Ten gigawatts are parked in American driveways
Joseph Vellone (CEO, ChargeScape) said there are about 6 million EVs in the U.S. and roughly 1 million already have bidirectional export capability, creating roughly 10 GW of potential export capacity (assuming ~10 kW per vehicle).
Vehicle-grid integration and ChargeScape’s role in it were the focus of a conversation between host Matt Boms and Joseph Vellone, CEO of ChargeScape. Vellone framed ChargeScape as an automaker-backed (BMW, Ford, Honda, Nissan) software platform that unites utilities and EV drivers, solving the many-to-many contracting problem so automakers don’t need separate deals with each utility. He traced his own path from energy research and consulting to leading ChargeScape and explained why automakers pooled resources: lowering EV total cost of ownership through smart charging is a direct way to sell more EVs.
The interview moved from definitions into data and deployment. Vellone laid out V1G (managed charging), V2H (vehicle-to-home backup, cited Ford F-150 Lightning examples and a Puget Sound Energy pilot), and V2G (vehicle-to-grid export, with pilots powering Silicon Valley data centers). He emphasized concrete metrics: ~6 million U.S. EVs, ~1 million bidirectional-capable, parked ~95% of the day, plugged 12–14 hours while typically needing only 2–3 hours of charge — implying ~10 GW of potential export capacity. Boms and Vellone agreed that hardware is arriving and that the main constraints are incentive design and interconnection policy. They discussed successful customer incentives — TXU Energy’s unlimited free overnight charging and Con Edison’s predictable ~$25/month cash-back (some customers earning >$1,000/year) — and stressed that programs work when customers retain override control. Policy barriers dominated the latter half of the conversation: in ERCOT the value of managed charging is split among transmission/distribution utilities (Oncor/CenterPoint), competitive retailers (e.g., TXU), and generators, creating misaligned incentives; slow, inconsistent interconnection processes (PUCT Project No. 54233, grid-parallel debate) create backlogs for export-capable vehicles; and regulators/FERC could streamline queues. Finally, Vellone flagged the lease-return wave (Cox Automotive: ~300k off-lease in 2026, ~600k in 2027, ~700k in 2028) and argued that secondhand buyers are especially likely to enroll in managed charging. Across the episode Boms and Vellone were aligned: technology and vehicles are ready, and scaling will hinge on clearer incentives, streamlined interconnection, and enrollment at point-of-sale or lease-return to normalize managed and bidirectional charging.
Vellone reported typical usage metrics from ChargeScape data: an EV is parked ~95% of the day, plugged in 12–14 hours, but typically needs only 2–3 hours of charging — a large window for managed charging (V1G) or bidirectional services (V2G/V2H).Open reader