Amended
IN
Senate
July 05, 2018 |
Amended
IN
Senate
June 22, 2017 |
Amended
IN
Assembly
May 30, 2017 |
Amended
IN
Assembly
March 23, 2017 |
Introduced by Assembly Member Quirk |
December 05, 2016 |
Under existing law, the Public Utilities Commission (PUC) has regulatory authority over public utilities, including electrical corporations. Existing law requires the PUC, in consultation with the State Energy Resources Conservation and Development Commission (Energy Commission), the State Air Resources Board (state board), electrical corporations, and the motor vehicle industry, to evaluate policies to develop infrastructure sufficient to overcome any barriers to the widespread deployment and use of plug-in hybrid and electric vehicles and, by July 1, 2011, to adopt rules that address specified issues. Existing law requires the PUC, in cooperation with the Energy Commission, the state board, air quality management districts and air pollution control districts, electrical and gas corporations, and the motor vehicle industry, to evaluate and implement policies to promote the development
of equipment and infrastructure needed to facilitate the use of electric power and natural gas to fuel low-emission vehicles.
Existing law, enacted as part of the Clean Energy and Pollution Reduction Act of 2015, requires the PUC, in consultation with the Energy Commission and state board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to reduce dependence on petroleum, meet air quality standards, achieve the goals set forth in the Charge Ahead California Initiative, and reduce emissions of greenhouse gases to 40% below 1990 levels by 2030 and to 80% below 1990 levels by 2050. The PUC is required to approve, or modify and approve, programs and investments in transportation electrification, including those that deploy charging infrastructure, through a reasonable cost recovery mechanism, if they are consistent with the above-described purposes, do not unfairly compete with
nonutility enterprises, include performance accountability measures, and are in the interests of ratepayers.
This bill would require the PUC, by March 30, 2018, in consultation with the state board and the Energy Commission, to consider authorizing electrical corporations to offer programs and investments that support customers who purchase a used electric vehicle. If authorized by the PUC, the bill would require that the programs and investments be designed to accelerate widespread transportation electrification, achieve ratepayer benefits, reduce dependence on petroleum, meet air quality standards, and reduce emissions of greenhouse gases. If authorized, the bill would require the PUC to
review, modify if appropriate, and decide whether to approve each proposal to offer these programs and investments that is filed by an electrical corporation within one year of the date of filing of the completed proposal. If the program is approved, the bill would provide that a participant in the program would receive electrical service for charging their electric vehicles at a grid-integrated rate, as defined. The bill would require that a program approved by the PUC include a reasonable mechanism for cost recovery by the electrical corporation.
Under existing law, a violation of the Public Utilities Act or any order, decision, rule,
direction, demand, or requirement of the PUC is a crime.
Because the provisions of this bill would be a part of the act and because a violation of an order or decision of the PUC implementing its requirements would be a crime, the bill would impose a state-mandated local program by creating a new crime.
The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement.
This bill would provide that no reimbursement is required by this act for a specified reason.
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(C)In and to all rights to obtain adjustments to the tariff relating to fixed recovery amounts pursuant to the terms of Section 848.1 and the financing order.
(j)
(k)
(d)
(b)
(c)
Notwithstanding subdivision (g) of Section 848.1, the commission shall credit ratepayers, in a manner to be determined by the commission, with the net after tax amount of any payments, offsets, or other credits the recovery corporation actually receives from generators of electricity or other energy suppliers that would have reduced the unamortized balance of the recovery corporation’s regulatory asset created under the commission’s Decision No. 03-12-035 but for the prior issuance of recovery bonds.
The Legislature finds and declares all of the following:
(a)It is the policy of the state and the intent of the Legislature to encourage transportation electrification.
(b)To reach the aggressive goals for reducing emissions of greenhouse gases to 40 percent below 1990 levels by 2030 and to 80 percent below 1990 levels by 2050, the entire state fleet, both public and private, will need to make a dramatic transition to vehicles that emit far less of greenhouse gases.
(c)In 2012 the Governor issued an executive order directing the
state government to help accelerate the market for zero-emission vehicles (ZEVs) calling for 1.5 million ZEVs in California by 2025. In November 2016, cumulative sales of ZEVs in California since 2010 were predicted to hit over 250,000. This is significantly less than the 1.5 million needed by 2025 in order to meet state goals.
(d)The establishment of adequate infrastructure to support one million ZEVs by 2020 in anticipation of the 1.5 million ZEVs on California roads by 2025 is also significantly behind schedule.
(e)These goals are stepping stones toward the greater 2050 goal of virtually all personal transportation in the state being based on ZEVs. More needs to be done to install electric vehicle infrastructure that will support and enable these critical zero-emission
vehicle goals.
(f)According to United States Census data, over 49 percent of California’s housing structures were built prior to 1960 and over 87 percent were built prior to 1980. Older homes and neighborhoods may require upgrades to electrical panels, lines, and transformers to accommodate the demand for charging electric vehicles.
(g)Encouraging the growth of the secondary electric vehicle market could provide an opportunity to increase the use of electric vehicles in disadvantaged communities.
(a)For purposes of this section, the following terms have the following meanings:
(1)“Electric vehicle” means both battery electric and plug-in hybrid electric vehicles.
(2)“Grid-integrated rate” means an electrical service rate design that reflects dynamic electrical grid conditions.
(b)By March 30, 2018, in an
existing proceeding, the commission, in consultation with the State Air Resources Board and the Energy Commission, shall consider authorizing electrical corporations to offer programs and investments that support customers who purchase used electric vehicles. If authorized by the commission, the programs and investments shall be designed to accelerate widespread transportation electrification, achieve ratepayer benefits, reduce dependence on petroleum, meet air quality standards, and reduce emissions of greenhouse gases. If authorized, the commission shall
review, modify if appropriate, and decide whether to approve each proposal filed by an electrical corporation pursuant to this section within one year of the date of filing of the completed proposal.
(c)Customers of an electrical corporation receiving access to an electric vehicle charging program pursuant to this section shall receive electrical service pursuant to a grid-integrated
rate for charging their electric vehicles.
(d)An electrical corporation’s electric vehicle charging program authorized by the commission pursuant to subdivision (b) shall include a reasonable mechanism for cost recovery by the electrical corporation.
No reimbursement is required by this act pursuant to Section 6 of Article XIII B of the California Constitution because the only costs that may be incurred by a local agency or school district will be incurred because this act creates a new crime or infraction, eliminates a crime or infraction, or changes the penalty for a crime or infraction, within the meaning of Section 17556 of the Government Code, or changes the definition of a crime within the meaning of Section 6 of Article XIII B of the California Constitution.