aim to encourage customers to charge EVs during off-peak periods so that we can integrate large
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numbers of EVs while benefiting the electric grid. Our Residential portfolio is designed to reach customers who live in single-family houses, townhomes, and duplexes.
Currently, there are a host of barriers that can prevent customers from investing in home charging equipment and charging during off-peak hours. This offering directly addresses these barriers through two program pathways:
· First, customers may provide their own charging equipment (e.g. "bring-your-own" or "BYO") that meets program requirements. Customers electing this option will be eligible for a rebate that is intended to defray the costs of having the charger installed and wired. The standard rebate will cover a significant portion of a typical customer's installation cost, but larger rebates (potentially covering the total cost of installation) will be available to income-qualified customers. To be eligible for these rebates, non-income qualified customers must participate in a charging optimization program to help shift their charging to off-peak hours. Customers joining a charging optimization program will have the opportunity to earn a performance incentive (an annual payment) for continuing to allow the Company to manage their EV charging and ensure optimal, off-peak usage.
· For customers that do not want to invest the time in researching home charging stations and overseeing installation, or those who are constrained by the upfront cost of charging equipment, we will offer an option where the Company will provide them a charging station. Customers choosing this option will pay a bundled service charge that will be applied to their monthly Xcel Energy bill for use of the charging equipment and will select from a list of program-approved chargers that will be installed by a Company-selected electrician. Like the BYO option, non-income qualified customers participating in this option must also participate in a charging optimization program and will be eligible for the same rebates and incentives to defray installation costs and encourage off-peak charging.
EV Purchase/Lease Rebates for Vehicles: In addition to helping customers overcome cost barriers relating to EV charging, the Company will also offer income-qualified customers a rebate toward the purchase or lease of a new or used EV to help increase access to the benefits of transportation electrification for all customers. Higher rebates will be available for new EVs, and the Company will work with a network of dealerships to apply the incentives upfront at the point of sale in addition to providing rebates to customers after the point of sale at non-network dealerships.
Multifamily Housing Portfolio: This portfolio supports home charging for those who live in multifamily housing, such as apartments or condominiums. The Company is aiming to reduce barriers that landlords and building owners face in the form of high upfront costs to install EV charging infrastructure and to solve the "split incentives" problem between landlords and tenants. To that end, the Company will install, own, and maintain a dedicated service connection for EV charging, including the necessary transformer upgrades, service conductors,
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and a new meter.1 Additionally, the Company will install,2 own, and maintain the "EV Supply Infrastructure," which includes new service panels, conduit, and wiring that runs from the new meter up to the charger stub. The remainder of our proposed programs depend on whether the building has shared or assigned parking for residents:
· For buildings with shared parking, the Company will offer building owners the choice of procuring their own chargers or electing to have the Company install, own, and maintain the chargers in exchange for an additional customer charge. Rebates will be available to help offset the costs of charging equipment for buildings where a significant portion of building residents are income-qualified and/or the building is in an identified higher emissions community. Once the chargers are installed, building owners will be billed under an approved commercial rate that encourages off-peak charging and, in turn, will have the ability to set access policies and charge residents using the charging equipment vendors' software.
· For buildings with assigned parking, the Company will likewise provide EV Supply Infrastructure and will install, own, and maintain EV chargers that the building owner selects from a Company-approved list. However, unlike the shared parking program, this option is designed for individual EV drivers (residents or tenants) with a dedicated parking space and charger--allowing the Company to allocate usage charges associated with that charger to the EV driver's own utility bill (as opposed to the building owner's bill). Similar to the Residential portfolio, non-income-qualified customers will be required to participate in a charging optimization program.
Commercial Portfolio: Our Commercial portfolio aims to address barriers associated with fleet and workplace charging, public charging, and electric mobility services. We discuss each in turn below.
o Fleet and Workplace Charging: After residential charging, fleet and workplace charging represent two of the most significant opportunities to support the adoption of electrified transportation. For these customers--which can be public or private institutions--the Company is again focused on lowering barriers to entry by addressing the upfront costs of EV Supply Infrastructure, while still encouraging optimized or off-peak charging. Through these programs, we are aiming to support light-duty fleet vehicles, commercial medium- and heavy-duty vehicles, transit and school buses, and workplaces looking to support EV charging for employees.
Similar to multifamily housing, the Company will install, own, and maintain EV Supply Infrastructure, which represents one of the most significant costs to providing EV charging for fleets or workplaces. Here too, customers will have the opportunity to procure their own
1 The Company's existing line extension policy will be used to support these new service connections dedicated to EV charging. 2 The Company will rely on assistance from third party contractors for these installations.
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chargers or, for Level 2 charging applications, select from Company-approved chargers that
the Company will own and maintain in exchange for a monthly charge on the customer's
utility
bill.
In order to maximize the impact of this program, the Company will solicit applications from customers on a recurring basis and will determine which projects are selected based on their alignment with the goals in SB 19-077. Additionally, for fleet customers that serve income-qualified populations, the Company will offer a rebate to help lower the costs of purchasing chargers.
The Company will also offer a solution for Small Commercial customers that may not be able to commit to a minimum of four charging ports in order to receive EV Supply Infrastructure services. The Company will work with stakeholders to develop and implement a program to support this segment of the market.
o Public Charging & Electric Mobility Services: The Company also sees a need to provide access to charging infrastructure in communities, particularly for customers who are unable to charge at their homes or do not own a vehicle and rely on alternative mobility solutions. This effort will take two forms.
To develop community charging hubs, the Company will partner with municipalities and other community-focused organizations to install, own, and maintain EV Supply Infrastructure to lower the upfront costs for these partners associated with building the infrastructure that is necessary to support wider EV adoption. These charging hubs will frequently make use of communities' public rights of way and will be designed to support access to electric transportation, including ride sharing services and other shared mobility such as e-bikes and scooters. And for charging hubs in income-qualified and high emissions communities, the Company will provide rebates for the chargers in order to further reduce the costs of deployment.
To further develop a network of public fast chargers, the Company will install, own, and maintain EV Supply Infrastructure to support the build out of public fast charging necessary to support drivers who cannot charge at home or who are travelling between communities. In order to maximize the impact of this program, the Company will solicit applications from site hosts and developers on a recurring basis and will determine which projects are selected based on their alignment with the goals in SB 19-077. After taking applications and providing EV Supply Infrastructure to site hosts and developers, the Company will evaluate whether the needs of communities are being met and whether the overall public charging network is being adequately served by third parties. The Company will also own and operate public fast charging stations in order to address gaps in the public charging network. We understand that there are a limited number of public charging use-cases where these types of investments are economically justified. At the same time, we understand the equity concerns associated with the for-profit development of public fast charging that enables intracommunity transportation. For these reasons, the Company will fill some of the critical gaps in the public fast charging
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network by owning and operating a limited number of these stations. As directed by the Colorado Public Utilities Commission, the Company will work with stakeholders over the course of 2021 to identify and develop siting metrics, including metrics related to distance from privately-owned charging stations.
Research, Innovation, and Partnerships Portfolio: The Company recognizes that the transportation electrification landscape is evolving as new technologies, including vehicles, charging equipment, and software, become increasingly viable and ready for deployment. We also recognize that due to the diverse and developing nature of the EV ecosystem, partnerships with our customers and/or commercial entities will be critical. Objectives for our Research, Innovation, and Partnerships portfolio include making it easier for customers to access electricity as a transportation fuel, minimizing system costs, increasing environmental benefits for charging, and gaining insights to help inform future TEPs.
The Company is contemplating several projects stemming from our research and experience, stakeholder workshops, and customer engagement, described further below, and intends to further develop these projects through the stakeholder engagement process described in this Plan.
Advisory Services Portfolio: For all TEP portfolios, the Company recognizes that education and outreach will be critical. As part of this TEP, we will therefore offer advisory services for residential and multifamily housing customers, fleets, and communities. We will engage in a variety of outreach efforts that include digital and print marketing; targeted outreach efforts to key customer groups; and partnerships with communities, automobile dealerships, electricians, EV charging providers, leading customers and others. These are foundational to the various programs and offerings described throughout this filing and are an important component to the overall TEP.
Portfolio Management: The Company will have flexibility to adjust our spending and the details of our programs over the term of our 2021-2023 TEP.
o Adjusting Spending: While we recognize the importance of establishing funding levels as part of the TEP, we also believe it is essential to maintain the flexibility to move funds within and between the portfolios described above and increase or decrease funding. This will enable Public Service to optimize its strategy in real time as we learn about customer preferences and the evolving EV landscape throughout this TEP. As approved by the Commission, we will have the flexibility to move funding between programs within TEP portfolios, move up to 50 percent of the funds budgeted for each year between portfolios, and to increase annual TEP funding level up to 125 percent of our current projected annual budget for each Plan year.
o Adjusting Programs: To enable the Company to make the changes necessary to accomplish Colorado's transportation electrification goals in an agile manner while promoting transparency and stakeholder engagement and similar to the process used for DSM program, the Company will follow a 60/90-Day Notice process to advise interested stakeholders of changes to TEP programs. The Company will provide a written summary of
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input submitted through the 60/90 Day Notice process and what feedback was incorporated or not and the reasoning. Together, we believe these TEP programs can help set Colorado on a path toward leading the nation in transportation electrification. In total, Public Service has established a total budget of approximately $108 million for this three-year TEP. The projected annual revenue requirement for each TEP year is $8,119,657 for 2021, $12,522,602 for 2022, and $17,838,681 for 2023. The revenue requirement associated with this investment meets the retail rate impact criteria provided in SB 19-077. And as discussed later in this filing, the Company and the Commission believe our TEP aligns with each of the criteria identified in SB 19-077. At the end of this Plan, we describe how we will evaluate the success of our programs, engage stakeholders, and report on our progress. We are excited by this Plan and by the promise of an electrified transportation system, and we are eager to play a key role in Colorado's transportation future.
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2. Current Landscape & Forecast for Electric Vehicles3
2.1 Number Of Electric Vehicles
At the end of 2019, there were about 24,000 EVs in operation in our service territory. 4 This represents more than a 40 percent increase over the prior year as there were about 17,000 at the end of 2018.
Colorado is among the national leaders for EVs, but other leading states have seen similar levels of adoption. In 2018, Colorado ranked fourth nationwide in EV sales, with EVs representing 1.82 percent of total car sales.5 However, California's EV share of sales was more than double Colorado's (4.74 percent), and Washington's was also significantly higher (3.06 percent), indicating that there is more Colorado can do to increase adoption in the near-term.
2.2 Public Charging Infrastructure in Colorado
As of early 2020, there were nearly 2,300 public charging outlets at roughly 800 charging stations throughout the state of Colorado (Table 1).6 Many of these are public Level 2 charging stations to help vehicles charge near workplaces, retail stores, and hotels and other lodging. Meanwhile, the number of public fast charging stations is increasing, but there are only 291 public fast charging outlets throughout the whole state, many of which are not compatible with all vehicles.7
Table 1: Number of Public Charging Stations in Colorado
Charging Stations
Charging Outlets
Level 2 Public
766
2,038
DC Fast Chargers
93
291
Tesla
17
137
Non-Tesla
76
154
Total
820
2,329
Note: Some stations include both Level 2 public and DC Fast Chargers, which affects the total number of charging
stations
3 Note that the Company is not updating this section from its originally filed version. The Company will continue to track the state of the EV market and associated charging infrastructure and will provide this information in semiannual reports to the Commission. 4 EPRI, 2020. Data procured by Electric Power Research Institute (EPRI) and is provided at the zip code level for zip codes within the Company's service territory. Utility jurisdictions do not follow zip code boundaries, so there may be some margin of error in this value. 5 Auto Alliance, 2020. Electric Vehicle Sales. Retrieved from https://autoalliance.org/economy/consumerchoice/electric-vehicles/ 6 All data from the Department of Energy's Alternative Fuels Data Center Electric Vehicle Charging Station Locations. 7 We estimate that about 55 percent of these public chargers are in Public Service's service territory
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2.3 Electric Vehicle Forecasts
Utilizing our base case, the Company forecasts that nearly 100,000 electric vehicles could be in our service territory by the end of 2023 (Table 2). In the table below, we have provided our low, mid (base case), and high forecasts of EV adoption over the course of the plan:
Table 2: Electric Vehicle Forecast Scenarios
Vehicle type and Scenario
2020
2021
2022
2023
Light-duty vehicles (Low)
26,638
31,139
37,745
49,994
Light-duty vehicles (Mid)
30,450
41,284
61,323
99,195
Light-duty vehicles (High)
Medium-duty and heavy-duty vehicles (Mid)
46,806 38
74,648 40
116,628 44
185,915 85
That said, EV forecasts are uncertain, and the ongoing COVID-19 pandemic has introduced even greater uncertainty when it comes to near-term adoption. Despite this uncertainty, we believe this TEP will increase the likelihood of seeing greater levels of adoption and position Colorado to meet its 2030 goal of 940,000 electric vehicles on the road, including potentially more than 500,000 vehicles in our service territory by 2030.
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3. Vision and Plan
3.1 Public Service's Vision for Transportation Electrification
The electricity sector is no longer the leading producer of greenhouse gases in the United States. Instead, the transportation sector now accounts for the greatest percentage of emissions. EVs present an opportunity to leverage utility decarbonization efforts and reduce emissions across both the electricity and transportation sectors. Accomplishing this goal, however, requires thoughtful planning to not only promote the overall adoption of EVs but also ensure that the charging of EVs occurs at the most beneficial times for our system.
The Company's TEP is focused on advancing the electrification of the transportation sector and supporting EV adoption by our customers. To that end, we have set forth our strategy on electric transportation to lead the clean energy transition, enhance the customer experience, and keep bills low, and we have been engaging with stakeholders to refine and enhance this vision.
To achieve this vision, our EV Strategy is focused on addressing several significant barriers to transportation electrification:
· Lack of Information and Awareness. There is a significant awareness gap for EVs and their benefits. In a 2017 NREL study, more than 50 percent of survey participants could not name a specific plug-in vehicle make and model.8 Additionally, some of the information pertaining to EVs is complex, such as varying charging speeds, different connector types, changes in range depending on varying weather conditions, and estimating potential cost savings. For many drivers, considering an EV requires customers to make some mental shifts and commit to changing habits. In the case of fleet operators, electrifying fleets may require changes in business operations. Improved education and outreach can help address this barrier, and the Company has been supporting and expanding ongoing efforts in Colorado. We also know from surveys and conversations with commercial customers that they are looking for advice. Further, there is research that strongly supports that utilities have an important role as a trusted energy advisor, as customers trust information from their utility more than any other party.9
· Upfront costs. As battery costs have come down and automobile manufacturers have scaled up their production, the cost for EVs has been decreasing. The lifecycle economics are continuing to improve for EVs and may already present favorable economics relative to internal combustion engine vehicles in many applications. However, upfront costs for the vehicles along with the necessary charging infrastructure are significant and remain a barrier for many customers.
8 National Renewable Energy Laboratory, 2017.The Barriers to Acceptance of Plug-In Electric Vehicles: 2017 Update. Retrieved from https://www.nrel.gov/docs/fy18osti/70371.pdf 9 Based on research with 14,000 customers. Oracle Utilities, 2013. The Five Universal Truths about Energy Consumers
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· Suboptimal incentives to charge when energy costs are lowest. As the number of EVs rises in our service territory, EVs could become a beneficial resource to the grid or create significant challenges depending on when and how they charge. However, customers need appropriate incentives to drive optimal charging behavior. The Company is uniquely positioned to help manage demand through a combination of pricing and load management (e.g., "managed charging"), in order to minimize the costs to the system of this new EV load.
Finally, we see utility programs as critical to both enhancing and accelerating the benefits of transportation electrification. These benefits take three primary forms:
· Lower costs for drivers. Affordable electricity prices allow fueling a vehicle for less than $1/gallon equivalent. Utility investment helps defray costs of infrastructure borne by customers.
· Downward pressure on electric utility rates. Programs than minimize the cost to serve new EV load will help enable both EV-drivers and non-EV drivers to benefit from this transition.
· Reduced emissions and improved air quality. Utilities are responsible for electric supply that is increasingly clean. We see a potential for EV load to be managed such that more renewables can be integrated onto the grid.
3.2 Guiding Principles
To align with our stakeholders and guide our TEP, we have established a set of guiding principles that shape our thinking and program design:
· Utility EV plans and programs should be consistent with Xcel Energy and Public Service's strategic priorities to lead the clean energy transition, keep bills low, and enhance the customer experience.
· Any utility investments in EV infrastructure, and rates applicable to EV charging, should share the potential benefits of electrification with all customers, including customers who do not own EVs. EVs offer customers a new energy choice, and we seek to empower that choice with information, tools, and options.
· EVs and EV infrastructure should be developed and managed in a way that uses the power grid efficiently; in particular, utility efforts should consider evolving charging technology and encourage the EV market to facilitate Colorado's progress toward using more renewable energy.
· The EV transition can and should provide benefits in a fair and equitable manner. · Xcel Energy's EV efforts should align with policy and programmatic efforts in Colorado and
also leverage partnerships to promote vehicle electrification.
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These guiding principles are consistent with the vision outlined by environmental groups, such as Natural Resources Defense Council,10 for the utility's role in accelerating the EV market and also closely align with the principles outlined by consumer advocacy groups, including Illinois Citizens Utility Board11 and National Consumer Law Center.12
3.3 TEP Portfolio and Budgets
In light of the vision and guiding principles described above, the Company is pleased to implement a comprehensive plan designed around key customers segments (Figure 1).13 This TEP comprises six portfolios and twenty-three new, discrete programs. These twenty-three programs complement the programs previously introduced by Public Service.
Figure 1: TEP Portfolio Overview Taken as a whole, we view this TEP as a critical building block for the State and our local communities that have prioritized transportation electrification. The Plan will both address critical barriers that are limiting adoption today and will accelerate and enhance the benefits we see on the horizon. The size and shape of our plan is largely driven by the ambitions of the State and what we know about our customers. We expect future plans to reflect learnings, maturity of the market, and introduction of new technologies.
10 Baumhefner, Hwang, Bull, 2016. Natural Resources Defense Council. Driving Out Pollution: How Utilities Can Accelerate the Market for Electric Vehicles. Retrieved from https://www.nrdc.org/resources/driving-out-pollution-howutilities-can-accelerate-market-electric-vehicles 11 Illinois Citizens Utility Board, 2017. The ABCs of EVs: A guide for policy makers and consumer advocates. Retrieved from https://www.citizensutilityboard.org/abcs-of-evs/ 12 National Consumer Law Center, 2018. Principles for Fair and Equitable Investment in Electric Vehicles and Transportation Electrification. Retrieved from https://www.nclc.org/images/pdf/electric_vehicles/nclc-ev-principlesoct18.pdf 13 For full list of programs and descriptions, please see Appendix.
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The following table (Table 3) shows the budgets for the portfolios in our TEP, including capital, rebates, and O&M expenses. The Company will work diligently to achieve these budget targets in order to support transportation electrification in all segments of the market. As programs roll out in 2021, we will seek to balance the desire to launch TEP programs quickly to support the market with the need to ensure a high-quality customer experience, which could impact certain budget categories (e.g., launching a TEP program could require a greater emphasis on labor costs than originally anticipated).
Table 3: Budgets, including capital, rebates, and O&M expense, for TEP portfolios
Portfolio
Residential
Multifamily Housing
Commercial
Research, Innovation, and
Partnerships Advisory Services
EV Purchase & Lease Rebates
Program Evaluation Total School Bus Electrification Total
Spending Type
Capital Rebates O&M Expenses Total Capital Rebates O&M Expenses Total Capital Rebates O&M Expenses Total Rebates O&M Expenses Total Rebates O&M Expenses Total Capital Rebates O&M Expenses Total
Total
Total
2021
$1,808,000 $1,865,000 $461,000 $4,134,000 $1,348,000 $174,000 $189,000 $1,711,000 $8,673,000 $915,000 $487,000 $10,076,000 $1,000,000 $1,000,000 $2,000,000 $350,000 $3,416,000 $3,766,000
$50,000 $863,000 $256,000 $1,168,000
$500,000
$23,354,000
$0
$23,354,000
2022
$2,228,000 $2,280,000 $623,000 $5,131,000 $1,924,000 $348,000 $232,000 $2,504,000 $14,501,000 $1,467,000 $736,000 $16,705,000 $2,000,000 $2,000,000 $4,000,000 $890,000 $3,592,000 $4,482,000
$0 $1,650,000 $258,000 $1,908,000
$500,000
$35,229,000
$2,200,000
$37,429,000
2023
$4,220,000 $3,795,000 $919,000 $8,934,000 $3,178,000 $572,000 $305,000 $4,055,000 $20,517,000 $1,714,000 $1,098,000 $23,329,000 $2,000,000 $2,000,000 $4,000,000 $1,260,000 $3,596,000 $4,856,000
$0 $1,650,000 $260,000 $1,910,000
$500,000
$47,583,000
$0
$47,583,000
Total
$8,256,000 $7,940,000 $2,003,000 $18,198,000 $6,450,000 $1,094,000 $725,000 $8,269,000 $43,692,000 $4,096,000 $2,322,000 $50,110,000 $5,000,000 $5,000,000 $10,000,000 $2,500,000 $10,603,000 $13,103,000
$50,000 $4,163,000 $773,000 $4,985,000
$1,500,000
$106,166,000
$2,200,000
$108,366,000
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3.4 Portfolio Management
3.4.1 Movement of Funding Within the TEP
Public Service will have discretion to manage its TEP to maximize overall benefits and minimize overall costs consistent with the considerations of SB 19-077. To effectuate this goal, the Company will have:
· Flexibility to move budget dollars within each portfolio (i.e. within "Residential") and adjust incentive levels.
· Ability to exceed the budget estimate for each specific portfolio by up to 50 percent in any year, provided that the Company does not exceed the Company's overall annual budget in effect for each year of the plan (discussed more below) or the retail rate impact limitation established in statute.
· Limiting investment to no more than $5 million in utility owned and operated public directcurrent fast charging stations (DCFC) over the three-year TEP period.
· Limiting investment to no more than $5 million for the EV purchase and lease pilot over the three-year TEP period.
3.4.2 Annual Spend Flexibility
· The Company shall have the flexibility to increase the annual TEP funding level up to 125 percent of the overall annual budget for each Plan year.
· The Company will demonstrate the prudence of all TEP expenditures for each year in a report filed on or before April 1 following each TEP year.
To enable the Company to make the changes necessary to accomplish Colorado's transportation electrification goals in an agile manner while promoting transparency and stakeholder engagement, the Company proposes a 60/90-Day Notice process to advise interested stakeholders of changes to the TEP portfolio:
· Stakeholder Group. The Company will continue to engage its EV stakeholders, including those that have participated in workshops and in the TEP proceeding, and will provide instructions for other interested stakeholders to sign up for the TEP interested stakeholder distribution list.
· Notice of Additions/Changes. A 60-Day Notice to the interested stakeholder distribution list is required for any proposal to add a new TEP program or product, including Innovation projects, or to change technical assumptions or eligibility requirements. Interested stakeholders have 30 days from the time of the Notice date to provide comments to Public Service on the proposed changes. The Company will have 30 days thereafter to, in good faith, consider comments when making its final decision.
· Notice of Discontinuance. A 90-Day Notice to the interested stakeholder distribution list is required for any product or program discontinuation. The notice will contain the basis for the Company's decision. Interested stakeholders have 30 days from the time of the Notice date
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to provide comments to Public Service on the proposed discontinuation. The Company will have 60 days thereafter to, in good faith, consider comments when making a final decision. The Company will provide a written summary of input submitted through the 60/90 Day Notice process and what feedback was incorporated, or not, and why. The Company will file this information into Proceeding No. 20A-0204E. Per the Commission's direction, Staff of the Commission may then file a Notice of Deficiency to a 60/90 Day Notice to request that the Company file a new application for a program addition or change, to which other parties may respond before the Commission reviews and makes a determination.
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4. Portfolio Details
4.1 Residential
4.1.1 Description The Company is uniquely positioned to offer customers a holistic array of EV charging programs through its Residential portfolio--that will convert home charging into a grid asset while directly addressing the equipment selection, upfront cost, and installation barriers that the typical EV customer encounters. The Residential portfolio focuses on increasing adoption of level 2 charging equipment to enhance the customer's charging experience, while managing that charging to benefit the grid. We will offer both a full-service option ("Home Charging Service") for customers interested in acquiring level 2 charging equipment from the Company and a bringyour-own option for customers that already have charging equipment or desire to purchase their own ("BYO Customers"), as highlighted in Figure 2.
Figure 2: Infrastructure for Residential Programs The main components of the program include:
· Reducing upfront costs for home charging--One of the largest upfront costs to installing a level 2 charging station is the installation of a dedicated 240-volt circuit per electrical code. The Residential Standard Home Wiring Rebate program provides a onetime wiring rebate per house to offset this cost to customers. The rebate would provide $500 for residential customers and $1,300 for income-qualified residential customers who participate in one of the charging optimization programs described below for at least one year.14 Customers also have the option to use Company-owned charging equipment
14 Note that income-qualified customers may opt out of a charging optimization program at any time without penalty. However, any non-income-qualified customer that opts out before a full year will be
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through our Home Charging Service and have that equipment installed and maintained at their home without making any upfront payment for the equipment or installation. These customers will pay a bundled service charge that will be applied to their monthly Xcel Energy bill for their use of the charging equipment, installation, and maintenance.
Non-income-qualified residential customers who participate in both the Home Wiring Rebate program and Home Charging Service can receive a rebate up to $500, rather than a flat $500, based on actual wiring costs incurred. Income-qualified customers who participate in both the Home Wiring Rebate program and the Home Charging Service can receive a rebate of any remainder between the $1,300 rebate and the actual home wiring costs to help cover the charging station costs included in the monthly service fee i.e., any unused portion of the $1,300 can be applied to the charging station costs.
· Charging station product choice--Customers will have various choices regarding charging equipment. If the customer prefers a Company-owned charging station through Home Charging Service, they will be able to choose from a list of eligible equipment options that will be developed over time. Notably, in Minnesota, NSPM offers ChargePoint and Enel X products in its program. The Company will run a competitive solicitation to select choices for its Colorado offering. BYO customers may procure charging equipment from a pre-approved list that ensures the equipment or vehicle qualifies for one of the charging optimization programs in addition to meeting other safety and technical requirements.
· A hassle-free experience--With Home Charging Service, the Company arranges for one of its approved contractors to estimate installation costs, discuss these costs with the customer, and ultimately install the equipment at a time convenient for the customer. The customer's monthly cost includes any maintenance necessary to keep the charging station in working order. Customers will also have the option to take over ownership of the charging station provided by the Company without payment to the Company after ten years of charging station operation. Furthermore, customers will also be able to purchase the charging station from the Company before ten years of operation according to a predetermined buyout schedule based on the number of years since it has been placed into service.15
· Simple charging management to help the grid-- The Residential portfolio will help manage EV charging on the grid in two main ways. First, the Company will provide wiring rebates that support equipment sized at 50 amps or less. The Company believes this cap provides sufficient charging speed for residential customers without significantly taxing the distribution grid. In addition to this capacity cap, the Company will require non-income qualified Residential customers receiving TEP rebates to participate in a charging optimization program that encourages off-peak charging for at least one year. Through its proposed Static Optimization program, during the application process, the Company would ask customers to select a preferred charging schedule from several options that do not
required to reimburse the rebate amount to the Company prorated for the portion of the year the customer did not participate in a charging optimization program. 15 The predetermined buyout schedule is tied to each individual EV charger and commences on the inservice date of the EV charger installed in a customer's home. Because EV chargers can be redeployed and may need to be replaced, the buyout schedules applicable to individual customers participating in the program will vary.
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coincide with Public Service's system peak, and the Company's schedule options would incorporate staggering to reduce timer peak issues that could arise if all customers initiated charging at the same time. The Company plans to develop behavioral reminders and reinforcements to support the on-going use of the schedule.
· On-going fuel savings--Customers will be rewarded for participating in charging optimization programs through an incentive that is based on the savings they will generate for the grid. Customers that are already on or join a time-based rate may also realize additional bill savings from shifting their charging to off-peak periods.
Although we envision most customers will participate in our Static Optimization program option (as described above), we will also allow customers to meet this program requirement by joining our Dynamic Optimization (also known as "Charging Perks") pilot that is also launching. While the Static Optimization option sets a customer's schedule to off-peak periods and does not change the schedule over time, our Dynamic Optimization pilot uses algorithms developed by automakers to take hourly grid prices, vehicle state of charge, and customer driving requirements to set a new charging schedule whenever the customer plugs in at home. While this filing summarizes Static and Dynamic Optimization options for participating Residential customers, these programs are included in the 2021/2022 Demand Side Management Plan.
To support efficient marketing efforts and even larger environmental benefits for EV charging, we will cross-market and educate customers about voluntary renewable energy programs.
4.1.2 Participation and Spend
The following table (Table 4) highlights the expected number of participants in the residential programs over the course of the TEP.
Table 4: Expected Residential Program Participants
Program Home Charging Service Standard Home Wiring Rebate
2021 2,100
3,600
2022 2,800
4,300
2023 5,200
7,200
Low-income Rebate
50
100
150
Note: In some cases, customers can participate in more than one program
Total 10,100 15,100
300
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The following table (Table 5) shows the budget, including capital, rebates, and O&M expenses for the residential portfolio.
Table 5: Residential Portfolio Budget
Category
2021
2022
2023
Total
Capital
$1,808,000
$2,228,000
$4,220,000
$8,256,000
EV Supply Infrastructure
$0
$0
$0
$0
Charging Equipment $1,638,000
$2,228,000
$4,220,000
$8,086,000
Installation Management
$0
$0
$0
$0
IT
$170,000
$0
$0
$170,000
Rebates
$1,865,000
$2,280,000
$3,795,000
$7,940,000
O&M Expenses
$461,000
$623,000
$919,000
$2,003,000
Total
$4,134,000
$5,131,000
$8,934,000
$18,198,000
4.1.3 Processes and Policy
Eligibility Customers must meet the basic eligibility requirements outlined below to participate in the Residential portfolio programs. Upon enrollment, customers will agree to a Customer Service Agreement. The agreement will further outline eligibility and terms and conditions that a participant must adhere to throughout their participation.
Home Charger Service: · Own or rent a detached single-family home, townhome/row house, or duplex (if a renter, permission from the homeowner to participate is required). · Own or lease an electric vehicle. · Have an active Colorado Xcel Energy account that receives electric service. · Have a charging location that has access to Wi-Fi. · Agree to charge using Company-provided level 2 charging equipment. · For non-income qualified customers, agree to participate in one of the EV Optimization programs for at least one year.
Home Wiring Rebates: · Own or rent a single-family home as defined above (if a renter, permission from the homeowner to participate is required). · Own or lease an electric vehicle. · Have an active Colorado Xcel Energy account that receives electric service. · For non-income qualified customers, participate in one of the Charging Optimization programs for at least one year. · Demonstrate the charging equipment that relies on the 240v circuit for which the customer seeks the rebate draws 50 amps or less.
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· Demonstrate that a licensed master electrician performed the work to install the 240v circuit.
· Demonstrate and provide invoices that are dated on or after the launch of the program for labor and materials to install a 240v circuit.
· Install charging equipment that is on a Company pre-qualified list that meets technical, safety, smart charging, and other standards.
· Customers seeking wiring rebates greater than $500 must meet one of the following income-related criteria: · Enrollment in the State of Colorado Low-Income-Energy Assistance Program (LEAP). · Enrollment in Energy Outreach Colorado's Colorado Affordable Residential Energy Program (CARE), · Enrollment in Colorado's Weather Assistance Program (WAP), · Enrollment in Company income-qualified DSM programs, · Enrollment in Company income-qualified Community Solar Gardens program, · Enrollment in Supplemental Nutrition Assistance Program (SNAP), · Enrollment in Temporary Assistance for Needy Families program (TANF), · Meets household income below 60% of state median income, below 200% of the relevant federal poverty level, or below 80% of area median income.
The Company will work with a qualified service provider(s) to verify whether customers meet any of the above income qualification criteria.
Optimization: · Own or lease an electric vehicle. · Have an active Colorado Xcel Energy account that receives electric service. · Use eligible charging equipment (defined as charging equipment that facilitates participation in a charging optimization program and otherwise meets Company program requirements) or drive an eligible vehicle (defined as a vehicle that facilitates participation in a charging optimization program through the vehicle's connection with its automaker in accordance with Company program requirements). · Eligible charging equipment may be furnished by the customer (described as "BYO") or by the Company through the Home Charging Service as outlined in this plan. · Use a charging location that has access to Wi-Fi if the customer's Optimization program requires use of a networked charging station for participation.
Charging Equipment The company will maintain a prequalified a list of charging equipment that meets applicable technical and safety standards and demonstrates interoperability, cyber security, and smart charging capabilities that enable site hosts to participate in managed charging rates or programs.
Customers also have the choice of receiving charging equipment from the Company through the Home Charging Service. The Company will solicit competitive bids from vendors on the prequalified list to identify a select number of turnkey options customers may choose from. This will enable customers to choose from a variety of price points and value propositions.
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Electrician Selection Per the directives included in SB 19-077, "Electric vehicle infrastructure electrical work on the customer side of the utility meter...must be performed by licensed master electricians, licensed journeyman electrician licensed residential wireman, or properly supervised electrical apprentice...." Participants in the Home Wiring Rebate will be responsible for selecting their own electrician that meets these requirements and is consistent with program requirements. For participants in the Home Charging Service, the Company will select installation partners through a competitive process meeting the requirements of SB 19-077.
Termination or Unenrollment from Programs A customer can end their participation in the Home Charging Service at any time. Customers who have taken service for less than ten (10) years will be subject to a $200 removal fee if they terminate the agreement. Customers who have taken service for more than ten (10) years will not be subject to a removal fee. The removal fee covers the Company's costs for its qualified contractors to uninstall the charging equipment from a customer's home. The Company will retain ownership of the charging equipment and use it to redeploy at another customer's site if the equipment remains functional, without affecting the Company's service obligations to customers receiving the redeployed charging equipment. As described previously, customers will also have the ability to take over ownership of Company-provided charging stations without payment to the Company after those stations have been i operational for ten years and the ability to buy the charging station from the Company at a price based on the pre-determined buyout schedule associated with the charging station if purchased before ten years.
A customer may elect to terminate their participation in Static or Dynamic optimization at any time, but if participation is terminated before one full year, a non-income-qualified customer will owe a prorated amount of the Home Wiring Rebate back to the Company.
Rate for Home Charging Service For customers who elect to use the Company's Home Charging Service, a monthly charge for the service will be applied to their electric bill. Because the charge is designed to cover the costs of providing the charger service, Home Charging Service is not expected to increase bills for non-participating customers. Future changes in the proposed monthly charge may be driven by new costs for equipment, installation, and maintenance. The pricing currently reflected in the Company's tariff for this program is based on known implementation costs from the NSPM's operational experience in its Minnesota service territory. As our experience and the technology evolves, it may be necessary for the Company to reassess the monthly charge.
Optimization Incentives For participating in the Static or Dynamic Optimization programs, a customer will be eligible to receive on-going rebates. These rebates are related to the grid benefits that are realized from managing the customer's charging and equal $50 for Static Optimization and up to $100 for Dynamic Optimization (along with a $100 initial incentive for Dynamic Optimization participants),as approved within the Company's 2021/2022 DSM Plan.
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4.2 Electric Vehicle Purchase and Lease Rebates
4.2.1 Description
A key barrier to widespread transportation electrification is ensuring access to affordable EV options for customers. The Company has a role to play in helping customers overcome this barrier, particularly for income-qualified customers who may otherwise not have access to affordable and clean options for personal mobility. To help support adoption of new and used EVs for income-qualified customers, the Company will offer rebates of $5,500 and $3,000 for the purchase/lease of new or used EVs, respectively, on a pilot basis.
4.2.2 Participation and Spend
The Company hopes to serve as many income-qualified customers through this program as possible, up to a cap of $5 million over the 2021-2023 TEP period. While the number of participants that the Company can support through this program will ultimately depend on the demand for new versus used vehicle rebates, the Company hopes to provide purchase and lease rebates to roughly 1,000 income-qualified customers.
The following table (Table 6) highlights the potential number of new and used rebates the pilot seeks to support for income-qualified customers over the course of the TEP.
Table 6: Potential Income-Qualified Purchase and Lease Rebates Supported by the TEP
New EV Purchase/Lease Rebates Used EV Purchase/Lease Rebates
2021 75 150
2022 150 275
2023 150 275
Total 375 700
The following table (Table 7) shows the budget, including capital, rebates, and O&M expenses, for the EV Purchase and Lease Rebates program.
Table 7: EV Purchase and Lease Rebates Pilot Budget
Category Rebates IT Costs O&M Expenses Total
2021 $863,000 $50,000 $255,000 $1,168,000
2022 $1,650,000
$0 $258,000 $1,908,000
2023 $1,650,000
$0 $260,000 $1,910,000
Total $4,163,000
$50,000 $773,000 $4,985,000
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4.2.3 Processes and Policy
Eligibility Customers must meet the basic eligibility requirements outlined below to participate in the Residential portfolio programs. Upon enrollment, customers will agree to the program terms and conditions, which will further outline eligibility and requirements that a participant must adhere to throughout their participation.
· Have an active Colorado Xcel Energy account that receives electric service; · Purchase or lease an electric vehicle at a registered Colorado dealership. Private
customer-to-customer sales will be ineligible for rebates; · Purchase or lease a new electric vehicle with a manufacturer's suggested retail price of
no more than $50,000 or a used electric vehicle that sells for no more than $50,000 (implementation methodology to be finalized with auto dealers); · One rebate available per vehicle over its lifetime; · Meet at least one of the eligibility criteria for income-qualified customers listed for Residential customers in Section 4.1.3. · Customers must agree to forego claiming the state tax credit when receiving an Xcel Energy rebate through this program. Customers who also claim the state tax credit will be subject to a rebate claw back.
The Company will work with a network of dealerships to apply the purchase and lease rebates upfront at the point of sale. Qualifying customers that purchase or lease an eligible EV at other dealerships will need to apply to the Company for a rebate and provide proof of purchase or lease.
4.3 Multifamily Housing ("MFH") Portfolio
4.3.1 Description
One of the primary barriers to installing EV charging at MFH locations is the high upfront cost for the installation of infrastructure necessary for EV charging. We believe utilities can play a critical role in helping overcome this barrier. Our MFH EV Charging program is designed to address this barrier by providing Company investment in and ownership of the EV Supply Infrastructure and options for site hosts regarding ownership of the charging equipment.
Our MFH portfolio has four options for site hosts, with additional incentives available for MFH locations meeting certain income-qualified or high emissions community criteria:
Option 1: Shared Parking Site Host-Provided Equipment: Under this option, the Company will install, own, and maintain EV Supply Infrastructure and the site host will acquire, install, own, and maintain their own eligible charging equipment from a Company-approved list and is otherwise consistent with program requirements. Public Service will provide a new meter dedicated to the shared EV parking and will serve the load through an approved commercial rate. The site host will be responsible for the monthly cost of charging but will have the ability to
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set access policies and billing arrangements through the charging equipment vendors software. Site hosts participating in one of the shared parking programs are encouraged to pass on timevarying price signals to EV drivers consistent with residential time-varying rate peak periods but can opt out of this requirement if they report on their pricing. Figure 3 below provides an overview of this arrangement.
Figure 3: Shared Parking Site Host-Provided Equipment Model Option 2: Shared Parking Full-Service: Under this option, the Company will install, own, and maintain EV Supply Infrastructure and charging equipment that the site host selects from a Company-approved list and is otherwise consistent with program requirements. Public Service will provide a new meter dedicated to the shared EV parking and will serve the load through an approved commercial rate, plus a fixed monthly charge that is designed to recover the cost of the charging equipment and ongoing data services. Similar to the Site Host-Provided Equipment option, the site host will have the ability to set access policies and billing arrangements through the charging equipment vendor's software. Site hosts participating in one of the shared parking programs are encouraged to pass on time-varying price signals to EV drivers consistent with residential time-varying rate peak periods but can opt out of this requirement if they report on their pricing. Figure 4 below provides an overview of this arrangement. Similar to the residential Home Charging Service, site hosts will have the option to take over ownership and maintenance of charging stations after they have been operational for ten years, or to purchase the charging station from the Company before that according to a predetermined buy-out schedule.
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Figure 4: Shared Parking Full-Service Equipment Model
Option 3: Assigned Parking Full-Service: Under this option, the Company will install, own, and maintain EV Supply Infrastructure, and charging equipment that the site host selects from a Company-approved list and is otherwise consistent with program requirements. However, unlike the shared parking program, this option is designed for individual EV drivers (residents) with a dedicated parking space and charger--allowing the Company to allocate usage charges associated with that charger to the EV driver's own utility bill (as opposed to the building owner's bill). The individual EV drivers will be billed on their applicable Residential rate for their energy consumption as measured by the charger plus a bundled customer charge to recover the cost of the charging equipment, installation, and ongoing data services.
As noted above, each participating customer's energy usage will be measured by the EV charger serving the customer's assigned parking space, and participating customers will be billed for their energy usage as recorded by this EV charger. While the Company will work with the charging equipment manufacturers to provide participating customers access to their energy usage data and to ensure accurate measurement of customers' energy usage through the EV charger, Commission rules and Company terms and conditions concerning customer access to meter-related data and the accuracy of meters do not apply to participating customers for this service. Figure 5 below provides an overview of this billing arrangement.
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Figure 5: Assigned Parking Full-Service Billing Model
Individual EV drivers will be billed on an applicable residential rate for charging as measured by the EV charger assigned to their parking space. The individual EV driver will see their additional EV consumption added to their existing utility bill for their home, in addition to the bundled customer charge.
The site host will receive a monthly bill for the service and facilities fee and any difference between what the chargers recorded and what the meter recorded, or the "residual kWh."
Customers that live in a MFH building that is participating in the Assigned Parking--Full Service program will also have the option to take over ownership and maintenance of charging stations after they have been operational for ten years, or to purchase the charging station from the Company before that based on a pre-determined buy-out schedule, but only if they move or no longer occupy the parking space supported by the Company's EV supply infrastructure. The Company will need to maintain access to, and retain control over, the charging station for customers occupying assigned parking spaces given the unique design of this program whereby the charging stations also serve as meters.
Income-Qualified and High Emissions Community Rebate: To help offset the upfront costs of charging stations for MFH site hosts that meet income-qualified criteria applicable to MFH buildings or are located in high emissions communities, the Company will provide customers with additional rebates ranging from $800-$2,200 per charging station, depending on whether the customer is participating in the Assigned Parking program (up to $800 rebate) or Shared Parking program (up to $2,200 rebate).
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Option 4: New Construction Rebate: For new construction, the Company proposes providing rebates to developers of new MFH buildings that exceed local and State building code requirements to accommodate EV charging. For example, the City of Denver and City of Boulder recently passed building codes dictating the number of parking spaces that must have an EV charger installed, be EV ready (240V circuit installed), or EV capable (conduit for 240V circuit installed and panel capacity), so to be eligible for the MFH new construction rebate, a building in one of these localities would need to provide a greater number of EV ready or EV capable parking spaces than these building codes require. The rebate will be up to $2,000 per port to help pay the cost of infrastructure components in excess of the most stringent mandatory code for each site's jurisdiction and will not exceed 100 percent of the costs of the installation to go beyond code. The Company will seek to complement its efforts to support the MFH New Construction Rebate with its existing DSM program for new construction buildings.
4.3.2 Participation and Spend
The following table (Table 8) highlights the expected number of charging station ports supported by the MFH programs over the course of the TEP.
Table 8: Expected Multifamily Housing Charging Station Ports Supported by TEP Programs
Program
2021
2022
2023
Multifamily Housing Shared
Parking Site Host Provided
30
75
125
Equipment
Multifamily Housing Shared Parking Charging Service
30
75
125
Multifamily Housing Assigned Parking Charging Service
40
80
130
Multifamily Housing New Construction Rebate
75
150
250
Multifamily Housing IncomeQualified Rebate
16
32
48
Note: In some cases, customers can participate in more than one program
Total 230 230 250 475 96
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The following table (Table 9) shows the budget, including capital, rebates, and O&M expenses, for the Multifamily Housing Portfolio.
Table 9: Multifamily Housing Portfolio Budget
Category
Capital EV Supply Infrastructure Charging Equipment Installation Management IT
Rebates O&M Expenses Total
2021 $1,348,000 $659,000 $117,000
$97,000 $475,000 $174,000 $189,000 $1,711,000
2022 $1,924,000 $1,546,000 $279,000
$99,000 $0
$348,000 $232,000 $2,504,000
2023 $3,178,000 $2,605,000 $472,000 $101,000
$0 $572,000 $305,000 $4,055,000
Total $6,450,000 $4,810,000 $868,000 $297,000 $475,000 $1,094,000 $725,000 $8,269,000
4.3.3 Processes and Policy
Eligibility Site hosts eligible to enroll in the MFH Portfolio programs must be MFH customers located in Public Service's service territory. This includes, but is not limited to, apartment buildings, condominiums, and mixed-use buildings and excludes individually owned townhouses, rowhouses, mobile homes, and single-family homes.
To be eligible for MFH EV Charging (including EV Supply Infrastructure), the MFH Site host must:
· Take Secondary Voltage Service; · Own, lease, or operate an MFH site that provides long-duration (at least 8 consecutive
hours) parking for MFH residents; · If the MFH site host is not the owner of the MFH site at which EV Supply Infrastructure is
to be installed by the Company, the MFH site host must obtain express written consent from the property owner, in a form acceptable to the Company; · Commit to installing a minimum of four ports per site; · Provide the Company with any required license agreements, permits, or easements to install, own, and maintain the EV Supply Infrastructure; · Agree that all charging-station load will be separately metered from any other load served at the premises; · Agree to work with charging equipment vendors to provide the following (quarterly) on an anonymized and aggregated basis for reporting purposes: start and stop times of charging, peak kW per charging sessions, number of charging sessions daily, amount of
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time each vehicle is charging per session, whether charging is free or if there is a usage fee to driver, operating costs, and any technologies being used to manage demand; · For Option 1, Shared Parking Site Host-Provided Equipment, the site host or property owner must agree to take electric service under an approved Commercial rate; · For Option 2, Shared Parking Full-Service, the site host or property owner must agree to take electric service under an approved Commercial rate and pay a bundled Customer Charge;
o For all Shared Parking programs, the site host or property owner agrees to pass on time-varying price signals to EV drivers consistent with residential timevarying rate peak periods. Site hosts or property owner can opt out of this requirement, but then must charge fair and reasonable rates and report pricing to the Company for purpose of data collection and reporting; and
· For Option 3, Assigned Parking Full-Service, the following apply, o The building must not be master-metered. All residents must receive an electric bill; o The MFH site host or property owner must agree to be billed for participating residential customers' residual energy usage (the difference between the energy usage measured by the EV chargers and the energy usage measured on the meter) and for a service and facilities fee; and o The non-income qualified EV drivers must participate in one of the EV Optimization programs for at least one year.
To be eligible to receive a New Construction Rebate, the MFH site host or MFH property owner must:
· Take Secondary Voltage Service; · Own, lease, or operate an MFH site that provides long-duration (at least 8 consecutive
hours) parking for MFH residents; · Provide a greater number of EV-ready (240V circuit installed) or EV-capable (conduit for
240V circuit installed and panel capacity) parking spaces than applicable state and local building codes require; and · If the MFH site host is not the owner of the MFH site, the MFH site host must provide express written consent from the property owner to apply for and receive the rebate on behalf of the MFH site in a form acceptable to the Company.
Income-qualified buildings and buildings located in high emissions communities will qualify for rebates for charging equipment to additionally lower the upfront cost of installing charging. Income-qualified buildings are defined as having participated in the Affordable Housing Weatherization, Multifamily Weatherization, or Affordable Housing Rebate Program within the last five years or currently meet the income qualifications of those programs. These criteria require 66% of building population be at or below 60% of state median income, below 200% of the relevant federal poverty level, or below 80% of area median income. MFH building operators will provide affidavit verifying a building's income eligibility, and the Company will work with partners, such as Energy Outreach Colorado, to perform the income qualification process for MFH buildings.
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The Company will work with stakeholders in advance of program launches to define high emissions communities. These and the income-qualified rebates are discussed more in the Income-Qualified Section.
The Company will also seek to coordinate with the Regional Air Quality Council ("RAQC") and the Colorado Energy Office ("CEO") to ensure that program participants of the Company's MFH program and RAQC/CEO's Charge Ahead Colorado do not receive rebates twice for the same equipment.
Application Process Applicants seeking EV Supply Infrastructure support for any existing MFH building will participate in a competitive process to allocate program funds. The application window will open at least quarterly and the application dates will be posted to the Company's website. Applications will be judged based on potential projects' ability to maximize overall benefits and minimize overall costs under the considerations in SB19-077, with the highest scoring projects awarded funds first. The Company reserves the right to reject any application. Unsuccessful applicants will be provided with a notification that the project has been declined, with the ability to reapply during the next application period by submitting a new application. Successful applicants will move on to the design and engineering phase.
The Company will offer new construction rebates on a first-come, first served basis.
Infrastructure Services For MFH EV Charging Customers, the Company proposes to install and maintain infrastructure for a new, dedicated EV service. This infrastructure consists of two segments:
· Service Connections. For the new service, the Company will install, own, and maintain all equipment on the on the utility's traditional side of the point of connection, which includes transformer upgrades, pads, poles, new service conductors, as well as metering equipment for EV charging separate from any existing service at the site. This work will be done by the Company and will be initiated under the Company's Electric Distribution Line Extension Policy.
· EV Supply Infrastructure: The Company will install, own, and maintain new panels, conduit, and wiring up to the charger as well as any necessary civil construction work in compliance with state and local codes. This work, which is generally beyond the traditional point of connection, will be completed by third-party contractors overseen by the Company.
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Figure 6 illustrates the infrastructure components and describes key features of the MFH programs.
Figure 6: Infrastructure for MFH programs While the Company plans to provide the full EV infrastructure necessary to support all projects, the estimates described in this Plan are limited to the cost of providing EV supply infrastructure because all line extensions will be initiated under the Company's Electric Distribution Line Extension Policy. Charging Equipment Site Hosts receiving EV Supply Infrastructure must use charging equipment that meets applicable technical and safety standards, demonstrates interoperability, cyber security, and smart charging capabilities that enable site hosts to participate in managed charging rates or programs. The Company will maintain a prequalified list of choices for customers to choose from. Site Hosts with Shared Parking may procure qualified charging equipment on their own or choose to receive charging equipment from the Company. The Company will solicit competitive bids from vendors on the pre-qualified list to identify a select number of turnkey options
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customers may choose from. As described in the tariff, the Company intends to aggregate solutions into three price points. This will enable customers to choose from a variety of price points and value propositions.
Site Hosts with Assigned Parking must use charging equipment owned by the Company as this equipment will be used for billing purposes. The Company will solicit competitive bids from vendors on the pre-qualified list to identify a select number of turnkey options customers may choose from. As described in the tariff, the Company intends to offer solutions at a single price point.
Site hosts in the Shared Parking--Full Service program will have the option to take over ownership of the charging station provided by the Company after ten years of charging station operation. Furthermore, site hosts will also be able to purchase the charging station from the Company before ten years of operation according to a predetermined buyout schedule based on the number of years the charging equipment has been used. Site hosts will be responsible for all ongoing maintenance of any charging stations over which they maintain ownership.
EV drivers in the Assigned Parking program will also have the option to take over ownership of the charging station provided by the Company, either after ten years of participation or before that. However, this option will only be available to EV drivers who terminate participation in the program and no longer have access to the assigned parking space for which the Company installed and maintains EV supply infrastructure. Because the Company will use charging stations as meters for billing purposes in this program, we must continue to have access to the charging station and its usage and will not be able to transfer ownership of the station while maintaining an EV driver's enrollment in the program.
Rates and Incentives Site hosts participating in the shared parking programs are required to take service under an approved commercial rate.
For Assigned Parking, non-income qualified individual EV drivers are required to participate in an Optimization program. Site hosts will be billed for the service and facilities fee and any difference between what the EV chargers record and what the meter recorded, or the "residual kWh" at one of the residential rates under which the individual EV drivers take service.
4.4 Commercial
4.4.1 Description
While a significant portion of charging is residential, there are two important use cases that will help ensure Colorado is able to meet its goals and align with the goals of SB 19-077. The first is commercial fleets and workplace charging, which includes state and local governments, quasi governmental and non-profit entities, and private businesses. The second is public charging,
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which is important for providing access to charging for those who cannot charge at home or at their business and enabling intra-community transportation.
The major transportation electrification use-cases that could be supported by programs in this portfolio include:
· Light-duty fleet vehicles · Light duty employee and/or customer vehicles · Commercial medium-and-heavy-duty vehicles · Transit buses · School buses · Drivers who cannot charge at home · Drivers going between communities
Our Commercial portfolio has four main areas of focus:
EV Supply Infrastructure and, in some cases, optional charging equipment for fleets, workplace, and public charging. Similar to the projects proposed in our EV Supply Infrastructure filing (Proceeding No.19A-0471E), the Company will work with customers to provide EV Supply Infrastructure to help lower the upfront costs of transportation electrification. Importantly, the Company will offer this support to customers receiving secondary voltage service as well as to a limited number of primary voltage customers on a pilot basis (discussed more below). Customers will have the opportunity to procure their own charging equipment or, for level 2 charging equipment, select Company-provided charging equipment that the Company will own and maintain and that customers will pay for through a monthly charge on their bill. The Company will solicit applications for these services on a recurring basis and determine which projects will be selected based on how they meet the goals of SB 19-077.
Community charging hubs with shared mobility services. The Company sees a need to provide increased access to charging infrastructure in communities, particularly for customers who are unable to charge at their homes. The Company will partner with communities, along with other entities and community-focused organizations, to provide EV Supply Infrastructure to help lower the upfront costs. These hubs will be designed to support access to the benefits of electric transportation, including ride sharing services and other shared mobility (e-bikes/scooters) in addition to customers who drive EVs that they either own or lease. Further, the Company would provide rebates for a portion of the charging stations in income-qualified and high emissions communities.
Public fast chargers in areas the competitive market may not serve. Public fast charging could play a critical role in increasing awareness, adoption, and utilization of EVs. However, there is a gap between the amount of public fast charging that is necessary to support future adoption and that which exists today. Our understanding is that there are only a limited number of use-cases where these investments economically justify themselves. Many more could be economically viable with support from the Company's EV Supply Infrastructure service. However, access to fast public charging
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that enables intracommunity transportation may not be equitable.16 To address this concern, the Company will own and operate a limited number of public fast charging stations that serve the needs of otherwise underserved communities and can enable more adoption. Public Service has been working, and will continue to work, with stakeholders to ensure that these are designed in a way that maintains a healthy and competitive charging market. The Company will engage in a collaborative process through 2021 to determine siting metrics for 20-25 Public Service owned and operated DCFC stations. For these charging stations, the Company will file a new Advice Letter in a separate proceeding to establish a charging fee for EV drivers that removes the Critical Peak Pricing ("CPP") component included in the Company's original proposal and incorporates a time-varying rate, per the Commission's direction.
Rebates to support customers serving income-qualified and high emissions communities. By providing additional incentives to customers that qualify for a nonprofit energy efficiency program, are public organizations seeking to provide accessible and service for income-qualified customers or communities affordable, or are high emissions communities, the Company will work to provide widespread access to the benefits of transportation electrification.
The Company is already supporting similar work, as part of the projects identified in the EV Supply Infrastructure Proceeding (Proceeding No.19A-0471E). These projects are representative of many of the projects that the Company will be seeking to support as part of the Commercial portfolio in this TEP and include planned projects to support fleets and public charging. The Company is supporting 84 projects through this interim program, reflecting strong commercial demand for support on EV supply infrastructure.
The Commercial portfolio programs will be available to customers seeking EV Supply Infrastructure to support fleets, including light-, medium-, and/or heavy-duty fleets, workplace charging, and public charging, including community charging hubs and direct current fast charging (DCFC). To enable the Company to offer charging infrastructure to customers, we propose funding of about $50 million to support development of more than 2,000 charging ports. The Company will support projects over the three-year TEP period with customers applying for support.
The Company will also develop a Small Commercial program to support transportation electrification in scenarios where installing a new dedicated service for EV charging and/or supporting a minimum of four charging ports may not be cost effective. The Company will work with stakeholders in 2021 to develop program details, to be brought into the TEP through the 60/90-Day Notice process described previously.
16 This issue has been highlighted by stakeholders in multiple workshops.
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4.4.2 Participation and Spend
The following table (Table 10) highlights the expected number of charging station ports supported by Commercial programs over the course of the TEP.
Table 10: Expected Charging Station Ports Supported by Commercial Programs
Program
Fleet & Workplace Supply InfrastructureLight-duty Vehicles Fleet & Workplace Optional Charger Service--Light-duty Vehicles Fleet & Workplace-- Low Income
Small Commercial Program
2021 275 125 35 TBD
2022 490 225 55 TBD
2023 650 300 70 TBD
Total 1,415 650 160 TBD
Primary General EV Pilot
60
60
60
180
Community Charging Hubs
54
85
175
314
Community Charging Hubs Low Income
36
90
90
216
Public DCFC (Corridors)
36
60
90
186
Xcel Energy Public DCFC
4
8
12
24
Note: In some cases, customers can participate in more than one program
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The following table (Table 11) shows the budget, including capital, rebates, and O&M expenses, for the Commercial Portfolio.
Table 11: Commercial Portfolio Budget
Category
2021
Capital
$8,673,000
EV Supply Infrastructure $6,827,000
Charging Equipment
$412,000
Installation Management
$340,000
IT $1,095,000
Rebates
$915,000
O&M Expenses
$487,000
Total
$10,076,000
2022 $14,501,000 $12,367,000 $1,788,000
$346,000 $0
$1,467,000 $736,000 $16,705,000
2023 $20,517,000 $17,685,000 $2,479,000
$353,000 $0
$1,714,000 $1,098,000 $23,329,000
Total $43,692,000 $36,879,000 $4,679,000 $1,039,000 $1,095,000 $4,096,000 $2,322,000 $50,110,000
4.4.3 Processes and Policy
Eligibility To be eligible to receive Company-provided EV Supply Infrastructure through any of the programs in our Commercial portfolio, the Customer must:
· Qualify as a non-residential customer; · Take secondary voltage service (unless seeking to participate in the Primary General
Pilot); · Own, lease, or operate a site that provides EV or shared electric mobility (e-
bikes/scooters) charging; · If participant is not the owner of the premises at which the EV Supply Infrastructure is to
be installed, participant must obtain express written consent from the property owner, in a form acceptable to the Company; · Commit to installing a minimum four ports per site, or, in cases with fewer than four ports, a minimum of 50 kW of charging capacity; · Provide the Company with any required license agreements, permits, or easements to install, own, and maintain the EV Supply Infrastructure; · Agree that all charging-station load will be separately metered from any other load served at the premises; and
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· Provide acceptable proof that they have purchased charging stations as well as dates for expected arrival of charging stations prior to the Company beginning deployment of EV Supply Infrastructure.
Customers currently receiving primary voltage service may apply for support from the Company's Primary General EV Pilot. The pilot will provide EV supply infrastructure via a new, dedicated line of service and, similar to other Fleet and Workplace commercial programs will offer optional level 2 charging equipment for a monthly fee. The Company will require that applicants to the Primary Pilot establish a defined area on their premise for the secondary system to support EV charging, not intermingle with the primary system, and commit to have all ownership delineation clearly marked to support safety for customers, for the Company, and for any Company vendors.
As referenced above, projects focused on serving income-qualified commercial customers and higher emissions communities (in census blocks where more than 50 percent of households have incomes at or below 80 percent of the area median income, and in high emissions communities to be defined with stakeholders) may also be eligible for rebates to defray the costs of charging equipment. We address the eligibility requirements for the Fleet & Workplace Income-Qualified rebate and Community Charging Hubs Income-Qualified rebate in the "Support for Income-Qualified and Customers and Communities and High Emissions Communities" section.
Application Process and Enrollment Similar to the projects in the EV Supply Infrastructure proceeding (Proceeding No.19AL-0471E), customers will be encouraged to apply and the Company will evaluate the customers' application to ultimately select projects. Customers will then enroll in the offering. The Company will select projects based on pre-determined criteria focused on the considerations provided in SB 19-077, including operating the grid efficiently, providing access, and improving air quality and reducing greenhouse gas emissions.
EV Supply Infrastructure For Commercial Programs, the Company proposes to install and maintain infrastructure for a new, dedicated EV service. This infrastructure consists of two segments:
· Service Connections. For the new service, the Company will install, own, and maintain all equipment on the on the utility's traditional side of the point of connection, which includes transformer upgrades, pads, poles, new service conductors, as well as metering equipment for EV charging separate from any existing service at the site. This work will be done by the Company and will be initiated under the Company's Electric Distribution Line Extension Policy.
· EV Supply Infrastructure: The Company will install, own, and maintain new panels, conduit, and wiring up to the charger as well as any necessary civil construction work in compliance with state and local codes. This work, which is generally beyond the traditional point of connection, will be completed by third-party contractors overseen by the Company. The EV Supply infrastructure will be offered to support fleet operators with light-duty or medium-and heavy-duty vehicles who are seeking to convert their fleets to
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electric, non-residential customers seeking to support employees with workplace charging, communities supporting charging hubs, and site hosts and developers for DCFC public charging. Figure 7 below illustrates the charging infrastructure components as well as ownership options applicable to each component for each program.
Figure 7: Infrastructure Components for Commercial Programs
Charging Equipment Customers receiving EV Supply Infrastructure must use charging equipment that meets applicable technical and safety standards, demonstrates interoperability, cyber security, and smart charging capabilities that enable customers to participate in managed charging rates or programs. The Company will maintain a prequalified list of choices for customers to choose from. Customers may procure pre-qualified charging equipment on their own. Customers seeking level 2 fleet and workplace solutions may also choose to receive charging equipment from the Company. The Company will solicit competitive bids from vendors on the pre-qualified list to identify a select number of turnkey options customers may choose from. As described in the tariff, the Company intends to aggregate solutions into three price points. This will enable customers to choose from a variety of price points and value propositions.
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Utility Owned and Operated Public Charging Stations The Company will first solicit applications for commercial EV Supply Infrastructure projects to support public fast charging stations. After selecting projects in 2021, the Company will evaluate and then determine whether the proposals provide adequate coverage throughout the Company's service territory. If they do not, the Company will select additional sites to cover the gaps. The Company will work collaboratively with stakeholders in 2021 to identify and develop siting metrics for Company owned and operated DCFC stations, including metrics related to a stated distance from other public charging stations. The Company intends to procure charging equipment from multiple vendors. The charging stations must meet applicable technical and safety standards and demonstrate interoperability, cyber security, and smart charging capabilities.
Rebates We propose rebates that range up to $2,200 for Level 2 ports and up to $45,000 for fast charging for medium-duty and heavy-duty vehicles for the low-income fleet and workplace programs and up to $15,000 and $40,000 for low-income Community Charging Hubs, depending on the configuration17. We designed these low-income rebates to cover a significant portion of the expected costs of level 2 and DCFC chargers, depending on the needs of specific customers and locations.
Rates Key features of rate design for the Commercial portfolio include:
· Time-varying rates: Commercial customers may take service under any approved commercial rate for which they are otherwise eligible. These rates will promote efficient use of the grid.
· Optional Charger Service: Applicable to fleets and workplace, the cost of the EV Charging Service will equal the levelized cost of providing, operating, maintaining, and recovery for Company-provided and installed charging equipment Xcel Energy Public DCFC charging station rate: Applicable to drivers taking service from the charging stations that the Company owns and operates, the Company will file a separate Advice Letter in 2021 to establish a rate that EV drivers would pay at Xcel Energy public DCFC stations. The proposed rate will feature a predictable time-varying rate and will work to balance pricing competitiveness regarding privately-owned public DCFC stations with the need to charge fair rates at stations funded by customers.
4.5 Research, Innovation, and Partnerships
4.5.1 Description The landscape for transportation is continuing to evolve as new technologies are being developed and brought to market, including new types of vehicles, new charging approaches, and new software platforms. These technologies could help improve the customer experience
17 Note: rebates shall not exceed 100 percent of the costs paid by the customer. Community Charging Hub configurations include four level 2 charging stations or four level 2 charging stations with a DCFC station.
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and provide benefits to the grid system. Further, SB-19-077 includes the goal that TEPs "stimulate innovation", and the Company believes that conducting innovative projects over the course of this TEP can provide benefits in the short-term but also provide much longer-term benefits as well.
The Company proposes bringing forward Transportation Electrification Research, Innovation, and Partnership projects over the course of the TEP. The objective of the Research, Innovation and Partnership portfolio is to:
· Increase and broaden access to electricity as a transportation fuel · Minimize system costs and increase benefits of electric transportation · Inform future TEP modifications
4.5.2 Spend
The following table (Table 12) shows the budget, including capital, rebates, and O&M expenses, for the Research, Innovation, and Partnerships Portfolio.
Table 82: Research, Innovation, and Partnerships Portfolio Budget
Category
2021
2022
2023
Total
O&M Expenses
$1,000,000 $2,000,000 $2,000,000
$ 5,000,000
Rebates
$1,000,000 $2,000,000 $2,000,000
$5,000,000
Sub-Total
$2,000,000 $4,000,000 $4,000,000
$10,000,000
School Bus Electrification
$0
$2,200,000
$0
$2,200,000
Total
$2,000,000 $6,200,000 $4,000,000
$12,200,000
The Company anticipates spending up to $3.3 million annually and up to $10 million over the three-year TEP on research, innovation, and partnerships unless the Company seeks approval for additional funding from the Commission. Additionally, the Company will deploy $2.2 million of REC sales and carbon offset proceeds towards electrification of school buses. The Company will work to direct at least 30% of research, innovation, and partnerships funding toward projects that support income-qualified customers and communities and higher emissions communities.
The benefits of the Research, Innovation, and Partnership projects could include:
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· An increased understanding of opportunities for increasing the efficiency of the grid with transportation electrification technologies
· More data points on solutions to support providing greater access to the benefits of transportation electrification, including ride sharing and ride hailing applications
· Increased awareness for the opportunities for reducing greenhouse gas emissions and improving air quality
· Additional support for stimulating innovation in our service territory and helping position Colorado as a leader on transportation electrification
4.5.3 Process and Policy
Focus Areas To develop the Research, Innovation and Partnerships Portfolio, the Company intends to work in close collaboration and partnership with communities, charging vendors, innovative start-up companies, academia, research organizations, and other stakeholders. During the advisory group meetings (described in the Evaluation section), the Company will share its plans on projects it will seek to bring forward and also continue to solicit focus areas from stakeholders to help ensure the Company is looking at and exploring the full range of areas for innovation in the context of transportation electrification.
Proposal Process The Company will bring forward proposals for research and innovation projects through the TEP Modification Process described in Section 3.,
For Research, Innovation, and Partnerships program proposals, Public Service will provide details on all of the following, as applicable18:
· Project description and goals · An estimate for participants and budgets · A summary of the application process · A discussion of marketing objectives and strategies · Projected benefits · Pilot-specific policies · A summary of stakeholder involvement · A discussion on the evaluation, measurement, and verification approach
Projects may leverage other approved Company programs (e.g. Solar Rewards, other TEP programs).
18 For instance, in the case of research projects, the Company may not have an application process, policies, or marketing objectives. However, the Company would still provide information on the other topics outlined here.
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Example Projects
The Company is contemplating several projects stemming from our research and experience, stakeholder workshops, and customer engagement. We describe initial ideas below to provide a sense for the type of projects the Company would likely pursue after further stakeholder dialogue and the modification process described above. The Company will focus projects in this portfolio on commercially available technologies, will avoid projects focused more on R&D, and will work closely and collaboratively with customers, stakeholders and other third-parties over the course of the TEP to bring forward innovative projects.
· Promote electrification of Shared Mobility: The Company would seek to provide rebates and incentives to promote electric ridesharing services. Potential companies and organizations the Company would seek to support include ride sharing services, ride-hailing, and electric bicycle and scooter services. These rebates would be targeted at offering shared mobility services that support low-income and disadvantaged communities. As part of the project, the Company would collect information on driver behavior, charging utilization, and participation.
· Technology to reduce DCFC operating costs: This project would place a battery at a site that hosts a public DC fast charging station. The purpose of the project would be to demonstrate how a battery can help a DC fast charging station mitigate demand charges and generally reduce energy costs without jeopardizing service or costs to customers with inelastic demand who are unable to respond to price signals. In addition, the pilot may also demonstrate how a battery at one of these sites could provide additional value to the grid through dispatchable load reduction or charge and discharge at times that are beneficial for the grid.
· Targeting communities affected by vehicle emissions: As described in this TEP, more work must be done to identify and quantify impacts of vehicle emissions at a very local level. The Company envisions project(s) that help perform these baseline tasks before proposing targeted programs that can fully and directly deliver on this important objective.
· Fleet Charging Optimization: Several transit agencies have or are looking to invest in electric buses. These customers, in addition to being the `first-movers' in heavy duty electric transportation, are cost sensitive and are subject to rates that incorporate demand charges and/or time-varying components. As a result, it is important that these customers have solutions that can manage charging. The market for these types of solutions is nascent. This project would demonstrate how different market solutions integrate with vehicle and charging station data sources and can control charging to help the customer manage their energy bill, while also participating in demand management programs that help the Company manage the grid. By working in this area while the industry is maturing, the Company would have an opportunity to influence how vendors develop their demand management capabilities.
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· Study Distribution System Impacts of Electric Transportation: This project would create a test bed and additional monitoring capabilities for assessing the impacts of EVs on the distribution system and identifying areas to improve EV integration. The Company would install a small secondary system and connect chargers to help understand how secondary systems, including transformers, perform under various charging scenarios. As part of this research, the Company would procure a small number of chargers and leverage electric vehicles in the Company's fleet to conduct the research. Over time, the Company would consider testing electric vehicles' ability to integrate with other distributed energy resources (DERs). The Company could also conduct additional analysis on the impact of increasing EV penetration on the grid edge and opportunities to minimize the impact.
· Use Disaggregation Analytics to Identify EV charging: This project would build capability to detect the presence of electric vehicle charging using AMI and other technologies, provide understanding of charging patterns and impacts on conditions. Understanding of the ability to influence charging patterns that can improve grid edge performance and asset utilization improvements is also needed. The ability to derive this information would support marketing and grid planning efforts.
· School Bus Electrification: The electrification of school buses presents a compelling use case as we seek to protect school children of Colorado from diesel emissions. However, as highlighted in the E3 analysis, current economics present significant challenges to adoption. Unlocking the rate payer and social benefits of school bus electrification requires a tailored solution. The Company would work with stakeholders, customers, and other potential partners in proposing a project that will inform how we might transform this market. Components of our project are anticipated to include: · Reduce upfront cost of electric buses through supplemental grants or other financing for school districts to purchase electric school buses. This would be funded through previous REC and carbon offset sales described in our TEP application. · Reduce operational costs of electric buses through smart charging and possibly vehicleto-grid technology (V2G) demonstration efforts. This would be funded through the TEP Research, Innovation, and Partnership portfolio budget. · Inform operational capabilities and limitations of electric buses. Study of cold weather performance to ensure fitness for our climate. This would be funded through the TEP Research, Innovation, and Partnership portfolio budget.
Evaluation The Company will file final reports for research, innovation, and partnership projects initiated during the 2021-2023 TEP with the Company's 2024-2026 TEP. These reports will describe lessons learned and how they are incorporated into designing new EV programs.
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4.6 Advisory Services
4.6.1 Description
The Company has provided broad advisory services to customers and is seeking to ramp up how it operates educational campaigns to provide information about the benefits of electric vehicles, support planning efforts, and increase awareness of the Company's EV-related offerings that we have proposed in this TEP. As part of this effort, the Company will offer advisory services in three market segments
· Residential (including low-income and multifamily housing) by conducting outreach to trade allies, including dealerships and electricians, while promoting the benefits of electric vehicles at events and through digital tools;
· Fleets by supporting customers in developing a comprehensive electrification plan that uses telematics data to understand which vehicles are well-suited for electric, identify the most effective infrastructure locations while offering advice on rates and charging; and
· Community Planning by providing resources to assist communities in developing plans that provide roadmaps for achieving their unique goals in areas such as engaging residents, supporting fleets, or evaluating opportunities for siting public charging infrastructure.
There are several reasons to support advisory services for customers, including helping address barriers focused on:
· Lack of awareness of EV benefits. In surveys, 68 percent of consumers say they have no experience with EVs.19
· Lack of familiarity and perceived risks with the technology. Even with auto dealerships and fleet managers, there are concerns that electric vehicles are challenging to operate and not easy for drivers to understand the lower costs associated with them.
· Lack of short-term and long-term electrification plans. Decision-makers often grapple with the investment decisions of when and at what scale to buy EVs and how to match the deployment of EVs with the most cost-effective charging buildout.
· Poor understanding of utility rates and charging choices. Consumers often need help understanding and navigating decisions concerning rate options and charging infrastructure necessary.
· Access to trusted sources of information. There are conflicting sources of information about electric vehicles in the public domain, and utilities can provide help to customers to better understand vehicle options and choices.
These efforts are important for supporting customers and align with the policy that its Transportation Electrification Plan may include "customer education, outreach, and incentive
19 2019 JD Edwards national survey, n=5,000 consumers
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programs that increase awareness of the programs and of the benefits of transportation electrification and encourage greater adoption of electric vehicles."
In driving awareness of TEP programs and the benefits of transportation electrification, the Company will cross-market and educate customers about voluntary renewable energy programs in order to support efficient marketing efforts and help create larger environmental benefits from electric vehicle charging. The Company will establish a website where customers can access:
· information on all available programs; · descriptions of the Advisory Services portfolio, including Fleet Advisory programs; and · at the customer's option, a list of third-party companies offering similar services.
4.6.2 Spend
The following table (Table 13) shows the budget, including capital, rebates, and O&M expenses, for the Advisory Services Portfolio. The Company will work to direct at least 15% of the Advisory Services budget toward marketing and education efforts for programs to support incomequalified customers and communities and higher emissions communities.
Table 93: Advisory Services Portfolio Budget
Program
Category
Residential and MFH O&M Expenses
Fleets
Rebates O&M Expenses
Community
O&M Expenses
Total
2021
2022
2023
Total
$2,135,000 $2,070,000 $2,106,000 $6,311,000
$350,000
$890,000 $1,260,000 $2,500,000
$170,000
$211,000 $122,000 $503,000
$1,111,000 $1,311,000 $1,368,000 $3,790,000
$3,766,000 $4,482,000 $4,856,000 $13,103,000
4.6.3 Process and Policy
As part of the advisory work, we have tailored offerings for each market segment:
Residential and Multifamily Housing Advisory The Company intends to expand its mass-market electric vehicle advisory efforts, where we focus on awareness, outreach, and education. These efforts span multiple communication channels including sponsorship of community events, digital media, direct outreach, traditional media channels like radio and print, and engagement with trade allies.
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Although some customers are becoming more aware of the benefits of EVs, many are not aware of all the facts and benefits of driving electric. Our strategies build EV awareness and promote programs through a number of different channels for a diverse set of customers and in a way that is convenient and understandable:
· Drive Electric Experience at Community Events. The Company will participate in public events to engage relevant audiences aligning with partners who also support increased adoption of electric vehicles and access to the benefits of transportation electrification. As part of this work, the Company will participate in community and industry events to directly engage with customers on the benefits of EVs, provide opportunities to drive an EV, and interact with our educational garage and/or other educational materials that simulate what it is like to charge an EV.
· Advertising and Media. Another focus of the Company's efforts to educate and inform customers about the benefits of EVs and our programs is to connect with them by providing relevant content where they are engaging with content. Advertising channels will include searchengine marketing, social-media, digital media and traditional media such as print and radio. Call to action will drive traffic to our online resources for EV information at: ev.xcelenergy.com.
· Trade Ally Support for Auto Dealers and Electricians. Auto dealers are a key information resource for consumers to learn not only about EV models, but also other aspects of the EV experience, including charging options, electricity rates, and renewable offerings. Not all auto dealers, however, are knowledgeable about these topics. The Company is building upon established relationships to help provide a positive customer experience from point of sale to charging at home. As part of the advisory services, the Company will conduct sales-team trainings on the benefits of driving an EV, provide educational materials for customers about charging and rate options, and other coordinated EV education and promotion efforts. Electricians are also important trade allies, and the Company plans to continue to build its Trade Network for electricians who are interested in installing charging infrastructure and associated components. As part of this work, the Company will conduct trainings, which will include specific information about the EV market, Xcel Energy rates, load management programs, renewable programs, and specific metering and distribution standards and considerations. The Company believes that collaboration with electricians will help enable an improved customer experience.
· Online Tools. The Company will seek to broaden and enhance online services available to customers. Our current website tools are intended to provide more personalized information on EVs and programs for our residential customers. To date, this advisor tool has sought to provide customers with recommendations based on answers provided by the customers to a series of questions. As the Company continues to build out this advisor tool, the Company will seek to provide more information on: o EVs available in the market, including pre-owned models; o Environmental impacts of EVs; o Costs and benefits of EVs, including fuel and maintenance costs; o Auto Dealers who are knowledgeable about EVs; o Charging equipment options and estimated costs to install; o Available incentives for purchasing or driving an EV; and
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o Rate recommendations, including information encouraging customers to charge during off-peak periods
Over the course of the TEP, the Company will seek to improve the online and mobile experience by providing self-service capabilities that provide customers with personalized information needed to understand the true costs and benefits of EV ownership and operation, identify where to buy an EV, and how to charge it. Other enhancements may focus on creating deeper customer-specific data, sharing load insights from the AGIS platforms, and providing post-purchase content to support the needs of customers as they charge at home and in at public locations.
Fleet Advisory and Assessments This program seeks to provide information, data and technical assistance to help inform fleet electrification and, in some cases, workplace charging decisions and assist customers in building a robust and actionable electrification plan. The electrification plan will consist of a procurement plan for EVs, strategies for charging infrastructure buildout and guidelines for optimizing vehicle usage and charging economics.
As part of this service, the Company working with customers that operate fleets (public and private) will leverage telematics data to monitor key vehicle performance indicators such as, but not limited to, fleet vehicles usage, miles traveled, dwell times, GPS routes, fuel efficiency and idling time. This data is analyzed to identify which vehicles in the customers' fleet are best suited to be replaced with an EV model, based on operational needs, financial benefits, greenhouse gas savings and other factors deemed necessary by decision makers. As part of this service, the Company will also advise customers on their fleet and workplace charging infrastructure needs, including promoting our charging infrastructure programs and sharing information on the choices for charging equipment. The Company continues supporting customer's deployment plans by connecting them with charging equipment and service providers. Optimizing the investments made will be done by providing in-depth rate reviews and charging recommendations and developing and sharing insights into demand control software and technologies.
The Company will seek to work with fleets that represent a variety of duty classes, in particular medium- and heavy-duty fleets to the extent possible. The program will also seek to focus on other less mature segments of the fleet market, including public transit and school buses.
To be able to participate in the fleet advisory services, customers must:
· Be an electric customer of Xcel Energy. · Operate a "fleet," which is defined by 5 or more vehicles that are used to provide or
distribute services or products · Be willing to share all aggregate data collected and used for the assessment,
recommendations received from the assessment, key decisions made by internal stakeholders and all procurement documentation that are used for EV procurement and/or infrastructure projects.
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This program is based on the learnings, successes and outcomes of a pilot, completed in 2019, that was completed predominantly for fleets in Minnesota. Outcomes of the 2019 program include:
· 21 fleets found that of the 397 vehicles analyzed using telematics data, 196 EV recommendations were made that satisfied 100 percent of selection criteria. If size comparisons were not a requirement, 311 EVs would have been recommended.
· Total cost of ownership savings would, on average, be 16 percent or $159,000 · Aggregated savings for all fleets in the program exceed $1.13M
Our proposed program seeks to build on the lessons learned from the pilot and incorporate more vehicle options, site analysis for charging infrastructure and a rate optimization tool.
The following table (Table 14) indicates the level of fleet participation expected per calendar year. It is important to note that due to the length of time needed to collect data and the customization of each fleet project, the annual numbers may vary.
Table 104: Expected Fleet Assessments
2021 20
2022 30
2023 50
Total Fleets Assessed 100
Each fleet will require a customized assessment, with costs varying based on two critical factors: the number of fleet vehicles included in the assessment and if telematics services will be required or if they are already procured by the fleet through a partner vendor. Rebate levels will be adjusted over time to help ensure fleet engagement and eventual electrification are achieved.
Community Planning More communities are realizing energy planning plays a critical role in helping them reach their energy goals. The benefits of wise energy choices are diverse. Through collaborative work with citizens, businesses, and governments, a community can reduce their energy bills, promote clean energy options, drive economic development, improve air quality, and reduce greenhouse gas emissions. Since 2014, Xcel Energy's Partners in Energy (PiE) has been helping communities gather stakeholders to develop and implement energy action plans that address the challenges of local energy priorities with actionable strategies and resources. As part of the TEP, the Company is proposing to offer more robust tools, data, and expertise for electric vehicle planning that encompass multiple strategies to support the growth of EVs in the marketplace and charging infrastructure while integrating other XE offerings as appropriate. During the planning process, Xcel Energy and facilitators will seek to provide the guidance and framework to help develop a common vision and organized plan to achieve the communities' goals. The plans will leverage the Company's EV offerings as tools and resources that will be used when appropriate to reach the community's goals and will identify and incorporate additional resources as appropriate. Implementation of the plans will be supported as
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necessary to drive progress and remove barriers for up to 18 months. These services will be offered at no cost to participating communities, and we will seek to partner with sixty communities over the course of this TEP. The process and timeline for Partners in Energy Transportation Electrification Plan projects will include: · Applications seeking communities which have aspirations that go beyond what can typically
served by any of the other single programs offered. · A kick-off meeting to help organize the project team and establish a tentative workplan and
timeframe. · Facilitated workshops that seek to build the community's alignment and develop goals,
strategies and tactics to incorporate into plan. · Implementation support that helps enable the community to be successful with the
strategies and tactics they have identified. · Project management throughout the process to encourage progress and execution · Memorandums of Understanding (MOU) prior to planning and at the start of implementation
to define expectation of roles, commitments and contributions.
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5. Support for Income-Qualified Customers and Communities and Higher-Emissions Communities
5.1 Description
We recognize the need to work to support low-income communities as part of our TEP.
We have solutions that are intended to build on our portfolios to more directly benefit incomequalified customers and communities and higher-emissions communities. These solutions include:
· Community charging hubs in income-qualified and higher-emissions communities. The Company will further provide grants for the charging stations.
· Support access to the benefits of electric transportation and electric mobility services. The Company will seek to support electric ride sharing and ride hailing services and other shared mobility (e-bikes/scooters) in addition to customers who drive EVs that they either own or lease.
· Support affordable access to electric vehicles with purchase and lease rebates for income-qualified customers. The Company will work with community partners, dealerships, and the State of Colorado to implement purchase and lease rebates, at the point of purchase to the extent possible, that supports adoption of new and used EVs for income-qualified customers.
· Support for electric public transportation. The Company will seek to partner with public transit authorities and help lower the upfront costs of EV supply infrastructure and charging equipment.
· Additional support to lower the upfront costs of infrastructure. For income-qualified customers procuring electric vehicles and commercial customers that support income-qualified communities, we are seeking to provide additional support to help lower the upfront costs of charging infrastructure in homes and businesses. In these cases, we will provide rebates to lower the cost of the charging equipment for customers.
Additionally, the Company recognizes that the TEP should not just seek to benefit incomequalified communities but also communities disproportionately affected by vehicle emissionsrelated air quality concerns. Our understanding is that there is a strong correlation between the two, but also that large portions of our service territory, particularly in the Denver metro area, have these air quality issues. We believe that this plan creates positive impacts for both incomequalified communities and others affected by air quality issues. The Company will work with stakeholders in 2021 to identify higher-emissions communities that would be eligible for enhanced incentives for charging equipment in TEP programs. In future TEPs, the Company may pursue additional programs specifically targeting certain locations for enhanced incentives.
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5.2 Participation and Spend Forecasts
The following table (Table 15) highlights the expected number of participants in income-qualified and higher-emissions community programs over the course of the TEP.
Table 115: Expected Participants and Charging Station Ports and Vehicles Supported by Income-Qualified and Higher-Emissions Community Programs
Portfolio Residential
2021 50
2022 100
2023 150
Total 300
MFH
16
32
48
96
Commercial
71
145
160
376
EV Purchase/Lease Rebates
225
425
425
1,075
Total*
312
602
633
1,547
* Note that totals are approximate given that residential customers can participate in both the IncomeQualified Home Rebate and an EV Purchase/Lease Rebate.
The following table (Table 16) shows the expected spend, including capital, rebates, and O&M expenses, for income-qualified programs.
Table 16: Expected Spend on Equity Programs
Portfolio
Categories
Residential
Capital and Rebates
MFH
Capital and Rebates
Commercial
Research, Innovation, and Programs
Advisory Services
EV Purchase/Lease Rebates
Total
Capital and Rebates
Rebates and O&M expenses
Rebates and O&M expenses Rebates and O&M expenses
2021 $104,000 $52,000 $2,231,000
$600,000
$377,000 $1,168,000 $4,532,000
2022 $210,000 $96,000 $4,267,000
$1,200,000
$448,000 $1,908,000 $8,129,000
2023 $317,000 $144,000 $4,767,000
$1,200,000
$486,000 $1,910,000 $8,824,000
Total $630,000 $293,000 $11,266,000
$3,000,000
$1,310,000 $4,985,000 $21,485,000
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5.3 Processes and Policy
Eligibility Requirements
Customers and/or communities must meet the eligibility requirements to participate in the programs (Residential, Multifamily Housing, and Commercial), and, in order to receive rebates, the customer or community must demonstrate that:
· For residential, eligibility is based on a customer meeting any one of the following criteria: enrollment in the State of Colorado Low-Income-Energy Assistance Program (LEAP); enrollment in Energy Outreach Colorado's Colorado Affordable Residential Energy Program (CARE); enrollment in Colorado's Weather Assistance Program (WAP); enrollment in Company income-qualified DSM programs; enrollment in Company income-qualified Community Solar Gardens program; enrollment in Supplemental Nutrition Assistance Program (SNAP); enrollment in Temporary Assistance for Needy Families program (TANF); household income below 60% of state median income, below 200% of the relevant federal poverty level, or below 80% of area median income.
· For multifamily housing sites, income-qualified buildings are defined as having participated in the Affordable Housing Weatherization, Multifamily Weatherization, or Affordable Housing Rebate Programs within the last five years or currently meet the income qualifications of those programs. These criteria require 66% of building population be at or below 60% of state median income, below 200% of the relevant federal poverty level, or below 80% of area median income. In addition, buildings located in high emissions communities will qualify for rebates for charging equipment.
· For Commercial fleet and workplace, organizations must demonstrate that they would qualify for a non-profit energy efficiency program, are public organizations seeking to provide accessible and service for income-qualified customers, or are high emissions communities.
· For community charging hubs, the Company will offer rebates for charging equipment for infrastructure located in a census block where more than 50 percent of households have incomes at or below 80 percent of the area median income and in identified higheremissions communities.
Enhanced Advisory Services
The Company has worked with stakeholders to identify challenges for low-income communities to access the benefits of transportation electrification. The Company recognizes the need for advisory services that are tailored for low-income communities and will seek to partner with other organizations to help raise awareness of the benefits of electric vehicles and the programs being offered. In particular, the Company will adjust marketing in different segments and include:
· Residential and Multifamily housing. The Company will work with partner organizations to help increase awareness of EV ownership options for income-qualified customers through working with dealerships, including used dealerships, and conduct outreach that is accessible and speaks to low-income buyers' unique challenges. As part of this work, the
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Company will provide collateral in English and Spanish and seek feedback on program materials to help ensure that the messages resonate. Community events will also be emphasized as an important avenue for helping increase the awareness of EV benefits and the Company's programs. · Fleets. The Company's account managers and community relations representatives will proactively conduct outreach to customers who operate fleets that support income-qualified communities, including public transit, school buses, and services dedicated to serving disadvantaged communities. The Company will offer its advisory services, including analytics, at no-cost to these customers. · Community Planning and Public Charging. Similar to fleets, the Company will proactively seek to partner with communities that have significant numbers of income-qualified customers. As part of this work, the Company will work with the communities to help develop goals and also advise on strategic initiatives to help meet these goals for the community, including supporting community charging hub infrastructure.
Rebates, Incentives, and Rates
In addition to the infrastructure services, the Company will offer rebates to help further reduce the costs of charging equipment as part of the programs. The Company is proposing to offer the following additional rebates and incentives for income-qualified customers and communities and higher-emissions communities:
· Residential While the Company is intending to offer up to $500 in rebates and incentives for residential customers, the Company would offer up to $1,300 for income-qualified residential customers to cover the costs wiring a home for EV charging and charging.
· Multifamily Housing. The Company is intending to offer rebates to cover the full cost of the charging equipment for buildings meeting the income-qualified qualification threshold in addition to the EV supply infrastructure
· Commercial: o Fleet/Workplace L2. For customers who have fleets dedicated to serving incomequalified customers or an employer dedicated to serving income-qualified communities, the Company would offer rebates to help cover the costs of the charging equipment. o Medium/Heavy-Duty. For customers that operate large fleets that serve a significant income-qualified population, including transit agencies and school districts and school bus operators, the Company would offer rebates for a significant portion of the costs of chargers. o Community Charging Hubs. The Company would offer rebates for the charging equipment for the community charging hubs located in communities with a large incomequalified population.
As discussed elsewhere in this document, the Company would adjust these incentives based on the participation in the program. For instance, in the event that customers are not participating in the income-qualified residential rebate program, the Company will evaluate the effectiveness of its marketing and advisory services and potentially increase the incentive to encourage more
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participation or seek to support income-qualified communities through another one of the programs.
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6. Evaluation, Reporting, and Stakeholder Engagement
6.1 Description
One of the considerations provided in SB 19-077 is focused on "transparency, incorporating public reporting requirements to inform design and commission policy," and the Company has spent time discussing these topics in meetings and workshops with stakeholders. Sharing results and evaluating these programs will be important as we look to make improvements over time. We have developed a robust process for gathering feedback and input from stakeholders, ensuring transparency and sharing lessons learned, and assessing our customers' experiences and perceptions about EVs that could help maximize the overall benefits and minimize the overall costs of transportation electrification over time .
The Company will provide reporting and conduct evaluations that will help deliver insights and key learnings on:
· the impact of advisory services on program participation rates; · the impacts of programs and advisory services on customer attitudes about EVs; · the actual costs of charging infrastructure installations for TEP programs; · the impact of rates and smart charging programs on charging behavior and impact on peak
demand; · the impacts on greenhouse gas and NOx emissions, including, to the extent possible, local
impacts; · the need for additional managed charging programs, including new potential optimization
charging programs and rate structures, that could be implemented in the future to serve EV customers; · research and innovation project descriptions, objectives, status, costs, and lessons learned; and · potential enhancements and future design considerations.
As part of semi-annual reporting, Public Service will share information and provide reporting on metrics, including:
· estimated number of EVs in service territory, by type (e.g. light-, medium-, heavy-duty) where possible
· estimated number and capacity of known charging stations and ports in service territory · number of participants in TEP programs · TEP spending, broken out by portfolio and program category · TEP revenue, broken out by portfolio and program category · estimated consumption of electricity (in kilowatt-hours) by electric vehicles · estimated level of demand (in kilowatts) resulting from electric vehicles · estimates for the amount of energy sold to program participants during on-peak and off-peak
time periods, where feasible
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· average costs for charging installations, including EV supply infrastructure and charging equipment
· geographical distribution of program participants and infrastructure investments · reduced carbon emissions resulting from EVs and TEP programs · reduced NOx emissions resulting from EVs and TEP programs · insights drawn from customer experience and program performance, including customer
surveys and Customer Effort Score results · a summary of ongoing EV pilots and programs from other Xcel Energy service territories · specific rate schedules under which participating customers take service (aggregated at the
program level) · progress of EV sales toward meeting the State's EV goals and the proportion of the State's
goal for the Company's service territory · average cost of a line extension for MFH and Commercial portfolios · average cost of a line extension for a utility-owned DCFC station · number and dollar amounts of rebates given by type and by program, with equity rebates
differentiated · updates and progress made in quarterly stakeholder meetings · aggregated and anonymized data via third parties for information from MFH site hosts and
Commercial program participants detailing site-specific data (start and stop times of charging, peak kW per charging session, number of charging sessions daily, amount of time each vehicle charge per session daily, whether station owner provides charging for free or if there are usage fees, operating costs, any technologies being used to manage demand) · aggregated and anonymized data on energy sales during on-peak and off-peak periods and aggregated customer load profiles · number of small MFH sites, where a four-port minimum may not be cost-effective to support, express interest in participating in MFH programs · number of customer sites that express interest in TEP programs but do not qualify for either Residential or MFH programs · information specific to the EV purchase and lease rebate program, including demographic data (aggregated income and zip codes for participants), make and model of EVs purchased, age of EVs purchased, purchase prices, whether EV rebate impacted the participants' decisions to purchase or lease an EV, and how customers heard about the rebate program
6.2 Spend
The Company estimates costs for evaluation and stakeholder feedback for the TEP will be approximately $1,500,000 over the three-year plan. The third-party evaluator will be selected by the Company now that the Commission has approved the TEP.
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6.3 Process
· Host quarterly advisory group meetings. Similar to the Company's demand-side management roundtable, the Company will host meetings intended to foster discussion about programs in-market, gather ideas for continuing to improve the programs and portfolios, and discuss whether additional projects and programs are necessary in order to support transportation electrification in Colorado. The Company will also seek to participate in stakeholder processes, including the Colorado Electric Vehicle Coalition, to provide more frequent updates while seeking input and feedback. The Company will file a brief overview (via PowerPoint slides) of TEP implementation updates, expenditures, and any milestones achieved each quarter. In addition, quarterly TEP stakeholder meetings will cover the following specific topics at either the first or ongoing stakeholder meetings: o TEP equity programs, including progress made on implementation, additional criteria for income-qualified programs, revisions to any geographically-based criteria for higher-emissions communities, or additional processes for eligibility verification; o Third-party evaluation plan; o Marketing materials, to ensure they are developed in a competitively neutral way; o Access to support on transportation electrification for small MFH buildings; o Development of innovative fleet programs; o Establishing a regular schedule for 60/90 Day Notices; o Company-owned DCFC station siting metrics; o DCFC pricing structures; and o Interoperability needs and technical requirements for charging stations
· Provide data on key metrics in semi-annual EV compliance reports. Throughout the Transportation Electrification Plan period, Public Service will provide updates on key metrics in semi-annual TEP compliance reports filed by April 1 and October 1 of each year following the first year of operation. The April 1 report will serve as the basis for any true-up adjustments to the CPCA rider to go into effect on July 1 each year. Additionally, Public Service will file a TEP budget and cost forecast on or before October 1 each year for inclusion in amounts to be collected in the CPCA rider for the upcoming year.
· Engage third-party evaluators. The evaluation of the programs and projects will provide information on certain metrics such as the customer experience and the impacts programs have on customer perceptions of electric vehicles, EV adoption, and the grid.
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Portfolio
Program
Residential
Residential Outside TEP
Standard Home Wiring Rebate
Income-Qualified Rebate
Home Charging Service Charging Perks & Static Optimization Residential Rates
Multifamily Housing
Shared Parking Site Host Provided Equipment Shared Parking Full Service
Assigned Parking Full Service New Construction Rebate MFH Income-Qualified Rebate
Commercial
Fleet & Workplace Fleet & Workplace Optional Charger Service Fleet & Workplace Income-Qualified
Community Charging Hubs
Community Charging Hubs IncomeQualified
Public DCFC
Public Service Public DCFC
Primary General EV Pilot Small Commercial Rebate
Appendix
Public Service Contribution
$500 Rebate
$1,300 Rebate Installed L2 Charging
Equipment DSM Incentive Time-Varying Rate
EV Supply Infrastructure EV Supply Infrastructure &
L2 Charging Equipment EV Supply Infrastructure &
L2 Charging Equipment $2,000 per Port
$800 - $2,000 per Station
EV Supply Infrastructure EV Supply Infrastructure &
L2 Charging Equipment $2,200-$45,000 Rebates EV Supply Infrastructure
$15,000 - $40,000 EV Supply Infrastructure
(also L2 charging) EV Supply Infrastructure
and DCFC
EV Supply Infrastructure
TBD
Customer Requirement and Contribution
Participate in optimization program for one year and balance of home wiring Enroll in optimization program with opt-out option and balance of charging infrastructure Participate in qualifying optimization program and monthly payment ($13.29) Load management Load management
Line extension & charging equipment
Line extension & monthly payment ($28.21 to $55.38/port) Participate in optimization program for one year, line extension, & monthly payment ($15.37/port) Balance of EV wiring Balance of EV charging equipment
Line Extension & charging equipment Line Extension & Monthly payment ($28.21 to $55.38/port) Balance of charging equipment Line Extension site locating/hosting, & charging equipment
Balance of charging equipment
Line Extension, site locating/hosting, & charging equipment Rate per charging session (TBD via separate Advice Letter) Line extension for secondary service; safety precautions; charging equipment or optional monthly payment for L2 charging service Balance of charging infrastructure and equipment
Forecasted Quantity
15,100
300
10,100
Admin/O&M TOTAL 230
230
250 475 96 Admin/O&M TOTAL 1,415 650 160 314
216
186
24
240
TBD
Forecasted Spend
$7.55M
$0.39M
$8.09M
$2.17M $18.20M $3.12M
$0.63M
$1.93M $0.95M $0.14M $1.50M $8.27M $10.89M $1.77M $2.92M $12.43M
$1.18M
$9.63M
$3.90M
$2.92M
TBD
IncomeQualified Portion
$0 $0.39M $0.24M
$0.63M $0.33M
$0 $0.32M
$0M $0.14M $0.79M $2.21M
$0 $2.92M $4.97M $1.18M
$0 $0
$0 TBD
Portfolio Commercial: Outside TEP
Research, Innovation, Partnerships
Advisory Services
EV Purchase and Lease Rebates
Evaluation & Engagement
Program Commercial S-EV Rate and Other TimeVarying Rates
Projects to be filed as Modifications School Bus Electrification
Residential and MFH Fleets Community
New EV Rebate (Income-qualified customers only)
Used EV Rebate (Income-qualified customers only)
Evaluation & Engagement
Public Service Contribution Time-Varying Rate with
CPP
TBD Through TEP Modifications
$2.2M total in grants
Education & Outreach Assessments & Outreach Plan & Implementation
$5,500
$3,000
Customer Requirement and Contribution
Forecasted Forecasted
Quantity
Spend
Load management
Admin/O&M TOTAL
Balance of bus and charging station costs
Income-qualified customer, agreement not to claim state EV tax credit and to share limited tax return information; one rebate per vehicle; PSCo customer; purchase/lease of new EV Income-qualified customer, agreement not to claim state EV tax credit and to share limited tax return information; one rebate per vehicle; PSCo customer; purchase of used EV
Admin/O&M TOTAL n/a 100 60
Admin/O&M TOTAL
~350
~700
Admin/O&M TOTAL
$4.49M $50.13M $5.00M
$2.2M $5.00M $12.20M
$0 $2.5M
$0 $10.60M $13.10M
$2.1M
$2.1M
$0.8M $5.0M
Admin/O&M TOTAL
$1.5M $1.5M
IncomeQualified Portion
$11.28M $1.50M $0.7M $1.50M $3.7M
$0 $0.38M
$0 $1.59M $1.97M
$2.1M
$2.1M
$4.2M
n/a n/a
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