STATES

Press Release: Five-year Anniversary of Fuel Economy & Pollution Reduction Standards Affirms Rules Still Sound and Sensible

FOR IMMEDIATE RELEASE

Five-year Anniversary of Fuel Economy and Pollution Reduction Standards Affirms Rules Still Sound and Sensible

Recent EPA announcement to re-open review of common sense pollution reduction standards could cost people more at the gas pump, increase pollution harming health, and reduce America’s technological innovation leadership and global competitiveness 

STATEMENT BY HOWARD A. LEARNER         

EXECUTIVE DIRECTOR, ENVIRONMENTAL LAW & POLICY CENTER

Howard Learner, ELPC’s Executive Director, said in connection to the five-year anniversary of the U.S. Environmental Protection Agency and the U.S. Department of Transportation establishing joint fuel economy and pollution reduction standards for vehicle Model Years 2017-2025:

“Five years ago, the EPA and U.S. Department of Transportation issued fuel economy and pollution reduction standards for American automakers that are still sound and sensible today,” Learner said. “The standards EPA and DOT rolled out in 2012 ensure that America’s new cars and light trucks will use less oil and emit fewer greenhouse gases through 2025.

“Despite the success of Clean Car standards, the Trump administration is working to roll them back. Earlier this year, EPA determined its standards remained achievable and cost effective, but the agency has now taken the misguided step of reopening that review. DOT is also working to weaken its fuel efficiency standards. A rollback of the joint standards threaten to shift America into reverse and put U.S. car manufacturers behind in the global competition for cleaner, fuel efficient cars.

“Keeping the joint standards in place that were set five years ago will continue to drive innovation, maintain the American auto industry’s competitiveness, boost jobs in the Midwest, and save Americans money at the gas pump. Across the Midwest there are more than 150,000 jobs in 480 facilities engaged in making cleaner vehicles. Let’s keep the cleaner car job sector growing.”

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Press Release: Senate Bill on Autonomous Vehicles Wisely Includes Study of Transportation Infrastructure & Environmental Impacts

FOR IMMEDIATE RELEASE

October 4, 2017

 

Senate Bill on Autonomous Vehicles Wisely Includes Study of Transportation Infrastructure & Environmental Impacts

ELPC commends leadership of Senators Duckworth and Schatz for co-sponsoring study amendment to bill 

 

WASHINGTON, D.C. – The U.S. Senate Commerce, Science and Transportation Committee today adopted an amendment on safety standards for autonomous vehicles that requires the U.S. Department of Transportation to conduct a much-needed study on how autonomous vehicles will impact transportation infrastructure and the environment.  Senators Tammy Duckworth of Illinois and Brian Schatz of Hawaii co-sponsored the amendment.

“Let’s better understand how driverless vehicles can be designed and deployed to help solve highway congestion and air pollution problems, and guide policy actions,” said Howard Learner, Executive Director of the Chicago-based nonprofit.  “The Environmental Law & Policy Center commends Senators Duckworth and Schatz for their leadership on the amendment providing for a thorough study of the impacts of autonomous vehicles on our transportation, environment and energy systems.”

“I’m proud the Senate Commerce Committee unanimously passed our amendment to educate the public about how self-driving vehicles will impact traffic congestion, pollution levels and the environment,” said Senator Tammy Duckworth (D-IL). “This legislation will help pave the way for safer, smarter, more efficient transportation systems in America.”

“A U.S. Department of Transportation study will soon begin to address the broad array of policy challenges and opportunities presented by autonomous vehicles,” said Learner.

The study will include a broad look at how autonomous vehicles will impact a wide range of issues including the transportation infrastructure, the environment, energy needs, congestion, vehicle miles traveled and land use. The amendment calls for launching the study within 60 days of the bill’s passage into law.

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Chicago Tribune: Pollution could increase as Rauner EPA moves to rescue coal plants

By Michael Hawthorne

September 27, 2017

In a move that could lead to dirtier air in Chicago and other downwind communities as far away as New York, Gov. Bruce Rauner’s administration is pushing to overhaul stringent limits on lung-damaging pollution from some of the last coal-fired power plants in Illinois.

Proposed amendments to state rules would scrap limits on the rate of pollution from a fleet of eight coal plants in central and southern Illinois owned by Dynegy Inc. Instead, the state would impose annual caps on tons of sulfur dioxide and nitrogen oxide emitted by the fleet — a subtle but significant change that could stall or reverse efforts to reduce Dynegy’s contributions to smog, soot and acid rain.

Drafted with extensive input from the company’s Chicago-based attorneys, the proposed pollution caps are significantly higher than what Dynegy’s fleet emitted during each of the past two years, according to a Tribune analysis of federal pollution data.

Alec Messina, director of the Illinois Environmental Protection Agency, said the goal is to keep the financially struggling coal plants open by giving Houston-based Dynegy more flexibility to operate individual generating units, several of which are not equipped with modern pollution controls. Before joining the Rauner administration, Messina worked as a lobbyist for a trade group that represents the company’s interests in Illinois.

State standards would still be tougher than federal requirements, Messina said, and company spokeswoman Meredith Moore noted emissions could still increase if the state’s rate-based limits were kept in place.

But if a state rule-making panel approves the proposed changes, expected to be formally introduced this month, the new limit on sulfur dioxide would be nearly double what Dynegy’s existing fleet emitted last year and higher than every year since 2012, according to the Tribune’s analysis. The cap on nitrogen oxide emissions would be 79 percent higher than what came out of the smokestacks in 2016.

In an Aug. 25 letter to the state EPA, Attorney General Lisa Madigan’s office questioned why the new regulations are necessary unless Dynegy plans to operate its dirtier coal plants more frequently and its cleaner plants less often.

The proposed pollution caps are set so high that the state would end up encouraging Dynegy to pollute more, Madigan’s office said.

“We want to make sure the public is getting the full benefit of the pollution standards the company agreed to meet,” James Gignac, Madigan’s environmental counsel, said in an interview. Changing the standard now could roll back years of progress, he said.

Dynegy also secured a provision that would keep the pollution caps fixed at the same amounts — 55,000 tons of sulfur dioxide and 25,000 tons of nitrogen oxide annually — even if it decided to shut down individual generating units or scuttle entire plants.

An EPA draft would have automatically tightened limits on Dynegy’s fleet to reflect plant closures, according to emails obtained by the nonprofit Environmental Law and Policy Center and shared with the Tribune. Chicago attorney Renee Cipriano, a former Illinois EPA director who represents Dynegy and other companies she once regulated, lined out or replaced language in the state’s draft, the emails show.

“We are making those types of tweaks to the rule language, so hopefully they address your issues,” Dana Vetterhoffer, an EPA attorney, responded in a May 31 email to Cipriano. “OK great,” Cipriano wrote back four minutes later.

Howard Learner, the environmental group’s president, said the changes would allow Dynegy to avoid installing pollution controls at its dirtiest plants and turn off the equipment at others.

“The company’s strategy is to run these plants on the cheap for as long as possible, like an old Chevy beater,” Learner said. “If the Rauner administration goes ahead with this, they’re effectively passing on the health costs of Dynegy’s pollution to the rest of Illinois and beyond.”

Moore, the Dynegy spokeswoman, said in an email to the Tribune that swapping the state’s current system for caps on the fleet’s emissions “would mean real environmental benefits.”

The EPA director echoed the company’s comments. “For the first time there is a cap on this fleet. That’s a big deal,” said Messina, who took over the state agency last year after serving as a top aide in Rauner’s office. He previously was a lobbyist for the Illinois Environmental Regulatory Group, an association that represents industries subject to state pollution regulations.

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Indianapolis Star: ELPC Pushing Indiana Agency to Allocate Portion of $41M VW Settlement Funds to Electric School Buses

IDEM’s unusual comment process for spending $41 million Volkswagen settlement
September 25, 2017
By Emily Hopkins

Indiana is poised to receive $41 million, its share of a $2.7 billion settlement federal regulators reached with Volkswagen after it was learned the German automaker cheated emissions tests for over half a decade.

But just how the state plans to spend that money is a mystery thanks to what some contend is a process that thus far has been neither transparent nor open to public input.

In at least 38 states, residents can find information about the settlement on their government’s website. In some cases, they may even be able to submit their own suggestions into whether the funds should be used for electric transit, hybrid vehicles, or any of the 10 ways the Environmental Protection Agency has identified to fight pollution.

But Hoosiers who want a say in how Indiana spends its share of the pot might want to try to snag a meeting with the Indiana Department of Environmental Management’s Commissioner Bruno Pigott.

“While other states have chosen to accept public comment in a web-based manner, Indiana has chosen to reach out to stakeholders in a more personal way with one-on-one meetings with interested parties and presenting on meeting agendas of interested parties,” IDEM’s Deputy Director of Communications Tara Wolf told IndyStar via email. “[Pigott] has been meeting one-on-one with many interested stakeholders since he came into office in January.”

If that seems like Hoosier Hospitality to some, others see it as a series of closed-door talks outside of the public’s view.

To be clear, there is no requirement for states to solicit public comment before the legal process to get the funds has begun. And Wolf assured that the time will come when Hoosiers can comment on a draft plan.

Still, some are concerned that Indiana is behind several states who have chosen to be proactive. Some states solicited public feedback as early as last fall, and a handful of states have already published drafts of their proposals online. Minnesota, for example, has received hundreds of comments and responses to an online survey and held more than a half dozen public meetings to discuss how the funds should be spent.
“We just thought it was the right thing to do,” said Rocky Sisk, State Program Administrator for the Minnesota Pollution Control Agency. He said that many people have different perspectives on the issue, but that the meetings have been instrumental in shaping their plans.

“Those are the things we feel very confident about doing now that we’ve had public input,” Sisk said.

Before states submit their plans, they’ll have to take part in a legally technical process determined by the settlement. First, states will have to announce which agencies will manage the funds in their respective states. Many states have already done this, often choosing one of their environmental departments.

Indiana has not formally announced which agencies will handle the funds. According to those familiar with the issue, it could be a group of three to five agencies, and the general assumption is that IDEM will take the lead. IDEM’s Wolf said that the Indiana agency handling the funds will be announced once the “trust effective date” is finalized, which will set deadlines for states to have their plans drafted. It’s at that point that the state will ramp up its public outreach.

“A draft Beneficiary Mitigation Plan for public comment will be posted on our website and the public will have ample time to submit comments,” Wolf said. IDEM would not disclose which groups or individuals the agency had met with, but Wolf said that it “has spoken to any group or individual who has requested information.”

The money being paid to states by Volkswagen is one of a series of criminal and civil penalties levied against the automaker. The company was found to be in violation of the Clean Air Act when it came to light that Volkswagen had cheated on emissions testing of some of its diesel vehicles. About half a million cars in the U.S. were allowed to emit pollutants “at levels up to 40 times the standard” set by the EPA. Nitrogen oxides, or NOx gases, are a byproduct of burning diesel fuel and have the potential to cause asthma and other respiratory health issues. The mitigation trust fund is meant to address those NOx emissions.

At least one organization is not waiting on IDEM to start promoting its plan. This summer, the Environmental Law and Policy Center conducted an electric bus tour across four states where they hope settlement money could be used to replace diesel school buses with electric ones.

“Children are especially vulnerable [to diesel fumes] because their lungs are not yet developed, and the particles make their way through the nose, into the blood stream and cause all sorts of problem,” said Susan Mudd, Senior Policy Advocate at ELPC, noting that more than half of public school children in Indiana are transported by bus.

Mudd has been impressed with efforts by other states in the region. She remarked on the several public meetings held in Minnesota, and the “priority county” map produced by Ohio’s EPA.

“Indiana has not stepped forward yet,” Mudd said, “but we’re hopeful.”

Kellie Walsh, executive director of the Greater Indiana Clean Cities Coalition, said that when the mitigation trust fund was announced, her phone was ringing off the hook.

“Folks were like, ‘When is money going to be on the street?'” said Walsh. “Sorry guys, that’s not how this works.”

 

To read the full article, please click here

Letter to the Editor Indianapolis Star: Indiana Should Buy Electric School Buses

Indiana should buy electric school buses
September 14, 2017
by Dr. Stephen Jay and Janet McCabe

In Indiana, school has been in session since early August and an estimated 650,000 children in communities across the state are climbing onto about 13,000 big yellow school buses every day. Unfortunately, many of these buses are still powered by dirty, diesel engines that cause asthma attacks.

The good news is that a healthier ride to school may be possible starting as soon as next year. That’s because Indiana will soon have the opportunity to use funds from the Volkswagen settlement to purchase clean electric school buses.

Over the course of nearly seven years, Volkswagen sold close to 600,000 diesel cars in the United States with engines programmed to trick emissions standards, contributing many tons of extra pollution to the environment. As part of a national settlement, the company is providing nearly $3 billion to states to support pollution-reducing projects. Indiana’s share of that is about $41 million. Governors and state agencies can spend these funds on a variety of options to reduce air pollution, including buying electric school buses to replace the aging dirty diesel fleet.

There are three reasons why doing so makes sense:

First, more children breathing easier. Nearly 9% of Hoosier children suffer from asthma, a disease that leaves their lungs susceptible to irritation from fine particles, nitrogen oxides, and other air pollutants in diesel fumes. These fumes seep into the cabins of school buses and trigger asthma attacks. Researchers at the Universities of Michigan and Washington have found that diesel school buses are responsible for millions of missed school days each year. Because children’s lungs are still developing, exposure to diesel pollution makes them an especially vulnerable population to lung diseases.

Second, healthier communities. A diesel bus driving around our cities and towns emits a chemical cocktail right at ground level, near our schools, playgrounds and homes. The average school bus makes 85 stops per day. With an electric school bus, there’s no danger from idling engines, because no emissions come out of the tailpipe. In fact, there isn’t a tailpipe at all.

Third, a more robust energy grid. As states shift to power grids that will increasingly draw from renewable sources, zero emission school buses can provide extra benefits. Because school buses operate according to school schedules, they can recharge their batteries overnight, when demand for energy is low and they don’t have to compete with other energy consumers on the grid. During peak demand times, such as hot summer days, electric school buses can serve as local battery packs to provide extra juice back to the grid when it’s needed most. That reduces the demand on all energy sources providing power to the grid and creates a more sustainable power system with more clean energy as the source. Ideally, electric school buses should be powered at night with renewable energy sources.

Electric school buses are not science fiction. There are already more than 100 on the road today in North America, and American companies known for their diesel technology, including Columbus-based Cummins, have announced investments in electric technologies for school buses. On a recent Midwest tour that included stops in Indianapolis and Fort Wayne, bus drivers and children loved trying out a quiet and clean electric school bus.

Funds from the Volkswagen settlement are expected to be released in the coming months. Governors putting VW money towards electric school buses would drive the market forward and costs down. School buses represent the largest category of mass transportation in our country, larger than transit and rail combined. We urge Indiana to help move this market to zero emissions and demonstrate leadership for health, the environment, our energy future, and most importantly, our children.

 
Dr. Stephen Jay
Professor of Medicine and Public Health; past founding chair, IU Richard M. Fairbanks School of Public Health

Janet McCabe
former U.S. EPA’s Acting Assistant Administrator for Office of Air and Radiation; senior law fellow at the Environmental Law & Policy Center

Press Release: ELPC Commends Full Funding for Great Lakes Restoration Initiative

FOR IMMEDIATE RELEASE

SEPTEMBER 14, 2017

ELPC Commends Full Funding for Great Lakes Restoration Initiative 

House Rejects Trump Administration’s Zeroing Out FY 2018 Budget for this Successful Program 

 

STATEMENT BY HOWARD A. LEARNER

Executive Director, Environmental Law & Policy Center

 

CHICAGO – Howard Learner, Executive Director of the Environmental Law & Policy Center, said in response to the U.S. House of Representatives’ approval of full funding for the Great Lakes Restoration Initiative (GLRI) as part of the fiscal year 2018 budget:

“The Environmental Law & Policy Center commends the bipartisan legislators who worked together to reject the Trump Administration’s cuts and provide full funding of $300 million for the successful Great Lakes Restoration Initiative,” Learner said. “This program has supported more than 3,000 sensible projects to protect and restore the Great Lakes since 2011. That’s great value for all of us who live, work and play in the Great Lakes. We urge the U.S. Senate to include full funding as it considers the budget.”

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WVIK (NPR) INDIANA: ELPC’s Janet McCabe Part of Indiana Climate Leadership Summit

WVIK 90.3 FM  Indiana (NPR)

Public Officials, Environmental Advocates Talk Climate Change

By Nick Janzen

Mayors and public officials from 18 Indiana communities, as well as environmental advocates, business leaders, and young people met in Indianapolis Wednesday to talk about ways Indiana can adapt to impacts from climate change at the second annual Climate Leadership Summit.

Jim Poyser, the executive director of Earth Charter Indiana and the event’s organizer, says he sees bipartisan support on the local level for action on climate change.

“Now, that makes me happy, because I’m tired of thinking about party. I’m tired of wondering what somebody’s ideology is,” says Poyser.

Poyser says since the first Climate Leadership Summit last year, three Indiana towns have passed youth-led climate resolutions: Carmel and Lawrence, which have Republican mayors, and Indianapolis.

Indianapolis Mayor Joe Hogsett says how well cities prepare for climate change will determine their future success.

“We are not exempt from the impacts our changing climate bring,” Hogsett says. “No one is.”

Scientists from Purdue and Indiana Universities said during presentations that those impacts include the number of days Indiana experiences above 90 degrees jumping from 20 to 74 by 2050; and that the Indiana climate could look more similar to that of east Texas by 2070.

Sixteen-year-old Cora Gordon helped pass the Indianapolis climate resolution, which calls for carbon neutrality in the city by 2050. She says the climate resolutions adopted around the state are a message directly from Hoosiers.

“Once we go up higher, once we talk to state people and show them that all these cities have passed climate resolutions, what the people of the state want, it’s what the people of the country want, and so I think that’s definitely something that politicians should keep in mind,” Gordon says.

Logansport Mayor Dave Kitchell says unlike Indianapolis and Fort Wayne, many small communities in Indiana don’t have the resources to invest in big, climate-friendly projects.

“We’re the crossroads of America,” Kitchell says. “But until we’re going to be the crossroads of fiscal sustainability and climate sustainability, we’re not going to convince the majority of the people in this state that this is what we have to do.”

Janet McCabe, a senior law fellow at the Environmental Law and Policy Center and a former Environmental Protection Agency assistant administrator under President Barack Obama, says clean energy and energy efficiency are two areas where municipalities can get the most bang for their buck on climate investments.

“It makes your houses more comfortable, it increases their value, it creates local job opportunities that can’t be imported,” she says.

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PV Magazine: ELPC Working to Bring Community Solar to Illinois

Community solar, PACE policies moving forward in Illinois
By Mark Burger

August 28, 2017

Community solar in Illinois has made another step forward in the long slog to implementation with the filing by ComEd of a tariff with the Illinois Commerce Commission (ICC) on August 15 requesting that the requisite riders for community solar be added to existing net metering and related riders.

The rider in the tariff, POGCS, will include provisions for both the provider, or developer, of community solar projects and the beneficiaries, or subscribers, without which projects cannot go forward until both conditions are satisfied. This is the latest action in a process that began with enactment of the Future Energy Jobs Act on December 7, 2016, which took effect on June 1, 2017.

ComEd has requested approval from the ICC by September 29, and for the tariff to take effect on October 9th.  Several intervenors have filed in this tariff so far including the Illinois Power Agency, Environmental Law and Policy Center and the Illinois Competitive Energy Association.

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Daily Southtown: ELPC Explains Why Will Co. Farmers See Sun as New Cash Crop

Solar farms are cropping up in Will County
By Susan DeMar Lafferty

September 5, 2017

As harvest season approaches, some Will County farmers may already be considering alternatives to the future of their corn and soybean fields. They are learning that the sun they now rely on to produce vegetables, could be harnessed into a new cash crop.

Empowered by Illinois’ new Future Energy Jobs Act, solar companies have approached area farmers in recent weeks about converting a portion of their property into solar farms.

Cypress Creek Renewables, which currently operates solar farms in eight states, has an agreement with a landowner in Crete Township to convert 45 acres on Goodenow Road into a five MegaWatt solar farm, enough to power 800 homes, said Scott Novack, Cypress’ senior developer. They are looking for more sites.

Frankfort officials have just begun to discuss a concept for a 32-acre community solar farm that could generate enough energy to power 1,200 homes, according to developer Josh Barrett, of Solarshift LLC, Homer Glen.

“This is totally new to us,” said Mark Schneidewind, manager of the Will County Farm Bureau. About 100 farmers recently received letters from a few different companies and about a dozen have retained a lawyer to negotiate the finer details, he said.

With offers of $800 per acre, compared to $160 to $180 for a really good crop yield, some older farmers are considering this as a steady cash flow as they head into retirement, Schneidewind said.

Others are concerned about leasing their farms for 20 to 30 years, and want to know if it would restrict their ability to use their land, or interfere with drain tiles, he said.

He said he does not see this as the future of farming, because the ground in Will County is “prime farmland,” but he acknowledged that this gives people an alternative.

Novack said Cypress needs at least 20 acres in close proximity to power lines or substations, and are “actively working on” five to 10 projects in Will County. Realistically, he said he expects they will move forward with one or two.

It will be at least 2019 before a facility is operating. According to CCR’s website, the entire process, from signing the lease to completing construction, takes 18 to 24 months.

Cypress invited area landowners to a recent community meeting, but drew only one, along with two county board members — Judy Ogalla and Laurie Summers, he said.

The farm bureau has held two seminars, in each of the last two Aprils, attracting about 100 people each, to provide information and answer questions.

Schneidewind also has been at the table with Will County’s Land Use Department to discuss how best to regulate this burgeoning business.

The county currently is “not very restrictive,” but does require a special use permit for solar projects — which adds an extra layer of scrutiny, said Samantha Bluemer, of the Land Use Department. As officials update the zoning codes, they want to ensure these are “safe developments” and protect the landowner, she said.

Will County recently won an award for being “solar smart” for simplifying its zoning ordinances and making “alternative energy” an option on its building permit application. It also has enhanced training for permitting and inspection staff and increased public resources regarding solar energy systems and consumer protections, in order to promote positive, sustainable growth.

As they review zoning codes, they are looking at decommissioning the land, mitigating the agricultural land, requiring bonds, letters of credit, and fire training, Bluemer said.

While officials in Frankfort are “excited” about having a solar energy field and contributing to renewable energy, development director Jeff Cook said they want to make sure the site will be properly maintained over the years. A special use permit will be required.

“Renewable energy is a hot topic, a timely subject, but we don’t know all the ins and outs,” Cook said, adding that they are looking at Barrett’s proposal from a land use perspective, and while the location “makes sense,” the plan needs “more details.”

Barrett has proposed a community solar farm on 32 acres on the southwest corner of Pfeiffer Road and Sauk Trail, where it could easily connect to a nearby ComEd substation.

Unlike the larger scale utility farms, Barrett said he would sell solar panels to residents, who would then receive credit on their electric bill for producing their own power.

Given that the majority of rooftops on homes are not conducive to solar panels, community solar farms allow residents to buy into renewable energy at half the cost, with optimal production, he said.

He is now working out zoning issues with the village, which currently requires a special use permit, he said. He hopes to conduct pre-sales at the beginning of 2018, open to Frankfort residents first, then others. If there is not enough interest, the project would not go forward, Barrett said.

Knowing that Frankfort is concerned about aesthetics, he plans not only landscaped berms to seclude the site, but will incorporate native plants and pollinators to promote water filtration and create wildlife habitats.

The panels are designed to last 25 years, and if approved, this site would be developed in three phases, each to produce two megawatts (MW) of power — enough to power 1,200 homes, Barrett said.

“It doesn’t produce any negative effects, just clean energy,” he said.

Brad Klein, senior attorney at the Environmental Law and Policy Center, agreed.

The state law sets benchmarks for creating 4,300 megawatts of new solar and wind power —enough electricity to power millions of homes — to be built in Illinois by 2030.

That goal, along with incentives and tax credits, has led to a lot of interest statewide, Klein said.

The Illinois Power Agency is now working to implement that law, and drafting regulations, but development is happening before the details have been finalized, he said.

Still, Klein said he sees only benefits, and the ELPC has been a key proponent of renewable energy.

“We are really interested in finding the best ways to make sure solar processes are integrated well into the landscape,” he said.

Among the “best ways” are creating pollinator habitats under the panels, which may make the land more productive, and making sure the land is restored to its original condition if no longer used for solar farming, he said.

These farms also are expected to generate more revenue for local schools and communities since solar companies would pay property taxes on land they lease — likely at a higher rate than agricultural land, Klein said.

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The Columbus Dispatch: AEP Ohio Incentive Plan Could Help Double Ohio’s Vehicle Charging Stations


Incentive Plan Could Help Double Ohio’s Vehicle Charging Stations
by Dan Gearino

August 30, 2017

The number of electric-vehicle charging stations in Ohio would be poised to double under a rebate proposal from American Electric Power and environmental groups.

If approved by the Public Utilities Commission of Ohio, the $10 million plan would give incentives to apartment owners, businesses and others to build up to 375 charging stations in AEP territory in Ohio.

Ohio has 346 stations listed by the federal government’s Alternative Fuels Data Center. That number, which includes public and private locations, ranks Ohio 20th in the country, behind Midwestern neighbors such as Michigan and Pennsylvania.

“It’s a great step,” said Sam Spofforth, executive director of Clean Fuels Ohio, which advocates for reducing pollution from vehicle fuels. “All electricity customers will benefit from this.”

He expects broad benefits because of a decrease in air pollution and because the use of electricity as an automotive fuel will help to broaden the base for paying to maintain the electricity system.

The charging stations are a small part of an agreement that AEP and more than a dozen other parties are asking the PUCO to approve. AEP would receive several items it wants in exchange for making concessions to other groups that signed on to the deal.

AEP’s 1.3 million Ohio customers would pay for the charging-station rebates through a so-far unspecified charge in utility bills. And that is a concern for the Office of the Ohio Consumers’ Counsel, which opposes many parts of the rate plan.

“State regulators shouldn’t be asked to make a million consumers — most of whom don’t drive electric vehicles — pay to subsidize electric-vehicle charging through their AEP electric bills,” said Dan Doron, the office’s spokesman, in an e-mail.

Doron said an increase in charging stations should come instead from private investment in response to market demand.

Here’s how the rebate program would work:

‒ AEP would provide money to help pay for up to 300 “Level 2” charging stations, which is a step up from a basic charger. Three in 10 of the stations of this type would need to be in places that the public can access. The rest would be at workplaces, apartments and condominium complexes that might not be open to the public.

‒ The company also would offer rebates for up to 75 “DC Fast” charging stations, which work much faster than a Level 2 charger. All of these stations would be open to the public.

‒ The rebates would range from 50 percent to 100 percent of the costs involved in installing the stations; the highest rebates would be reserved for locations available to the public at government-owned properties.

AEP would not own the stations but would be able to collect a 5 percent fee for administering the rebates, and the AEP name would appear at the stations.

The station owner would be required to share charging data with AEP, including the prices charged for electricity. This data, aggregated to obscure personal information of consumers, would be available to researchers who want to study usage patterns.

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