Showing posts with label demand-side management. Show all posts
Showing posts with label demand-side management. Show all posts

Sunday, April 12, 2009

Benjamin Franklin Would Be Proud

Benjamin Franklin is known for his saying “A penny saved is a penny earned.” Given Franklin’s fondness for frugality and his precarious kite-flying experiments with electricity, I’m sure he would agreed as well that “A kilowatt-hour saved is a kilowatt-hour earned.” Although most traders and power markets don’t quite see it this way, PJM – the US’s largest Regional Transmission Organization (RTO) managing 163,500 MW of generating capacity over 56,350 miles of transmission lines—recently announced plans to move towards Benjamin Franklin’s vision.

In order to maintain adequate generation capacity on the electrical grid, PJM runs an annual capacity auction (called the Reliability Pricing Model) to pay new power plants to simply show-up and commit to selling their power into PJM’s grid regardless of whether those plants are actually dispatched during the year. This process began in 6/1/2007 and although the results of the auctions are complicated by the various pricing locations across PJM’s 13-state territory, the capacity auction can clear at roughly $60/kW per year of capacity to be paid each year over a 4-year period.

Franklin would argue (as do I), “If PJM will pay me $60 to commit a new kW of supply, why wouldn’t they pay me that same $60 to reduce a kW of demand of equal reliability?” The answer is that starting in PJM’s 2009 RPM, they will. (See p. 91 of link). PJM has allowed demand response resources to bid into the RPM since the auction began. But they are just beginning to allow energy-efficiency to participate as well. To qualify, energy efficiency projects must represent permanent base-load reductions in electrical usage, must not already be include in PJM’s load forecast, and must include a measurement and verification (M&V) plan to demonstrate that the savings were actually realized. It is unclear, however, exactly which conservation assumptions are included in PJM’s current load forecast. For example, much of the federal stimulus plan funds weatherization and energy efficiency programs. Were these considered in the PJM’s forecast? If so, could these efficiency projects collect both stimulus funds and RPM funds? PJM will need to clarify their definitions of “additionality” and free-ridership.



PJM is not the first RTO to pay an equal market price for efficiency and supply. In February 2008, the New England ISO allowed energy efficiency to bid in their capacity auction referred to as the Forward Capacity Market. To the surprise (and dismay of the generators bidding), nearly 18% of all new “capacity” was purchased from energy-efficiency resources (see figure). Combined with demand response resources, demand-related resources accounted for over 65% of all of the 1,814 MW procured by the 2008 Forward Capacity Market. The figure below shows the breakdown of these resources. (Data adapted from ISO New England Forward Capacity Market Presentation). When supply and demand resources are both given an equal footing, past markets have clearly shown a preference for efficiency and other demand side resources which can typically be deployed more rapidly, more reliable, eliminate the need for a reserve margin (i.e. 1MW of demand savings “counts” as 1.09 MW of avoided supply with a 9% reserve margin requirement), eliminate all associated emissions, avoids complicated siting/NIMBY issues, and provide better press than new coal plants. I think Franklin would be pleased to see our energy markets slowly becoming more “healthy, wealthy, and wise”.

Saturday, April 11, 2009

Exciting Infrastructure Support for Plug-in Hybrid Electric Vehicle (PHEV) Adoption

Slowly but surely innovation in the automotive industry is pushing toward PHEV technology. On a recent trip to Shanghai, I spoke with the CEO of Ford, China. He believed the PRC officials in Beijing were going to leap-frog the U.S. - going straight from combustion engines to PHEV technology through blunt force (as is typical in China). U.S. national policy seems focused on providing incentives for consumers to purchase PHEVs (mostly in the form of rebates), and putting a gun to Detroit’s head by forcing PHEV innovation with strings attached to the bailout money.

Some controversy about the actual mpg performance of existing models has questioned the economic savings at the pump. Several DOE tests done under real-world driving conditions showed only 51mpg performance for vehicles that were capable of 100mpg performance under lab conditions.

Despite the challenges there are several firms who are locking-in their first mover advantage in the U.S. urban markets they think will be early PHEV adopters.

Two top competitors in this space are starting their efforts in California. Coulomb Technologies has plans to install 500 PHEV charging stations along California highways in 2009. Better Place is focusing on charging stations that also offer battery swap services. A San Jose news report stated that a Coulomb’s “ChargePoint” charging station was installed in twenty minutes and cost only $2,000 dollars (paid for by Coulomb). The unit is only three-feet high x one-foot wide and in this case they had strapped it onto a modified street lamp. Coulomb customers who have an account, sign-up for a access key, that when swiped at a charging station, opens the door to the outlet. Once plugged in, you close and lock the door (so that no one is tempted to unplug you). What I found fascinating was that Coulomb is emulating the electric utilities’ rate model by charging customers a “subscription fee” which blends the cost of the electricity that they consumed at the charging station with maintenance costs, and the up-front capital cost it took to install the station. Most importantly, the units have bi-directional metering so if your car is plugged into a charging station at a parking deck during peak hours, Coulomb’s software will stop charging your battery during those peak hours to help the electric utility “peak shave” demand. There is a revenue sharing business model with “hosts” who buy the charging stations, although this isn’t released. They have also integrated with Google Maps to not only show the location of charging stations in their network, but through their network software they can determine which station is occupied at a given moment. This will allow customers to plan their route and choose the closest unoccupied station. The company has already formed a joint venture with a German company to distribute Charge Point stations throughout Europe, the Middle East, and Asia (EMEA). Although GridPoint’s V2Green has through their partnership in the “Pecan Street Project” marked Austin as their target. There are two PHEV vehicles on a proof-of-concept project with Austin Energy to determine the value of PHEVs as load-management resources. It will be interesting to see if these two California players make inroads in the Austin market in the next 3-5 years.

Web Sources:
http://cleantechnica.com/2009/02/18/smartlet-stations-charge-plug-in-vehicles-from-sidewalk/
http://www.coulombtech.com/aboutus.php
http://www.betterplace.com/
http://www.gridpoint.com/solutions/electricvehiclemanagement/
http://www.verdek-ev.com/MainPage.aspx
http://www.greentechmedia.com/articles/are-the-benefits-of-plug-in-hybrids-overstated-6014.html