Abbreviated version of seminar provided to Scripps Insitution of Oceanography by Byron Washom on 4-6/11 on the impacts of the 3-11-11 Honshu Tsunami on Midway Atoll.
The document describes the Atoll platform, highlighting its open interface, advanced memory management, and ability to distribute calculations across multiple computers. It discusses how Atoll can be customized and integrated into existing environments through task automation, custom scripts and macros, and advanced customization via the C++ development kit. The document also covers Atoll's support for high calculation accuracy, multi-resolution data, concurrent multi-session/multi-project use, and portable project files.
The Automatic Cell Planning Module uses parameters like antenna type, azimuth, tilt, height, and transmitter power to optimize wireless networks. It evaluates quality indicators across a computation zone and focuses the optimization on a target zone. The process selects changes like adjusting these parameters to improve coverage and quality while meeting any cost constraints. It provides recommendations that can be previewed and applied to reconfigure the network.
The Giant's Causeway in Northern Ireland is formed from thousands of hexagonal basalt columns created by an ancient volcanic eruption. According to Irish legend, the causeway was built by the giant Finn McCool to allow him to fight his Scottish rival Benandonner. When Benandonner arrived in Ireland, Finn McCool's wife dressed him as a baby to trick Benandonner. When Benandonner saw Finn's enormous "baby", he fled in fear back to Scotland, destroying the causeway behind him and losing one of his giant boots still visible today.
The document provides instructions for using UMTS HSPA software to import site data, transmitter data, cell data, and clutter/height/vector files to generate a coverage prediction map. It describes how to set the UTM zone, import various data files, input site and transmitter tables, draw a computation zone, run a coverage prediction by signal level, and view the prediction results and legend.
This document provides an overview of an automatic cell planning module. It describes how the module uses an iterative algorithm to optimize network parameters like transmit power, antenna type, azimuth, downtilt, and height. The goal is to improve quality indicators for coverage and performance by making small, incremental changes to the network configuration. The optimization process considers objectives defined for indicators like coverage, signal strength, and interference across different wireless technologies. Graphs of the optimization progress allow pausing or stopping the process early. Results are analyzed using maps and statistics to validate improvements and view recommended changes.
Network planning and optimization using atollHamed Almsafer
The document outlines the steps for network planning and optimization using Atoll software, including importing geometrical data, clutter classes, vectors, site data, and transmitters. It describes creating propagation models for different clutter types, predicting coverage through signal level, calculating overlapping zones, assigning BCCH frequencies, and predicting C/I values. The steps conclude with analyzing planned data against field data imported from a drive test to evaluate network performance.
Atoll is a radio network design tool for LTE planning. It uses the CrossWave propagation model which takes into account morphology data like buildings and clutter classes to more accurately model radio wave propagation compared to standard propagation models like Hata. CrossWave predictions are tuned using results from calibration campaigns to improve accuracy. Atoll also allows for 3D coverage modeling and optimization of heterogeneous networks with different transmitter layers.
This document summarizes a study conducted by SDG&E on how time-of-use (TOU) electricity rates impact electric vehicle (PEV) charging decisions. The study found that TOU rates encouraged customers to charge their PEVs during super off-peak hours from midnight to 5am. Over 80% of total charging occurred during these low-cost super off-peak hours, regardless of the specific TOU rate structure. The study also found that onboard vehicle technology helped facilitate convenient off-peak charging. While charging patterns matured over the first 6 months of ownership, TOU rates were still effective at shifting charging to less expensive hours.
The document describes the Atoll platform, highlighting its open interface, advanced memory management, and ability to distribute calculations across multiple computers. It discusses how Atoll can be customized and integrated into existing environments through task automation, custom scripts and macros, and advanced customization via the C++ development kit. The document also covers Atoll's support for high calculation accuracy, multi-resolution data, concurrent multi-session/multi-project use, and portable project files.
The Automatic Cell Planning Module uses parameters like antenna type, azimuth, tilt, height, and transmitter power to optimize wireless networks. It evaluates quality indicators across a computation zone and focuses the optimization on a target zone. The process selects changes like adjusting these parameters to improve coverage and quality while meeting any cost constraints. It provides recommendations that can be previewed and applied to reconfigure the network.
The Giant's Causeway in Northern Ireland is formed from thousands of hexagonal basalt columns created by an ancient volcanic eruption. According to Irish legend, the causeway was built by the giant Finn McCool to allow him to fight his Scottish rival Benandonner. When Benandonner arrived in Ireland, Finn McCool's wife dressed him as a baby to trick Benandonner. When Benandonner saw Finn's enormous "baby", he fled in fear back to Scotland, destroying the causeway behind him and losing one of his giant boots still visible today.
The document provides instructions for using UMTS HSPA software to import site data, transmitter data, cell data, and clutter/height/vector files to generate a coverage prediction map. It describes how to set the UTM zone, import various data files, input site and transmitter tables, draw a computation zone, run a coverage prediction by signal level, and view the prediction results and legend.
This document provides an overview of an automatic cell planning module. It describes how the module uses an iterative algorithm to optimize network parameters like transmit power, antenna type, azimuth, downtilt, and height. The goal is to improve quality indicators for coverage and performance by making small, incremental changes to the network configuration. The optimization process considers objectives defined for indicators like coverage, signal strength, and interference across different wireless technologies. Graphs of the optimization progress allow pausing or stopping the process early. Results are analyzed using maps and statistics to validate improvements and view recommended changes.
Network planning and optimization using atollHamed Almsafer
The document outlines the steps for network planning and optimization using Atoll software, including importing geometrical data, clutter classes, vectors, site data, and transmitters. It describes creating propagation models for different clutter types, predicting coverage through signal level, calculating overlapping zones, assigning BCCH frequencies, and predicting C/I values. The steps conclude with analyzing planned data against field data imported from a drive test to evaluate network performance.
Atoll is a radio network design tool for LTE planning. It uses the CrossWave propagation model which takes into account morphology data like buildings and clutter classes to more accurately model radio wave propagation compared to standard propagation models like Hata. CrossWave predictions are tuned using results from calibration campaigns to improve accuracy. Atoll also allows for 3D coverage modeling and optimization of heterogeneous networks with different transmitter layers.
This document summarizes a study conducted by SDG&E on how time-of-use (TOU) electricity rates impact electric vehicle (PEV) charging decisions. The study found that TOU rates encouraged customers to charge their PEVs during super off-peak hours from midnight to 5am. Over 80% of total charging occurred during these low-cost super off-peak hours, regardless of the specific TOU rate structure. The study also found that onboard vehicle technology helped facilitate convenient off-peak charging. While charging patterns matured over the first 6 months of ownership, TOU rates were still effective at shifting charging to less expensive hours.
This report provides a method for calculating the renewable net short for California loadserving
entities and identifies data sources and input values for the calculation.
Renewable net short is an estimate of the gap (or net short) between current levels of
renewable energy production and target levels established by state policy for some
future date. Estimates of renewable net short are required to determine the amount of
new renewable generation capacity that must be built and/or delivered from out-of-state
sources to meet the Renewables Portfolio Standard target. This also includes
evaluating the electricity infrastructure requirements for integrating new generation
additions, and identifying market mechanisms that must be modified to provide the
ancillary services that would be required to maintain reliable system operations.
The CPUC modified the Self-Generation Incentive Program (SGIP) to conform with Senate Bill 412 and improve program outcomes. Key changes include:
1) Basing eligibility on achieving greenhouse gas reductions instead of financial need or cost-effectiveness.
2) Setting technology-based incentive levels and a hybrid payment structure of upfront and performance-based incentives.
3) Establishing metering, warranty, and other administrative requirements for participating technologies like advanced energy storage.
4) Allocating budgets among eligible wind, fuel cell, gas turbine, and other renewable and efficiency technologies.
ORNL econ analysis of repurposed EV batteries for Stationary ApplicationsUCSD-Strategic-Energy
The objective of this ORNL study is to explore the various possible markets for the secondary use of Li-ion batteries removed from electric or hybrid electric vehicles (EVs or HEVs) after they can no longer conform to vehicle specification but still have substantial functional life. This report is the first phase of the study, and the scope is limited to secondary use of Li-ion batteries in power system applications. The primary focus of this report is the cost competitiveness of these batteries for power grid applications. Original equipment manufacturers such as General Motors, Nissan, and Toyota offer long-term warranties for the battery packs in their vehicles. The expectation is that once battery efficiency (energy or peak power) decreases to 80%, the batteries will be replaced. The rationale is that a 20% reduction in the vehicle range, imposed by the decrease in efficiency, would be unacceptable to consumers. Based on various forecasts for market penetration of plug-in hybrid electric vehicles (PHEVs) and EVs over the next 10 years, it is estimated that a large number of PHEVs and EVs will be approaching the 80% battery efficiency level by 2020. These batteries can be recycled or used in other less demanding applications provided a business case can be made for their secondary use. For this economic analysis, data have been gathered on the projected cost of new batteries in 2020 and the projected supply of HEVs, EVs, and PHEVs over the next decade. These data were then used to determine the potential supply of batteries for secondary use and the acceptable refurbishing costs. Based on this, a proposed sale price for the secondary-use batteries has been developed. This price and the system prices for various grid applications were used to calculate potential benefits. In this analysis, the battery pack was assumed to have a lifetime of either 5 or 10 years because the secondary life is dependent largely on application. The applications that offer the most attractive value proposition for secondary use of EV batteries over the entire range of value and cost assumptions used in this report include area regulation, transmission and distribution (T&D) upgrade deferral, and electric service power quality. Those applications should be targeted for additional in-depth analysis and initial deployment of used EV batteries as they become available in the market. However, these markets will presumably not be enough to absorb the entire volume of secondary-use EV batteries predicted for 2020 and beyond. The cost of the applications is determined by the cost of the used batteries, balance of system cost, refurbishment cost, transportation cost, and operation and maintenance (O&M) costs. The transportation cost will depend on whether used batteries are treated as hazardous materials or hazardous waste. When calculating the cost of a particular application, the peak power requirement and the energy capacity of the storage system were defined based on simi
This document provides the agenda for a two-day DOE microgrid workshop held on August 30-31, 2011 at UC San Diego. Day 1 involves opening remarks, assigning breakout groups to discuss technical sessions on topics like switch technologies and inverters. The groups will identify priority R&D areas and plans. Day 2 will include reports from the breakout groups and a closing session. Transportation between the workshop location and hotel will be provided by shuttle buses.
UH-Maui College Wins DOE Grant for Renewable Energy Charging of Rental Electr...UCSD-Strategic-Energy
DOE Planning Grant for Electric Vehicles Awarded to UHMC and DBEDT
The Department of Energy has awarded nearly $300,000 to University of Hawaiʻi Maui College—in partnership with the State of Hawaiʻi Department of Business, Economic Development, and Tourism (DBEDT)—to accelerate the adoption of electric vehicles (EVs) in Hawaiʻi. UHMC was the only college or university that received a community planning grant in this initiative. “Our strategy,” says Susan Wyche, UHMC Special Projects Coordinator, “is to capitalize on Maui’s unique features that will support the mass adoption of electric vehicles, such as our short driving distances, high cost of gasoline, and the large number of rental vehicles that make up our vehicle population. Our goal is to have the highest EV ownership per capita in the world, and to combine that with the greatest percentage of fossil free sources to charge those EVs. Maui will serve as a case study for other islands in Hawaii, and the world.”
The strategy required extensive recruiting of partners willing to dedicate personnel time to the planning process. Over 30 partners will participate, including car rental companies and car dealers, resort hotels, utility companies, local and state environmental agencies, organizations with large vehicle fleets, and renewable energy producers. In addition, UHMC will be consulting with the University of California San Diego and San Diego Regional Clean Fuels Coalition, which have been national leaders in developing renewable energy resources, innovative policies, and studies on consumer use of electric vehicles.
“We worked with UH Maui College to get this grant because Maui is an ideal location for EV adoption. Maui attracts some two million visitors per year, and 85 percent of these use rental cars. Visitors and local people can test drive the cars; this will help them decide whether they would like to become EV owners. Many Maui resorts are putting in charging stations, so the infrastructure will be available. And EVs can be plugged in at night to use Maui-generated wind energy, which is usually most available in the evenings,” said Estrella Seese, acting administrator of DBEDT’s Energy Office.
The connection to renewable energy is key for the project, because the goal is not just to encourage drivers to switch to electric vehicles—which would only mean exchanging where the fuel is burned from the combustible engine to the central energy plant—but to power the vehicles through renewable energy. “This grant fits with the College’s goals of providing leadership in sustainable solutions for island-based economies,” says Chancellor Clyde Sakamoto, “We look forward to cooperatively spearheading this effort which will contribute to our independence from imported fuels.”
CPUC TAKES ACTION TO PROMOTE ALTERNATIVE-FUELED VEHICLES
SAN FRANCISCO, July 14, 2011 - The California Public Utilities Commission (CPUC) today furthered efforts to break down barriers for the widespread deployment and use of alternative-fueled vehicles in California.
In order to promote the use of electric vehicles, the CPUC today:
· Directed electric utilities to collaborate with automakers and other stakeholders to identify where electric vehicle charging will likely occur on their electric systems and plan accordingly. If a utility obtains timely notification that an electric vehicle will be charging in its service territory, the utility can address potential reliability problems, keep infrastructure costs down, and assist, as appropriate, with ensuring that electric vehicle owners have positive experiences with their vehicles.
· Affirmed that, with certain exceptions, the electric utilities' existing residential electric vehicle rates are sufficient for early electric vehicle market development, and, similarly, that existing commercial and industrial rates are sufficient in the early electric vehicle market for non-residential customers.
· Established a process to develop an electric vehicle metering protocol to accommodate increased electric vehicle metering options, such as submetering.
· Determined that until June 30, 2013, the costs of any distribution or service facility upgrades necessary to accommodate basic residential electric vehicle charging will be treated as shared cost.
· Required utilities to perform load research to inform future CPUC policy.
· Addressed utility ownership of electric vehicle service equipment.
This document provides capital workpapers for SDG&E's Smart Grid Portfolio project. The project aims to implement smart grid technologies across SDG&E's electric system to maintain reliability and accommodate increased renewable energy and electric vehicles. Key components of the project include energy storage, dynamic line ratings, and expanding SCADA capabilities. The workpapers provide cost forecasts and justification for the smart grid technologies included in the portfolio.
This document summarizes Southern California Edison's approach to evaluating energy storage applications. It identifies over 20 potential operational uses of energy storage across the electric grid. It then develops 12 representative applications by bundling related operational uses. Technologies are matched to each application, and application-technology pairs are evaluated based on their benefit-cost ratios under current and future scenarios. Applications that provide peak capacity over several hours, like shifting intermittent energy to peak periods or downstream distribution load shifting, are found to have the highest potential for cost-effectiveness.
Ricardo low carbon vehicle partnership life cycle co2 measure - final reportUCSD-Strategic-Energy
A Ricardo study released in June highlighted the increasing importance of accounting for whole life carbon emissions to compare the GHG of low carbon vehicles. Ricardo found that a typical medium sized family car will create around 24 tonnes of CO2 during its life cycle, while a battery electric vehicle (BEV) will produce around 18 tonnes over its life. For a battery EV, 46% of its total carbon footprint is generated at the factory, before it has travelled a single mile. If the charging source is renewable energy, i.e., “Tailpipe Endgame” rather than 500g/kWH that Ricardo assumed, then the battery EV would have a life cycle C02 footprint only 37% that of a standard gasoline vehicle. The report was prepared by Ricardo for, and in collaboration with, the expert membership of the Low Carbon Vehicle Partnership that includes major vehicle manufacturers and oil companies, and it will be a strong baseline along with other analyses for all present and future funded efforts to document the environmental benefits of renewable energy charging of BEVs.
offers this policy framework to chart a path forward on the imperative to modernize the grid to take advantage of opportunities made possible by modern information, energy, and communications technology. This framework is premised on four pillars:
1. Enabling cost-effective smart grid investments
2. Unlocking the potential for innovation in the electric sector
3. Empowering consumers and enabling them to make informed decisions, and
4. Securing the grid.
Each pillar supports a set of policy recommendations that focus on how to facilitate a smarter and more secure grid. Progress in all four areas, as part of an overall grid modernization effort, will require sustained cooperation between the private sector, state and local governments, the Federal Government, consumer groups, and other stakeholders. Such progress is important for the United States to lead the world in the 21st century economy, be at the forefront of the clean energy revolution, and to win the future by encouraging American innovation.
The project will begin with a comprehensive technical and economic analysis addressing all aspects of a
battery’s lifecycle in search of the best second-use strategies, followed by a comprehensive test program to
verify findings, particularly battery lifetimes. For the field test, researchers will deploy aged EV batteries at
the University of California (UC), San Diego’s campus-wide electric power grid. The results of the study will:
Provide validated tools and data on battery life to industry for battery reuse
Recommendations for EV battery design and manufacturing practices
Identify the necessary regulatory changes to encourage secondary battery use
Assess the economic benefit of second uses
Today’s electric grid needs to be more efficient, reliable, and secure. A modern,
smarter electric grid may save consumers money, help our economy run more
efficiently, allow rapid growth in renewable energy sources, and enhance energy
reliability. However, new technology will only be deployed if utilities, including
public power distributors, gain confidence in the associated integrated system
performance. The Department will therefore promote well-instrumented microgrids
for understanding the performance of new technologies in real-life settings, where
industry and researchers alike will access these capabilities via open, peer-reviewed
competition.
The document discusses strategies for effective cost management of electrical infrastructure through microgrids. It defines microgrids and outlines their benefits, such as optimized electrical infrastructure, distributed energy generation, and energy cost savings. It also provides a generic technology roadmap for developing an operational microgrid, including basic elements like energy services, energy experts, energy generation, energy storage, and automated demand response.
"The University California at San Diego’s Zero Emission Vehicle Project, with $2.5 million from the Energy Commission and additional U.S. DOE funds, is diverting a portion of its solar and biogas resources to charge a fleet of about 50 new PEVs. This study will establish the technical feasibility of using renewable energy to electrify the transportatsector." " All these developments can help solve the problem of “on‐peak” PEV charging. The Energy Commission will consider how to encourage further development of renewable PEV charging infrastructure."
This document discusses how microgrids can provide sustainable, affordable, secure and reliable energy through local generation and storage. It describes a microgrid master controller that optimizes energy usage and scheduling of assets in real-time based on market prices. The controller allows two-way communication and monitoring of energy usage down to individual circuits to improve efficiency and utilize on-site renewable generation and storage.
The University of California, San Diego has implemented numerous smart energy technologies and initiatives that have helped reduce costs and increase efficiency. This includes a cogeneration plant that provides 85% of campus electricity and 95% of heating and cooling. UCSD has also installed solar panels, plans to add an energy storage system, and is upgrading its control system to allow integrated optimization of generation, storage and load. The campus serves as a living laboratory for testing new technologies and their application to a microgrid and the smart grid.
This report provides a method for calculating the renewable net short for California loadserving
entities and identifies data sources and input values for the calculation.
Renewable net short is an estimate of the gap (or net short) between current levels of
renewable energy production and target levels established by state policy for some
future date. Estimates of renewable net short are required to determine the amount of
new renewable generation capacity that must be built and/or delivered from out-of-state
sources to meet the Renewables Portfolio Standard target. This also includes
evaluating the electricity infrastructure requirements for integrating new generation
additions, and identifying market mechanisms that must be modified to provide the
ancillary services that would be required to maintain reliable system operations.
The CPUC modified the Self-Generation Incentive Program (SGIP) to conform with Senate Bill 412 and improve program outcomes. Key changes include:
1) Basing eligibility on achieving greenhouse gas reductions instead of financial need or cost-effectiveness.
2) Setting technology-based incentive levels and a hybrid payment structure of upfront and performance-based incentives.
3) Establishing metering, warranty, and other administrative requirements for participating technologies like advanced energy storage.
4) Allocating budgets among eligible wind, fuel cell, gas turbine, and other renewable and efficiency technologies.
ORNL econ analysis of repurposed EV batteries for Stationary ApplicationsUCSD-Strategic-Energy
The objective of this ORNL study is to explore the various possible markets for the secondary use of Li-ion batteries removed from electric or hybrid electric vehicles (EVs or HEVs) after they can no longer conform to vehicle specification but still have substantial functional life. This report is the first phase of the study, and the scope is limited to secondary use of Li-ion batteries in power system applications. The primary focus of this report is the cost competitiveness of these batteries for power grid applications. Original equipment manufacturers such as General Motors, Nissan, and Toyota offer long-term warranties for the battery packs in their vehicles. The expectation is that once battery efficiency (energy or peak power) decreases to 80%, the batteries will be replaced. The rationale is that a 20% reduction in the vehicle range, imposed by the decrease in efficiency, would be unacceptable to consumers. Based on various forecasts for market penetration of plug-in hybrid electric vehicles (PHEVs) and EVs over the next 10 years, it is estimated that a large number of PHEVs and EVs will be approaching the 80% battery efficiency level by 2020. These batteries can be recycled or used in other less demanding applications provided a business case can be made for their secondary use. For this economic analysis, data have been gathered on the projected cost of new batteries in 2020 and the projected supply of HEVs, EVs, and PHEVs over the next decade. These data were then used to determine the potential supply of batteries for secondary use and the acceptable refurbishing costs. Based on this, a proposed sale price for the secondary-use batteries has been developed. This price and the system prices for various grid applications were used to calculate potential benefits. In this analysis, the battery pack was assumed to have a lifetime of either 5 or 10 years because the secondary life is dependent largely on application. The applications that offer the most attractive value proposition for secondary use of EV batteries over the entire range of value and cost assumptions used in this report include area regulation, transmission and distribution (T&D) upgrade deferral, and electric service power quality. Those applications should be targeted for additional in-depth analysis and initial deployment of used EV batteries as they become available in the market. However, these markets will presumably not be enough to absorb the entire volume of secondary-use EV batteries predicted for 2020 and beyond. The cost of the applications is determined by the cost of the used batteries, balance of system cost, refurbishment cost, transportation cost, and operation and maintenance (O&M) costs. The transportation cost will depend on whether used batteries are treated as hazardous materials or hazardous waste. When calculating the cost of a particular application, the peak power requirement and the energy capacity of the storage system were defined based on simi
This document provides the agenda for a two-day DOE microgrid workshop held on August 30-31, 2011 at UC San Diego. Day 1 involves opening remarks, assigning breakout groups to discuss technical sessions on topics like switch technologies and inverters. The groups will identify priority R&D areas and plans. Day 2 will include reports from the breakout groups and a closing session. Transportation between the workshop location and hotel will be provided by shuttle buses.
UH-Maui College Wins DOE Grant for Renewable Energy Charging of Rental Electr...UCSD-Strategic-Energy
DOE Planning Grant for Electric Vehicles Awarded to UHMC and DBEDT
The Department of Energy has awarded nearly $300,000 to University of Hawaiʻi Maui College—in partnership with the State of Hawaiʻi Department of Business, Economic Development, and Tourism (DBEDT)—to accelerate the adoption of electric vehicles (EVs) in Hawaiʻi. UHMC was the only college or university that received a community planning grant in this initiative. “Our strategy,” says Susan Wyche, UHMC Special Projects Coordinator, “is to capitalize on Maui’s unique features that will support the mass adoption of electric vehicles, such as our short driving distances, high cost of gasoline, and the large number of rental vehicles that make up our vehicle population. Our goal is to have the highest EV ownership per capita in the world, and to combine that with the greatest percentage of fossil free sources to charge those EVs. Maui will serve as a case study for other islands in Hawaii, and the world.”
The strategy required extensive recruiting of partners willing to dedicate personnel time to the planning process. Over 30 partners will participate, including car rental companies and car dealers, resort hotels, utility companies, local and state environmental agencies, organizations with large vehicle fleets, and renewable energy producers. In addition, UHMC will be consulting with the University of California San Diego and San Diego Regional Clean Fuels Coalition, which have been national leaders in developing renewable energy resources, innovative policies, and studies on consumer use of electric vehicles.
“We worked with UH Maui College to get this grant because Maui is an ideal location for EV adoption. Maui attracts some two million visitors per year, and 85 percent of these use rental cars. Visitors and local people can test drive the cars; this will help them decide whether they would like to become EV owners. Many Maui resorts are putting in charging stations, so the infrastructure will be available. And EVs can be plugged in at night to use Maui-generated wind energy, which is usually most available in the evenings,” said Estrella Seese, acting administrator of DBEDT’s Energy Office.
The connection to renewable energy is key for the project, because the goal is not just to encourage drivers to switch to electric vehicles—which would only mean exchanging where the fuel is burned from the combustible engine to the central energy plant—but to power the vehicles through renewable energy. “This grant fits with the College’s goals of providing leadership in sustainable solutions for island-based economies,” says Chancellor Clyde Sakamoto, “We look forward to cooperatively spearheading this effort which will contribute to our independence from imported fuels.”
CPUC TAKES ACTION TO PROMOTE ALTERNATIVE-FUELED VEHICLES
SAN FRANCISCO, July 14, 2011 - The California Public Utilities Commission (CPUC) today furthered efforts to break down barriers for the widespread deployment and use of alternative-fueled vehicles in California.
In order to promote the use of electric vehicles, the CPUC today:
· Directed electric utilities to collaborate with automakers and other stakeholders to identify where electric vehicle charging will likely occur on their electric systems and plan accordingly. If a utility obtains timely notification that an electric vehicle will be charging in its service territory, the utility can address potential reliability problems, keep infrastructure costs down, and assist, as appropriate, with ensuring that electric vehicle owners have positive experiences with their vehicles.
· Affirmed that, with certain exceptions, the electric utilities' existing residential electric vehicle rates are sufficient for early electric vehicle market development, and, similarly, that existing commercial and industrial rates are sufficient in the early electric vehicle market for non-residential customers.
· Established a process to develop an electric vehicle metering protocol to accommodate increased electric vehicle metering options, such as submetering.
· Determined that until June 30, 2013, the costs of any distribution or service facility upgrades necessary to accommodate basic residential electric vehicle charging will be treated as shared cost.
· Required utilities to perform load research to inform future CPUC policy.
· Addressed utility ownership of electric vehicle service equipment.
This document provides capital workpapers for SDG&E's Smart Grid Portfolio project. The project aims to implement smart grid technologies across SDG&E's electric system to maintain reliability and accommodate increased renewable energy and electric vehicles. Key components of the project include energy storage, dynamic line ratings, and expanding SCADA capabilities. The workpapers provide cost forecasts and justification for the smart grid technologies included in the portfolio.
This document summarizes Southern California Edison's approach to evaluating energy storage applications. It identifies over 20 potential operational uses of energy storage across the electric grid. It then develops 12 representative applications by bundling related operational uses. Technologies are matched to each application, and application-technology pairs are evaluated based on their benefit-cost ratios under current and future scenarios. Applications that provide peak capacity over several hours, like shifting intermittent energy to peak periods or downstream distribution load shifting, are found to have the highest potential for cost-effectiveness.
Ricardo low carbon vehicle partnership life cycle co2 measure - final reportUCSD-Strategic-Energy
A Ricardo study released in June highlighted the increasing importance of accounting for whole life carbon emissions to compare the GHG of low carbon vehicles. Ricardo found that a typical medium sized family car will create around 24 tonnes of CO2 during its life cycle, while a battery electric vehicle (BEV) will produce around 18 tonnes over its life. For a battery EV, 46% of its total carbon footprint is generated at the factory, before it has travelled a single mile. If the charging source is renewable energy, i.e., “Tailpipe Endgame” rather than 500g/kWH that Ricardo assumed, then the battery EV would have a life cycle C02 footprint only 37% that of a standard gasoline vehicle. The report was prepared by Ricardo for, and in collaboration with, the expert membership of the Low Carbon Vehicle Partnership that includes major vehicle manufacturers and oil companies, and it will be a strong baseline along with other analyses for all present and future funded efforts to document the environmental benefits of renewable energy charging of BEVs.
offers this policy framework to chart a path forward on the imperative to modernize the grid to take advantage of opportunities made possible by modern information, energy, and communications technology. This framework is premised on four pillars:
1. Enabling cost-effective smart grid investments
2. Unlocking the potential for innovation in the electric sector
3. Empowering consumers and enabling them to make informed decisions, and
4. Securing the grid.
Each pillar supports a set of policy recommendations that focus on how to facilitate a smarter and more secure grid. Progress in all four areas, as part of an overall grid modernization effort, will require sustained cooperation between the private sector, state and local governments, the Federal Government, consumer groups, and other stakeholders. Such progress is important for the United States to lead the world in the 21st century economy, be at the forefront of the clean energy revolution, and to win the future by encouraging American innovation.
The project will begin with a comprehensive technical and economic analysis addressing all aspects of a
battery’s lifecycle in search of the best second-use strategies, followed by a comprehensive test program to
verify findings, particularly battery lifetimes. For the field test, researchers will deploy aged EV batteries at
the University of California (UC), San Diego’s campus-wide electric power grid. The results of the study will:
Provide validated tools and data on battery life to industry for battery reuse
Recommendations for EV battery design and manufacturing practices
Identify the necessary regulatory changes to encourage secondary battery use
Assess the economic benefit of second uses
Today’s electric grid needs to be more efficient, reliable, and secure. A modern,
smarter electric grid may save consumers money, help our economy run more
efficiently, allow rapid growth in renewable energy sources, and enhance energy
reliability. However, new technology will only be deployed if utilities, including
public power distributors, gain confidence in the associated integrated system
performance. The Department will therefore promote well-instrumented microgrids
for understanding the performance of new technologies in real-life settings, where
industry and researchers alike will access these capabilities via open, peer-reviewed
competition.
The document discusses strategies for effective cost management of electrical infrastructure through microgrids. It defines microgrids and outlines their benefits, such as optimized electrical infrastructure, distributed energy generation, and energy cost savings. It also provides a generic technology roadmap for developing an operational microgrid, including basic elements like energy services, energy experts, energy generation, energy storage, and automated demand response.
"The University California at San Diego’s Zero Emission Vehicle Project, with $2.5 million from the Energy Commission and additional U.S. DOE funds, is diverting a portion of its solar and biogas resources to charge a fleet of about 50 new PEVs. This study will establish the technical feasibility of using renewable energy to electrify the transportatsector." " All these developments can help solve the problem of “on‐peak” PEV charging. The Energy Commission will consider how to encourage further development of renewable PEV charging infrastructure."
This document discusses how microgrids can provide sustainable, affordable, secure and reliable energy through local generation and storage. It describes a microgrid master controller that optimizes energy usage and scheduling of assets in real-time based on market prices. The controller allows two-way communication and monitoring of energy usage down to individual circuits to improve efficiency and utilize on-site renewable generation and storage.
The University of California, San Diego has implemented numerous smart energy technologies and initiatives that have helped reduce costs and increase efficiency. This includes a cogeneration plant that provides 85% of campus electricity and 95% of heating and cooling. UCSD has also installed solar panels, plans to add an energy storage system, and is upgrading its control system to allow integrated optimization of generation, storage and load. The campus serves as a living laboratory for testing new technologies and their application to a microgrid and the smart grid.
Smart power generation at ucsd power magazine nov 2010
Washom tsunami impacts on midway atoll 3 11-11 abbreviated version
1. Midway Atoll Natural Wildlife Refuge
Papahānaumokuākea
Marine National Monument
Impacts of Honshu Tsunami
March 10-11, 2011
Byron Washom, UC San Diego
Presented at
Scripps Institution of Oceanography
April 6, 2011
2.
3.
4.
5.
6.
7.
8. The oldest known free-flying bird in US, ~ 60, an
albatross named “Wisdom”, hatches her chick
• Advanced age may be double or triple the
expected life span for a Laysan albatross,
• Oldest wild specimen documented during the 90-
year history of the U.S. and Canadian bird-
banding research program.
• She was first tagged with an identification band
at ~5 in 1956 while incubating an egg.
• She has logged about 3 million flying miles (4.8
million mile (~six round trips to the Moon).
15. History of Ocean Crossing Tsunamis
• Few observations, despite the five great ocean-crossing
tsunamis of the 20th century.
• The believed highest value was at Midway in 1952, when
runup reached 1.9 meters from the magnitude 9 Kamchatka
earthquake, and Midway was square in the center of the
radiated beam and only 3000 km from the source.
• Johnston Atoll, another atoll extensively modified by dredging,
where the Chile tsunami of 1960 had a runup of 0.7 meters.
• Of atolls not extensively modified to handle shipping, the
highest runup believed is Kiritimati in 1960, which recorded a
runup of 0.3 meters.
Source: Gerard Fryer at the NOAA Pacific
Tsunami Warning Center
16. Why should the hazard be so low?
• The sea level has risen since the last glaciation, and for the last
18,000 years, coral has been growing almost vertically upwards.
• As a consequence, each atoll in the Pacific has very steep upper
slopes, making the island look pretty much like a spar buoy to the
approaching tsunami.
• Unless man has modified the atoll, runup seems to be a factor of
two from the height of the tsunami on the open ocean compared to
a factor of five or six for open coasts on high islands.
• High islands have a tremendously reduced hazard if they have reefs
• By contrast, in 1960 Hawaii saw about 3 meters on open coasts
without focusing and numerous locations where runup approached
10 meters (in Hilo runup reached 11 meters and 61 people died).
Source: Gerard Fryer at the NOAA Pacific
Tsunami Warning Center
43. Estimated Loss of Life
• 110,000 Albatross chicks died out of 450,000
nesting pairs, impact will be most evident in 4-5
yrs when this vintage will begin mating
• 2,000 adult Albatross
• Virtually all underground nesting Bonin Petrils
that were located in the overwash zone
• Majority of plant life where seawater inundation
• The first chick from a mating pair of Short Tail
Albatross survived tsunami and 2 winter storms
• Minimal documented loss of marine life
45. Photo Credits to
• Chris Jordan www.midwayjouney.com
• Jan Vozenilek www.janvozenilek.com
• Wayne Sentman
http://web.mac.com/naturefinder
• Peter Leary http://peteatmidway.blogspot.com/
• Mike Daak www.midway-island.com
• James Watt http://www.wattstock.com/
• Ku`uipo Rossiter
• Byron Washom bwashom@ucsd.edu