Plug-In Electric Vehicle Rates

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1 Plug-In Electric Vehicle Rates

2 Plug-In Electric Vehicle Rates Customer premise and public electric vehicle rates from inception to implementation Tariff design objectives New business practices & integration opportunities Stakeholder collaboration examples National perspective

3 About IPL 528 square mile service territory ~470,000 retail customers Business Stats ~3,500 MW 97% coal fired generation 2010 Revenue ~$1 billion

4 $ $ $ $ $ $50.00 $ Residential Bill Comparison* 20 Largest U.S. Cities with Investor-Owned Utilities *Cost of 1,000 kwh per month for residential service-using rates in effect July 1, 2010 **Standard Rate for Electric Service Not Available due to Deregulation or Variable Daily Energy Rate El Paso, TX Phoenix, AZ Columbus, OH Milwaukee, WI Detroit, MI Chicago, IL Washington, DC Baltimore, MD Philadelphia, PA Boston, MA New York City, NY San Diego, CA San Jose, CA San Francisco, CA Dallas, TX** Fort Worth, TX** Houston, TX** Source: 2010 KB Parrish Report Denver, CO Charlotte, NC Indianapolis, IN Monthly Bill for 1,000 kwh Customer

5 IPL Part of EV Project with ESN Project Plug-IN Support 150 home-based and 50 public/fleet chargers Include time-based rates for EV charging Collect information for ~12 to 18 months to manage grid impacts

6 Why did IPL create EV Tariffs? Measure Potential Grid Impact Enhance customer experience Understand electrical requirements for charging Show drivers what they are using like gasoline pump Align prices with actual costs Foster adoption of Electric Vehicles in Indiana Environmental Advantages Reduce emissions, homeland security & energy independence

7 EV Tariff Challenges Customer Expectations Different uses home, work, public Fuel savings with standard tariff rates Convenient and easy to understand Recognize driving/behavior changes with EVs Use EV TOU rate, but avoid TOU for entire house Distribution System demand impacts Metering

8 Distribution System Impacts EV Impact on Residential Demand 6.6 kws st Generation EVs 2nd Generation EVs Household EV This relates to 75% to 125% increase in demand but only 20% increase in consumption based on estimated consumption ~ 2,500 kwhrs per year for 12,000 miles.

9 Sub-Metering Options AMR meter not sure of interval success Metering circuit board in charger (+/-2%) (Possible delay until Q3) EVSE revenue grade meter module available (+/- 0.5%) for additional ~ $100-$150 Data logging in vehicle AMI meter via Silver Spring Networks (planned but limited) Traditional meter manual read (interim)

10 Tariff Design Concepts Provide price signals strong enough to develop desirable charging behavior Avoid re-training customers Recognize customer behavior change required for EV itself Incorporate demand component through allocation of avoided capacity costs which impact the transformer capacity issue Keep It Simple

11 Customer Premise Rate EVX Summer and winter time periods Riders apply EVX Rates Non-Holiday Weekdays Holidays & Weekends Price / kwh Peak 2pm-7pm Summer (Jun- Sept) Mid-Peak Off-Peak 10am-2pm; 7pm-10pm 12am-10am; 10pm-12am 10am-10pm am-10am; 10pm-12am Winter (Jan -May; Oct -Dec) Peak 8am-8pm 8am-8pm Off-Peak 12am-8am; 8pm-12am 12am-8am; 8pm-12am 2.764

12 Public Rate EVP Recognize range anxiety Voluntary program Flat fee per session ($2.50) Not time limited Foster EV adoption/public awareness

13 Stakeholder Collaboration Project Plug-In Not-for-profit consortium to foster EV adoption Vehicle and battery OEMs, other utilities, universities, State Office of Energy, MISO Purdue University Completed Modeling, joint whitepaper to be published soon Ride and Drive Events Corporations, Public parks, Indianapolis Motor Speedway Over 25 outreach events Q1 to Q Not-for-profit events, schools, state fair, energy fairs

14 Experience to date Positive Customer Feedback 40 customer premise chargers active 12 public chargers active 6 more public chargers expected by December Challenges Equipment & software availability 1 st to deploy wifi enabled units Internal process development Metering and Billing integration has been slow Regulatory stakeholder education Permitting nuances for commercial sites Vehicle availability

15 National Perspective Customer premise EV rates At least 14 companies have time of use (TOU) rates Two or three tiered Seasonal changes Whole-house or separately metered Several other utilities are studying rate design Public EV Charging Most with no charge IPL = flat fee Several Subscription based (i.e. DTE and evgo)

16 Reference Materials IPLpower.com for more information Financial analysis tools from Project Get Ready (Rocky Mountain Institute) See November 2010 EV report focused on fleets October 2010 report from Project Get Ready listing Indianapolis as an aggressive follower Purdue

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