a. EV’s may not be the carbon saviors they’re touted as. Peer reviewed studies have shown EV’s range from a quarter of the lifecycle embodied carbon, to 1-1.5x that of their ICEv counterparts, largely depending on the size of the battery and grid mix in the supply chain of manufacturing. Regardless of lifecycle impacts, the embodied carbon of EVs is significantly higher, and we take on a carbon debt when we purchase them – and a carbon debt that we can’t afford if we hope to limit emissions and temperature rise to 1.5-2°C targets over the next 10-15 years. b. The carbon case for EV’s can is improved if we leverage them as dynamic grid connected battery systems to advance grid decarbonization efforts by complimenting the rapid connection of solar and wind generation sources in the short term. c. According to US DOE there were 93,050 fully electric vehicles registered in New England in 2022. Assuming an average storage capacity of 70kwh, this reflects over 6.5 gWhs of distributed storage capacity throughout the state. Leveraging even single digit percentages of this could connect mWhs of storage capacity, bypassing long review and approval timelines that commercial and utility scale systems face. d. This session will feature a comparison of ICEv and EV lifecycle carbon impacts, and discuss how a more dynamic use strategy can advance grid decarbonization efforts, and offer resiliency and economic benefits to utilities and EV owners. This will include analysis of how EVs can fit into existing utility frameworks such as TOU billing, demand response and load shifting programs, and non-wires solutions. e. The session will feature discussion and lessons learned from some of the first installations of Vehicle-to-Grid / Vehicle-to-home systems in Maine. This will include a review of regulatory barriers, permitting process, technological and hardware shortcomings, and discussion on how to remove these market barriers for broader adoption.