Fleet operators in Oregon and southwest Washington deal with a range of utility service territories, each with distinct commercial rate structures. Understanding which rate schedule applies to your depot, and what the specific demand charge and TOU provisions look like, is the prerequisite for any meaningful charging cost optimization. Generic fleet charging guidance that treats "utility rates" as a uniform input will consistently produce inaccurate projections for operators in the Pacific Northwest.
This article covers the commercial rate structures of the three utilities most relevant to fleet operators in this region: Portland General Electric, Pacific Power (PacifiCorp), and Clark Public Utilities. Where applicable, we note key differences in demand charge structure, TOU period definitions, ratchet provisions, and EV-specific rate programs.
Portland General Electric: Schedule Overview
Portland General Electric serves the Portland metro area and surrounding communities — the highest-concentration EV fleet territory in Oregon. PGE's commercial rate schedule portfolio is structured by service voltage and demand level. The schedules most commonly applicable to fleet depots:
Schedule 32 — Large General Service
Schedule 32 is PGE's primary commercial rate for customers with demands typically above 30 kW. It carries both an energy charge ($/kWh, differentiated by TOU period) and a demand charge ($/kW, based on the highest 15-minute average demand in the billing period). The TOU structure divides the billing year into summer (June–September) and non-summer (October–May) rate seasons. On-peak hours in summer run from 7 AM to 10 PM on weekdays; off-peak applies nights, weekends, and holidays.
The demand charge on Schedule 32 is assessed on the single highest demand recorded in the billing period, regardless of when it occurs — it is not limited to on-peak hours. This means that even an overnight demand spike (during off-peak energy pricing) will set the monthly demand charge. Fleet operators who concentrate charging in the overnight off-peak window to capture TOU energy savings must also manage overnight load peaks to avoid triggering demand charges.
Schedule 74 — Transportation Electrification Rates
PGE offers Schedule 74, a specialized rate program designed to encourage commercial EV charging. Schedule 74 provides reduced energy charges during super off-peak periods (typically overnight) specifically for EV charging loads, sometimes with a separate meter for EV charging infrastructure. The program has eligibility requirements and has been updated through rate case proceedings. The commercial viability of Schedule 74 versus Schedule 32 for a specific fleet depends on the fleet's charging profile, total load size, and whether the administrative overhead of maintaining a separate metered EV circuit is justified by the rate differential.
Fleet operators considering Schedule 74 should obtain a current copy of the tariff from PGE's website or the Oregon PUC tariff database, as the program terms have been subject to revision. A rate comparison analysis using actual consumption data is more reliable than general guidance here.
Ratchet Provisions Under PGE Commercial Rates
PGE's large commercial rate schedules include minimum billing demand provisions. Under Schedule 32, the minimum billable demand is set at a percentage of the highest demand recorded in the prior 11 months — a demand ratchet. This is a critical planning consideration for new fleet charging installations. The initial months of a new fleet charging deployment, when operational teams are still optimizing scheduling practices, often produce the highest unmanaged demand peaks. Those peaks set the ratchet floor for the following year.
The practical implication: demand management software should be operational — not "planned for future deployment" — before the first vehicles begin charging. The ratchet clause has no forgiveness period for new installations.
Pacific Power (PacifiCorp): Schedule Overview
Pacific Power serves eastern Oregon, including the Eugene, Bend, and Medford areas, as well as parts of southeastern Washington and other western states. For fleet operators with depots in these service territories, Pacific Power's rate structures differ meaningfully from PGE's.
Schedule 47 — Medium General Service
Schedule 47 is Pacific Power's medium commercial service rate, applicable to customers with demands typically in the 30–500 kW range. It includes a three-period TOU structure: on-peak, mid-peak, and off-peak, with different windows for summer and non-summer rate seasons. The mid-peak period — the transition between on-peak and off-peak — requires explicit treatment in charging dispatch logic that only handles two-period TOU structures.
The demand charge structure under Schedule 47 differs from PGE's Schedule 32 in one important way for fleet operators: Pacific Power's demand charge under Schedule 47 has historically included a ratchet provision tied to a percentage of the highest demand in the preceding 11 billing periods. The specific ratchet percentage and mechanics are defined in the current tariff document, which fleet operators should obtain directly from Pacific Power or the Oregon PUC (for Oregon service) or the Washington UTC (for Washington service).
EV Rate Programs
Pacific Power has offered EV-focused rate pilots and programs under Oregon PUC regulatory frameworks, including programs aimed at commercial fleet operators. Program availability and terms change through rate case proceedings. The most current information on Pacific Power's commercial EV programs is available through their business rates team or through Oregon PUC docket filings.
Oregon vs. Washington Service
Pacific Power operates as a multi-state IOU, which means its rates in Oregon (regulated by the Oregon PUC) and rates in Washington (regulated by the Washington UTC) are filed separately and may differ. Fleet operators with depots on both sides of the Columbia River, if served by Pacific Power in both states, should not assume identical rate structures. Tariff documents from each state commission are the authoritative source.
Clark Public Utilities: A PUD Difference
Clark Public Utilities serves Clark County, Washington — the Vancouver, WA metro area directly across the river from Portland. As a Public Utility District rather than an investor-owned utility, Clark Public Utilities (Clark PUD) operates under Washington's PUD regulatory structure, with rates set by its board of commissioners rather than through a state PUC rate case process.
Clark PUD's commercial rate structure is different in character from PGE and Pacific Power. The utility has historically offered relatively low flat rates for commercial service, reflecting its access to affordable hydropower through the BPA system. The TOU rate complexity that drives significant fleet charging optimization opportunity at PGE or Pacific Power is less pronounced at Clark PUD.
That said, Clark PUD does have commercial demand charges, and fleet operators with large charging loads in Clark County should review the current General Service tariff for applicability. Clark PUD has also been expanding EV-related programs, including residential EV rate programs, and commercial EV initiatives are an area of active development as fleet electrification in the Vancouver area grows.
The lower rate complexity at Clark PUD relative to PGE means that the TOU optimization opportunity is smaller in absolute terms, but demand management remains relevant — particularly for depots with large concurrent charging loads that would trigger material demand charges even under Clark PUD's simpler rate structure.
Comparing Rate Structures: What Fleet Operators Need to Watch
For fleet operators with depots across multiple utility territories in the Pacific Northwest, the key structural differences to track:
| Feature | PGE (Schedule 32) | Pacific Power (Schedule 47) | Clark PUD |
|---|---|---|---|
| TOU periods | 2 (on-peak / off-peak) | 3 (on / mid / off) | Limited or none |
| Demand charge ratchet | Yes — 11-month lookback | Yes — 11-month lookback | Not applicable (flat demand) |
| EV-specific schedule | Schedule 74 (available) | Pilot programs (check current) | Developing |
| Regulatory body | Oregon PUC | Oregon PUC / Washington UTC | Washington UTC (PUD) |
What This Means for Multi-Site Fleet Scheduling
We're not saying that fleet operators with depots across PGE and Pacific Power territory should build two completely separate charging management approaches — that would be operationally impractical. What's required is a scheduling platform that maintains separate tariff calendars per depot, applies the correct rate structure to each site's dispatch logic, and consolidates reporting across sites.
The specific behaviors that need to differ between PGE and Pacific Power sites: the TOU period definitions (two-period vs. three-period), the demand charge window definitions (all-hours demand vs. period-specific demand, if applicable), and the ratchet tracking that monitors the rolling demand peak for each billing account.
For a practical treatment of how multi-site scheduling systems handle utility zone differences, see our piece on multi-site depot load management. For the technical question of how tariff data gets into these systems in the first place, see our article on live utility tariff feed integration.
The underlying message is that Pacific Northwest fleet operators benefit from geographic proximity to excellent hydroelectric resources — resulting in relatively low baseline energy rates — but the commercial rate structures layered on top of that low-cost generation are not simple, and the demand charge exposure for fleet charging is real regardless of the low energy rate headline.