Overcoming Barriers to Deployment of Plug-in Electric Vehicles (2015) / Chapter Skim
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6 Implications of Plug-in Electric Vehicles for the Electricity Sector
6 Implications of Plug-in Electric Vehicles for the Electricity Sector
Pages 98-108
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From page 98... ...
That mistaken belief is regulate transmission and wholesale sales of energy in interalso held in other countries and has been cited as a key reason state commerce, the retail electricity sector is regulated heav ily and almost entirely by individual state regulatory com 1 An electric utility is a publicly or privately owned company that missions. Thus, the ability of private-investor-owned electric generates, transmits, and distributes electricity for sale to the public utilities to foster or impede the development of PEVs will and includes vertically integrated utilities that own their generation vary significantly based on the actions of the individual state plants, transmission components, and distribution wires and un- utility commissions.
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From page 99... ...
electricity sector. Orders No.
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From page 100... ...
As with virtually all end uses of electricity, system, such as a new transformer or a larger branch circuit that the point of contact between the electricity sector and the end would not otherwise have been needed. user is the distribution company, regardless of whether it is The charging of an individual PEV could be a challenge residential charging, public charging, or fleet charging.
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From page 101... ...
There are multiple dimensions to the issue, includ- behavior exhibits a gradual load curve that peaks at about 7 ing how many PEVs will be purchased, where PEVs will be p.m., when most PEV owners arrive at home from work and charged, and whether the pattern of charging will be coinci- plug in to charge at the same time. Even then, the number of dent with local peak electricity consumption.
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From page 102... ...
high costs for commercial for a PEV is not likely to change because of fast charging, the and industrial customers due to demand charges (see Table higher charging levels simply mean that PEVs will charge in a 6-1 for descriptions of various rate structures)
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From page 103... ...
Implications of Plug-in Electric Vehicles for the Electricity Sector Time-of-Use A rate that prices electricity according to the season or time of day that it is used. Accomplishes several goals: reflects economic Could cause some customers' bills to increase, especially (TOU)
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From page 104... ...
does not offer TOU rates, but PG&E does. Figure 6-4 shows Residential electric rate structures for vehicle charg- that while the vehicles were connected to residential chargers ing can also be an impediment to PEV adoption.
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From page 105... ...
state regulatory commissions offer PEV owners the option of PEVs individually and in combination with other technolo purchasing electricity under TOU or real-time pricing. gies likely to be implemented in the distribution system (such as distributed storage, distributed generation, and advanced ELECTRICITY SECTOR REGULATORY ISSUES controls)
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From page 106... ...
.9 existing infrastructure and would be able to spread some of the cost of providing charging services across their customer Finding: Electric utilities that provide PEV charging services base independent of whether any individual customer owned have multiple reasons for doing so that can positively affect a PEV or used the public charging infrastructure. utility ratepayers and the utilities themselves.
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From page 107... ...
2010. Needs of Public Charging Infrastructure provide PEV charging services to their customers when con- and Strategy of Deployment.
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From page 108... ...
2014. Electric Power Supply Associ tric Vehicle Charging Infrastructure Summary Report: ation, Petitioner v.
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