the simple fact of the matter is we're going to have to work together to make sure that we're moving out resources to those districts that have unique students, that are not as well -- wealthy, the statutes that do not have the population. we've got to do together, because the current system is not serving the boys and the girls in our state as effectively as we could be doing it, but we're going to have to do together. also critical important, we're getting a significant increase the vocational education. [applause] >> and somewhere, and somewhere jim rhodes is smiling. you know, he came up with the whole idea of vocational education and somehow we got away from it. we're going to give it a 16% increase to vocational education. and we know this. look, if a student has a passion to make things or do things and doesn't want to follow the traditional academic route, god

bless them. i like to say my plumber makes more than my lawyer. okay, the fact of the matter is, feed kids passions. whatever they want to do, let him have it. if they want to go home at 4:00 an afternoon to work on a car, let them work on the car in school, and teach them about advertising because they're not going to sell their services if they can't write english. talk to them about math because they're going to want to charge for the work that they do, but don't cut them off from the possibility of a two-year or four-year education. we are going to beef up the academics on those vocational schools so you can have it all. so you can have it all. [applause] >> higher education. these community college presidents and for your presidents, they are heroes. you know, what they decided for the for your schools that only 50% of the money they get from

the date to run their operations will go to them upon a students graduation, not on enrollment, on graduation, because we want kids to graduate. that is something they stuck their necks out on. it would've been easy to try to say no, we don't need to do that or come up with excuses. they're saying when a child, a student, or an adult enters our schools, our hallways, we want to make sure that they are going to graduate. and the same is true for our community colleges. when they go there, you get reimbursed on completion of courses, not just walking in the door. because can you think of anything worse, two or three years in a for your school, huge debt, you quit. you got big debt, gotten a job, got no certificate. it doesn't work. and so these community colleges and university presidents have stepped up and they have answered the bell.

you know, a lot of places in this country, they count is higher education. we love higher education. it is one of the great assets for the state of ohio, and i never talk to a job creator where i don't stress the fact that our colleges and universities can pin point and prepare our kids for the 21st century jobs. they need an amazing amount of credit for what they have done, and we are now leading the country in stressing graduation over enrollment. it is going to strengthen the economy of the state of ohio. [applause] >> we got to integrate business with academics. who i mean, this is a big challenge, and it's a big challenge worldwide. some countries get better than others. germany does a pretty good job at this. america's floundered on this. you see, if we can bring our business community, our job

creators into k-12 and a two-year and four-year schools and help to design the curriculum and help to give people a view of what it means to work in those different entities, we're going to turn kids on for education. and it's all this business of job training, and all of you in the general assembly, you get it. i appreciate and thank you for your attention. i understand the first dose of the ohio senate are on job training. and we'll going to work on this day and night until we fully integrated. we are making great progress, we have a way to go. and it involves changing the culture of our state, changing the culture of academia and convincing businesses that working with us, we will produce the kind of worker that can answer the bell in the 21st century. thank you for your work in this area, and we are going to stay on it, and we are going to be aggressive and together, if ohio solve this problem of having skilled workers, it will be another incredible arrow in the

arsenal of what we do to attract jobs and bring companies, not just expand in ohio, and not just somebody indiana, is somebody that might even come from india. let's do it together, okay? [applause] >> let me remind you of my background. i was in congress for 18 years. of those 18 years, i spent 10 years fighting to balance the budget. tom sawyer was there during some of those years. i even worked against the president of my own party when i thought he wasn't being aggressive enough. it wasn't comfortable. but i felt we needed to balance the federal budget. because of all that work i became chairman of the house budget committee. pretty amazing. and in 1997, i was one of the

architects of the balanced budget agreement, and our budget was truly balanced for the first time since neil armstrong walked on the moon. we have large surpluses, we paid down large amounts of the publicly held debt, and we were growing jobs. it was bipartisan. a lot of meetings, a lot of long hours, a lot of yelling and shouting. we all kind of liked one another though, respected one another. and we got it done. and i'm proud of it. i understand programs like medicaid and medicare. i worked on them. i understand issues that are involved in reforming medicaid and medicare. my staff helped create some of the direction that we're going to fix some of the problems.

i know that medicaid and medicare have to be transformed, there's no question. and transformed in some ways along the lines of what we've done with medicaid and the state of ohio. and when they finally, the federal government, finally figures out how to begin to solve the problems of medicare and medicaid, we will be ready to navigate those changes. but in the meantime, while we are waiting for answers, we should not shoot ourselves in the foot and send our tax dollars to another state to be spent your it is not fair to the taxpayers of the state of ohio, plain and simple, because if we don't do what we should do on medicaid, they will be spending it in california. you count on it. [applause] >> we have an unprecedented opportunity to bring 13 billion of ohio's tax dollars back to ohio to solve our problem.

our money coming home to fix our problems. it's a unique opportunity. we've never gotten our fair share. well, i think it makes sense to bring this money home. and this money can go -- can provide health coverage for the poor, a great number of them who are working for individuals who make less than $15,415. $15,415. they can't afford health care. what are you going to do, lay them out in the street, walk away from them when we have a chance to help them? the program provides a pathway for these individuals to get basic health care for me doctor. you know where they get their health care now? they did it in an emergency room. try going getting primary health care in an emergency room. first of all, it's not efficient, it's not effective. it costs everybody more money

when you do that because the emergency room is the highest cost operation you can get for health care. and it's out there for them because they don't get healthier, so they're sicker and would pay for that as well. we need to give him primary care basic coverage. furthermore, the federal government is going to end this aid to hospitals that serve the uninsured right now. the federal government is going to face this out. you know what this is going to do to rural hospitals? do you know what this is going to do to urban hospitals if we turn this down? i come into line with to date, one of the first building i see is the big hospital of the. we don't want to take a chance on wrecking the place. going to make sure that they're healthy, they're an integral part of our community. i'm not a supporter of obamacare. we rejected the federal government telling us to run the state run exchange. they didn't give us the flex but that would've been best for our state. we sat down and we were going to go for the. didn't make sense. i don't believe in individual mandate. i don't like a lot of the programs that are going to drive insurance rates.

but in this case, extending medicaid benefits will help us on many levels, including the positive impact this decision can have on the mentally ill, and the addicted. some of them live under bridges, some of them live on streets, some of them are in our jails tonight. one of the shares that i was with the other day told the story of a man whose life had gone really pretty perfectly. he got sick, start living in the woods. is now in the jail. he wraps scriptures around his fingers to ward off evil. the sheriff told me, he doesn't belong in our jails. it's a chance to rebuild the safety net that we've all wanted to do since we have released people from these mental hospitals. my personal faith in the lessons

i learned from the good book, they're like, run my life. i mean, i'm serious, they're very important to me. not just on sunday, but just about every day. and i've got to tell you, i can't look at the disabled, i can't look at the poor, i can't look at the mentally ill, i can't look at the addicted and think we ought to ignore them. for those who live in the shadows of life, those who are the least among us, i will not accept the fact that the most vulnerable in our state should be ignored. we can help them. and i want all of you to think about this. [applause] i know it's controversial. i just want to take you one place. one day your son comes home, your daughter comes home, says,

mom, my brain's not working right. put it in your family. put somebody that is in your family who becomes the wayward child. they come home one day, they can't get a job. put it on your doorstep, and you understand how hard it is. i respect the decision you're all going to make. i know it's controversial, just please examine your conscience, keep an open mind, and i think we can work to get there. i sure hope so. we are an administration that thinks no one should be left behind. i think what's so great is were growing jobs, our economy is stronger, we running surpluses, our credit is up. we've got industries thriving. we are not ignoring the week. jim buchy, the lord doesn't want us to ignore the. i want to thank the legislature for going to mandate the autism

coverage for families. i called a lady ready for we announced it. she burst into tears, she was a joe navarro for fighting for autism coverage. she made me cry. you know, these families are under so much stress. they all play by the rules, and they are hurting. they called it the christmas miracle. kevin, thank you. where's the mayor? right here, thank you. they called it the christmas miracle, didn't they? thank you for helping the families of children with autism. they are better in the state of ohio now because of what the legislature has done. [applause] >> we gave $5 million to the bank to alleviate hunger. my wife, god bless you. she goes to the backpack program, think about this on a friday night, for kids are embarrassed to take food home on friday night, stick the food in the backpack.

they go home and they can be because when we didn't do this, they went to school on monday, am i right, senator, they went to school on monday, they couldn't learn. $5 million for food banks. $2 million in a special grant for children's hospital. i mean, what a great organization that is, and they are working together all over the state. i think with the best children's hospitals in the country, if not the world. and i also want to do, remember the day we announced that, the look on these parents face, these moms and dads have the severely disabled children, do you know what we did, we said your kid doesn't have to work in the shelter workshop. they can work an enormous -- in a normal business setting. these mom and dad were so excited. i'm just excited thinking about. she we gave teresa flores the governors courage award for what she did on human trafficking. i want to thank the legislature. we passed a bipartisan governance of human trafficking law.

thank you, representative. and how to become it's been only six months. there have been five traffickers in guided in central ohio alone, and we are -- [applause] we are dedicated is running the victims and they are pretty awesome people. again, my wife works with him at the catch court in franklin county. and these ladies, i'll tell you, you ought to do than talk, they're fantastic. some of you, the press were there over christmas and i had them tell their stories and announced. they can heal and they can have a chance, too. big agenda, isn't it? a lot of stuff, turnpike and higher education, k-12, tax reform and wow, right, wow. i mean, things are happening in ohio. you may not like at all but it's pretty cool. look at the big picture. it's a big lift to get this

done. and we need inspiration, and we get from people right here in our state. you know, i started this governors courage awards. i just love this thing to do the trick. because what it does is recognize a lot of people that would never be recognized if we had to create passionate if we hadn't created the awards. this year i hold the example of transcends own neil armstrong -- contends own, remember, some you're too young and the legislation, but remember one small step for man, one giant leap for mankind. but what people would to you about neil armstrong, he never looked for the limelight. he never wanted to get on the top of the mountain and shout, you know, look at me. i met him once. he was so gentle. if you talked to his neighbors, he was just as good a guy as you could ever find, and he had the

gift of humility. i think it was because he realized that even though he walked on the moon, and it was so historic, he stood on the shoulders of thousands of other people. that's what he did. his sons, rick and mark, are here tonight. and they are here to accept this award on the basis of that fantastic achievement, but also on the basis of what we can learn from a great man's humility. please join me in welcoming rick and mark, the sons of new armstrong. [applause]

>> well, this one, this is going to get you out of your chairs, too. sondra williams, she spent a large portion of her life being misdiagnosed and misunderstood. as an adult with high functioning autism she fought through the uncertainty and the lack of understanding that surrounds autism spectrum disorders, and establish herself as an advocate for the condition. her mission has been to break the mold of ignorance, to educate the public and offer guidance and support to those who are dealing with similar struggles. she's not only talking the talk, but she's walking the walk, let me turn. she is correct or director of autism, research institutes youth division.

she mentors young people who have autism and gives them hope and courage and strength. she's a member of the ocali advisory board, she's on the autism society's panel of advisers. she's even another. she wrote a book called reflections on self. this is a special lady, ladies enjoyment and she's getting the governors courage award for what she has done to serve all of us, and particularly those that have been in need in the state of ohio. please welcome sondra williams. [applause]

[applause] >> later this month, ohio commemorative the first anniversary of a school shooting that took the lives of three students and injured three others in chardon high school. i was there for a couple days. the principal, the superintendent, the teachers, the guidance counselors, the staff. what a privilege for me to be able to have a chance to spend time with them and learn from them. they're unbelievable.

it's not easy there, even today. it's still tough. and they're trying to put the pieces back together. some of the pieces are gone. we know they're never going to be quite the same. i went there and i could sit there with them because, as many of you have in this auditorium, i've looked in the black hole. the tragic and sudden death of my mother and father put me there, but i've healed. the lord's grace has healed me. and when i pray for this great, incredible group of people, and what i think about the staff and students, some of whom are still struggling, and i think about the people of chardon, i pray they're going to heal.

they're going to heal. they're going to because they are tough and compassionate and smart. they're going to make it. but what courage they showed on that fateful day, and what courage they have shown ever since. it was appropriate to honor today, with the governors courage award, those leaders, though staff members who worked day and night to bring peace, to bring understanding to all the people of chardon, so at the end of the day, those killings and that shooting will not be lost in vain. it's going to make them somehow through the tragedy better for it. but we were remember those who lost their lives and those who have been injured, and we will pray for them. but in the meantime, i'd like to

take a second to honor the great staff from chardon high school for the great work. [applause] [applause]

>> how about all the winners? how about all the winners? [applause] >> ladies and gentlemen, we are in a transformational stage in ohio. a lot of ohioans feel it. you know, we can debate the details, but we can never lose sight of the vision. if we look around the country, we see so much dysfunction, so much anger, anger. i've been in politics a long time. i've been the target of some of his anger. i got together, fortunately, it doesn't bother me. it just doesn't. because when you're a about a mission, you don't get stuck by

it. but what does bother me is the tone we communicate to our children, the tone we communicate to each other. too many people are losing faith in our government. they're tired of the name-calling and personal attacks and partisanship, and i'm right and you're wrong, and that's okay to have that debate. but it starts when you get into name-calling and personal. let me tell you something, the public is sick of it. they rejected. you know, it sometimes in ohio, but all across america if anger, vitriolic, partisanship prevailed, our children, our state, and country will continue to suffer. people never remember positively those who tear down.

they don't. i've been around a long time, folks. they don't remember those who seek this -- who seek to destroy or to our -- or tear down. you know who they respect? those who built the. the builders are what's remembered. people sen sent us here to solve problems and improve their lives. that's why they sent us here. what a unique opportunity that we have to do that. you know, i walked outside the state capital. i can't wait until the birds are chirping after. and i looked over at the noise and i see a man in a hurry over there carrying a briefcase, a big statue of a man carrying a briefcase who was always in a hurry. he was one of ohio's rate as men and race problem solvers. his name was james a. rhodes. i knew him. he was something. you think i'm something with all these things? you should have met him. he was a guy always on the move.

then when i go in, i go to is as close to an officer located, pawdnah is in the. the big statute of vern riffe. he was something. he was really something. and as i got older and as he got older, we became friends. i got to know him better and better and better. rhodes and riffe, they worked together. they solve the problems, and they built a stronger ohio. there have been times when we worked together. some don't like to think about it, but it's true. collateral sanctions where we are getting a person the chance to redeem themselves and get work, a chance to redeem themselves and have another chance. cleveland schools plan. boy, i haven't seen two groups of legislators work harder together than that little group,

that little cabal that put the plan together in the house and the senate. and i remember her sting into your office that night, bill batchelder, and how excited everybody was about that plan. it's going to fix cleveland in my opinion. human trafficking i've mentioned the sentencing reform, can't lock them up, can you, forever? can't do it. so we're giving them another chance there as well but i want to thank the prosecutors for working with us. and jobs ohio, too. who would've ever thought that at the beginning of jobs ohio, that jobs ohio, too, would receive bipartisan support. and energy t go when we put the regulations in place. sean o'brien, i got a call, o'brien was always amend its. i said given to them. let's pass the darn thing and we got the best roles and relations in the country on fracking. you know, we've got to look for ways to work together. if we do, we can reduce poverty, give opportunity, we can go

jobs, we can educate our children. and you know the great thing is, when they find out about ohio, when they can and they spend the weekend, they start thinking about moving him. and it's because we did it right. if we unite and we stay together, nothing, but nothing can stop us from becoming the greatest state in the greatest country in the world. god bless you, god bless ohio, and god bless the united states of america. [applause]

[applause] >> [inaudible conversations] >> live pictures from georgetown university law center. they're hosting a conference today on energy carbon emissions and climate change here in washington. this conference will last all day. discussions on electric bills, the agenda in washington on reducing emissions. spot to sit there bring together government officials and energy sector representatives to explore how state and federal governments can work together. it will be under way in just a moment. live coverage here on c-span2.

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>> again we're live at georgetown university law center for an all day conference on energy and climate issues. it is expected to start in the moment. i wanted to but some of the of the programming coming up on the c-span networks. live on c-span this afternoon at 2:30 p.m. the house democratic -- the effects of sequestration on employees and their families. budget cuts are set to go into effect next week. once again that is why this afternoon at 2:30 p.m. eastern on c-span. another thing we like to let you know about with us in on the this week we're featuring

booktv's prime time. tonight focusing on the financial crisis and the finance industry beginning at eight eastern. at 9:30 p.m., the cato institute president argues government incentives and regulations cost the 2008 collapse and we need to adopt free market policies. >> that it's booktv in primetime tonight beginning beginning at 8 p.m. eastern here on c-span2. >> [inaudible conversations]

>> [inaudible conversations] >> good morning and welcome, everybody. the 2012 -- is wonderful to see you all the i'm vicki arroyo, i want to look me to georgetown. you will get a more official welcome in a minute but we wanted to show you a short film that are talented sam from georgetown law produce for us to get things started.

>> we will respond to the threat of climate change, knowing that the failure to do so would betray our children and future generations. >> we already in an era of climate change to the question is what do we do about a? how do you prepare for these consequences. how do you change land-use? and zoning with climate change in mine. these are some the things we worked on the climate center. our colleagues and the clinical program we support. >> in the world of environmental policy, that climate is the cutting edge issue. there are things which we don't deal with, the consequences for the next generation are truly alarming. spent the georgetown climate center isn't institute of the georgetown university law cent center. and we serve both external partners like the state government we work with but also enables is to get real-world work express. spent we got to work in maryland

and go to the kabul conference in annapolis we got to meet local government officials, and then up in connecticut we actually were able to present our work. >> it gives students the opportunity to work on the real-life issues for climate change. spent the climate center hosted a delegation, like governor chris of washington state, then the governor of wisconsin. and it carries a message that we can achieve our climate and energy goal. if we build on some of the work that the states are already doing it. >> we have done things like take governors or leading state officials to speak at the u.s. stage in cancun in negotiations or in copenhagen back with president obama and other leading officials around the world gathered. >> the state efforts have accelerated, and we have unique relationship with the states. >> we created an clearinghouse that has 1000 entries, and

people can just search us free and they can find states that have climate action plans on the books so they can develop their own plans. we also something of a transportation climate initiative which consists of -- the energy, the environment and the transportation agencies are all working together to introduce the energy juice that comes from the transportation sector while creating more sustainable energy. it's not unusual for us to get the policy out, department of homeland security to come over and talk to them about work. we also bring to the faculty some opportunity, it's cutting edge. >> we co-authored an article for the american bar association book that was published last summer. >> one thing that we've been talking about within georgetown is the opportunity to really have georgetown have a bigger role in the world using government and the federal government from its position

right here on capitol hill. >> it's interesting how much an advantage has been in washington. >> at that station is too important to be left to the experts. why? there are no experts. we are entering uncharted territory, yet our expertise is based on the past. we are all learning by doing. but the operative word is doing. thank you. [applause] >> good morning and welcome. i met bill treanor, the dean of georgetown law school, and it's my pleasure to welcome you all to our campus for two days of lively discussion about possible path forward on clean energy and

climate change, and the complementary roles of state and federal government crafted solution and responses. once again, the georgetown climate center has pulled together really an extraordinary group of leaders, governors malloy and merkel, epa's gina mccarthy, and other senior officials in the obama administration, senior state and local officials, including georgetown law alum, very proud, a leading stakeholders from the private sector, environmental ngos, and more, to work together to identify and promote real legal and policy solutions to the enormous challenges facing us, and future generations. i do like to acknowledge who put this all together. beginning with our terrific executive director, vicki arroyo, her staff and in particular -- kate zyla you'll

be hearing from surely. who have really done so much putting together this program. they've all worked together to put together an initiative that all of us have georgetown are deeply proud of. the center launched almost exactly four years ago in this room, and many of you were here then and heard from the new epa administered, lisa jackson, nancy, the chair of the white house council on environmental quality come and then governors sebelius, were excited to help launch the center promoting cooperative federalism in climate and energy policy. and i'd like to welcome back in particular the center's founding funders. michael northrop of the rockefeller brothers fund, and stewart hudson of the foundation. without your vision and leadership, we wouldn't be here today.

[applause] >> and the support from you and our other funders who are listed in our materials, has enabled the center to convene important discussions like this, and to support the state efforts to address and respond to the impacts of climate change. in the four short years this has launch, the climate center has been recognized as a vital resource for state and federal officials, providing legal and policy analysis, and a forum to share lessons and promote opportunities for progress. let me give you some examples. the center was recently asked to provide recommendations to a new york state task force convened by governor cuomo on how to build resilient through extreme weather events. the center facilitate successful transportation and climate initiative in this region helping state and local governments address legal and

policy barriers that go into sustainable communities and promoting clean technology. you will hear more about this work, ma including the result launch of the northeast electric vehicle network through today's panel. the center also works in support to strengthen state level renewable electricity and fuels policy, and fuel policies come and explore ways that federal programs can build on these efforts. clementson has also just responded to a request from a bicameral task force of congress to recommend actions the federal government can take to address climate change. at the same time as it does all of these very important policy initiatives, the center engages with leading policymakers and thinkers, but it also trains and educates our students. it teaches them research, analytic skills, and connects them with the needs and clients in the real world.

the model exemplified of the approach of georgetown law is taking to drink the next generation of lawyers, building a strong academic foundation with the help of our excellent environmental law faculty, and then tie that education to practical skills and applied express but this approach serves our students will with a rounded education, prepare them for the job market, all in keeping with georgetown's mission to serve the broader community. and i think the key put it really terrifically in the video that we just saw. we learn by doing. and we're giving our students the opportunity to have that experience, to learn in the classroom, to learn by working with policymakers. ..

>> welcome to georgetown law. it's been exactly four years, as the dean said, since we launched the state/federal climate center, right on this stage, and many of you were here for that event. like four years ago, this seems to be the right time to have a conversation about how to work together to address and respond to climate change. and on solutions that build on the terrific work of the states. there's a new congress, there's a new term for president obama, and this is some really --

there's some really exciting new leaders and some not-so-new leaders who feel that action is long overdue, and they're leading by example. one of the great privileges that comes with the this job has been the ability to work with state and local jurisdictions who inspire our staff every day with their energy and their commitment. some of them can't be here live, so we actually have made it possible for them to watch virtually. another privilege is working with the next generation of leaders, our georgetown law students, many of whom will be joining us over the next two days, and i hope you'll get to know them. they're doing some terrific legal and policy work on these issues. teaching a course on climate issues involves revisiting these issues where we're already seeing the effects of climate change and yet there's so little progress on the political level. it's sobering to recall the history. all the way back in 1970, the white house council said, quote: air pollution alters climate and

may produce global changes in temperature. unquote. this was reference inside the congressional record by republican senator boggs of delaware which is fitting because he was a graduate of this law school, and he also served as the governor of delaware, and we'll be hearing from his successor tomorrow. in 1978 congress passed the national climate program act requiring the president to establish a program to respond to the changes and finding that, quote: an ability to anticipate natural and manmade changes in climate will contribute to the soundness of policy decisions in the public and private sectors, unquote. president carter asked the national resource council of the national academy of sciences to investigate. at the time they noted that the concentrations were 20 parts per million higher than original measurements. according to their mold eling -- modeling at the time, doubling

co2 content of of the atmosphere would predict a global surface warming of between 2 degrees and 3.5 degrees celsius. if that sounds familiar, it's pretty much in line with the best modeling we have available and with the track that we're on in terms of actual measurements. that report summed it up this way. quote: if co2 continues to increase, the study group finds no reason to doubt that climate change will result and no reason to believe that these changes will be negligible. a wait and see policy may mean waiting until it's too late, unquote. that's from the 1979 nsa report. nearly a daled later -- decade later, manmade pollution is found to be contributing to global warming and directed the president to propose to congress a coordinated national policy while directing the secretary of state to engage on international diplomacy on this issue. maybe i should say that again. an act of congress in 1987

directed the administration to propose to congress a coordinated, national and integrated international policy to protect our climate. that was 26 years ago. the following year, many of you will recall, that when george h.w. bush, the first president bush, was vice president and running for president in 1988, he stood in front of boston harbor and said, quote: those who think we're powerless to do anything about the greenhouse effect are forgetting about the white house effect. remember that? [laughter] he went on: as president i intend to do something about it. in my first year of us a, i will convene a global conference on the environment at the white house. it will include the soviets, the chinese. the agenda will be clear, we will talk about global warming, we will talk about saving our oceans and preventing the loss of tropical forests, and we will act. unquote. that one gets me. it will include the soviets, remember that? [laughter]

we will talk about global warming, and we will act. from 1988 the presidential candidate. and at the state level there was dialogue too. the national governors' association had a task force of governors and their staffs working on global warming. i know because i represented then-governor buddy romer of louisiana, and he was truly a bipartisan person because he actually switched parties while in office. [laughter] in his discussions about 25 years ago, we were shown the projected impacts of climate change. and it was sobering and galvanizing. seeing how louisiana and the rest of the country could be hit by more severe storms, rising seas and other threats, i distinctly recall my own personal reaction wondering if it made sense to bring children into a world that might look like something out of a disaster movie, and this was before i had children of my own. the fact that long ago there was a bipartisan concern at the gubernatorial level might be

surprising to some here given the current difficulties of getting many at the state and federal level to engage on this topic at all. back then we had only predictions of future disasters. now even as the discussion has become more difficult politically, we see those predictions of disasters coming true. to -- [inaudible] maya, the lead character in "zero dark thirty," i know certainty freaks people out, but it's 100%. [laughter] for a very long time now, we've known what we were up against, and we've been talking about climate change and then not talking about it. and then talking about it again. and sometimes talking about why we're not talking about climate change. the last election proved that using -- [inaudible] climate change as a punchline falls flat because the majority of people know that it's no laughing matter. it's no joke. now, this year, we hear and we welcome strong statements from president obama pote in his

inaugural address referenced in the video and last week's state of the union where he said: for the sake of our children and our future, we must do more to combat climate change. governors in their own inaugural and state of the state addresses from coast to coast are talking too. they're talking about superstorm sandy, about the devastating drought that had half of our counties in the country declared disaster areas in 2012 and about numerous other examples of extreme weather. and a recent -- the recently-released gao report adding climate change to the risk of financial risks with no clear limit on our financial exposure makes it clear that now it's not only possible to talk about climate change again, it's essential. and while that's certainly a huge relief to someone who directs the center with climate change in its name, we all know that talking is not enough. so i am pleased that while this event involves a lot of communication, face to face with a terrific, esteemed group that we have gathered here, via the

internet for our states and other friends who cannot join us today but we miss you, and even via twitter, hash tag climate workshop for those of you who know what that means, the speakers are doing so much more than just talking. we'll hear from governors markell and malloy who are leading the way on policy solutions to curb warming. they represent states that just revisited their targets under their ground breaking cap and trade program, the regional greenhouse gas initiative, or rggi. we'll hear about their work and support of electric vehicles. we'll hear from epa's dena mccarthy who was a key figure in launching both rggi and the climate center and making california's car standards the law of the land. i look forward to hearing what she tells us about the next round of standards for power plants and other large,

stationary sources. others in the administration will talk about efforts to green the government and adapt to a new normal of temperature and weather extremes. we'll hear from companies developing technologies that help transition to a new energy future and doe officials and hill staff who are working to support that transition. we'll hear from scholars and advocates who translate theory and strategy into legal and policy solutions. yes, we'll talk. but bearing in mind that we've lost a lot of time through this dialogue and the connections made here, we'll do so much more. after decades with too little progress on this you should shoe, it's clear to me -- this issue it's clear to me that, to quote: be you thought there was symptom working group -- some working group coming to the rescue, you were wrong. this is it. it's just us. so let's begin. [applause] thank you.

and now as i introduce kate, our terrific policy director, to bring up the first panel, i just want to briefly walk you through the agenda. so we will start with a morning panel on state and regional efforts to advance electric vehicle deployment. we will then have a discussion at 11:30 on the path forward on clean energy involving senior congressional staff and michael carr of doe. i'll have a lunch conversation with the president for the center for climate and energy solutions regarding the role of businesses and what's happening in the international negotiations. the afternoon panel will involve leaders from states and ngos talking about innovative, multi-state efforts to reduce emissions in energy use and how these can fit into an eventual federal program. at 3:30 we're really excited to welcome the assistant administrator of the office of air and regulation at epa. she will not be able to stay for questions.

i think you probably understand why that is. at 4:00 we'll hear about federal sustainability efforts from jonathan powers, the federal environmental executive from the white house council on environmental quality, and then we'll have a presentation by lori byrd on the state energy analysis tool which we'll be showing in the back. and then tomorrow, just to whet your appetite, get here bright and early because governor markell has a date along with the other democratic governors or maybe other governors as well in the white house with president obama. so we're going to start bright and early at 8:30 with a keynote from governor markell, then we'll have a 9:30 meeting with the author of "resilience: why things bounce back." and a terrific panel on lessons and resilience, adapting to extreme events and sea level rise. we'll have a lunch discussion with the deputy associate director for climate change adaptation at the white house council on environmental quality. they've just recently put out their adaptation plan for public

review, and then finally we're hear from governor malloy from connecticut, a state that should know about resilience given all they've been through. he will round out our day tomorrow with a closing keynote at 1:30. so now, on with the show. kate. >> thank you, vicki. good morning. >> morning. >> morning. >> i'm kate, i'm the research and policy director for the georgetown climate center, also a law student here. we'll be kicking off today's first panel talking about a option that i'm really excited to talk about today, that's electric vehicles. you'll probably hear to them referred to as evs today or pevs. we've heard a lot of talk about

charging station installations. this growth has been driven both by advances in vehicle technology can and charging technology, but also by policies and incentives that are being put in place at the federal level, the state level and the local level. our panelists this morning will be talking about some of the policies that are already underway as well as some of the efforts that that they think are still needed to help further deploy more trick vehicles -- electric vehicles across the country. i won't give full bios, but they are available in the packets of registration, so please do take a look and see the wonderful work these folks have all done. we're going to start off with anthony eggert who's to my far left, executive director of the university of california davis policy institute for energy, environment and the economy. and he'll be talking about the zev, ha's zero-emission vehicle, program in california and why the state decided to go down this road. next, eric heineman is the governor's sustainability director for the office of governor pat quinn in illinois.

he'll talk about the whole variety of policies that illinois has in place to support electric vehicles including -- [inaudible] programs that the state has in place. christine kirby is director of the division of air and climate program at the massachusetts department of environmental protection. she's one of the three state co-chairs for the clean vehicles and fuels work group of the transportation and climate initiative, an effort that we at georgetown climate center are proud to facilitate. it's an effort of the 11 states and d.c. in the northeast and mid atlantic. you'll hear a lot more about that. christine, as one of the co-chairs will be talking about tci's ev work most of which was made possible by the support of a u.s. department of energy planning grant, so we'd like to thank linda bluestein here. moving back to the west coast for another regional effort, tonya buhl is from washington state's department of transportation. she'll share with us some of washington's experience as part

of that experience. british columbia is involved. and their collaboration on evs. last but not least and as a person whose name starts with z, i never think the last person on the list is least, mike robson will talk to us about the vehicle manufacturer's point of view about efforts to roll out more electric vehicles and the roles that they see policies playing in that effort. so i'll first turn things over to anthony. >> all right. thank you, kate. good morning, everyone. it's a great pleasure to be here, and while they're loading up the slides, i just want to say it's a great honor to be here at the georgetown climate center. i've watched with great interest and admiration to see this center grow over the last four years. i was involved just a little bit at the very front end of that when i used to work for the

resources board in california and was very support i of this initiative taking shape, and it's really wonderful to see how it's grown and really had a great impact due significantly to vicki's leadership. it's also a great pleasure to be here speaking on this topic as somebody who has had a past working as an automotive engineer, as a state regulator and as, now, a university researcher. i would say that there's been a history there that has not always been collaborative, sometimes contentious and even he litigious at times. but really we're sort of at a period where there's an incredible amount of collaboration among all of those parties to really try to figure out how we can make this market work, what are the strategies and what are the things we need to overcome in order to get this thing to take shape and take off and contribute to our societal goals. so as kate mentioned, i'm with the uc davis policy institute.

we're a new initiative on the campus designed to leverage university expertise to inform better energy and environmental policy, and i'm going to try in a very short amount of time to try to give you sort of a fairly high-level perspective of california's zero emission activities, the strategies being pursued. to provide some sort of context which i do think is important to put this in the perspective of california's overall economy, we expend about $120 billion annually on all forms of energy including petroleum. nationally, that number's a little over a trillion. and i put these numbers up there because i think they tell a couple of stories. one is just the magnitude of this sector, the transportation energy sector is quite substantial. and that means if we're going to have an impact on this sector, we have to think in these terms. you know, these are multi-billion dollar expenditures on an annual basis.

and the other story that this tells is that this is a significant fraction of our economy. so the changes in commodity prices, particularly petroleum, can have significant and often deleterious effects on our state and local economy, especially when we're singularly dependent upon that one source of transportation energy. so the opportunity to diversify and reduce that dependency to create a more resilient system is clearly a motivation. we in california have a program to reduce our contribution to the global climate change problem, a law that was passed in 2006 sets a very specific target of returning to 1990-level emissions by 2020, but this is really only a steppingstone towards the ultimate goal for the state to reduce emissions by 80% by 2050, and that's our contribution to a stabilized climate. somewhat different from the rest of the country, california's primary contribution to our

carbon footprint does come from the transportation sector. that's a combination both of having a relatively clean electricity grid, but we are somewhat of a car culture. so approximately 40% if you include upstream refinery of the emissions associated with our energy system come from transportation. but it's not just about the environment. california because of our sort of entrepreneurial and innovative culture attracts a significant amount, actually over half of the clean tech venture capital comes to california, over 80% of the venture capital this' associated with plug-in -- that's associated with plug-in electric vehicles comes to california of the national total, and we're number one in patents for both plug-in electric and fuel cell technologies. so the state sees this as a opportunity for industrial development and economic growth, and we're really seeing some great promise with companies that are setting up shop in california to develop both the supply chain and the end products to serve this market.

this is an academic institution, so i felt safe using one equation. [laughter] and i promise this is the only equation that i'll use in this presentation. this is a modified version of what's called the kai identity named after a japanese economist. basically, the product of this is the annual generation of greenhouse gas emissions over any given year in the transportation sector. so it's a product of the carbon intensity of the primary energy supply multiplied by the efficiency with which you convert that into a useful service or product -- in this case, the fuel economy of a vehicle -- and then the total consumption of that service or product, and in the case of the transportation sector, that's the number of miles driven on an annual basis. and when california set out to develop policies to address this sector, they really did focus on each of the three legs of that stool. um, the research -- so sort of a early research finding when

we've looked at sort of what are the strategies that we might pursue and what are the options, the technology options that are available to us to achieve these very aggressive goals, this is a finding, a very robust finding across a wide number of studies done by the national academies, the international energy agency, consulting firms and university of california that it is going to take a portfolio of solutions. there's not a silver bullet. and particularly plug-in electric, hydrogen fuel cell and advanced biofuels, nonfood that doesn't compete for crop land, are going to be part of that solution. and provide the greatest potential for meeting our goals. the nice thing about zero emission vehicle is the they do simultaneously address the first two terms in that equation. they have the benefit of being able to readily access low carbon intensity primary energy supplies uncolluding renewables -- including renewables, but even using natural gas for both electric vehicles and fuel cell vehicles

reduces greenhouse gas emissions by about 50% compared to cop vexal vehicles -- conventional vehicles because of the advanced competency of the power train. so that's been a particular focus of the state in achieving climate goals. we have got a very, very long history that would take way too long to cover in a short talk with zevs. i do want to focus on a fairly recent action taken by our governor brown last year to release an executive order that sort of calls upon the state agencies to work with people to really accelerate this market. and this executive order sets out some, i would say, reasonably ambitious goals and milestones including that by 2015 that all of the major metro poll tan areas would be zev-ready, that means having in place the codes, standards, programs and practices that would be necessary to accommodate the growth of the market, that by 2020 that we would have sufficient

infrastructure for a million zero-emission vehicles and that the costs would be coming in parity with conventional vehicles, and then by 2025 a target of having about a million and a half zevs on california roadways. california has about 26 million vehicle offense the road today -- vehicles on the road today, so with those numbers we're a little bit over 5% of the on-road vehicle fleet if these targets are met. those, that executive order sort of launched a series of activities and meetings that ultimately resulted in an action plan, um x we had -- um, and we had at uc davis a significant amount of interaction with the agencies, convened research meetings to proprovide input into that plan. i do want to recognize wade youfoot who's the deputy director of the governor's office of planning and research who was really one of the key architects and conveners, um,

getting, you know, the agencies together to put together what i think is a remarkable product. for those of you who have worked in state government, you notice that there's often silos that are difficult to break down, and the level of detail and cross-agency coordination that this plan represents is really something quite impressive. it covers sort of four different areas including infrastructure, development and planning, expanding consumer awareness -- which will hopefully result in increasing demand -- transforming fleets both public and private and growing jobs and investment. the research that sort of contributed to this covers all of those areas. just for one example in the infrastructure space, um, we've got a significant number of models and assessments that combine engineering and consumer travel behavior to look at different things like an infrastructure strategy that would allow you to support a

growing population of vehicles for both fuel cell and plug-in electrics. and what this allows you to do is to really figure out ways in which to coordinate the infrastructure deployment with the growth of the market. and if you do that well, you can substantially reduce the overall cost and provide increased consumer value for the users of those vehicles. how are we doing so far? i would say some cautious optimism. we're still very early in this market. california does get about 40% of the plug-in electric vehicle market in the state, and i would say that's a combination of both the policies and market characteristics of california consumers. and currently the majority of is plug-in, hybrid electric vehicles, but we are starting to see a growth in the full batteries as well as we see more product offerings coming onto the market. we also conduct quite a few she fair owe studies -- scenario

studies and this is, again, illustrative. this is done by one of our researchers to show that two things really. one is that there is plausible scenarios which show that we can reach these very deep reductions in greenhouse gas emissions if we use a combination in our portfolio different vehicle technologies. but the other thing is this is a multidecadal effort, that that is not something that is going to happen overnight, so we shouldn't be too quick to judge the evolution and development of this market on sort of a monthly or even potentially yearly basis. so in conclusion, i won't go through each of these. i just want to focus on maybe the very last one. again, our research and even my experience working with the industry suggests that eventually this market is going to, has the potential to take off and be self-sufficient. but for any of you who are chemistry majors out there or chemical engineers, there's a certain amount of activation energy that needs to be overcome

to get this market to be self-sustaining, and that's going to require coordination both from the public and the private sector. and, you know, i think a lot of the work that georgetown is doing is illustrative of that type of coordination and may help to overcome some of those early barriers so that this market can be successful, and we can meet some of our challenging societal goals. thank you very much. [applause] >> actually, we'll take questions at the end, but we'll go through all the presentations first. [inaudible conversations] >> thanks for having me. and thank you, california, for buying most of the electric vehicles in the country. we really appreciate that. [laughter] i work in governor quinn's office, and i'm a big electric vehicle fan and advocate.

and part of that is because the midwest has the biggest carbon footprint. we have most of the manufacturing, agriculture, transportation and some of the biggest impact with climate change and, therefore, i think we have one of the greater responsibilities to prepare for climate change. and so electric vehicles are one of the ways that we're preparing for a warmer environment and giving alternatives to fossil fuel transportation. so today i'm going to give an overview of our electric vehicles policies, program, incentives and some of the work we're doing with our state fleet. governor quinn is very supportive of electric vehicles because he recognizes that electric vehicles give the united states oil independence and energy stability. and he often talks about oilgarchs. so with that, this is the governor's mansion. we have an ev charging station that was donated to us. we were one of the first governor's mansions to put an ev charging station in. this was a few years ago. that's an ev charging.

we have in illinois an ev advisory council. that was something that started the summer of 2011, and they were tasked to research, make recommendations to the governor in a report. so we have that report online, and i'll give you that link in a few slides. in addition, we have the icc, um, rulemaking trying to figure out, well, how do you certify installers of ev charging stations. and we have some great rebate programs, excuse me, through department of economic opportunity. iepa, secretary of state ev discount. we're working on idot charging station signage, and we have some great infrastructure projects happening throughout our state. so some of the results of this evac council that continues to meet, that meets monthly, is that we created this report with a series of recommendations in how to prepare for more electric vehicles on road.

on the road. and some of those relations from the report -- recommendations were to encourage and facilitate ev charging installations. we know people want to go farther. range awareness, i think, is the new term -- [laughter] so that you know where the charging stations are and how far you can go is what we try and tell our state employees, prepare. one of the recommendations was encourage ev purchases and infrastructure development through incentives. so we're going to talk a lot about incentives today, i'm sure, with a couple different panel members. promote efficient and renewable electricity use by evs. we're working on solar canopy projects with some of our car sharing, and i believe in the next few months we're going to do ribbon cuttings on three of those in the chicago-land area. educate the public on evs, their use and benefits. support the ev industry and associated job creation in illinois. so this is a sign that idot created that we hope to use that

we've put up in some places, approved by the u.s. dot. this is a quick charger at our oasis, so we started the infrastructure process back in 2009, and, um, in twiewn -- 2009 we wanted to put the most amount of quick chargers and that was our bragging right. so now we have the densest amount of quick chargers in the country. [laughter] and that's one of them at an oasis. some of the infrastructure projects we teamed up with our car-sharing partners in illinois, zip car is the for-profit one, and you may have heard about the bloomington normal ev mitsubishi program which calls for a thousand evs in bloomington normal. they have some great ads, um, some older women driving these cars that, you know, they're filmed saying they love driving

these cars. and route 66, we're working on electrifying route 66. and finally, launch inside the summer to put more charging stations in. so this is just like a good slide of sort of where the stations are currently. this was part of that infrastructure, um, network. so in 2009 we awarded a network of charging stations to put in 73 dc fast chargers and 26 quick chargers so far and 1040 level ii. and then in decision this is just -- in addition this is just this one network. there's other folks putting them in, so the number's more like maybe 300. this was a project with the city of chicago and the state of illinois both giving funding from u.s. department of energy and state of illinois capital funds. so in 2009 the governor before anyone was really talking about electric vehicles, he put aside money for ev infrastructure in the capital bill.

and some of that money was used for this project. so where the stations are, um, some are with the car-sharing partners, igo, zip car at their locations. usually if there's a car-sharing car, there's a spot open to the public too. they're at oasises, they're at airports, walgreens, whole foods, jewel, they're at the mall. we have a variety of different charging stations. so part of the incentives that i mentioned, right now we have a program through dco, department of commerce and economic opportunity, that offers 50 percent of the charging station and 50 percent of the installation and that's for public stations, residential stations, profit, nonprofit, and we launched this last summer, and we're seeing an intake in those applications. then we also have a program where if you're interested in coming to illinois and

manufacturing ev components, um, we have a grant program of up to a million dollars. so if you're a company, if you're thinking about coming to illinois, we've got some money for you so, please, talk to me after the break. then in addition, illinois environmental protection agency has had a rebate program for a while that covered conversions, folks that want to convert their car to an electric car or just a normal commercial ev like this lease pictured. and the rebate is basically 10% of the msr sticker price. so that's been going on for a while, and we're seeing a lot of usage of that rebate program in addition to the tax credit, the federal tax credit. then if you have an electric vehicle, you will also, um, instead of paying a vehicle registration fee every year, you can pay every two years. so that's kind of a nice incentive. on the education side, we've been putting together electric vehicle forums all over the state where we usually have state agencies represented, um,

and various folks talking about the industry. we've done them sort of all over the state already, and we usually get pretty good attendance. so as i mentioned before, so what we're doing at the state level with our agencies is so far we've purchased 15 mitsubishi -- [inaudible] we went out for bid a few times, and the mitsubishi continued to be the cheapest electric vehicle that responded to the bid. so we bought 15 of those. they're at various agencies. so far we've never had a vehicle run out of juice. no one's been stranded. so we're excited about that. we usually do some training with them before they go out on the road. i try and show them how to use a quick charger. it's a little bit complicated. and what we're finding is the fuel savings is one of the big things. so we're averaging about four cents per mile with an electric vehicle versus eight cents per mile if we had a hybrid versus

1-16 cents on just a normal gas car that gets 30 miles per gallon. so that's just fuel savings alone. and we're planning on buying more electric vehicles. so some things about this is that one of my points was in one agency women were sole drivers which pretty much tells me that thai more adventurous and tech-savvy. [laughter] so we're excited for that. i think that was dco. very little maintenance costs, so that's another benefit for our agencies, right? you know, pretty much all you have to do is put air in the tires and windshield fluid, so there's not a whole lot you have to do. then we also bought charging stations. and this was all from funds that we got from the federal government. then also something innovative is, um, i believe we're the only ones doing this because zip car is in chicago right now with the only electric vehicle car-sharing partnership with the

state government. they're using electric vehicles, they're using volts. and i think that's a really good way for state agencies and new staff to try out this technology, um, without necessarily buying the car. and we know that's also really the cheapest way to go, right? car sharing. if you can do car sharing with electric vehicles, you're saving a lot of money. this is a slide on the bloomington normal pilot that i mentioned. and finally, i just wanted to leave you guys with last week was the auto show in chicago, and there was someone organizing a race as a recreation of the first automobile race in 1895. and the first race was in chicago, it was 50 miles long, and it was to demonstrate that cars are a viable alternative to horses. and that they're a new technology and that, you know, that was where the future was going. and two cars made it, um, i think there was maybe 15 in the

beginning. it took, like, eight hours to do 50 miles. [laughter] and so last week we recreated this race in chicago, and we recreated the route which was 50 miles, and we had about 11 different electric vehicles, plug-in hybrids. you see the front is a purely he electric truck made in chicago. and the idea was this technology is here now, it is a viable alternative, you know, it's better for the planet, and, um, you know, we don't really need gas cars anymore. so i'm -- was excited to be in that race, and i ended up a little bit lost and got the, i think, second to last. [laughter] so -- but, you know, it's a beginning, right? so thanks so so much. [applause]

>> thanks. >> good morning. >> morning. >> i'm very happy to be here to talk about the reck trick, work of the -- electric work of the transportation climate initiative. my name is christine kirby, i'm director at the massachusetts department of environmental protection, that's my day job. i also work quite a bit with tci, i'm one of the co-chairs of the work group. i want to recognize the two other chairs. one is adam rooter and the second is liz entwistle with the maryland department of environment. and i also want to recognize the great support we've gotten from georgetown climate center; cassie powers, kate zyla, they've done a great job for us on the education and outreach part of it. my presentation today is on, again, the great ev work that we've done with tci, and it's called the northeast electric vehicle network, and we've done

some exciting work over the year, and that's what i'm going to be talking about. before i get to that, um, i wanted to mention that i visited a car dealership over the weekend because i'm starting to think about buying a new car. and i was very excited to see hybrids, pure battery electric vehicles, plug-in hybrids, and i took the time to ask the salesman about whether or not people were buying these cars. and he gave me a bunch of excuses, you know, you need to -- people aren't buying them because they these to upgrade their electrical services, they're worried about what i now know is range awareness, they don't understand the -- [inaudible] and they aren't aware of what the incentives are. and at that time i looked over at my husband, and he looked back at me, and my husband gave me this look like this guy has no idea what he's in for. [laughter] i spent some time educating him on the evs, and i wished i had my tci materials. i think he wanted to get me out

of the dealership, and that was the first time that had ever happened to me. [laughter] again, i'm going to talk about the transportation climate initiative and northeast electric vehicle work that we're doing. briefly, what tci is, a group of 11 states and d.c. it was launched in 2010 to address greenhouse gases from the transportation sector, and it was following the great collaboration of the work that was done on rggi. it was the next frontier on things that the states wanted to tackle. it brought together energy, environmental and transportation agencies in a unique collaboration, and i have to ait's been -- it's been great working with those agencies in collaboration together as a region. in 2011, um, tci launched the electric vehicle network which aims to reduce barriers to electric vehicles, grow the clean energy economy and form an active collaboration regionally to advance evs. one of the early wins that we

had was we received a doe ev readiness grant, and i want to thank the doe folks that are here. i think linda bluestein is here. and that really allowed us to dig in and do some important work to start to address barriers and start to get the region ev-ready. one of the first areas that we worked on and we thought was very important was to end danger a wide a-- engage a wide array of stakeholders. we did this in a numb of ways. and -- in a number of ways. and over the past year we've engaged with both and public and private sectors. we've done a lot of work for the clean cities coalitions. they were, um, our partners in getting the ev readiness grant. so we have 16 of the region's clean cities groups, and we've been able to do a great amount of outreach through them. so, um, in addition to the work tci's done with stakeholders, the clean cities have been

getting the word out as well. the second thing we did was we held some high-level dialogues, the fist was in d.c -- the first was in d.c. in the 2010, the second was in june of 2012 in baltimore. and the purpose of those meetings were to scope the issues, figure out what the barriers were, bring together the clean cities coalitions in the person and to think about how we could spread the word on evs. third thing we did is we created an ev pledge. we asked organizations to sign onto the pledge, and i'm happy to say we have over 80 organizations that have signed on, a wide array of organizations such as auto manufacturers or, cities, universities, retail, um, evse providers and so on. so that's been pretty exciting. we hope to work more with those stakeholders to figure out how we can help them and how they can help us on deployment issues.

as a result of the doe grant, we've been able to do some very important work. we've been able to identify barriers, um, through -- and opportunities through a series of documents that we've been able to produce. a number of them are in the back, and i understand from cassie they're going fast. so if you want some, please, make sure you get out there and get them. but they are up on our tci web site, and that's www.northeastevs.org. i think they're all up there, all the documents. the presentation today is to cover the snapshot of those documents. they're loaded with information and, again, please take a look at them. the first document i want to highlight is a, um, market overview and literature review that is in the back of the room. i would encourage you to take a copy of that. it addresses market barriers, electrical grid impacts, all the great work the states are doing to advance evs.

as a state person, we are doing quite a bit of work on evs in massachusetts, so it's been great to see what other states are doing, so that's an important resource. nick -- [inaudible] is here, he was one of the authors from climate and energy solutions, and i understand nick is going to be showcasing his new action tool for pevs in the back. and it's a tool for mass dot's -- excuse me, dot how they can advance evs and what actions they can take. but, again, a great resource for policymakers and others. i encourage you to take a look at it. the second document i want to highlight is tci partnered with inner in jettics and urban design to do an assessment of current evs and evse deployment, and there were some interesting findings from that. um, one of the -- eric alluded

to this. many of the people that are driving evs are younger, they're wealthier, they're in some to to the the suburbs, so if we want to advance evs, we have some critical thinking to do about how to make them more evenly geographically distributed. um, a couple of other ones, and you'll see -- design guidelines, and this is a document for a wide array of entities that are considering identity siting and installing -- siting and installing. so as many of you are probably aware, there are a number of issues that need to be tackled from an installation point, a siting point. so i would encourage you to take a look at that. there's a lot of information in there, useful information on how evse can be sold well. another report, um, if you see the pie chart there, um, was an

evse cluster analysis, and what that shows is an opportunity, nine clusters that were recommended for installation of evse. so if regions, states or whatever are looking for opportunities of where, um, evse charging can be helpful, that's a great document to look at. um, the fifth document is an ev-ready codes for the built environment. and one finding from in this document is that codes are not a barrier to ev deployment, but there's some opportunities to work with ev code, or with codes and zoning and what not to make evs more, um, acceptable and easier to deploy. the sixth document is a guide to ev planning and policy tools. this is really a document for, um, government entities, local, the state governments on what they can do to encourage evs.

so that's, um, a summary of the documents. the other thing that tci's been very active in doing is reaching out to individuals. and as i said earlier, clearly, there's some more work we need to do with car dealers, so that's on the list. but what tci has done is develop some resource materials. there's a brochure, i think that's in the back too. that's been distributed pretty widely. we've also been distributing it through the clean cities coalition. we've been able to do that, again, through the doe grant. as part of those outreach materials, we've also developed some modified inserts to target different stakeholders. things like, well, for entities like utilities, employers, entities or that are looking to do multiunit dwelling installations. so that's been tailored for them. finally, um, what i'd like to say is we've done a lot of great

work in tci and throughout the states to lay the foundation to be more active and can to move forward -- and to move forward and further deploying evs. it's very exciting, and now we're thinking about what our next steps are. again, i encourage you to take a look at the materials up on northeastevs.org. thank you. [applause] >> good morning. i'm tonya buell with the washington state department of transportation. i work in our public/private partnerships office, and i'm going to be talking with you today about the west coast electric highway. scattered around the room you can see some brochures. help yourself to a pin. first, i'd like to start with one of the best testimonials

that i've heard. i was in salem, oregon, meeting with the oregon department of transportation last friday, and there was a few folks came and gawf -- gave testimonials on how great the electric highway has been for them. and there was one driver who's also a member of the oregon electric vehicle association, o oeva, and he said thank you for taking our ev adventures and making them a boring, everyday experience to drive major routes just like a gas car. so to me, that really shows the goals of our project and how we've really helped alleviate anxiety. we are not trying to make evs boring at all, but we are trying to give people confidence that they can find fast charging

along our major routes so they can drive longer distances. [inaudible conversations] >> so first of all, the west coast electric highway project is a network of dc fast-charging stations along the interstate 5 corridor. and it, right now you can get from the canadian worlder all the way to the california border -- canadian border with dc fast charging along the way. and the project is designed so people can make their trips, their road trips whether they're driving for just interregionally and they can get off the highway, find a quick charger, charge up in 20-30 minutes and then get back on the road. so today i'm going to be talking about regional coordination and

exactly what we did in washington to make this happen. and then some lessons learned that might help other states considering interstate travel via evs. and then looking ahead on where we're going from here. most of you probably know interstate 5, it's the major north/south corridor on the west coast all the way from british columbia, canada, to mexico. so this is a three-state and three-country effort. and really goal of the west coast green highway is to provote all alternative fuels and provide infrastructure for all different kinds of vehicles. and electric vehicles as well. and so it's a public/private partnership. the state departments of transportation in washington, oregon and california and the province of bc have developed

memorandums of understanding to to advance alternative fuels. and then at the governors' level, each of our governors and the premier of bc have worked on the pacific coast -- what is it called, collaborative. and i'm sure you'll hear more about that, where they've agreed to promote and advance alternative fuels. so that's kind of the big picture umbrella, and i'm going to be talking about just the electric vehicle portion today. so here's another map. this shows that the vision of the west coast electric highway is to provide a strong network of dc fast charging. and we're doing it through different methods in different locations. in washington we have 12 dc fast chargers up and running as of last year, and we were able to do that through state energy program funding through the u.s.

department of energy. and that's what made that possible. and then in oregon also with federal funding through the state energy program they were able to put in ten dc fast chargers in southern governor. and then they were --

>> we wanted to find a way to connect these different ev-robust communities. so our project is much smaller scale, but it's really allowing people to have range confidence and be able to travel longer or distances so they can get from the seattle air up to british columbia or from seattle down to michigan and beyond. down to oregon and beyond. so these are some of the different ways that we're going about it. and we have many, many partners. we actually have been working really closely with the western washington clean cities coalition people at the federal, state and local level. about two years ago we actually all sat in a room and got out the push pins and talked about where we plan to put the infrastructure to avoid duplication. and they've been working really

closely together. and it's really made for our strategic decisions on where to place the infrastructure and then to help collaborate on promoting each other's programs and reaching out to the public. we've also worked with other states not just the west coast states, but we worked with c2es on a pooled fund study with the federal highway association, and nick's going to be talking about some of the work there. that we hope to continue. another map. this is just part of washington, the western washington segment. and in washington we have, we wanted to do electric vehicle charging for a number of reasons, really to advance and

commercialize electric vehicles to get people out there purchasing electric vehicles, spur economic development and also reduce greenhouse gas emissions in washington because we have clean, clean power, hydro power. our transportation sector actually makes up nearly half of the greenhouse gas emissions. so it's really important for us to work on ways to reduce that. and so in washington we also have a lot of early adopters. we consider ourselves green and high-tech. we've got companies like boeing and microsoft and inrix. and we're really early adopters. we're among the top states for the prius ownership, okay? so anyway, in washington what we did was we put fast chargers along i-5 and then branched out on our east/west corridors.

let me to back just -- let me go back just a second. so at each location we have an aero environment dc fast charger and the level ii pedestal, and we've worked at all different types of locations. and this is the sign that we're using along the west coast. we really wanted to have a west coast experience for ev drivers where they could have consistency even across state lines. and we selected locations where people aren't going to want to -- are going to want to spend 20 or 30 minutes, where they can get a cup of coffee or use the restroom. so that map on the bottom is from the u.s. department of energy's web site, one of the most up-to-date web sites for finding this information. and this just shows the fast chargers. so you can see there's quite a few on the west coast. these are some of the locations. we have chargers at p shopping

malls, gas stations, fast food restaurants, outlet malls, dproash ri stores and restaurants -- grocery stores and restaurants. so we're trying a little bit of all different locations. and then across the east/west routes we've got locations that are really touristy-driven. we've had a lot of support. this is actually a scenic byway along u.s. 2 to promote, and they're promoting this as the nation's first ev-friendly scenic byway. and so along the way you can find the bavarian community of leaven worth, and when we went out for our ribbon cuttings, we had people in their leader hawzen and mayors in every city very excited to have charging. and the dc fast charging actually helped build public/private partnerships where the local communities, the ski resorts, the wineries, the

lodging locations put in their own level ii charging to really augment. and then we have a couple of locations at our safety rest areas, at two safety rest areas where we're doing public education and outreach. and we have lots of data that we're collecting. but really the most important project, the most important goal is to get people knowing that they can drive longer distances if they're deciding -- if they're at the dealership trying to decide if they should buy an electric vehicle or not, we want them to know that there is charging available, it's out there, and they can purchase with confidence. and there are lots of lessons learned, and so i'm happy to share those with anyone interested. and looking to the future, we have a new governor, jay inslee, who was actually a congressman

who supported this project years ago, and now he has made a commitment to make electric vehicle charging and other alternative fuels a priority. and he he just announced tuesday a new secretary of transportation. some of you might know her, lynn peterson. so we're really excited about the future. it's looking bright in washington. thank you. [applause] >> good morning. and, vicki, thank you for inviting us. i'm mike robinson from general motors. i wear two hats. um, i am the chief sustainability officer for the company, and i also have responsibility for global regulation at gm, so i spend a considerable amount of time with regulators here and, actually,

outside of the united states talking about issues or that are important to all of us, this being at the top of the list. this being electrification of the transport sector. and a couple of observations. one, i think it's great for nick nygro that he's got more plugs this morning than anybody who's on the panel. [laughter] a compliment to you, nick, and it's the good work c2es is doing, and we know well what that work is because we're an active participant with nick and his team. eileen's done a great job over there. the other thing i would say is i think you're going to find as i finish my remarks today that we're in really violent agreement about a lot of what's necessary to be successful in the marketplace with electric vehicles however you define them. i would tell you that, i'll show you some data during my presentation about how the volt is being used and why that's important. and i think what you're going to

find is however the application finds its way into the marketplace, electrons are electrons. and if the goal is to increase the number of electric miles driven to the points that have been made by virtually every speaker, there are multiple pathways to get there, and i think that's important to remember there is no single silver bullet solution to this problem. the only point of departure i would take on any of the comments that have been made so far is one that eric made. i know he's not irrational in his exuberance, but he is exuberant about electric vehicles. we are going to need gasoline-driven vehicles for the indefinite future. that's a fact. so we can talk about how to integrate as anthony was describing the improvements for internal combustion engines into the equation, but we're not going to be able to get out of that, out of that technology immediately or into the indefinite future, i would say.

a couple of basics. it may go without saying for a sophisticated audience like this one, but this is an important period to remember. the key component for charging is still residential. this is, essentially, the model and the underlying premise upon which the volt was designed. and it's not that we didn't trust or have confidence that governments -- state, local and federal -- would institute some kind of charging programs over the course of time, it's just that we didn't want to depend on that to have a successful product on the marketplace. and a lot of the discussion about range anxiety and what was the euphemism you came up with? >> range awareness. >> range awareness, which i like much more -- [laughter] is that that is a reality that we deal with, and we had some experience with that reality

having been part of the maiden voyage of electric vehicles in california. so the volt was specifically designed to get past that, and when i show you the data, i think i can make a pretty compelling case that even though the range on that vehicle is 40 miles more or less for an ev battery standpoint before you get into a gas-generated source of electrons, the reality is that most of the travel is by battery, not by gasoline. and that's important because people can use the vehicle for all purposes, not worry about running out of juice and have the confidence to know they'll get to their destination. but that's an important consideration for us. and i think until the structure is in place to allow a broader use of what you'd call pure bevs, that's going to be an important consideration for most buyers. the fact is the volt is lead anything the marketplace for a reason in that product category.

workplace is incredibly important. when you look at the way cars are used today, they spend virtually all of their time, clearly 80-90% of their time, parked someplace. either at home or at work. so we're a big believer in workplace charging. we've signed up for the program. i'll talk a little bit about the program to encourage workplace charging, but we've already done a lot in that area and will encourage other employers to do the same. and, of course, we support public infrastructure. although our vehicle, initial vehicle program around electrification of the volt was designed to not depend on public infrastructure, we're a big supporter of it and collaborate wherever possible to support public infrastructure. the thing you hear in each of our talks from whatever perspective we might have is the importance of working together with stakeholders of both public and private to be ready in the

communities that we serve with infrastructure and plug-in readiness. this is an incredibly complicated collaboration. i will say by contrast when you look at the world that i teal with in -- that i deal with in china, i would never be prepare today suspend, you know, the constitution or the bill of rights. but the chinese have an incredibly efficient and strategic way of getting at their national issues. that don't require necessarily the same level of coordination and democratic process that we employ here. our part in the united states is significantly more complicated by all kinds of considerations. dysfunction in washington sometimes being at the top of the list. but once we get past that, there's still a lot we can do. i'm an optimist on what can be

accomplished by people of goodwill looking long term to solve problems. and i would point to the evidence done on the fuel economy regulations for the 17-25 period. that was accomplished, i think, because people of goodwill from all the stakeholders that were involved in that process to solve a problem together and come up with reasonable solutions to do that. and in the sense of full disclosure, i need to tell anthony i was one of those damn lawyers, anthony -- [laughter] that was at one point in time one of the antagonists to some of california's stated goals because we weren't in a position at that time, i don't believe, to get through some of the challenges we had, but i think we have found a way to work together. it's much more constructive, much more productive and much more efficient over the long haul. so this is going to be, i think, a neverending cycle of collaboration that's going to be required to be successful with

evs and the rest of the challenges that we face that are far beyond the transportation sector. one of the things that you've heard mentioned already is the need for better public education. i would tell you, again with full disclosure, as successful as the volt has been relative to its competitors, we have not done a very good job as a company, and i don't think we've done a very good job as a group of stakeholders in educating the public about the real benefits of these types of vehicles. there's much more we can do. one of the initiatives that we have become a part of is an effort called go electric drive, and it's really going to be an advertising campaign went you get right down to it to promote the use of these vehicles and really accentuate the advantages, the virtues, if you will, from a number of different

perspectives. it's not just about, you know, car companies selling products, it's about collaboration. so you can see here the types of thinking that will be involved with this collaboration, certainly some leading companies -- gm and nissan -- are working as part of this collaboration. but a number of utilities, a number of other thought leaders in this space are part of this effort. one of the things that occurs to me is in addition to this campaign which you'll see for about soon -- you'll see more about soon, we really need to take the work that's in this space and work with the states and regions on efforts that they have that are comparable and compatible, i think, with this activity. so i'll look forward to that opportunity. we certainly support what the doe is trying to do to create multiple pathways to solve this problem. so the ev everywhere initiative is one that we certainly

support. we've been a good collaboratorrer with doe, and we look forward to that continuing into the future. we are a subscriber to the workplace charging challenge that doe announced at the washington auto show. we're one of several oem, original equipment manufacturers, that are doing this. but you've got a number of other collaborators as well, and i'm very encouraged to see some of the employers -- pharmaceuticals, retail operations, high-tech companies -- that are behind supporting this kind of initiative. we already have workplace charging throughout the country wherever we operate. we have before this challenge was issued by doe certainly dedicated company car charging stations, many with solar power, by the way, generating the electricity. but a number of others for personal vehicles. and that number will increase over time.

we've really got close to a thousand charging stations right now. i expect that number's going to increase substantially in the near future. just a reference point for how states can help, these are basically different graphics showing the different forms of ev incentives or types of incentives that have been occurring across the country, many of them along the coast since 2010. here's just a quick graphic on places that currently have some initiative under consideration right now. unfortunately, there are states that are discussing disincentives, and i don't want to accentuate the negative, so i'm not going to put up a graphic on that. [laughter] i've mentioned the volt several times. just a couple of quick facts for you to understand about the volt, and i'll mention a couple that aren't on the chart. two-thirds of the miles driven are lek truck. this vehicle -- are electric. this vehicle was basically designed with the idea that two-thirds to 70% of the time this vehicle was going to be driven off the battery. guess what?

the data tell us that's, actually, 100% accurate. now we have several years of experience, 137 million electric miles to date. and how do we know this? we know this because the car is connected. through onstar we know precisely how many miles are driven electrically and how many miles are not. and without violating anybody's privacy, these are aggregated data, they're not tied to individual performance. the average, the average is 900 miles between fill-ups. 900 miles between fill-ups. many of the, as i anticipated would be the case, many of the owners brag about the fact that they never, never fill their car up. which is, by the way, why you're required to have premium gas in this car, pause we don't want -- because we don't want anybody to have a bad experience by not having premium gasoline. so the volt is being used as expected. we don't expect those data to change significantly over time. and why is this important? it's important because people can take this car without

worrying about charging from canada to mexico and have the benefit of electric miles most of that way if they're smart about it. and i look forward to your questions when we get to that part of the discussion. thank you. [applause] >> thank you to all of our panelists. we'll have a little time for q&a. i'll start out with a few questions of my own, and then i hope you'll find your way to the front of the room at the microphone here and queue up to ask questions from the audience as well. i'd like to start by saying that we've all seen some pushback to evs including in the last week or so of press, and i'm hoping you all can talk a little bit about why you think that investing in ev technology and deployment makes sense and how you respond to some of the critical comments we've heard recently. or not so recently. >> i'd be glad to -- well, one thing, interestingly, if you

haven't seen it in today's "wall street journal," i happened to notice an article by michael dunn. and the headline is, um, "electric cars going out of style? ". not in china. and the first line caught my attention. what is china seeing in evs that the rest of the world is missing? and if you start tracking the investment, the chinese, in fact, are looking at companies like a123, fisker as incredible value-investing opportunities. they are better capitalists than we are at times. and that may be surprising, but if you look at what they do, um, they ant in the habit of making bad strategic calls. so i think there's a pretty good data point that says there's a future for evs. ..

or as was predicted to be and that is unfortunate because the effect of the matter is volumes have picked up tremendously. people to an earlier point, having fun with these vehicles but the fact is the chevy volt, hate to keep being a shameless shield for the auto industry, but the fact is the chevy volt customer satisfaction numbers are the highest consumer reports has ever recorded. the highest they have ever recorded for the second year in

a row, by the way. we have gotten past the early adopters and you expect to have that euphoric reaction. we're now into mainstream america with these vehicles and it still generates the highest customer satisfaction that we have not properly capitalized on that and if we can get somebody in the vehicle to drive the vehicle we are very successful in converting them. and the new cadillac, the of the line performance would rival wendy --lamborghini. it drives like a dream and at the same time you are running on electricity. that is my answer to a short question. >> a few comments to add to that. looking at the chart i showed

earlier, the trajectory is actually exceeding that which the first hybrid coming into the market in the late 90s or early 2,000s for this early period when you combine battery elected can't plug in hybrid, that gives us a sense that the market is on a trajectory which is consistent with must -- what most people would say was successful reduction of a new technology or power train system. i do think we have to be careful about these early years and early months that it is going to be choppy. there are still significant challenges and barriers in terms of infrastructure, consumer awareness and education and watching month-to-month sales figures is going to likely result in some false conclusions lose this really is something we have to track over the long term and one other aspect, it is good we are collecting this data in these programs because for this to be successful it has to be an adaptive learning process.

we have to understand the way people using these vehicles and adapt our strategy to that evolving market. there are a lot of questions how people are using them, both types of vehicles considering what the infrastructure needs of and if we do that well we will facilitate this market going forward. >> i am on the panel, the perspective of air quality and policy. we are here to talk about climate. anthony alluded to california goals and we had similar goals in massachusetts and other states in the northeast and the mid-atlantic states have climate goals so if you look at what is needed to move the goals we definitely need to be introducing more advanced vehicle technologies and getting vehicles off of petroleum. that is from the perspective of the air quality agency.

>> every dollar not sending to the middle east as the dollar in the u.s.. spending money on fast food. that is not good. it makes sense because we are keeping those dollars local in the u.s. and helps create jobs here. >> i worry about -- one of the elephants in the room is this country has gone from five years ago you couldn't have believed we would be having a conversation about the fact the u.s. could be an exporter of liquid fuels and we are at the process -- the press of those of almost being there and we will be there in a relatively short period of time. said that is a challenge for us

because the temptation, this country has policy, bright shiny object, take our attention away from the goal and the goal here in the long term is to have sustainable transportation and i worry about that. i worry about that a lot because we have shown over time we have a tendency, one of the bright shiny object, not that there's anything wrong with it is natural gas. the question then becomes what do you do with natural gas? was it used in the transportation sector or to create green electrons for the transportation sector? i'm looking forward to that discussion. i don't want to be so rosy about this that we are not dealing with those realities. the reality we have to deal with -- >> some policy conversations, the rules of state and federal government, local government, private sector, lot of players

here. i'm curious your thoughts on how these groups can work together and what you need from each other and we heard a lot about federal money in terms of planning grants and tiger grants. i'm curious what other incentives are needed from other levels of government and the private sector needs as well to work with government and what partnership opportunities are there. >> i will take a stab at that. one of the great things about watching the enthusiasm at the state and local level for these products is a very good sign that we have got great partnership opportunities and a lot of them have been mentioned being taken advantage of so we should think about what are those mechanisms, the correct mechanisms of technical assistance incentives and other regulatory mechanisms that can help facilitate those jurisdictions which are the most enthusiastic. i am hopeful, i am involved in another project that got an oblique reference in the state

of the union about a raise the top for energy productivity and there is an opportunity for the federal government to provide targeted incentives and leveraged incentives working with state and locals for things that are of mutual interests including zero emission vehicles and for a lot of this stuff doesn't require a lot of money. the enthusiasm is there and the waterbury ears are institutional in nature especially as it relates to things like codes and standards and figuring out the right level that allows people to take what exists like the desire to move forward and providing tools to do so, the right formula. >> i would just add that in washington, public/private partnerships are key to the success of your program. funding from the federal level, the private sector partners,

doing the design build a maintenance operation. we have the retail locations that are providing a couple parking spaces and we expect the ev drivers contributing to the user fees. it really takes working together at all different levels to make a success. >> education is very important. i was incurred to hear about that. i am looking forward to seeing what that is all about but based on my experience we need to do a lot more education about value proposition of plug in vehicles. >> just going to add in the midwest i would like to see more state collaboration for infrastructure rollout similar to what washington, oregon are doing. right now if you have a pure

electric car, you can get to michigan city. there is subtlety there and spend a few hours at outlets. that is not as far as you can go so i would like to see more collaboration with different states and blowing up the infrastructure. >> audience question, please introduce yourself as u.s. your question. >> thanks. i am eric sundquist with the state transportation initiative in the university of wisconsin and thank everybody for interesting presentations. my somewhat nerdy question is about evaluations. a couple years ago i was in a room where we were trying to divvy up the crowd of $7 million to add clean energy. and fight coal powered planning and on and on.

if we subsidize lightbulbs, and we get this much climate yet done. not to overstate perfection of all those equations, but they at least exist. when it came to evs in comparison to other transportation measures it seemed to be sort of ad hoc and theoretical. this sounds like a great idea and this is shiny and so forth and none of it got funded. my question is if you are in the advocacy community or education or the governor's office and limited resources, how do you know whether you should do charging infrastructure or subsidized vehicles and charging infrastructure, should it be strung out along i 5 or chicago or a commute shed, is anyone looking at how these things are

looking? >> the answer from california's perspective is all of the above in terms of strategies that are being pursued. before i get to your direct question, i you highlight another opportunity which is being exploited to some success in california and that is finding the synergy between programs for electric vehicle deployment distributed generation including solar and energy efficiency retrofits for homes and even some people who are deploying the incentives in california starting to bundle those in creative ways and someone thinking about buying electric vehicles, their mindsets are think about i wonder what other opportunities i might have to save the energy treaties, other programs and one in particular that i like is how to turn your home into a high performance pulling station by combining an efficiency retrofit with solar generation when you put your electric charge to

offset, increased demand and there seems to be great potential for thinking about how to make these work better together. to your specific question, again, we are learning what types of things are most important and i do agree the fact that home charging is a primary focus, offers opportunity for work place, creatively provide significant additional value to consumers and quick charging a lot of our assessment that it can add another 15% of electric emt, but you have to do it strategically in the places people want it, not just wear it looks good and this again speaks to that need for that requirement if you spend public funds to do the data collection and evaluation so that you can adjust your strategy so you don't have stranded investments. we won't find investments will be suboptimal and that is

probably unavoidable because we didn't know a lot of the stuff when we started out. >> you really know -- need to know what your goals are and set your measurements based on that for our project. our goal was to build the range confidence, the stations were not necessarily put in a location where they should be used the most, it was public education/public perspective. we're looking at many other things besides the electric highway, looking at workplace charging and expanding our network. workplace charging seems to be a great place to invest. an investment program metro pull, a waiting list to get on the electric vehicle, electro pool programs those subsidies

like children's hospital and other places using nissan for van pools. working with large employers on having charging at the workplace. we are actually looking at several different areas, not just major infrastructure. >> for the states, some of the best work is coming out of the states. the states, unlike the feds, in many cases driven to balance budgets. let's make informed data driven decisions and a lot of you.that you point out. there is growing data to make informed choices. the other thing i would say, not transportation sector specific in a vacuum, but as part of the holistic approach that you take to any kind of informed energy

policy and again, i am not a pessimist by nature but i acknowledge the fact the we have a sort of dysfunction that disables the short term, national comprehensive informed energy policy so we do what we can. i am actually encouraged on the stationary side. we talk about vehicles but there is a lot of good work going on in the manufacturing sector to reduce the energy, change sources of energy to more renewals and is not driven by regulation but the market place. if you are thinking of this the right way there are opportunities out there to do a lot of good work. i think the states can play a real leadership role to cherished -- show the way. >> i will sit down and wonder if maybe christine mentioned stuff that d.c. i was doing. >> i was going to add to that. one thing we are doing looking forward is an evaluation of deployment, what worked well and

what didn't, hopefully that will inform future decisions on where to locate infrastructure. that is one thing we are looking at. another piece i will add in massachusetts, we did infrastructure pilot program. the term pilot program to see how it works and what worked well and that will hopefully inform future decisions on where we use our valuable state resources in doing additional infrastructure. >> that will be really helpful. >> my name is todd campbell with clean energy. how are you doing? clean energy is a national probably north america's largest natural gas transportation fuel their for high volume vehicles and i was in courage by this morning's discussion because the company, our company looks at a very strong complement to try to achieve a low carb in future and transportation and that is where

my question is going. this conference today and tomorrow looking at a national low carbon fuel standard and one of the things when i was listening to go through evs and what does it mean for natural gas? i agree we have got to be careful about the projections. the governor, governor brown's action plan, unfortunately doesn't have any costs involved. when you are looking at those projections you really don't have any cost data from that. it assumes a lot from hydrogen. there is really no heavy-duty application for electrics at this point in time and so then i look back at what we're doing in california, we're struggling against western states to defend the california low carbon fuel standard which is preventing

organ's low carbon fuel standard from moving forward and probably further preventing the northeast adoption of a clean fuel standard and so isn't it a better path way for us to go towards working together like the california natural gas vehicle association in california, working together to try to defend these types of programs so that we even julie kanfer gets to a low carb and transportation future? i also encourage you to think about the natural gas for example in transportation isn't just fossil based but renewable natural gas which gives you a 90% reduction in carbon intensity and has a better performance versus actually relying on the grid for your electrons. i think wouldn't it be better for us instead of fighting one another to work together like we are in california and try to establish natural low carbon fuel standard as opposed to

looking at each other as competing technologies. i think we complement one another quite well and meet different parts of the sector that will allow us to be able to prove to the chevrons and bps that are currently fighting as in california that they can't get enough credit to meet the 10% reduction by 2020. >> thanks. low carbon fuel standard. >> i will just make -- todd gave a good description of the landscape in california so i'm curious what the other panelists have to say but it is something california has come to, that there is a need to move away what has been historically been a value for raise in dealer solution and advocates within the community are their own worst enemies. the electric vehicle people tend to bash the fuel cell people.

oftentimes people downplay biofuels without differentiating that there is a wide diversity of performance and different pathways and renewable natural gas which does have great potential for meeting our goals so i think this is maybe a sort of the to of the states when thinking about policy landscape, think about policies that do provide an opportunity for multitude of different technology options to compete and all timidly the market will decide. consumers will have the final say in what product get adopted but the policy landscape can provide that early playing field that allows them to compete fairly and potentially overcome that activation energy. quick comment on costs? tremendous amount of research has been done on this.

we are currently more expensive on a per mile basis for these technologies but it is very reasonable analyses that say especially because of lower potential cost for the fuels that these vehicles and fuels can compete quite well with conventional products in some time, not necessarily right away but some development they can get there. >> anybody else? >> i just wanted to mention in washington state we have the nation's largest fleet of ferry vessels and we are experimenting with different types of fuel like diesel for the ferry fleet so we open all different alternative fuels in the pacific northwest. >> i will that very quickly the northeast and mid-atlantic states have a dialogue on low carbon fuel standard, one of the benefits is it doesn't pick winners. we are actively waiting to see

what happens to the california lawsuit and stay tuned. >> the national governor's association, thank you for a great panel. we have been working with states on this topic through state learning network on electric vehicles and to the point about fuel diversity, we are looking to launch something similar on natural gas vehicles this summer and entertain efforts around biofuels and hydrogen vehicles. i wanted to get back to and see if you can pull up the spots that mike had which was a great slide. it had a block with a different policy option on it. look at that one. >> it is one of 15 on the same subject. >> i love that. i didn't get a chance to see it but i wanted to invite some

discussion about what that is and see if people have comments particularly on the always pressing question which one of those is the most important to focus on or which two of those. if i could i am curious about the age of the lane access --hov lane access that focuses on urban areas. if you get stuff going on that, that can really help generate activity. i would be curious about reactions to that chart or tableland particularly hov lane access. >> i will be curious what the state based folks have to say about this but i will tell you there are varying degrees of emphasis depending on where you walk for instance on hov lanes. i will kill 4 delegates tell you california's actions on hov planes have probably been among the most important

considerations. we know what the retail value is to an owner in california because of the unique situation in california and benefits associated with hov lane status. the reason we know is because of sales data on used vehicles that do or do not have a sticker that makes you eligible in the hov lane, $4,000. it doesn't cost the state up front money to do that. in terms of cash from the state treasury it costs nothing but has a $4,000 benefit in that circumstance more or less. i don't know that that applies everywhere but it applies a lot of places where the demands of highway driving to and from work commuting become more and more important consideration. anybody that drives locally on i-95 or 66 understand how

important the hov lane can be. >> on the hov lanes from a state perspective we have hov lanes that allow any driver two or more passengers to access it so it is very political. if it wants to change that and allow more vehicles access it starts to clogged the plane so it is a tricky issue that needs more dialogue and needs more support from federal agencies as well because federal policy needs to be considered. >> at the ev forum's we have been considering off-peak charging combine with real-time pricing with our utilities. that is the message we want to get across. that is a big education push. a lot of people are charging at night but maybe not necessarily from 1:00 a.m. to 5:00 a.m.. >> to that point there's a lot we can do as car companies. we do it through the system to communicate with a customer

about smart charging and taking advantage of off-peak so they can literally program:00 to follow the off-peak rates in their community wherever they are and then they changed over time. basically the work is done for them if they take advantage of the technology. that is good for the customer and good for the utility from the standpoint of when vehicles are being charged so it is an elegant solution to a problem. >> i think we need to bring the price of vehicles down of electric vehicles. there is more options and choices that help in washington. we have an exemption on the sales tax and that combined with the federal sales tax credit really helps to bring that initial up-front costs down. >> i am hoping to ask both

questions quickly here, ask the panelists to respond to what is most appropriate to make sure all the questions that asked. >> mark rope with former washington state governor gregoire. quick question for anthony and an observation. anthony, you had a chart, the work coming out convening of the governor's executive order and the four goals you listed, wondering if there's any prioritization to those goals and the things that intrigued me was looking through a political wins in this moment in time that jobs are important to everything i wouldlens in this moment in tt jobs are important to everything i would have seen jobs in fused, curious how those were fleshed out and governor quinn looking out and in oregon, one of the things people ought to do more of, governors are an incredibly

competitive what and they want to be first and always want the best soak the federal partners participating here in the private sector, ought to capitalize on the inherent competition between governors and use that to catalyze movement in what we are trying to achieve. >> we will let panelists response to both. >> i am debra loomis at the climate center and we haven't talked about the role of utilities. women and it a little bit. i am curious in your experience, have they been active partners in this? are they seeing this as a strategic opportunity? one of the creative things they're doing? thinking of the pilot programs we talked about. are there other innovative things you have seen that utilities are doing? >> quick responses to those two questions. >> very quick one, the second question is getting the

utilities on board is critical and in california through organizations like caletc and working for abuse rates to make sure charging is beneficial to their overall asset utilization. huge opportunities for this to be win/win for utilities and getting them on board early is important. to your question on the prioritization, that representation of those categories is not intended to be a representation of their priority. definitely the investment in jobs is essentials to the state's enthusiasm and interest in the sector and there is a significant number of activities to support investment including manufacturing activity through a large program called 8118, $100 million a year a portion of which is provided to new start ups and expanded manufacturing activity within the space of

zero e. mission vehicles and low carbon transportation. i would encourage you to take a look at the report, a remarkable document. for each of those there is a list of 20 to 30 action items that are assigned to a specific set of agencies with a deliverable timeframe. the time frame can give you a sense of what is going to happen first but overall it is a comprehensive assessment of all of the tool the state can bring to bear to be a partner to be a facilitator for this market. >> i have one of my people working full time with you to please and infrastructure issues since two years before the chevy volt was launched. that is how important utilities are to this equation. >> i mentioned in my slide. we have the manufacturing grant

to the point about jobs as one way to incentivize companies to come to a little and create these components to where we are working on bringing those jobs to our state. >> i want to echo anthony's comment about the importance of the utilities, get them involved and get them involved early, they can save time and money as far as siding for the dc fast charger and tell you where the power is and save you a lot of time and effort and they are key partners. >> one last thing. clean vehicles and fuels head on, utilities have been very active and we hope to continue. they have been coming to the table. >> before we thank the panelists and your applause rounds out the last two things i want to say, i want to acknowledge can the powers for wonderful work for the georgetown climate center and nick, you all know very well

by now, the tool that developed for helping them think about their it -- the deployment goals in the hallways after the panel and over lunch. thank you very much. [applause] >> a quick minute to change panels but we will keep going fairly quickly. [inaudible conversations] [inaudible conversations]

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the next battle will be beginning in a few minutes. [inaudible conversations] >> come back in and please take your seats, we are about to get started. [inaudible conversations] >> good morning again. thank you for joining us. for those just joining, i am the research director for the midtown climate center. we spent the last panel talking about regional efforts to support electric vehicles. we're going to switch gears a little bit now in washington to

think about some of the federal efforts to promote and support clean energy policies in the u.s. and we're joined today by wonderful panel, bipartisan panel representing both the u.s. house, the u.s. senate and the administration to talk about what is happening in their own offices on clean energy policy. once again the bios for these folks are in the packet in the back of the room so i walked to the mall and give folks a brief introduction. we will be doing this as the presentation, we have more presentation -- conversation. i will have a few questions for the speakers and i encourage you all to have the microphone and answer your questions as well. the first time would like to introduce kevin rennert, sr. professional staff for the committee on energy and natural resources where he adviseds the community chairman, heidi king is on the committee of energy where she focuses on energy and

the environment for the house of representatives. michael carr is principal assistant secretary for the office of energy efficiency and renewable energy at the u.s. department of energy. i would like to start by asking folks to take a quick minute and tell us about the priorities your office has for the next few years and what you are focusing on right now. >> thanks very much, thanks to georgetown climate center for hosting this important discussion. as senator wyden has been taking of the natural resources committee he has been thinking about climate change and moving toward a low carb an economy as a priority that underpins everything the committee is going to do in this congress and the congresses afterwards, that level of priority. the thing about the challenge on two different tracks, the first is the track of things we know we can get done in the short term we know we can get them. these are things like increasing

energy productivity, like making sure the next generation of clean energy technologies not only get developed but deployed into the marketplace at scale and another is making sure we take advantage of the low carb and resources that we have and make sure we use them to maximum benefit for the environment and the economy and doing those things represents a big opportunity, a lot of bipartisan support for working on these issues and it is critical that we go ahead and actually get them done. at the same time it is clear that working on those have the loan would -- will not be enough to address the challenge posed by climate change. at the same time you are working on the short term you have to be laying foundation and working on that framework that will continue putting united states on a half of lower emissions in the future. so both of those conversations are critical at the same time and you can see efforts on the committee on both of those. in terms of the immediate

priorities in the committee i will lay out a few, very limited time, and natural gas is a very early priority for chairman widen. we held the first hearing of the congress this past week to look at natural gas, covered a lot of territory, responsible development all the way through use with exports. the policy goal in that conversation moving forward is we have an amazing resources that just recently came on line. how can we make sure we harness for the environment and the economy to maximum benefit. another important conversation that is happening is nuclear waste. if you want nuclear energy to continue to be a very important zero emission source of electricity and expanded role in the future as we move to lower carbon economy you have to deal with the waste so senator widen has been in conversations with senator feinstein, senator alexander to see if there's a

bipartisan approach to put together to help us move forward on the nuclear waste issue. third, there is considerable support for working on energy efficiency on a variety of different fronts. i hold up senator sheen and portman's bill of the kind of areas you see a lot of support in, they are working on efficiency in buildings, efficiency in industrial manufacturing, efficiency in the government as a whole. various areas that are ripe for continuing to develop greater measures. that bill may change certainly, there will be other bills that come along but that is representative of the types of areas there's a real appetite on the senate side for the e efficiency. the fourth, clean energy finance, the so-called valley of death, clean energy technology, passing through the scale from

promising proof of test scale all the way to moving up to fully deployed commercial scale on projects. that is an area, continued conversations going on right now and to say what is the appropriate role of government, what are the most efficient tools that can be put into place to make sure those technologies can get from the test scaled to tap into the bigger sources of capital that are necessary to deploy at commercial scale. and finally if you look at the makeup of our committee there has been a robust conversation about the transportation sector, alternative fuel vehicles and things of that nature, senator widen had his own bill in the past congress and senator alexander had one as well ended a member of the committee and very active in this space as well and that will be a big part of the conversation. those are a few of the things the committee will be working on in the short term. there are a lot of space is to move in this congress. >> thank you, very much a

pleasure to be here. we have a lot of things going on. the focus might be best in context of the economy. our office is focused on how to do things smarter, more with less, we're coming out of hopefully coming out of a period of high unemployment, high proportion of long-term unemployed and that has been something folks struggle with, how to do things smarter, how to be more effective with the tools that we have. that is very much a theme of working with the states which has been very important to us in the last congress and more so in the new congress, the 113th and the meeting today. we have been hosting forums with state representatives, the secretary on commissioner level, representative of which ever states will share with us their thoughts on how to do more with less, how we can do better, whether or not there's a role for the federal government to make it easier for them to do their jobs. we are also focusing on other

barriers, barriers that don't add value, barriers to doing better and hopefully we will be taking action on removing barriers to doing more with less in this congress. one example of that is -- if anyone noticed i was thrilled to see the hydro bill passed the house with a unanimous vote. that is an energy bill, renewable energy bill to reduce the permitting britain to reduce the red tape around hydro project, passed the house of representatives on the thirteenth of february with all voting representative supporting that bill both democrat and republican. that may not be a 5,000 page energy bill that transforms the country on the short-term but these small things where we can find agreement how we can do better or do more with less, how we can empower state and local government to best serve their citizens, protecting air, water and soil, protecting the environment but also protecting the ability of those consumers with access to jobs, business and services, do a lot

win/win/win we will be focusing on in this congress. >> the initial question, how many folks here in about eere? that is a pretty good percentage. it is the energy efficiency and renewable energy. it is the applied science, clean technology part of the department of energy. we are very technically focused. what we will be focused on in the coming year or years is similar to what we have been focused on for a long time which is driving down the fundamental cost of these alternative technologies and addressing the market barriers that get in a way of the deployment of technology and energy efficiency. throughout the ecosystem.

one thing that the way i sort of thing about this is if you think about our energy system has a system and all of the attendant costs that come with it, it is actually still a very expensive energy system. that isn't all reflected in the price that one sees at the pump or the meter, but it is inherently a very expensive system and we have seen that in the last few years. it seems like every year there's a new 100 year storm or drought or extraordinary event that is very expensive. and so what i would say is the technologies today, this is the good news that we are seeing in our technology portfolio. the technologies today are very

affordable. i would say the technology's whether you are talking about solar or wind batteries for electric vehicles, they are inherently cheaper than the existing system and what we are trying to do is drive down the cost, the fundamental cost of those so that the market can recognize that difference. right now you don't see it in a lot of places. but even on a source of an adjusted basis if you take into account these external social costs of our existing energy system, some of our technologies today compete on a price basis particularly on short wind and solar behind the meter. so we have, we are actually in a little bit of a transition phase. 30 years ago when the department

started on its mission, largely in reaction to the oil embargo and price run-ups that we saw, you really didn't have a half way forward on how to substitut way forward on how to substitute for these incumbent energy sources there was no good transition path way. we were looking for silver bullets. you couldn't scale solar panels that president carter put on the roof of the white house. that wasn't a viable solution. but today, we have clear lines of sight on technologies across the board that can substitute for every one of the costly technologies that are out there. we are getting to a phase now where this is really far down the rd&d scale where we are

refining aspects of how do these get into the marketplace, what is the business case, what are the final cost barriers that need to be overcome before the things take off and the market gravity takes over and pools these into the system? we have done that in a number of different ways. we are looking at how we get to the final mile on this raise. that includes such things as builder -- better buildings challenge. we are challenging cities and working with local governments and building managers on what are the basic barriers they need to overcome to deploy these technologies and to cut their energy use by 20% by 2020.

we have ev everywhere which i hope some folks mentioned in the last panel, where we are trying to overcome a lot of the sort of stopped cost barriers, the fundamental barriers that are standing in a way of broader adoption as we see these cost curves come down, where we believe in the very near future, electric vehicles, whether they are plugged in hybrid a electric vehicles or full battery electric vehicles can be affordable for most applications in the light duty space. now there are a lot of other factors, taking charge of their workplace, can you charge it in a multi family dwelling. those things need to be addressed and we are looking at those everywhere and doing workshops and try to get input on fat and finally one of the

broad initiatives is clean energy manufacturing initiatives we are looking at across the board, in all of our technologies because we are right at the commercial cuts of what are the fundamental manufacturing that need to be addressed so that you can manufacture all these goods here in the united states. so we will be looking at that and that will be a big priority for the secretary and myself for the next year. >> i would like to invite you to line up for questions for these panelists. and something heidi king said about states's own policies and thomas a little bit about how you think about the policies and programs already in place at the state level as you think about what actions the federal government might take on some of these issues and how to best engage with you. >> we have a tremendous respect for the expertise of the states as you all know, this being a

georgetown law school. the clean air act places the state in a unique role of implementing policies that at the federal level, states are a strong voice in protection of water and soil. because we have such a diverse nation they have the ability and charge to respond to their local conditions whether it is geology or whether they are close to a border getting border emission. chairman whitefield has been hosting a series of forums to ask states to share that expertise with congress. we started last july and have invited in each of these forums four or five states, a tribe and a couple local governments to sit down and share their expertise. we have done our best to not box in the topics to allow them to speak to what is important to them and also done our best to make sure diverse views are represented. we have invited states from all of the country, all sorts of programs and by creating a safe

place for the dialogue we are able to learn more from the states not only about where we might go in terms of a long-term vision but also where there might be some quick near-term improvements to environment and public health while also saving states money for more effective implementation of the existing law. that has been a fantastic experience about which we are very excited and anticipate continuing the 113th congress. >> i agree. as we think about a role of the states on the committee and it is really a brilliant thing to look out and say the challenges we are addressing on the national level and here are many small laboratories where experiments are being conducted on how you can address the same challenges. we continue to have as much of a dialogue as possible to look at what you are saying, success stories and how some of those can potentially be scaled up and some places they haven't worked as well and the challenge we

often face and you are addressing is the same way it is wonderful to have these laboratories out there and test beds but at the same time all these laboratories and test beds and tried to actually weed through and see which situation is most applicable and which our best to draw from, those of the challenges we face the most often. we are always open to hearing ideas and please reach out to communicate if we have not reached out to you because that is a conversation we are always going to have. along those lines as well, one of the ways states can be beneficial is to say at times when congress is having difficulty finding a half way forward, a lot of times you can just say are their programs at the state level? we can somehow help to support? that is sometimes the situation you end up in in these times. >> oftentimes states are the ones who are able to identify the bipartisan win/win/win/win solution, maybe not something we

were aware of in congress so very much treasure the relationship we're building with states or you. our ears are open. >> within eere and the efficiency side we have longstanding relationships with state energy program offices and a deer stakeholder groups in local areas. and so as kevin and heidi king mentioned, we look at these as potential laboratories and examples of what can be, what can be accomplished comment and they all have a variety of circumstances. and trying to talk to folks and understand -- understanding this work for you, what is unique about your circumstance and what is broadly applicable and when

we find something other states or other stakeholders need to know, then we can try to elevate that. we have a slightly elevated platform in being able to project that and spend a lot of time trying to collate the success stories and put them together and put the right people in touch with each other so they can replicate the greatest success out there. one of the things i think i should mention is that the eere corporate level, we have a stakeholder engagement group we are standing up to try to ward nate all these contacts and make sure people, that we are hearing about the success stories and sharing them more broadly. heading up at office. i put a little plug in for trying to make sure folks talking to her. >> good time for two questions

from the audience. >> my name is william butler, i have talked adjunct here for well over 30 years. i am interested in hearing each of the panelists's views on the role that subsidies should play including tax subsidies on the development of power sources from oil to wind and everything in between. is there a role for subsidies and if so, what are the principles that you would apply? >> i will say on the outset that senator widen has been a strong supporter of tax subsidies for technologies like wind and solar and so on and continues to do that. in the current context, the question is how can you move from the existing set of subsidies to the point you have