Middle Tennessee Electric Membership Corporation's Tom Suggs

1. Thomas E. Suggs, Jr. PE
VP – Engineering
Middle Tennessee EMC

2. Middle Tennessee EMC
185,000 meters
1314 MW Peak Demand
10,500 miles of 25KV
line

9.  Recent headlines related to the coming of the
electric vehicle.

10.  Government wants instant rebate on Leaf

11.  Government wants instant rebate on Leaf
 Senators push for electric car bill

12.  Government wants instant rebate on Leaf
 Senators push for electric car bill
 Electric Car demand is Strong

13.  Government wants instant rebate on Leaf
 Senators push for electric car bill
 Electric Car demand is Strong
 Obama Raises U.S. Fuel Efficiency Standard
to 54.5 mpg

14.  Government wants instant rebate on Leaf
 Senators push for electric car bill
 Electric Car demand is Strong
 Obama Raises U.S. Fuel Efficiency Standard
to 54.5 mpg
 Tennessee Will Get Electric Car Chargers at
Cracker Barrel Restaurants

16.  More recent headlines related to electric
vehicles

17.  Americans say “no” to electric cars despite
gas price

18.  Americans say “no” to electric cars despite
gas price
 The negative impact of electric cars on the
environment

19.  Americans say “no” to electric cars despite
gas price
 The negative impact of electric cars on the
environment
 Electric car subsidies deserve negative vote

21.  I don’t know.

22.  I don’t know.
 You probably don’t know either.

23.  I don’t know.
 You probably don’t know either.
 It will play out over the next few years as the
technology matures.

24.  I don’t know.
 You probably don’t know either.
 It will play out over the next few years as the
technology matures.
 Governmental priorities, gas prices, cost of
the vehicles, vehicle range will be some of the
drivers

25.  Most, if not all, major automakers will have
plug in electric vehicles in their lineup

26.  Most, if not all, major automakers will have
plug in electric vehicles in their lineup
 Electric vehicle charging infrastructure is
being installed in many locations across the
country, including the Tennessee Valley
 www.theevproject.com

27.  Most, if not all, major automakers will have
plug in electric vehicles in their lineup
 Electric vehicle charging infrastructure is
being installed in many locations across the
country, including the Tennessee Valley
 www.theevproject.com
 Some of our customers will be among the
early adopters of these new vehicles

28.  How many electric vehicles we will have
connected to our systems

29.  How many electric vehicles we will have
connected to our systems
 What types of vehicles these will be

30.  How many electric vehicles we will have
connected to our systems
 What types of vehicles these will be
 Where these vehicles will be located

31.  How many electric vehicles we will have
connected to our systems
 What types of vehicles these will be
 Where these vehicles will be located
 Where and when the owners of these vehicles
will prefer to recharge

33.  Fulfill many tasks especially in urban
centers, campus environments, etc.
 Range is typically 30 to 50 miles/charge.
 Speed limited by federal law to 25 mph, can be
driven on streets zoned up to 35 MPH.
 No special recharging
infrastructure required.
 Uses 110 outlet.

34.  Utilize a lithium‐ion
battery pack and electric
motor to propel the
vehicle on electricity for
10‐ 40 miles.
 Uses 120 or 240 VAC
outlet
 When the Battery has
exhausted its charge the
vehicle will become a
conventional hybrid!

35.  Utilize a lithium‐ion
 Capable of going in all
battery pack but Engine
electric mode for up to
only generates
40 miles
electricity, it is not
 Back up gasoline
connected to drive train.
generator to extend
This differentiates it
range 300+ miles
from a hybrid.
 Example: Chevy Volt

36.  Operate only on
batteries
 Require
inverter, converter &
electronics similar to
hybrids (No ICE!).
 Example: Nissan’s
LEAF

37. PHEV or EREV All Electric

38. PHEV or EREV All Electric

39. 1. HEV – Hybrid Electric Vehicle
2. PHEV – Plug-in Hybrid Electric Vehicle
3. BEV – Battery Electric Vehicle
The ones we are concerned about are numbers
2 and 3 - the ones with a cord.

41. Level Electric Gasoline
1 AC Cord Set Gas Can
2 AC Charging Station Standard Pump
2DC Fast Charger NASCAR Quick Fill

42.  120 volt, plugs into
normal outlet
 12 to 15 amps (<2KW)
 Meets SAE J1772
standard
 Up to 20 hours for full
charge
 Standard Connection

43.  Capable of providing 19.2KW
 Hardwired to electric supply
 240 volt
 Up to 8 hours for full charge
 Standard Connections

45.  No standard connector
 Typically requires 480
volt, three phase service
 50-60KW is a common
size
 Starting to see these
along interstate corridors
as well as at major
retailers in some states

55.  Home – most likely the majority of charging
will take place here.

56.  Home
 Work
 Will employers provide chargers?
 Is that “fair” to drivers of gas vehicles?

57.  Home
 Work
 Retail
 Will retailers provide chargers?
 Will it be free to charge?
 If not, what will the business model look like?

58.  Home
 Work
 Retail
 Public
 Will cities, counties, states provide chargers?
 Will it be free to charge?
▪ Your tax dollars at work
 If not, what will the business model look like?

59.  Electric vehicles represent a new type of load
for us – one that is mobile, temporary and
that can stress or fail local infrastructure in
small numbers.

60.  Electric vehicles represent a new type of load
for us – one that is mobile, temporary and
that can stress or fail local infrastructure in
small numbers.
 We need to understand the impacts even one
electric vehicle can have on our system and
decide how we are going to address them
going forward

61.  This one load can be plugged in at multiple
points on your distribution system.
 The charger can be used by multiple EVs

62.  This one load can be plugged in at multiple
points on your distribution system.
 It can also be plugged in while inside another
utility service area.
 Do we care about this?

63.  This one load can be plugged in at multiple
points on your distribution system.
 It can also be plugged in while inside another
utility service area.
 Do we care about this?
 Vehicle to grid (V2G) impacts – we would likely
want to know where the vehicle is located before
we dispatched the energy in the battery.

64.  People trade cars on a fairly regular basis.
Wrecks, dissatisfaction, selling of a
home, even divorce can create a “here
today, gone tomorrow” situation.

65.  People trade cars on a fairly regular basis.
Wrecks, dissatisfaction, selling of a
home, even divorce can create a “here
today, gone tomorrow” situation.
 How does this impact your service policies?

66.  People trade cars on a fairly regular basis.
Wrecks, dissatisfaction, selling of a
home, even divorce can create a “here
today, gone tomorrow” situation.
 How does this impact your service policies?
▪ Example - Will you upgrade a transformer and service on
the same basis as for the addition of more permanent
load?

67.  The Nissan Leaf will require about 6.6KW for
charging in a typical residential setup. Other
models will have different charging
requirements.

68.  The Nissan Leaf will require about 6.6KW for
charging in a typical residential setup. Other
models will have different charging
requirements.
 For MTEMC, this is equivalent to an
additional home on the transformer.

70.  Select Vehicle
 Sign papers
 Call Insurance Company

71.  Select Vehicle
 Schedule Electrical Audit of Home
 Are upgrades required?
 Where will EVSE be located?
 Schedule EVSE installation
 Contract with electrician
 Permits, installation and inspections
 Sign papers
 Call insurance company

72.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?

73.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?

74.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?
 Auto dealership

75.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?
 Auto dealership
 Customer

76.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?
 Auto dealership
 Customer
 Electrician

77.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?
 Auto dealership
 Customer
 Electrician
 Codes Departments

78.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?
 Auto dealership
 Customer
 Electrician
 Codes Departments
 EVSE manufacturer

79.  Do we want to know when an electric vehicle
and the associated EVSE shows up on our
systems?
 How do we get notification?
 Auto dealership
 Customer
 Electrician
 Codes Departments
 EVSE manufacturer
 Lowes?????

80.  A consistent process of notification would be
ideal, but as yet it does not exist.

81.  A consistent process of notification would be
ideal, but as yet it does not exist.
 Education is the key – let the different groups
know how important it is for the utility to be
involved from the beginning.

82.  A consistent process of notification would be
ideal, but as yet it does not exist.
 Education is the key – let the different groups
know how important it is for the utility to be
involved from the beginning.
 We do not want to be seen as a roadblock to
the early adoption of the new breed of
electric vehicles

83.  Anything we require that results in additional
cost to the vehicle purchaser will be
scrutinized.

84.  Anything we require that results in additional
cost to the vehicle purchaser will be
scrutinized.
 However, we must not lose sight of the
impacts that subsidizing electric vehicles
could have on the rest of our customer base.

85.  Anything we require that results in additional
cost to the vehicle purchaser will be
scrutinized.
 However, we must not lose sight of the
impacts that subsidizing electric vehicles
could have on the rest of our customer base.
 This will be a challenge, and there are already
differences in the way TVPPA members are
approaching this.

87.  Do we need to add a separate meter for the
EVSE?

88.  Do we need to add a separate meter for the
EVSE?
 Who pays for the separate meter?
▪ Separate EV rate
▪ Data only

89.  Do we need to add a separate meter for the
EVSE?
 Who pays for the separate meter?
▪ Separate EV rate
▪ Data only
 Most EVSE have internal metering, but usually
not revenue metering accuracy

90.  Do we need to add a separate meter for the
EVSE?
 Who pays for the separate meter?
▪ Separate EV rate
▪ Data only
 Most EVSE have internal metering, but usually
not revenue metering accuracy
 Fuel Tax issues

91.  Location for Second Meter

92.  Location for Second Meter
 EVSE is normally in garage, where is existing
meter?

93.  Location for Second Meter
 EVSE is normally in garage, where is existing
meter?
 Is a second service required?

94.  Location for Second Meter
 EVSE is normally in garage, where is existing
meter?
 Is a second service required?
 Is a second service allowed?

95.  Location for Second Meter
 EVSE is normally in garage, where is existing
meter?
 Is a second service required?
 Is a second service allowed?
 What if you require a separate meter but do
not find out that a customer has an Electric
Vehicle until after the electrician has installed
the EVSE?

96.  Commercial EVSE installations
 New Service – easiest scenario generally.
However, if the meter is set up on an EV only rate
you must make certain that non-EV load does not
get added to the service.

97.  Commercial EVSE installations
 New Service
 Submeter

98.  Commercial EVSE installations
 New Service
 Submeter
▪ Complex billing calculations with different rate
schedules for main and submeter.

99.  Commercial EVSE installations
 New Service
 Submeter
▪ Complex billing calculations with different rate
schedules for main and submeter.
▪ EVSE are not high load factor loads and there could be
significant demand issues for the customer

100.  Use the EVSE internal metering?

101.  Use the EVSE internal metering?
 Ownership

102.  Use the EVSE internal metering?
 Ownership
 Accuracy

103.  Use the EVSE internal metering?
 Ownership
 Accuracy
 Testing

104.  Use the EVSE internal metering?
 Ownership
 Accuracy
 Testing
 Access

105.  Use the EVSE internal metering?
 Ownership
 Accuracy
 Testing
 Access
 Communication

106.  Use the EVSE internal metering?
 Ownership
 Accuracy
 Testing
 Access
 Communication
 Maintenance / Repair

108.  Separate EV – only Time-of-Use rate

109.  Separate EV – only Time-of-Use rate
 Whole House Time-of-Use rate

110.  Separate EV – only Time-of-Use rate
 Whole House Time-of-Use rate
 Existing Rates

111.  Separate EV – only Time-of-Use rate
 Whole House Time-of-Use rate
 Existing Rates
 Interruptible Rates
 GM / OnStar

112.  What if the transformer serving the customer
needs to be upgraded?

113.  What if the transformer serving the customer
needs to be upgraded?
 Do you charge the customer? This is new load, but
may not be there next month.

114.  What if the transformer serving the customer
needs to be upgraded?
 Do you charge the customer? This is new load, but
may not be there next month.
 What if the second Electric Vehicle on the
transformer triggers the upgrade? If you do
charge, how do you explain to the customer, the
dealer, etc.?

115.  What if your first notice of an EVSE
installation is when the customer calls in for
an outage caused by failure of the
transformer?

116.  What if your first notice of an EVSE
installation is when the customer calls in for
an outage caused by failure of the
transformer?
 What if the first EV purchased is a Volt, then a
year later it is traded in for a Leaf? Or a Tesla?

117.  Educate yourself on the differences in Electric
Vehicles
 Your customers will be looking to you for advice
and answers
 Different types of electric vehicles will have
different impacts on the utility
 www.theevproject.com
 www.goelectricdrive.com
 www.tvafuelsolutions.com

118.  Educate your Board on the policy and rate
issues associated with providing service to
charge Electric Vehicles.

119.  Educate Others
 Talk to your members
▪ website, newsletters, annual meeting, local radio
stations, etc.

120.  Educate Others
 Talk to your members
▪ website, newsletters, annual meeting, local radio
stations, etc.
 Talk to your electricians

121.  Educate Others
 Talk to your members
▪ website, newsletters, annual meeting, local radio
stations, etc.
 Talk to your electricians
 Talk to your codes or other local authorities

122.  Educate Others
 Talk to your members
▪ website, newsletters, annual meeting, local radio
stations, etc.
 Talk to your electricians
 Talk to your codes or other local authorities
 Talk to your auto dealerships