GM, Bechtel plan thousands of fast charging stations across US

Author: Published: May 29, 2019

Dive Brief:

  • General Motors (GM) and Bechtel will partner to install thousands of electric vehicle fast charging stations across the United States, with construction on the first installations expected to begin later this year, the automaker confirmed to Utility Dive.
  • First reported by CNN on Tuesday, GM officials say details on the partnership are sparse because the arrangement remains in a Memorandum of Understanding phase. The stations are expected to be located in dense urban environments rather than along major transportation corridors, according to CNN.
  • GM and Bechtel are planning to form a separate company to develop the charging network, and will seek investment from other entities. The plan could be a boon to GM, which expects to roll out 20 EV models by 2023.

Dive Insight:

GM officials say the partnership aims to address customer concerns when considering the purchase of an electric vehicle.

“This collaboration and future build-out will help alleviate issues with customers’ range anxiety by leveraging GM and Bechtel’s scale, flexibility and proprietary data to provide chargers in locations convenient to EV customers,” the automaker told Utility Dive in a statement.

Bechtel will provide permitting and engineering expertise to the partnership, while GM will tap data from its OnStar system to determine where new fast charging stations should be installed.

The partnership joins a number of other investments in fast charger network development.

Greenlots has been selected by Electrify America to support a $2 billion investment in charging infrastructure across the United States, funded by the Volkswagen emissions scandal settlement. That network will include hundreds of stations in major cities across the country. Tesla is also developing its global Supercharger network.

Public charging infrastructure is widely considered a necessary stop in the long-term adoption of electrified transportation. Bloomberg New Energy Finance projects EVs will represent 28% of global light-duty vehicle sales sometime shortly after 2025.

While there are a little more than 1 million emissions-free vehicles on U.S. roads today, the Edison Electric Institute projects 7 million zero-emission vehicles on U.S. roads by 2025.

PJM CEO Ott to retire amid RTO shake-up

Author: Published: May 29, 2019 Utility Dive

Dive Brief:

  • PJM Interconnection announced on Tuesday that Andy Ott, who has served the grid operator for 22 years, will retire as CEO and president on June 30.
  • PJM also announced five executive appointments effective July 3, focusing on system reliability, competitive wholesale electricity markets and infrastructure planning. Ott decided on the promotions about a month ago and had received approval from the grid operator’s Board of Managers, according to PJM spokesperson Susan Buehler.
  • Board Member Susan Riley was tapped to serve as interim CEO beginning July 1. Ott agreed to serve as a board adviser through the end of the year as a special committee searches for a new CEO.

Dive Insight:

Ott is leaving the nation’s largest wholesale electricity market at a time of upheaval and unprecedented change in its operations.

He has led a number of initiatives at the regional transmission operator (RTO), from capacity market reform to reserve pricing reform in PJM’s energy market.

PJM’s fuel mix is almost unrecognizable now from when Ott started in 1996. The region also boasts the largest penetration of demand response resources in the world and an increasingly reliable fleet that is “performing at a reduced forced outage rate” as older generators are taken offline and retire, Ott said earlier this year.

Ott “became retirement eligible a year ago and decided this was the right time for him,” Buehler told Utility Dive via email.

Ott’s exit takes place ahead of a number of deadlines for the RTO, including its August capacity market auction. Ott announced in April that the auctionwill not be delayed, even though the Federal Energy Regulatory Commission (FERC) has not approved new capacity market rules for PJM.

FERC invalidated PJM’s existing market rules in 2018, which led the grid operator to its current impasse with federal regulators.

PJM proposed last October to remove resource subsidies from the capacity market and set a strict price floor, or Minimum Offer Price Rule, for unsubsidized resources. Under the proposal, generators with subsidies would operate outside the market.

PJM deals with a large mix of stakeholders that have continuously butted heads over the need for subsidies and the grid operator’s various responses to FERC orders, including the energy storage-related Order 841. For 841 compliance, Ott said earlier this month that the RTO will not be lowering its 10-hour discharge requirement, which clean energy advocates have deemed prohibitive of storage resource participation within PJM’s capacity market.

Ott’s retirement is the second big executive change this year at the RTO, following the exit of CFO Suzanne Daugherty in the wake of criticisms about the grid operator’s response to GreenHat Energy’s default on financial transmission rights.

PJM released an independent review of the incident in March, concluding the RTO’s personnel were “naive” about the trading company’s assurances of future revenue and credit-worth. Ott laid out a plan to better address credit risks, including process improvements using outside assessments, the establishment of a Chief Risk Officer and market rule revisions.

C-suite changes

While the grid operator’s Board of Managers searches for a new CEO, Riley will take the reins as some final changes made by Ott come into effect.

Ott had proposed five promotions which “just happened to be announced yesterday,” according to Buehler.

“Each of these promotions helps ensure we continue to be an electric industry leader in areas that are critical for our members, stakeholders and the 65 million people in the region served by PJM,” Ott said in a statement.

VP of Operations, Michael Bryson, was appointed senior VP of Operations.

Frederick “Stu” Bresler III, who now serves as senior VP of Operations and Markets, was named senior VP of Markets and Planning.

Steven Herling, the current VP of System Planning, will become an executive consultant focused on strategic system planning projects.

Two program directors were also promoted to PJM’s executive team. Kenneth Seiler, formerly executive director of System Planning, will remain in the division as VP of Planning, and Adam Keech, formerly executive director of Market Operations, will oversee all wholesale markets operated by PJM as VP of Markets. Both positions report to Bresler.

Tips for your summer EV road trip, part 2

Author: John U’Ren  Published: May 23, 2019 Plug In America

With summer around the corner, EV drivers across America will soon be taking to the roads in droves to head out on warm weather road trips. Taking a road trip in an electric car can be a much superior experience to a gas car—if you know what steps to take. Whether it’s a day trip out to a scenic location or a full on cross-country trek, here are a few tips and tricks for your EV road trip.

Control your climate control

Let’s start by pointing out that nobody wants to drive hundreds of miles uncomfortably, but with electric cars there are ways to minimize your cabin energy usage while maintaining your level of comfort. If you’re driving in a cold climate, try to use seat heaters and steering wheel heaters, if you have them, rather than the cabin heater. Heating the whole cabin requires more energy to run the heat pump, which could cause some range loss. If you’re hitting the road in a hotter climate, first try using only the fan. If that won’t keep you cool enough, most EVs have an “eco” climate mode that will run the air conditioner at a lower power setting, saving a bit of energy while keeping the cabin cool. Now, if you’re driving through the Nevada desert and really need the full power of modern air conditioning, definitely do use it! Note that it is more efficient to use your air conditioner than it is to roll down the windows. Driving with the windows down creates more drag on the vehicle and reduces range. It’s best to stay as aerodynamic as possible.

Plan your route

Taking a road trip in an EV is a bit like flying an airplane—it requires a little planning to be successful. When planning your charging route, make sure you have backup plans in case chargers are full of cars or out of order. Check out your route on first and see where the available chargers are. Make sure that the fast chargers will work with your EV—if you have a Chevy Bolt, don’t count on using a CHAdeMO fast charger to keep you in the game; likewise, Nissan LEAF drivers won’t be able to use CCS fast chargers. Try to pick charging stations that aren’t too far off your route of march, and look to use fast chargers as much as possible; don’t worry, they won’t hurt your battery if you’re just using it on a road trip. Also, be sure to make sure the charging stations are in working order; PlugShare makes this easy to do with its “check in” function that allows drivers to report when charging stations are working or out of order. For the most part, EV charging stations are very reliable and robust pieces of equipment, and major charging companies regularly service downed chargers, quickly returning them to operational status. Locations with more charging stations provide better redundancy and can mitigate the chances of being stuck without a working charger.

Overnight charging

If your road trip is a multi-day adventure and you plan to stay overnight at hotels/motels, look for accommodations with EV charging, using resources like PlugShare or ChargeHotels, or call your hotel and see if they offer overnight charging to guests. If the hotel has Level 2 240-volt chargers or spaces with 120-volt plugs nearby, ask if you can reserve the spaces for the night. Even if they don’t have designed Level 2 charging stations, a simple 120-volt outlet is good enough to get a useful charge in 8-12 hours. If they don’t have either, kindly suggest that they offer it as a service to EV guests; if you knew that a certain hotel or motel offered charging, wouldn’t you be more likely to stay there? For long road trips, charging overnight can greatly speed up your rate of travel, especially so if you can use a Level 2 charger and have a long-range all-electric.

Have a backup

While today’s electric cars have quite a long range and charging stations are proliferating across the country, it’s always wise to plan for a hiccup. All electric cars come standard with a portable 120-volt Level 1 charger that allows the vehicle to recharge from a standard wall outlet. Be sure to bring this charger along on your trip as a backup plan. If you’re driving an all-electric, this could be a real lifesaver if you can’t find a working charger nearby. For an additional peace of mind, there are portable 240-volt Level 2 chargers available, but remember, you need a 240-volt outlet to utilize these chargers.

That’s all for now! Go forth and do great things, EV drivers, and remember, road trippin’ in an EV is the American way.

Tesla Bought a Battery Maker for a 50% Markup… This One Could Be Next

Author:  Alex Koyfman  published: Thu, May 09, 2019  Wealth Daily


Dear Reader,

Earlier this year, Tesla Inc. (NASDAQ: TSLA) made headlines when it acquired San Diego-based ultracapacitor and battery maker Maxwell for $218 million at a share price of $4.75 — a 56% premium to the company’s previous valuation of $140 million.

While Maxwell is primarily known for manufacturing ultracapacitors, Tesla’s interest was more focused on its new acquisition’s dry electrode technology to use in Li-ion battery cells.

One of the greatest advantages Maxwell’s dry electrodes bring to the equation is a much higher capacity retention rate.

Its batteries have proven to retain as much as 90% of their capacity through 1,500 charge cycles, a marked improvement over Tesla’s existing battery arrays.

Tesla commented on the acquisition:

We are always looking for potential acquisitions that make sense for the business and support Tesla’s mission to accelerate the world’s transition to sustainable energy.

Tesla’s Thirsty

This news demonstrates two facts that have long been known to Tesla insiders:

  1. The issue of battery performance has been and remains one of the company’s biggest concerns, not just in the interest of its vehicle line, but also to boost the performance of its distributed power storage system, the Powerwall.
  2. It’s not afraid to shell out some money, even at a substantial markup to market price, to address that concern.

However, the acquisition of Maxwell is by no means the end of the story for Tesla’s quest to build the perfect battery.

Dry electrode technology will help improve its battery arrays incrementally, but for a truly paradigm-shifting evolution, Tesla will have to turn to another technology: artificial intelligence.

I’ve written to you a few times now about another tech company, this one based in Canada, that has been using advanced AI algorithms to improve the performance of electric motors.

This tech firm has figured out a way to apply intelligent current management to the coils within electrical motors to increase efficiency and torque output, depending on the given speed of the motor.

The First Major Evolution of the Electric Motor Since Michael Faraday’s Prototype

This innovation might seem hard to grasp for the layman, but it’s such a substantial improvement over standard “dumb” motors that it’s now being heralded as the first major evolution of electric motor technology since the very advent of the device almost 200 years ago.

In simpler terms, it was like going from a child’s tricycle to a competition ten-speed.

The implications for this tech, called dynamic power management (DPM), are enormous, as it affects billions of devices in use around the world, from the smallest electrical motors, like the kind that make your cell phone vibrate, all the way up to the massive power generators that hydroelectric dams use to turn rotational force into electricity.

In fact, more than half of the total energy produced by humanity is consumed by electric motors, and a staggering 99% of it comes from electrical generators — making DPM perhaps the most influential, not to mention valuable, application of artificial technology we’ve seen yet.

But why am I talking about DPM and electrical motors when we started this conversation about batteries?

First Came the “Smart Motor”; Now Meet the “Smart Battery”

Well, here’s where it gets really interesting for the battery market, and for Tesla.

This small Canadian company, whose valuation is just one-tenth that of Maxwell prior to the acquisition, recently applied its dynamic power management approach to the lithium-ion battery — the very same kind of battery Tesla puts in its cars, and the very same type Maxwell’s dry electrodes will now help improve.

DPM, applied to the lithium battery, will produce up to a 10% improvement in efficiency in terms of charging and discharging.

It works by isolating weaker- and stronger-performing cells (a typical Tesla battery array contains more than 7,000, all of which perform at varying levels of efficiency) and applying charge accordingly.

It’s the very same concept it uses to make motors more efficient, more powerful, and more reliable, only now with batteries.

Combined with its motors, a complete system equipped with DPM will dramatically outperform anything Tesla has today, rendering its cars and its power storage systems hopelessly obsolete.

In the latest trade war salvo, China has threatened to cut off the supply of rare earth metals to the U.S.

Author: Outsider Club  Published: Thu, May 30, 2019

Outsider Club logo



In the latest trade war salvo, China has threatened to cut off the supply of rare earth metals to the U.S.

This small group of metals is absolutely critical for everything from the iPhone to U.S. military missile guidance systems.

It’s a situation about which we’ve long warned.

Overnight, rare earth stocks are going ballistic… including this one.

The company is far outside of China. It’s friendly to the U.S.

And its project contains large quantities of the rare earths our high tech companies and military so desperately need.

You can still buy it for 28-cents today, even though it’s up 185% this week.

Full details on the developing situation here…

To your wealth,

Gerardo Signature

Solar in Your Community Challenge Champs Take Home $1 Million

Author: DOE Solar Energy  Technologies Office Published: Thu, May 30, 2019

Solar in Your Community Challenge Winners Map

The solar industry is booming, but not everyone has been able to benefit. That’s why the Solar in Your Community Challenge was created: to develop new business and financial models that can expand affordable solar access, including low- to moderate-income (LMI) communities, nonprofits, local and tribal governments, and faith-based organizations. More than 170 teams built and implemented a variety of models that could be sustained and widely replicated across the country. Overall, the winning teams proposed 25.7 megawatts of solar energy projects across the country that will save 1,200 households and 18 nonprofit organizations 15% to 25% on their energy bills, on average. And the winners are…

  • Best LMI Project
    • Grand Prize ($500,000 prize): The CARE Project from Denver, Colorado, was led by the Housing Authority of the City and County of Denver.
    • Runner-Up ($200,000 prize): The Community Solar for Community Action team from Backus, Minnesota, was led by the Rural Renewable Energy Alliance.
  • Best LMI Program ($100,000 prize): The Kerrville Area Solar Partners team from Kerrville, Texas, was led by the Kerrville Public Utility Board of Texas.
  • Best Nonprofit Project ($100,000 prize): The Making Energy Work for Rural Oregon team from Portland, Oregon, was led by Sustainable Northwest.
  • Best Nonprofit Program ($100,000 prize): The Fellowship Energy team from Burlingame, California, was led by Fellowship Energy.

Learn more about their projects—and the 12 teams who were given special recognition—on our webpage.

Is the Montgomery Green Bank Doing Something They Are Trying To Hide?

Montgomery County Green Bank Board of Directors Meeting
Thursday June 4,2019 at 8:00 am
PUBLIC ACCESS: 155 Gibbs St; 4th Floor Conference Room
DRAFT – Board of Directors Agenda
Time Topic Lead Action
8:00 1. Call to Order and Roll Call Hunter
2. Public Introductions & Comment
8:05 3. Approval of the Agenda Hunter
4. General Business
Discussion on Matters related to Investment of Public
Hunter / Deyo R1
8:45 Information Items / Other Announcements Hunter
8:45 Adjournment
The public may attend the meeting. If a member of the public plans to attend, RSVP to

2019 D.C. Solar Congress

Author: Yesenia Rive D.C. Program Director Solar United Neighbors Published May 22,2019

Join us for the 6th Annual D.C. Solar Congress!

Saturday, June 1
9:30 a.m. – 4 p.m.
R.I.S.E. Demonstration Center
2730 Martin Luther King Jr. Ave, SE
Washington, DC 20032

The D.C. Solar Congress is a free public conference that brings together solar supporters from across D.C. to learn and discuss the current state and future for solar energy in the District. The day will include a series of presentations about solar technology and policy topics as well as ways to get involved with helping to grow solar in D.C.

Topics will include: solar 101 information session, DC’s Solar for All program, electric vehicles, de-mystifying solar, emerging D.C. solar policy initiatives, and much more! The event will conclude with a participatory open forum discussion for all attendees to discuss priorities and opportunities that solar supporters in D.C. should focus on in the coming year.


Breakfast and lunch will be provided for all attendees!


This event is FREE and open to the public. Everyone is welcome to attend! Whether you are a solar homeowner, completely new to solar, or somewhere in between – this event is for you!

For more details, visit:


Please RSVP below!

Nearly 80% of US incinerators located in marginalized communities, report reveals

New research from the New School characterizes incineration as “an industry in decline.” WTE stakeholders, however, hold a different opinion.

The vast majority of U.S. incinerators are located in the country’s most marginalized communities, according to new research from the Tishman Environment and Design Center at the New School.

The report, which was commissioned by Global Alliance for Incinerator Alternatives (GAIA), reveals that of the 73 incinerators remaining in the U.S., 79% are located in low-income communities and/or communities of color. 4.4 million people across the U.S. live within three miles of incinerators, approximately 1.6 million of whom are within a three-mile radius of the twelve top emitters of PM2.5, NOx, lead and mercury pollutants.

The majority of these “Dirty Dozen” facilities, including 10 of the 12 incinerators that emit the greatest quantities of lead annually, are located in environmental justice communities — a product, the report notes, “of historic residential, racial segregation and expulsive zoning laws that allowed whiter, wealthier communities to exclude industrial uses and people of color from their boundaries.”

Paul Gilman, Covanta’s chief sustainability officer, disputed to Waste Dive the direct health impacts of incineration, citing a 2017 Oregon Metro white paper that determined “there was not a predictive or actual increase in health issues, including for those in vulnerable or sensitive ‘at-risk’ populations such as children or the elderly.”

While the New School report acknowledges health risk uncertainties associated with toxic air emissions from incineration, it argues that lack of conclusive scientific certainty regarding the causes or consequences of harm “should not be viewed as a reason to postpone preventative measures, as affirmed by many international conventions.”

“The precautionary principle was defined at the Wingspread Conference in 1998 as, ‘When an activity raises threats of harm to human health or the environment, precautionary measures should be taken even if some cause and effect relationships are not fully established scientifically,‘” the report notes, highlighting the principle as a foundational tenet of the environmental justice movement. “While the direct health implications of incineration are not well studied, incinerator emissions contribute to the overall cumulative impacts that may harm [environmental justice] communities.”

Furthermore, the authors assert, incinerators are “risky investments for cities, highly capital-intensive, and the most expensive form of garbage disposal.” High construction costs (a recently-halted WTE project in New York’s Finger Lakes region was projected to cost $365 million to build) often lead companies to rely on low- or no-cost municipal bonds and other government subsidies, while expensive operation and maintenance costs (estimated by the authors to fall within an average range of $17-$24 million annually) can leave owners with tight margins and operating deficits.

States squandering $3B VW settlement fund with lack of EV focus: report

Dive Brief:

  • Many states are squandering funds from the Volkswagen emissions settlement by not sufficiently focusing on electrifying transportation, according to a new report from U.S. Public Interest Research Group (PIRG) and Environment America Research & Policy Center.
  • States received almost $3 billion as a result of a federal settlement regarding emissions testing cheat devices placed in Volkswagen vehicles. However, the report points out that more than a dozen states have either no plan, or limited plans, to prioritize electric vehicles (EV) and infrastructure.
  • The report highlights four states for committing s​ubstantial amounts to accelerate electrification, including mass transit systems. In particular, Washington and Hawaii maxed out spending on electrification, and received top marks in the study.

Dive Insight:

The federal VW settlement does not preclude states from spending the money on traditional technologies, but clean energy advocates say it would be a wasted opportunity if the funds were not spent on emissions-free resources.

“Volkswagen breached customers’ trust and put all of our health at risk,” Sam Landenwitsch, senior vice president for The Public Interest Network, said in a statement. However, the settlement “provides states with the perfect opportunity to kick-start the transition to a cleaner and healthier electric transportation system. A lot of good is coming out of how states are spending this money — but many states are not going nearly far enough.”

Washington and Hawaii earned A+ scores for maxing out electrification spending. Rhode Island and Vermont also each earned an A in the study, for committing “substantial amounts to accelerate electrification, including electrifying their mass transit systems.”

New Hampshire last year decided to use use $4.6 million, or about 15% of its share of the Volkswagen emissions settlement, to develop charging stations around the state. The PIRG scorecard gave New Hampshire a D rating, concluding it was not making electrification a priority and had not made diesel vehicles ineligible for funding.

Massachusetts has prioritized spending settlement funds on electrification, and received a B rating, along with California and New York.

The report gave failing grades to 14 states and Puerto Rico, including Florida, Pennsylvania and West Virginia. These states “have limited or no plans to prioritize electric vehicles and infrastructure,” the groups said.

For example, Wisconsin, which also received a failing grade, allocated $42 million, or more than 60% of its settlement funds, for two programs to replace retiring state vehicles. While both programs aim to lower the number of aging diesel vehicles, neither prioritizes electric vehicles, “which means that a bulk of the award could end up going towards diesel vehicle projects,” the report said.

However, a theme in the report and in comments from stakeholders, is that it is not too late for states to improve.

States that prioritized funding for EVs, electric buses and charging infrastructure “are the smart ones,” Plug in America Executive Director Joel Levin told Utility Dive.

“We encourage those states that didn’t score high — the ones who did not prioritize funding for electric transportation projects — to rethink their plans and prioritize projects that advance EVs,” Levin said in an emailed statement.

For states that still have funding, “it’s not too late to direct it toward projects that center on electric mass transit and infrastructure,” PIRG said.

Electric vehicles remain a small fraction of vehicles in the United States, but their adoption is expected to grow quickly. Bloomberg New Energy Finance predicts EVs will represent 28% of global light-duty vehicle sales sometime shortly after 2025. And the Edison Electric Institute, which represents U.S. investor-owned utilities, projects 7 million zero-emission vehicles on U.S. roads by 2025.

A Discussion with Thomas Cambron About DC;s Historic Homeowner Grant Program

The Historic Preservation Office is now accepting Part I applications for the Historic Homeowner Grant Program. The submission deadline is July 1, 2019.

The grants are available to low- and moderate-income households living in specific historic districts. Grants may be up to a maximum of $25,000, except in the Anacostia Historic District where the maximum is $35,000.

Part I applications will be reviewed for eligibility and receive a Part II application to complete. Completed Part II applications will be reviewed by the grant committee in early spring. Grants awarded will be on track for restoration projects to begin construction in May 2020.

Three historic districts are now eligible for the first time; including: Emerald Street, Kingman Park, and Wardman Flats. The following historic districts are still eligible: Anacostia, Blagden Alley/Naylor Court, Capitol Hill, Fourteenth Street, LeDroit Park, Mount Pleasant, Mount Vernon Square, Mount Vernon Triangle, Shaw, Strivers’ Section, U Street, and Takoma Park.

Grants will be awarded on a competitive basis with preference given to major structural repairs and work that restores important and prominently visible architectural features. Click the “Gallery of Homes” link below to see examples of past grant projects. Such features include: windows, doors, roofs, porches, and ornaments, and historic materials like brick, wood and slate.

The grant application is a two-part process. In Part I, homeowners provide photographs of their house and a general description of the repairs and restorations they propose to make. In Part II, homeowners will receive a detailed scope of work from HPO with instructions to solicit price proposals from general contractors. Homeowners must also submit complete household financial information in Part II. A grant committee appointed by the Director of the Office of Planning and the Chair of the Historic Preservation Review Board will select grant recipients.

The grants were created by the Targeted Historic Preservation Assistance Amendment Act of 2006.

Questions regarding the program should be directed to Brendan Meyer at (202) 741-5248 or

rom: Kyle Yost <>
To: solardc <>
Sent: Fri, May 10, 2019 1:51 pm
Subject: Re: [Solar United Neighbors of D.C.] Residential Solar PV Install in Historic neighborhoods

We’ve done close to 100 installations in historic districts in the past 12 months, and my experience is that HPRB has been entirely consistent in their permit reviews.  If the system (including conduit, inverters, disconnects) is not street visible then it will be approved.  If it can be seen, you will not be.  Quite binary.  There are plenty of street visible installations in historic districts throughout the city if you know what to look for and find the right line of sight, but arguing that a neighbors installation is visible and therefore yours should be as well will get you nowhere.

CFA and OGB are different beasts altogether.  But HPRB is fully supportive of solar in the district, so long as it remains out of sight.
And, in my opinion, HPRB is doing a great job.  There is a lot of solar up there in historic districts, but you would not know it from street level.
The attached photo is of a DC street block in historic district.  Solar abounds, but you wouldn’t know it from walking the sidewalks.

Cultural Plan Highlights:

The DC Cultural Plan promotes an equitable, world-class cultural environment in the District that advances cultural diversity by increasing access to cultural creation and experience for all residents.

  • The District’s Cultural Economy supports $30 billion in annual spending, generates $1.1 billion in tax revenue, and employs 150,000 workers.
  • The District embraces its rich and unique cultural historyby affirming the importance its heritage and resident’s culture.
  • The Cultural Plan supports cultural creators through increased access to aligned educational and technical assistance resources, increased access to affordable housing, and increased access to affordable production space.
  • The Cultural Plan will help expand and preserve cultural spaces as platforms for expression by making them more accessible.
  • The Cultural Plan will advance cultural diversity by increasing access to, and awareness of cultural opportunities amongcultural consumers who include all District residents as well as the city’s visitors.
  • The Plan’s recommendations for creators, spaces, and consumers converge and align to increase equity, diversity, and innovation in the District.

Click here for the DC Cultural Plan

AEP, Honda partner to test vehicle-grid integration with used EV batteries

Dive Brief:

  • American Electric Power (AEP) and Honda have agreed to explore possible uses for used electric vehicle (EV) batteries, including renewables integration, while also seeking to address “multiple challenges” related to growing electrified transportation.
  • The companies on May 15 announced Honda will provide used Fit EV batteries to AEP, for research aimed at helping the companies “develop technology and standards for future vehicle grid integration,” as well as new business models surrounding EVs
  • With millions of EVs expected to be hitting the roads soon, automakers and the energy industry are preparing for a stream of usedbatteries. NissanHyundai and BMW all announced partnerships involving used batteries last year.

Dive Insight:

There are slightly more than 1 million EVs on the road in the United States, but that figure is expected to rise quickly. As it does, a steady stream of used batteries no longer suitable for vehicles will become available for use in a range of energy storage applications at discounted prices.

Experts say a typical EV battery would be replaced after about 10 years, having lost about 10% to 15% of its capacity. But these batteries can still have years of life left in them for other applications, and Honda and AEP say they see opportunities to improve energy security, reduce carbon dioxide emissions and prepare for broad scale electrification of transportation.

“Neither automakers nor utilities can address these complex technical, policy and business issues alone,” Ryan Harty, manager of connected and environmental business at American Honda Motor, said in a statement.

Honda launched the Fit EV in 2012, part of the automaker’s bid to electrify two-thirds of its fleet by 2030. The company is also developing vehicle grid integration solutions, including a proprietary smart charging program that incentivizes Honda EV customers to charge their vehicles when there is more renewable energy on the grid.

Honda and AEP say the knowledge gained from the pilot can help the companies to develop “technology and standards for future vehicle grid integration, as well as new business models to improve the value of EVs.”

Other automakers have found eager partners in the energy industry as well.

Nissan and EDF Energy in October announced they would work together on a project combining second-life batteries with demand response capabilities developed by the U.K. energy company. Last summer, tech groupWärtsilä and Hyundai Motor Group announced a partnership to help develop a market for advanced energy storage systems utilizing used EV batteries in utility-scale and commercial applications.

And an EVgo EV charging station in California began using second-life BMW i3 batteries last summer to reduce its reliance on the electric grid during times of peak demand.

Honda has other EV-focused work going on as well. Nikkei Asian Review reports the company is also working with GM on ways blockchain can enable grid integration of EVs, including possible two-way power flows.

SCE rolls out $356M charging program to spur electric trucks, buses and other large vehicles

Dive Brief:

  • Southern California Edison (SCE) on Monday rolled out a program designed to advance the electrification of medium- and heavy-duty vehicles, including buses and tractor trailers, by offering to install infrastructure to support charging stations at no charge.
  • Rebates for charging station equipment will also be available to some customers as well, including transit agencies and school bus operators. The program has a budget of about $356 million.
  • The Charge Ready Transport program will fund installations at 870 commercial customer sites over a five-year period, which the utility anticipates will support at least 8,490 fleet vehicles. California regulatorsapproved the plan last year.

Dive Insight:

SCE officials said they already had three applications submitted for the Charge Ready Transport program after announcing it in the morning. Charge Ready is one more piece of the decarbonization puzzle for the utility, to improve air quality and reduce carbon emissions in Southern California.

“We’ve been supporting vehicle electrification for quite a few years,” Katie Sloan, SCE’s director of eMobility, told Utility Dive.

Edison launched a Charge Ready pilot program for light duty vehicles a few years ago, and Sloan says it has installed about 1,000 ports. But “medium- and heavy-duty vehicles contribute quite a lot of pollution that impacts air quality in southern California,” she added.

The region has some of the worst air quality in the nation.

SCE offers customers interested in the Charge Ready Transport program two options: the utility can handle the make-ready design and construction, or the customer can do it and claim an 80% rebate on the work. “We don’t have a preference” regarding which option they choose, said Sloan. “We just want to facilitate the most electric adoption.”

The program requires a 10-year right-of-way for SCE to access charging infrastructure, and participants will need to commit to purchasing at least two electric vehicles — though the Charge Ready Transport models anticipate about 10 vehicles per location.

Vehicles supported by the program include medium- and heavy-duty vehicles like step vans and tractor trailers, school and transit buses, forklifts and airport ground support equipment.

“I think we’ll see a wide variation in this program, including customers that are smaller businesses, and may only have a couple of EVs,” Sloan said. Customers will be able to access new time-of-use rates designed for electric vehicles, which mean no demand charges until 2024 — and then a slow phase-in of the charges through 2029.

While residential customers who install charging equipment through the Charge Ready program are required to participate in demand response programs, there is no such requirement for commercial entities. The utility is looking to its time-of-use rates to push charging to times when there is ample renewable energy on the system.

Jesse Lund, an associate at the Rocky Mountain Institute who focuses on electrification, spoke at SCE’s kickoff event on Monday and discussed how customers going electric could save the most money. The process is lengthy, she cautioned, and includes more than simply buying electric vehicles and installing chargers.

“This is going to be a very time-intensive planning process,” she said. “Looking about a year ahead is a good starting timeframe. Also, look at your vehicle acquisition plans over the next 10 years.”

Despite a need to electrify long-distance freight hauling, Lund said RMI expects intra-city vehicles to be electrified first. And it will be the software networking capabilities of stations able to charge fleets at optimal times and interact with the utility grid that are “really going to allow you to have the best cost savings and the best chance of success with electrification of your fleet,” she said.

SCE says it will now engage with more customers about the program and review applications. It will launch initial site inspections in the coming weeks and months. The utility has said the electrification program is “believed to be the largest of its kind in the nation,” and industry observers say that is likely true.

SCE’s latest program is “a very large and serious commitment to electrification of freight,” Joel Levin, executive director of Plug In America, said in a statement to Utility Dive.

“Electrification of heavy duty transportation and freight in particular, is a critical piece of the overall puzzle,” Levin said. “We cannot achieve our climate goals without it. The technology is not nearly as advanced as for cars, but it is moving forward now very rapidly.”

Heavy duty electrification is “in roughly the same place” that light duty was in just a decade ago, Levin said, though he added that from an air-quality perspective, heavy-duty vehicles are more important.

“Trucks are responsible for much of our air pollution, especially in urban areas near ports and other transportation hubs,” he said.

Senators launch bipartisan initiative on long term solutions to expiring energy tax credits

Tax credits have proven effective in jump-starting energy industries and driving adoption of new technology and infrastructure. However, as creditswind down, the renewable energy industry has been gripped by uncertainty in recent years, with federal legislators approving short-term extensions.

Both the chairman and ranking member of the Senate Finance Committee announced a bipartisan initiative on Thursday to craft long-term solutions for the expiring tax breaks, with task forces focused on energy tax credits and disaster tax relief among others.

The wind production tax credit will end at the close of 2019 and the solar credit will begin to sunset. Already, industry groups like the American Council on Renewable Energy (ACORE) are predicting a decrease in renewable energy deployment in 2020, as the market is expected to constrict due to the expiring credits.

The task forces are expected to determine by the end of June long-term solution possibilities that can be enacted this year, “to end the annual extenders drama and provide certainty to the taxpayers who utilize those provisions,” Finance Chairman Chuck Grassley, R-Iowa, said in remarks on the Senate floor.

“The modern renewable industry as we know it was built on the tax credits that are phasing out.”

Bill Parsons

COO, American Council on Renewable Energy

Other legislators have proposed bills intended to drive deployment by impacting a number of tax credits including energy storage, which has become a priority for this year in the renewable energy industry.

Task forces assemble

Legislators have an increasing need to strategize for the post-phase out period of tax credits in the energy industry.

“The modern renewable industry as we know it was built on the tax credits that are phasing out,” Bill Parsons, ACORE’s chief operating officer, told Utility Dive.​

Grassley and Ranking Member Ron Wyden, D-Ore., called for six task forces to assemble from the Senate Finance Committee. The energy task force, led jointly by Sen. John Thune, R-S.D., and Sen. Debbie Stabenow, D-Mich., and the employment and community development task force are the largest, with eight members each.

The task forces will focus on a total of 42 provisions that expired, or will expire, between the end of 2017 and the end of 2019. For energy, the group would work to establish a level playing field for technologies beyond a year-by-year extension decision, which can get kicked down the road, given shifting Congressional priorities, thus reducing certainty among investors.

Grassley stated possible solutions that the task forces might identify to provide long-term certainty for particular industries:

  • Phasing out the credit phases over a longer period, giving the industry “a glide path to self-sufficiency”
  • Scaling back the tax provision
  • Considering elimination of the provision “if there’s little or no case for continuing the temporary policy”
  • Extending provisions without reform and considering whether permanency is warranted

“The exercise appears to be an attempt to look past an ‘Extenders Era’ in the Tax Code,'” Parsons said.

Extending the wind tax credit or ensuring a viable long-term path for the credit is important in Iowa, known for its large amount of wind power. Iowa has over 7.3 GW of installed wind capacity, according to the Iowa Wind Energy Alliance.

However, Grassley’s staff could not speak to timing or potential products. Task force members will bring their priorities, according to a spokesperson from Grassley’s office.

The energy task force also includes Sen. Sheldon Whitehouse, D-R.I., who has helped lead bipartisan efforts to extend a carbon capture tax credit and other legislation intended to support the technology’s development.

House bills and a push for storage

While the Finance Committee task forces are getting underway, bills are being introduced in the House and Senate to support energy tax incentives.

Among the latest, on May 14, members of the House Ways and Means Committee introduced a bill that would allow the transfer of renewable energy tax credits beyond the specified technology.

Reps. Earl Blumenauer, D-Ore., and Darin LaHood, R-Ill., sought to continue increasing renewable energy deployment, specifically wind energy, by allowing the transferability of production and investment tax credits.

The bill will give the renewable energy industry “additional tools to help invest in the future of energy,” Blumenauer said.

In February, Grassley and Wyden introduced bipartisan legislation to restore all the tax provisions that expired at the end of 2017 and 2018 through the balance of this year.

Wyden also introduced in May, along with 25 Democrats, a technology-neutral approach to incentivize clean electricity, transportation fuel and conservation. The policy would consolidate 44 energy tax incentives into three technology-neutral provisions. The electricity component would provide a 30% investment tax credit or a $0.024/kWh production tax credit for facilities with zero carbon emissions.

“A lot of folks among ACORE’s members … are rallying behind that kind of (technology-neutral) approach,” Parsons said.

2019 priority: Storage

A key priority for 2019, however, is giving the energy storage industry access to tax credits. Industry groups have called on lawmakers to expand the qualification of energy storage systems under the investment tax credit for the past year.

“There is a wide range of policy options lawmakers can consider to make the grid more resilient and increase renewable energy deployment, but as far as our members are concerned, getting an energy storage tax credit done this year would be a great place to start,” Parsons said in a statement.

The Energy Storage Association (ESA) supported bicameral, bipartisan legislation last year to accomplish this, writing to lawmakers approaching the end of their term, but the measure did not pass.

At the beginning of April, Rep. Mike Doyle, D-Pa., introduced legislation long awaited by clean energy advocates, H.R. 2096: a tax credit for energy storage technologies. ACORE, ESA and other groups wrote letters to House leadership in support of the bill.

Including energy storage as qualifying facilities in the existing 30% investment tax credit has gained bipartisan support, and clean energy advocates want to see it included “as part of an extenders package or other viable legislative vehicle this year,” Parsons told Utility Dive.

Other options include adding it to an infrastructure package or as part of broader energy reform legislation.


Discussion with Carl Brown Jr. State / Executive Director Howard University DC SBDC

Author: Ronald Bethea Published: May 14,2019 Positive Change PC LL

Howard University DC SBDC 2019 Spring Summit


Session 1: Financial Statements Key Takeaways for Profitability:

Session 2: Cash Flow Managing $ for Success

Session 3: Creating Lasting Wealth with Your Business

   Show Topic of Discussion:

What is DC Small Business Development Center?

Win was the Howard University DC SBDC established?

What is the purpose of DC SBDC?

Services provided by DC SBDC?

Starting A Business

Financing A Business

Maintaining A Business

Growing A Business

Consulting Services


Export Services





How to protect California ratepayers, expand clean local energy and avoid bailing out PG&E

The following is a contributed article by Craig Lewis, Executive Director at Clean Coalition.

Since 2017, Pacific Gas & Electric (PG&E), California’s largest utility, has racked up more than $30 billion in liabilities for wildfire-related damages caused by its equipment. In January 2019, PG&E filed for Chapter 11 bankruptcy protection with the goal of shedding these liabilities.

This grave situation also represents a golden opportunity for the Golden State.

Experts have been weighing in on what should become of PG&E. Ideas include making PG&E a public authority controlled by the state, breaking it up into municipal utilities, and making it a fully deregulated utility.

But there’s a better solution, one that should be applied to all the state’s investor-owned utilities (IOUs): require the utilities to divest their transmission assets. This solution avoids another utility bailout, protects utility customers from rate increases and wildfire risks, and fixes a major obstacle to California’s zero-emission, clean energy future.

A broken business model

The current utility business model is fundamentally broken and needs to change. IOUs now earn a guaranteed rate of return on infrastructure investments, which incentivizes them to build more transmission infrastructure and has led to out-of-control transmission costs around the country.

Credit: Sunrun

Because transmission costs are the fastest-growing part of electricity bills, it could soon cost more to deliver energy than to generate it. And it’s worse than it looks.

The capital costs of transmission infrastructure, high as they are, represent a fraction of total transmission costs. Operations and maintenance (O&M) and returns on investments drive up transmission costs significantly over the life of these assets, with those excessive costs borne by ratepayers.

In nominal dollars, total lifetime ratepayer cost is nearly 10x the initial capital cost; O&M accounts for 68% of this because it increases much faster than inflation. In real dollars (constant value dollars, accounting for inflation), the total lifetime cost is 5x the initial capital cost, and O&M accounts for 55% of this.

In California, the way consumers are charged for the transmission system is also broken. Currently, all energy in California’s IOU territory is subject toTransmission Access Charges (TAC), whether or not that energy actually travels over the transmission grid.

Generating energy closer to where we use it means less transmission infrastructure is needed, which lowers costs for ratepayers by avoiding expensive transmission lines. In contrast, continuing with business as usual will cost Californians an estimated $60 billion in avoidable transmission costs over the next 20 years.

Transmission costs are already at 3 cents per kilowatt-hour (kWh) in California and could double in the next two decades. In IOU service territories (unlike for municipal utilities), where the utilities have a major conflict of interest in owning both the distribution and the transmission grid, clean local energy is being burdened with these costs — currently up to 50% of total project costs — even though it’s not using the transmission grid.

This major market distortion makes clean local energy projects look much more expensive than they really are, with the result that far fewer of those projects are deployed.

The looming threat to state renewable goals in wholesale electricity markets

The following is a contributed article by Jessica Bell, Clean Energy Attorney in the State Energy & Environmental Impact Center at NYU School of Law.

While I certainly agree with Michael Hogan’s affirmation of states’ rights to address environmental externalities through energy policy in his recent Utility Dive opinion piece, “States’ rights, states’ wrongs,” his argument omits the important discussion of wrongs by Regional Transmission Operators (RTOs) and Independent System Operators (ISOs).

Specifically, several RTOs have undertaken a misplaced and unevenly applied mission to scrub the impacts of state policies from markets. States’ rights to determine resource mix are now on a dangerous collision course with organized wholesale markets. And it is not the states that need to correct

EVgo commits to powering chargers with 100% renewable energy

Dive Brief:

  • Electric vehicle (EV) fast charging network EVgo has committed to use100% renewable energy to power its chargers, becoming the first EV charging network in the United States to do so, according to EVgo.
  • Under its commitment, EVgo will contract with its energy suppliers and partners to ensure that each gigawatt-hour delivered financially supports an operating renewable energy generator in the U.S. It will use a combination of wind and solar energy to achieve that commitment.
  • EVgo’s commitment was announced as part of the spring member meeting of the Renewable Energy Buyers Alliance (REBA), of which the company is a member.

Dive Insight:

This commitment from EVgo comes as cities and mobility companies wrestle with making the transportation sector more environmentally friendly. Along with buildings, transportation makes up a majority of emissions in cities, so initiatives like the American Cities Climate Challenge by Bloomberg Philanthropies have emphasized the need to make those sections of urban life more dependent on renewable energy instead of fossil fuels.

The Environmental Protection Agency (EPA) reports that in 2017, nearly 30% of all greenhouse gas emissions came from transportation, the majority of which were from single-occupancy vehicles. Expanding EV charging infrastructure needs to happen if alternative transportation methods are to catch on. BMW and PG&E have also worked together on pilot programs to develop renewable-powered EV charging.

Cities large and small are investing in charging infrastructure, while Google recently made it easier to find existing chargers by adding real-time information to Google Maps. Having a reliable and accessible network of chargers is a necessary step to more widespread adoption of EVs, since it can assure drivers they will not be stranded without a charge.

As cities experiment with charging infrastructure through methods like adding it to light poles or deploying autonomous robots that navigate parking lots and charge parked cars, this announcement from EVgo — coupled with its recent rollout of Autocharge — should help it differentiate itself in a crowded marketplace.

Inslee signs 100% clean energy bill in midst of 2020 White House bid

Published: April 12, 2019 Updated May 8, 2019

Updated May 8: This post was updated to reflect the governor signing the bill into law.

Dive Brief:

  • Gov. Jay Inslee, D, on Tuesday signed Washington state’s 100% clean energy bill, making it the fourth state in the country to commit to such a goal.
  • Senate Bill 5116 passed the House 56-42 without bipartisan support in April, and will require the state to power 100% of its electricity from carbon-free resources by 2045. The legislation phases out coal entirely by 2025 and requires all electricity sales to be carbon-neutral by 2030.
  • Inslee released a clean energy legislative package in December, which included five policy goals to reduce the state’s carbon emissions, including the 2045 and 2025 goals in the bill.

It Seemed Like a Model Green Energy Firm. But Black Workers Paint a Different Picture.

Author: Patrick McGeehan  Published: May 6, 2019  New York Times

Federal District Court in Brooklyn, where the suit was filed.CreditCreditChang W. Lee/The New York Times

The company seemed like a model for the modern economy. It was growing so fast in the clean-energy field that New Jersey awarded it $7.2 million in tax incentives to keep adding jobs installing solar panels.

But six black men who worked for the company, Momentum Solar, painted a far different picture: They contend that the managers of its operation on Long Island fostered a racially hostile work environment and fired employees who complained about it.

The managers made frequent use of racist slurs, routinely called black men “boy” and paid them less than white workers, a lawsuit filed on Monday alleged.

The suit, filed in federal court in Brooklyn, seeks class-action status on behalf of all employees who worked out of the company’s warehouse in Plainview, N.Y. It accused the company’s managers of engaging in systemic discrimination against black workers and retaliating against those who filed complaints.

The company responded that there was “no basis in law or fact for the claims” asserted in the suit.

“The six disgruntled former hourly employees were terminated for legitimate, nondiscriminatory reasons including unacceptable workplace behavior, fighting, poor performance, failure to show up for work and violations of material company policies and procedures,” a statement from an outside lawyer for the company said. “The company intends to vigorously defend all claims.”

Momentum Solar, which is based in Metuchen, N.J., claims to be one of the fastest-growing companies in its industry, with more than 1,200 employees across the country. Last year, it received $7.2 million in tax incentives from New Jersey’s Economic Development Authority for its plan to add more than 150 jobs over three years.

The state’s tax-incentive programs have come under scrutiny after recent revelations by The New York Times that tax breaks were awarded to politically connected companies, though Momentum was not one of the firms cited in the The Times report.