Bill Text: CA SB676 | 2019-2020 | Regular Session | Amended
NOTE: There are more recent revisions of this legislation. Read Latest Draft
Bill Title: Transportation electrification: electric vehicles: grid integration.
Spectrum: Moderate Partisan Bill (Democrat 7-1-1)
Status: (Passed) 2019-10-02 - Chaptered by Secretary of State. Chapter 484, Statutes of 2019. [SB676 Detail]
Download: California-2019-SB676-Amended.html
NOYES
Bill Title: Transportation electrification: electric vehicles: grid integration.
Spectrum: Moderate Partisan Bill (Democrat 7-1-1)
Status: (Passed) 2019-10-02 - Chaptered by Secretary of State. Chapter 484, Statutes of 2019. [SB676 Detail]
Download: California-2019-SB676-Amended.html
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Amended
IN
Senate
May 01, 2019 |
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Amended
IN
Senate
March 27, 2019 |
CALIFORNIA LEGISLATURE—
2019–2020 REGULAR SESSION
| Senate Bill | No. 676 |
| Introduced by Senator Bradford |
February 22, 2019 |
An act to add Section 740.16 to the Public Utilities Code, relating to transportation electrification.
LEGISLATIVE COUNSEL'S DIGEST
SB 676, as amended, Bradford.
Transportation electrification: electric vehicles: grid integration.
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, 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. Existing law requires the PUC, in consultation with the Energy Commission and the State Air Resources Board, to direct electrical corporations to file applications for programs and investments to accelerate widespread transportation electrification to achieve specified results. Existing law requires the PUC to approve, or modify and approve, programs and investments
in transportation electrification, including those that deploy charging infrastructure, through a reasonable cost recovery mechanism, under certain circumstances. Existing law requires the PUC, in an existing proceeding, to consider facilitating the development of technologies that promote grid integration.
This bill would require the PUC, by December 31, 2020, in an existing proceeding, to establish targets to be achieved by 2025 and 2030 strategies for electric vehicle grid integration, as defined, for the service territory of each electrical corporation with at least 200,000 customers, subtargets for community choice aggregators with at least 200,000 customers in that service territory, and subtargets for electric service providers as the PUC deems just and reasonable.
that would shift, by January 1, 2030, at least 25% of the estimated electrical demand by customers of electrical corporations, community choice aggregators, and electric service providers for electric vehicle charging from peak-demand periods to other periods. The bill would require the PUC to reference the electric vehicle grid integration targets and subtargets strategies in all ongoing and subsequent proceedings that address issues of transportation electrification in any part, as applicable, and identify how programs and investments that the PUC may approve will advance the achievement of that target or subtarget.
the strategies. The bill would require the commission, PUC, when executing its transportation electrification responsibilities, to consider how, or if, electric vehicle grid integration can mitigate any generation, transmission, or distribution costs, or increase the economic, social, or environmental benefits associated with transportation electrification, and to not foreclose future utilization of electric vehicle grid integration. The bill would require electrical corporations and community choice aggregators to include in specified filings certain information relating to the electric vehicle integration strategies. The bill would require the Energy Commission, by December 31,
2020, with the assistance of the PUC, to establish similar electric vehicle grid integration targets for the service territory of each strategies for local publicly owned electric utility with at least 200,000 customers. utilities serving more than 700 gigawatthours of annual electrical demand.
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 above provisions amend the Public Utilities Act, and the PUC would be required to issue an order, decision, rule, direction, demand, or requirement to implement those provisions, a violation of any of which would be a crime, this bill would impose a state-mandated local program. Further, because the bill would impose additional duties on community choice aggregators, which are local agencies, this bill would impose a state-mandated local program.
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 specified reasons.
Digest Key
Vote: MAJORITY Appropriation: NO Fiscal Committee: YES Local Program:Bill Text
The people of the State of California do enact as follows:
SECTION 1.
Section 740.16 is added to the Public Utilities Code, to read:740.16.
(a) (1) The Legislature finds and declares all of the following:(A) State policy incentivizes and encourages the increased use of electric vehicles, and relies, in part, on the ratepayers of electrical corporations to fund policies intended to increase the usage of electric vehicles.
(B) Changes in electricity demand and generation have created escalating peak and low periods of electricity supply and demand, and the cost of wholesale electricity and electricity delivery during peak demand periods is typically greater than during other periods.
(C) It is feasible and practicable to adjust the period during which an electric vehicle charges, in part or in full, to reduce its cost impact during periods of peak demand or grid congestion, to utilize available renewable electric generation, to avoid curtailments of renewable electric generation, and to provide reliability services.
(D) Time of use rates for customers with electric vehicles can reduce costs or mitigate cost increases for all ratepayers due to increased usage of electric vehicles by incentivizing electric vehicle charging at periods of low demand and low grid congestion. Electric vehicle grid integration can provide benefits to all ratepayers in addition to time of use rates.
(2) It is, therefore, the policy of the state and the intent of the Legislature
to maximize net ratepayer and grid benefits from transportation electrification and reduce costs or mitigate cost increases for all ratepayers due to increased usage of electric vehicles by accelerating electric vehicle grid integration and by ensuring that any investments in transportation electrification do not foreclose the electric vehicle grid integration potential of these investments.
(b) (1) For purposes of this section, “electric vehicle grid integration” means any action taken by a grid-connected electric vehicle
vehicle, operator of a grid-connected electric vehicle, or electric vehicle supply equipment to alter the time or rate at which grid-connected electric vehicles charge or discharge, in a manner that optimizes plug-in electric vehicle interaction with the electrical grid and provides benefits or services to the electrical grid, ratepayers, the electric vehicle driver, or site host. Such actions include, but are not limited to, increasing adopting technologies or rate structures that, in a manner that provides net benefits to ratepayers, do any of the following:
(A) Increase electrical grid asset utilization, avoiding utilization.
(B) Avoid otherwise necessary distribution infrastructure upgrades, integrating upgrades.
(C) Integrate
renewable energy resources, reducing resources.
(D) Reduce the cost of electricity supply, or offering supply.
(E) Offer
reliability services consistent with Section 380 or the Independent System Operator tariff, in a manner that provides net benefits to ratepayers. It tariff.
(2) “Electric vehicle grid integration” does not mean the use of any specific technology to achieve these benefits.
(c) By December 31, 2020, in an existing proceeding, the commission shall establish targets
strategies for electric vehicle grid integration for the service territory of each electrical corporation with at least 200,000 customers, subtargets for community choice aggregators with at least 200,000 customers in that service territory, and subtargets for electric service providers as the commission deems just and reasonable, that are that would shift, by January 1, 2030, at least 25 percent of the estimated electrical demand by customers of electrical corporations, community choice aggregators, and electric service providers for electric vehicle charging from peak-demand periods to other periods in a manner consistent with
all of the following:
(1) Expenditures on electric vehicle grid integration must be in the best interest of ratepayers, consistent with Section 451 and including consideration of cost savings for ratepayers by reducing the cost of wholesale electricity supply, the need for increased generation, and the need for increased grid infrastructure to meet forecasted demand.
(2) Electrical corporations, community choice aggregators, electric service providers, electric car manufacturers, electric fleet operators, and electric vehicle service providers shall work to achieve
further the electric vehicle grid integration targets and subtargets strategies established by the commission.
(3) The electric vehicle grid integration target and subtarget, as applicable, for each service territory or provider must be at least 10 percent of annual total estimated electric vehicle load in that service territory by 2025 and shall be increased annually to achieve at least 25 percent of annual total estimated electric vehicle load by 2030. strategies
shall reflect the proportionate share of each electrical corporation’s, community choice aggregator’s, or electric service provider’s estimated increase in electrical demand attributable to electric vehicle charging.
(d) By December 31, 2020, the Energy Commission shall, with the assistance of the commission, establish electric vehicle grid integration targets for the service territory of strategies that are consistent with paragraphs (1) to (3), inclusive, of subdivision (c) for each local publicly owned electric utility with at least 200,000 customers that are consistent with paragraphs (1) to (3), inclusive, of subdivision (c).
that adopts an integrated resource plan pursuant to Section 9621.
(e) In carrying out its responsibilities pertaining to transportation electrification, including, but not limited to, pursuant to Sections 740.2, 740.3, 740.8, 740.12, 740.13, and 740.14, the commission shall reference the electric vehicle grid integration targets and subtargets strategies established pursuant to subdivision (c) in all ongoing and subsequent proceedings that address issues of transportation electrification in any part, as applicable, and identify how programs and investments
that the commission may approve will advance the achievement of a target or subtarget.
the strategies. When approving, or modifying and approving, transportation electrification applications, the commission shall, to the maximum extent consistent with Section 451, give priority to those applications that assist in meeting the targets or subtargets furthering the strategies for electric vehicle grid integration.
(f) In executing its responsibilities on transportation electrification, including, but not limited to, pursuant to Sections 740.2, 740.3, 740.8, 740.12, 740.13, and 740.14, the commission shall consider how, or if, electric vehicle grid integration can mitigate any generation, transmission, or distribution costs,
or increase the economic, social, or environmental benefits associated with transportation electrification, and to shall not foreclose future utilization of electric vehicle grid integration.
(g) Each community choice aggregator shall, in each of its integrated resource plans prepared pursuant to Section 454.52, quantify how the community choice aggregator’s proposed investments in transportation electrification are expected to further the electric vehicle grid integration strategies adopted pursuant to subdivision (c).
(h) Each electrical corporation shall, in each of its applications to the commission for transportation electrification programs and investments filed pursuant to Section 740.12, quantify how the investments described in the application are expected to further the electric vehicle grid integration strategies adopted pursuant to subdivision (c).
(i) Each electrical corporation that files an application for programs and investments to accelerate widespread transportation electrification pursuant to Section 740.12 shall, in each of its load research report compliance filings submitted to the commission, report the electrical corporation’s annual measurable progress in furthering the electric vehicle grid integration strategies adopted pursuant to subdivision (c).
