Electric Utility Investment in Truck and Bus Charging

The document argues that electric utilities are critical partners in the transition to electric medium- and heavy-duty vehicles. It recommends three primary investment models—make-ready, end-to-end ownership, and rebate incentives—and suggests restructuring commercial rates to eliminate or reduce demand charges. The guide emphasizes prioritizing disadvantaged communities burdened by air pollution and implementing 'managed charging' to optimize grid stability and integrate renewable energy.

• Medium- and heavy-duty vehicles comprise approximately 5 percent of US road vehicles but are responsible for 29 percent of vehicle-related climate emissions, often disproportionately affecting low-income communities and people of color.
• Electric transit buses produce lower greenhouse gas emissions than diesel or natural gas alternatives in every US state. For example, in New York State, an electric bus emits 347 g CO2e/mile compared to 2,680 g CO2e/mile for diesel and 2,364 g CO2e/mile for natural gas.
• Utilities can employ three main infrastructure support models: 'make-ready' (investing in panels, trenches, and wires), 'end-to-end utility ownership' (funding and operating the charger itself), or providing rebate incentives for site hosts to install equipment.
• Traditional commercial 'demand charges'—fees based on maximum power demanded during a billing period—act as a financial barrier to electrification. The document recommends restructuring these rates, such as using fixed subscription fees or temporary waivers, to incentivize fleet adoption.
• Managed charging, which shifts loads based on grid conditions, allows fleet managers to reduce costs and enables utilities to better integrate renewable energy. To support this, utilities should require minimum charging system capabilities that allow for network communication.
• To address environmental justice, utilities should prioritize electrification in 'disadvantaged communities' that suffer high economic and health burdens from truck pollution. Examples include allocating specific budget percentages (e.g., 30% or 40%) to these areas.
• Electric school buses are identified as ideal candidates for pilot programs because their regular schedules and significant downtime allow them to serve as grid storage, absorbing excess renewable energy and discharging it during peak demand.

APA

Anair, D., & Mahmassani, A. (2019). Electric Utility Investment in Truck and Bus Charging. Union of Concerned Scientists. https://www.ucs.org/sites/default/files/attach/2019/04/Electric-Utility-Investment-Truck-Bus-Charging.pdf

Chicago

Anair, Don, and Amine Mahmassani. Electric Utility Investment in Truck and Bus Charging. Union of Concerned Scientists, 2019. https://www.ucs.org/sites/default/files/attach/2019/04/Electric-Utility-Investment-Truck-Bus-Charging.pdf.

Wikipedia

{{cite report |last1=Anair |first1=Don |last2=Mahmassani |first2=Amine |title=Electric Utility Investment in Truck and Bus Charging |publisher=Union of Concerned Scientists |date=April 2019 |url=https://www.ucs.org/sites/default/files/attach/2019/04/Electric-Utility-Investment-Truck-Bus-Charging.pdf |access-date=23 October 2026 |via=Climate Insights Directory}}

BibTeX

@techreport{anair2019electric, author = {Anair, Don and Mahmassani, Amine}, title = {{Electric Utility Investment in Truck and Bus Charging}}, institution = {Union of Concerned Scientists}, year = {2019}, month = apr, url = {https://www.ucs.org/sites/default/files/attach/2019/04/Electric-Utility-Investment-Truck-Bus-Charging.pdf}, urldate = {2026-10-23}, note = {Indexed by Climate Insights Directory} }