of the GHG mandates at the airport and thereby are currently driving vehicles that achieve an attractive cost per mile benefit in a Hybrid vehicle and essentially these two sectors and modes of transportation are not facing the level of barriers that MHD shuttles face and thereby shuttles are a sector that already creates high emissions and moves multiple people at one time in a vehicle with seats verses a taxi or a TNC that on average has one customer in the vehicle. Transformation for EV adoption is not a priority for the Taxi and Independent TNC drivers the same as it is with shuttles operations that can benefit and are facing proposed statutory mandates to procure EV shuttles when supporting ground transportation at airports. In the decision the project was modified to focus solely on shuttle services that are in fixed destinations, like hotels to airports or parking lots to transportation hubs. Stranded Assets: Furthermore, SDGE’s proposal to install infrastructure at homes lacks cost effectiveness as there is not the option to share the installed EVSE nor is there a guarantee that the driver will remain in the business or keep the EV as this individual is an independent contractor, and thereby this is not in the best interest of ratepayers as this could create stranded assets which can potentially be to the detriment of ratepayers and given that the priority to achieve benefits should be result with benefits. All experts are closely aligned and committed to the concept and benefits that it achieves and this meeting had all parties present and was very productive and SDGE agreed to support a solar array with battery storage in its PR proposal. D. 18-01-024 pp 36 Installing and supporting a program for Shuttle Rideshare fleets with Managed Charging by Renewable integration of Solar and Battery Storage. D. 18-01-024 pp 34-36 and 41-43 SDGE is directed to work with pilot participants to meet the needs of the shuttle companies and the GIR rate design is unnecessarily complex. SDGE did make modifications based on parties comments and the SR will determine the Commercial GIR Rate. SDAP Opening Brief at 7-9 SDAP provided depicted of use cases similarly to SDAP that could demonstrate that commercial EV operations will not avoid peak time charging and or the adder event fees. The hourly daily rate is complex and does not provide a benefit cost per mile; however, SDGE stated on page 10 that the GIR provides pricing for charging needs irrespective of miles driven. 20
Specific Claim:* Claimed CPUC Award ATTORNEY, EXPERT, AND ADVOCATE FEES Item Year Hours Rate $ Basis for Rate* Total $ Hours Rate $ Total $ Lisa McGhee 2016 83 $100 See attached Rate Justification $8,300 78.00 [B] $100.00 [A] $7,800.00 Lisa McGhee 2017 102 $100 See attached Rate Justification $10,200 81.90 [C] $100.00 [A] $8,190.00 Lisa McGhee 2018 6 $100 See attached Rate Justification $600 5.00 [D] $100.00 [A] $500.00 Subtotal: $ 19,100.00 Subtotal: $16,490.00 OTHER FEES Describe here what OTHER HOURLY FEES you are Claiming (paralegal, travel **, etc.): Item Year Hours Rate $ Basis for Rate* Total $ Hours Rate Total $ Travel Time 2016 56.5 $50 See attached Rate Justification $2,825 56.50 $50.00 $2,825.00 Air, Hotel and Uber 2016 $5,914 $5,914.00 Travel Time 2017 46.50 $50 See attached Rate Justification $2,325 46.50 $50.00 $2,325.00 Air, Hotel and Uber 2017 $4,678 $4,678.00 Travel Time 2018 0.50 $50 See attached Rate Justification $25 0.50 $50.00 $25.00 Subtotal: $15,767.00 Subtotal: $15,767.00 INTERVENOR COMPENSATION CLAIM PREPARATION ** Item Year Hours Rate $ Basis for Rate* Total $ Hours Rate Total $ Lisa McGhee 2017 2 $50 See attached Rate Justification $100 2.00 $50.00 $100.00 Lisa 2018 4 $50 See attached $200 4.00 $50.00 $200.00