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Maryland utilities seek approval for Phase 2 EV portfolios as regulators and advocates flag costs and oversight gaps
Summary
Utilities that serve Maryland presented multi‑year Phase 2 electric‑vehicle portfolios proposing make‑ready incentives, managed‑charging pilots and continued operation or maintenance of public chargers, while regulators and consumer advocates urged major cuts to administrative budgets and stronger reporting requirements.
Utilities that serve Maryland presented multi‑year Phase 2 portfolios intended to expand charging infrastructure, increase managed‑charging participation and support medium‑ and heavy‑duty fleet electrification. BGE, Pepco/Delmarva (PHI), Potomac Edison and SMECO described proposals that mix make‑ready incentives, residential and multifamily programs, fleet site assessments and continued operation or maintenance of utility‑owned public chargers.
Opponents and regulators praised some program elements but urged the Public Service Commission to pare back total budgets and tighten oversight. Commission staff and the Office of People—s Counsel (OPC) said the combined Phase 2 requests totalled roughly $252 million and, when amortized and carrying costs are included, would increase the amount recovered from ratepayers substantially. Staff, OPC and consumer advocates recommended cutting administrative budgets, prioritizing utility efforts that fall squarely within utilities— core competencies (load management and utility‑side make‑ready), and improving reporting and independent evaluation before approving large new commitments.
Why it matters: Maryland law and executive policy push for transportation electrification as a cornerstone of the state—s climate plan. Utilities argue their programs accelerate adoption and deliver system value. Regulators and advocates counter that the state needs clearer coordination, more granular distribution‑level planning and firmer conditions on ratepayer funding to avoid undue cost exposure.
What utilities proposed: BGE described a large portfolio that includes a multifamily charging network, a national‑style “Charge Anywhere” managed‑charging incentive for drivers who do not have home chargers, and fleet make‑ready support. Pepco, Delmarva and Potomac Edison presented similar portfolios with public‑charger expansions, make‑ready incentives, and managed charging; SMECO sought modest continuity funding and increased enrollment caps for its residential managed programs.
Regulatory response and next steps: Staff suggested approving time‑of‑use (TOU) and smart charge management programs more narrowly while reducing make‑ready and administrative budgets; OPC recommended significant reductions and asked BGE to resubmit an updated budget after an item it filed late; Sierra Club and other environmental groups urged approval conditioned on stronger distribution planning. Commissioners asked utilities to show feeder‑level planning and to work with state agencies on corridor and fleet needs. The hearing record will remain open for written comments and discovery; the PSC will weigh approvals, reductions and conditions in its forthcoming order.
Ending note: The proceeding underscores a practical trade‑off facing Maryland regulators: accelerate EV infrastructure now to meet emissions and transportation goals, or apply stricter budgetary and reporting constraints to limit rate impacts and require clearer demonstration of distribution and customer benefits.
