(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 electrical demand and generation have created escalating peak and low periods of electrical 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. (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, âelectric vehicle grid integrationâ means any method of altering the time, charging level, or location 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 net benefits to ratepayers by doing any of the following: (A) Increasing electrical grid asset utilization. (B) Avoiding otherwise necessary distribution infrastructure upgrades. (C) Integrating renewable energy resources. (D) Reducing the cost of electricity supply. (E) Offering reliability services consistent with Section 380 or the Independent System Operator tariff. (2) Electric vehicle grid integration strategies shall not require the use of any specific technology. (3) Electric vehicle grid integration may be achieved using multiple strategies, including, but not limited to, the adoption of an electrical rate design, a technology, or a customer service, if that adoption helps provide net benefits to ratepayers pursuant to paragraph (1). (4) The commission may adopt a revised definition for âelectric vehicle grid integrationâ through a new or existing proceeding to replace the definition in paragraph (1). Any revised definition of âelectric vehicle grid integrationâ adopted by the commission shall be applicable to load-serving entities, as defined in Section 380. (c) By December 31, 2020, in an existing proceeding, the commission shall establish strategies and quantifiable metrics to maximize the use of feasible and cost-effective electric vehicle grid integration by January 1, 2030, consistent with all of the following: (1) The electric vehicle grid integration strategies shall account for the effect of time-of-use rates on electricity demand from electric vehicle charging. (2) Expenditures on electric vehicle grid integration shall be in the best interests of ratepayers, as defined in Section 740.8, and consistent with Section 451. (3) The electric vehicle grid integration strategies shall reflect electrical demand attributable to electric vehicle charging, including from existing approved rates and programs. (4) Electric vehicle grid integration shall be consistent with the transportation electrification goals described in Section 740.12. (5) The commission shall consider incorporating the National Institute of Stan
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