Electrification Roadmap (part 4 of 4) – Strategic Deployment

PART FOUR

Strategic Deployment

  • 4.1 Overview
  • 4.2 Demonstration Projects
  • 4.3 Phase One : 2010–2013
  • 4.4 Phase two: 2014–2018

ABSTRACT

Strategic Deployment

Early adopters will eagerly purchase the first grid-enabled vehicles once they hit the market. The primary challenge will be in expanding the market beyond these narrow groups to the general population of drivers. This will ensure that GEVs have a meaningful impact on U.S. energy security and that they do not become niche products. To facilitate that process, the government should launch a select number of electrification ecosystems — communities chosen on a competitive basis in which resources are concentrated in order to promote the deployment of GEVs. In doing so, a range of market participants can work together to demonstrate that GEVs meet drivers’ needs. Ecosystems will also allow participants to learn which business models work for supplying, selling, and servicing GEVs and help to create economies of scale. The lessons learned in electrification ecosystems can serve to inform other communities, thereby lowering the cost of deployment and accelerating national deployment rates.

4.1 Overview

Concentrating government resources in a small number of communities to serve as electrification ecosystems provides the United States the best opportunity to deploy a large number of GEVs as quickly as possible and achieve President Obama’s goal of placing 1 million electric vehicles on the road by 2015.

4.2 Demonstration Projects

Investing in electrification ecosystems will allow all interested parties to work together to demonstrate the viability of GEVs and identify business models that will allow each portion of the GEV supply chain to operate profitably, while taking advantage of the economies of scale achievable by concentrating resources in a select number of communities.

4.3 Phase One: 2010 — 2013

Between 2010 and 2013, the government can help lay the groundwork for the deployment of 700,000 GEVs in six to eight American cities. The effort will require a combination of focused government subsidies for consumers and utilities, in addition to the installation of a public charging network and other measures of support.

4.4 Phase Two: 2014–2018

By 2014, the electrification ecosystem program should expand to an additional 20 to 25 cities. Target deployment should be 7 million GEVs by 2018. By employing lessons learned in phase one, phase two ecosystems can achieve greater scale at reduced cost.

Conclusion

Hostile state actors, insurgents, and terrorists have made clear their intention to use oil as a strategic weapon against the United States. Steadily rising global oil prices add to the danger by exacerbating tensions among consuming nations. And excessive reliance on oil constrains the totality of U.S. foreign policy and burdens a U.S. military that stands constantly ready as the protector of last resort for the vital arteries of the global oil economy. Our dependence on oil not only undermines our national security and the conduct of our foreign policy, it undermines our economic strength. High and volatile prices result in the loss of hundreds of billions of dollars in our economy each year; destroy household, business and government budgets; and have been contributing, if not primary, factors leading to every recession over the past 40 years. It is impossible to escape the conclusion that reducing U.S. oil dependence is a critical task for the current generation of Americans.

Related posts:

Electrification Roadmap Released by Electrification Coalition

ELECTRIFICATION ROADMAP:  PART 1 – THE CASE FOR ELECTRIFICATION

ELECTRIFICATION ROADMAP:  PART 2 – CHALLENGES & OPPORTUNITIES

ELECTRIFICATION ROADMAP:  PART 3 – ANALYSIS OF THE GOAL

Planning the Smart Grid for Sustainable Communities (Version 2.0) – Spring 2010

I’m sharing the announcement for the second term of “Planning the Smart Grid for Sustainable Communities (Version 2.0)” as I also did for the first term in this sequence.  If you have an interest in developing a deeper understanding of the Smart Grid, relating technologies and applications, policies and regulations, and challenges then this is an excellent course to take.  I can’t wait to see the closing conference in June since the Smart Grid Projects / Case Studies look great.  See below for the announcement:

Announcing the second term of this innovative interdisciplinary course series that explores a set of emerging concepts, technologies, applications and business models, and the complex trade-off decisions related to the transformation of the nation’s century-old, centralized power grid into a climate, renewable-energy, and consumer friendly “Smart Grid.”  The course is designed to serve both:

  • Graduate students in engineering, information technology, public administration/policy, urban planning, business, economics, and related fields, and
  • Current and emerging leaders from the utility, information technology, public administration, urban, transportation and water resource planning, business, and other fields.

This course series offers a cross-disciplinary approach, deepening individual areas of expertise in the context of teamwork.  The Winter term course established a basic Smart Grid literacy (see Winter syllabus); the Spring term course applies this knowledge base to specific case studies.  (See below for more information on these case studies, or visit the course website.)  Other topics will be explored that were not addressed during Winter term with the help of  nationally and regionally known guest speakers. While helpful, it is not necessary to have taken the first term to benefit from the second.

The course includes lectures, active learning strategies, individual and group projects, class presentations from guest speakers and seminar participants, and field trips.  The series concludes with a closing regional conference that gives course participants an opportunity to present their findings along with those of regional and national experts.  To ensure a “cutting edge” research seminar setting, enrollment will be limited to thirty-five students.

2010 Course Faculty

Jeffrey Hammarlund, Adjunct Professor, Mark O. Hatfield School of Government, Portland State University, and President, Northwest Energy and Environmental Strategies

Conrad Eustis, Adjunct Professor, Portland State University, and Director, Retail Technology Development, Portland General Electric

Linda J. Rankin, Adjunct Professor, and Research Scientist, Maseeh College of Engineering and Computer Science, Portland State University

They will be joined by a number of nationally and regionally known experts.

See here for registration or more information.

Spring term:                      March 30 – June 8, 2010

Closing Conference:       June 15, 2010 (Tentative)

Read more

Standards for ubiquitous electric car fast charging stations promoted by CHAdeMO

Standardized and ubiquitous charging stations are a must for electric cars to thrive, particularly to make electric vehicles’ (EVs) recharging time approach the time and convenience of refilling a fuel-burning car when an EV is used for longer trips.  A group of Japanese businesses including Toyota, Mitsubishi, Nissan, and Fuji Heavy Industries (aka Subaru) are joining with the Tokyo Electric Power Company (TEPCO) to form CHAdeMO (Charge de Move). The goal of the coalition is to make available standardized EV charging stations so any electric vehicle can use any station for fast charging.

CHAdeMO wants business and governments worldwide involved in the project for an EV outlet and voltage standard. With standardized charging, EVs have a much better chance of customer acceptance and success.

The consortium consists of a total of 158 different companies and organization as of today.

The goal is to turn a charging system developed by Tokyo Electric Power (TEPCO) into a global standard for electric cars. That system lets the charger identify details of the batteries installed on an electric car and determine how much charge is required and other details, essentially a charging protocol. The technology is already being put to practical use by Mitsubishi and Subaru, with Nissan following with the impending launch of the Leaf.

While most drivers don’t typically travel far on a daily basis, see figures for US drivers, a nightly EV charge can accommodate most people’s typical driving needs << similar to the way every night I plug-in my mobile phone to start the next day fresh with a full battery, I will similarly plug-in my electric car every night to start “full” for the next day>>.  When an EV driver needs to travel a medium distance and develops “range anxiety,” destinations with charging access might be used to alleviate such concerns about making it back to recharge.  However when an electric car driver needs to travel longer distances, especially distances that approach or exceed the car’s driving range, fast charging waypoints become essential (or maybe its time to consider borrowing, renting or using one’s secondary fuel-burning car instead).  A good illustration of this charging network concept is depicted on this illustration by Nissan:

Standards are Important

The ability to interchange any make of electric car with any charging station is hugely important.  In earlier electric car heydays there were differing plugs from various OEMs that didn’t work together.  As that’s not the way the PC industry works anymore today, why tolerate such fragmentation in today’s age.  Fortunately a long-awaited level 2 standard has emerged (known as SAE J1722, with typical EV recharging times of between 4 – 8 hours) after a long, extended standards development effort.

The CHAdeMO Association aims to standardize fast charging, thus increasing quick-charger installations worldwide, to aid the further diffusion of electric vehicles.  Although a fast charge standard for level III DC fast charging to recharge electric vehicles in times of between 5 and 30 minutes has yet to be globally endorsed, CHAdeMO was formed to promote a global standard.

Apart from Japanese firms (for instance, Honda, Mazda or Toshiba will also take part), the consortium also has European engineering group ABB, PSA from France (Peugeot, Citroën), German auto equipment giant Robert Bosch and a few other foreign companies among its members.  Hopefully the US and other automakers will soon follow and join the consortium, thus avoiding any discord over establishing a singular global electric car fast charging standard.

FAQs

What is “CHAdeMO”?

“CHAdeMO” is a trade name of quick charging method that this Association is proposing globally as an industry standard.

“CHAdeMO” is an abbreviation of “CHArge de MOve”, equivalent to “charge for moving”, and is a pun for “O cha demo ikaga desuka” in Japanese, meaning “Let’s have a tea while charging” in English.

Electrification Roadmap (part 3 of 4) – Analysis of the Goal

PART THREE

Analysis of the Goal

  • 3.1 ASSESSING THE TARGET
  • 3.2 TOTAL COST OF OWNERSHIP

ABSTRACT

Analysis of the Goal

Part One of this Roadmap set a national goal for electrification. Specifically, by 2040, 75 percent of the vehicle miles traveled (VM T) in the United States should be electric miles. Part Two of the report outlined the challenges facing electrification market participants and also noted important opportunities for overcoming those challenges. Part Three presents the results of an analysis of the goal, including required vehicle adoption rates, scenarios for infrastructure deployment, and impact on the electric power sector. This section concludes with the results of a total cost of ownership analysis for both pure electric vehicles and plug-in hybrid electric vehicles.

3.1 Assessing the Target

A specific and measurable target is a vital precursor to a successful implementation strategy. By setting and committing to a goal of electrifying 75 percent of the vehicle miles traveled in the light-duty fleet by 2040, the government will put the United States in a strong position to significantly reduce its dependence on oil.

3.2 Total Cost of Ownership

While upfront costs for GEVs are currently high, battery costs will fall as technology advances, as more vehicles are produced, and as economies of scale are achieved. Over time, the use of electricity as a propulsion fuel will reduce the cost of owning, operating, and maintaining a GEV so that it is more cost effective than a conventional vehicle.

Related posts:

Electrification Roadmap Released by Electrification Coalition

ELECTRIFICATION ROADMAP:  PART 1 – THE CASE FOR ELECTRIFICATION

ELECTRIFICATION ROADMAP:  PART 2 – CHALLENGES AND OPPORTUNITIES

ELECTRIFICATION ROADMAP:  PART 4 – STRATEGIC DEPLOYMENT

The Benefits of Energy Storage and how it helps the Smart Grid – Oregon

I am organizing an upcoming event on April 21, 2010 on “The Benefits of Energy Storage and how it helps the Smart Grid” for the Clean Energy and Clean Technology special interest group of TiE Oregon. 

Come to this TiE Clean Energy Special Interest Group event to better understand the technologies, trade-offs, market segments and future potential of energy storage.  By attending  you will hear about emerging applications and business startups involving energy storage. We will also discuss how people expect the smart grid to interact with energy storage facilities.

Energy storage is increasingly perceived as a necessary and vital component of any future smart grid, yet meaningful energy storage is still a scarce and missing component.  Why is energy storage so important?

  • Energy storage helps solve the variability issues with renewable energy (solar and wind) generation, and as such will help balance the grid as mandated renewable portfolio standards ratchet up.
  • Distributed energy storage located near the point of use will provide localized power, thereby decreasing the need to build new power plants and additional transmission lines.
  • Energy storage has been proclaimed by some as a “killer app” by utilizing batteries in parked electric vehicle (EV) fleets to feed stored energy back to the grid.  Such Vehicle-to-Grid (V2G) applications have promise to feed energy back to the grid for special purposes to benefit both the utility and the electric car owner.
  • Significant utility-scale storage capacity solves an even bigger issue, capturing and utilizing the massive amounts of electrical generating capacity that is otherwise typically unused.

In addition to presentations by energy storage experts and local business leaders we will  discuss topic such as:

  • value chain elements of the energy storage industry
  • who are local champions of energy storage
  • what are the interests of the investment community
  • what does the policy and regulatory framework look like
  • how do customers value energy storage

Join our distinguished panel to gain an understanding of how energy storage and the smart grid can change the systems we use for electric energy generation, distribution and consumption to better meet the needs of society and associated entrepreneurial opportunities available.

Event details and registration are here.

Stay tuned for more information. See here for updated information.