FPL EVolution Home

• The tariff sheets will apply to both new and existing charging stations; including, but not limited to, those owned by competitive marketers, private businesses, and governments.
• The tariffs support more EV charging infrastructure and promote EV adoption throughout Florida.

FPL’s pilot tariffs limit the amount of demand charges, helping host locations with low utilization of their EV chargers balance the cost of electricity and energy received.

• No. Qualifying customers may elect to enroll in the applicable GSD-1EV or GSLD-1EV tariff at any time during the 5-year pilot period. To optimize the evaluation of FPL’s proposed pilot rates, FPL is requesting customers remain enrolled in the tariff for a minimum of one year.
• Customers that no longer want to participate may submit a request to opt-out of the program, provided they include justification for terminating their enrollment before the one year. These justification(s) will be referenced as part of the pilot’s learnings.

During the five-year pilot period, FPL will gather and evaluate the learnings gained from the research and will use it to inform the design of any proposed future EV rates. This may include extension of the existing pilot tariffs, converting the pilot tariffs to a permanent offering, allowing the pilot tariffs to expire, or replacing the tariffs with a different option.

• The proposed tariffs cap the demand billed to Direct Current Fast Charging (DCFC) customers at energy sales divided by 75 hours. This 75-hour denominator was chosen to target an effective volumetric rate on demand and energy charges (excluding customer charge, taxes, and franchise fees) of approximately 20 cents per kWh, based on current rates.i Charging stations with a load factor less than ~10% (75 hours / 730 hours in a month = 10.27%) will benefit from this ~20-cent cap. Those with a load factor greater than ~10% will pay standard GSD-1/GSLD-1 commercial rates, which will equate to less than the ~20-cent cap.
• FPL selected 75 hours for this rate design to balance two competing priorities: provide rate relief that will facilitate and encourage the development of EV fast charging infrastructure and minimize the potential for the proposed tariffs to shift costs to other customers. The proposed EV tariffs are designed to move DCFC customers back to established commercial rates as station utilization improves and the economic incentive is no longer as necessary. The 75-hour limiting factor sets this point at a load factor of ~10% which has been demonstrated to be achievable by some existing DCFC customers.