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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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All sourcesNASA NTRSDOE OSTI
DOE OSTI2017

Enabling Fast Charging: A Technology Gap Assessment

The transportation sector accounts for the largest percentage of energy use in the United States. Decreasing energy consumption across this sector, especially in commercial light duty transportation, is essential for the U.S. to gain energy independence. Recently, powertrain electrification with plug-in electric vehicles (PEVs) have gained traction as an alternative due to their inherent efficiency advantages compared to the traditional internal combustion engine vehicle (ICEV). Accounting for 500,000 vehicle on the road today, these PEVs will reduce oil imported into the U.S. by five billion gallons and save two billion dollars in fuel costs to consumers over their useful life. Though there are many different classes of PEV, the intent of this study is to focus on non-hybrid powertrains, or battery electric vehicles (BEVs). Despite rapid drops in cost within the BEV powertrain of over 4x in the last 10 years, the PEV market still only accounts for approximately 1% of new light duty vehicle sales annually. Though BEV powertrain costs are not quite at parity with the ICEV, another gap to wider adoption of BEVs that have been identified is the ability to refuel quickly, or to fast charge. Though the majority of recharging BEVs is done at home, having access to fast charge stations has a big impact on BEV utility from a consumer perspective. To address the fast charge barrier, charging at 350 kW, or extreme fast charging (XFC), has been proposed and will serve as the basis for discussion in this report. Studies have shown that in areas where drivers have access to 50 kW or 120 kW fast charge stations, annual electric vehicle miles traveled (eVMT) increased by over 25%, even in cases where fast charging was used for 1-5% of total charging events [1, 2]. Having access to these fast charge stations can help alleviate the “range anxiety” that is cited as a common reason for consumers to hesitate to buy a BEV. Though, to be truly competitive to the ICEV refueling experience, even higher power stations are necessary. These extreme fast charge stations (XFC) should be able to recharge a BEV in less than 10 minutes and provide approximately 175 additional miles of driving. However, this introduces a host of new challenges that need to be addressed. As a result, it is expected that packs designed to meet XFC will be significantly more expensive initially than BEVs optimized for range that can reach 140kW with current technology. From the battery cell to the power grid to which these 350 kW chargers are connected, this study will discuss the issues that need to be addressed at each level in order to implement a 350 kW charging network. Although this report is U.S.-focused, the findings should be applicable to other countries with mature automotive infrastructures.

25 ENERGY STORAGE↗
DOE OSTI2015

What can be learned from The EV Project to inform others who may be interested in a similar study?

In 2009, a project proposed by Electric Transportation Engineering Corporation (ETEC, a subsidiary of ECOtality Inc.) was selected via a competitive bid process as part of the American Recovery and Reinvestment Act’s (ARRA) Funding Opportunity Announcement 28 - Transportation Electrification. At the start of the fourth quarter of 2009, ETEC signed an agreement with the US Department of Energy (DOE) as recipient of a cost-share grant funded by the ARRA to study the use of charging infrastructure by Plug-in Electric Vehicle (PEV) drivers. The project was subsequently called The EV Project. By studying the use of the vehicles and the charge infrastructure, the EV Project would attempt to understand; • how many publicly accessible charge sites would be needed to promote widespread adoption of EVs, • where and at which venues should publicly accessible charging sites be located to be most effective, • which type of charging (AC Level 2 vs DC Level 2 (fast chargers)) would be most utilized by PEV driver’s, • how much would EV drivers be willing to pay for the convenience of away-from-home charging, • what impact did (and would) the PEV charging at (residential and publicly accessible) sites have on the local electrical grid, • which type of away-from-home charging was of more interest, workplace or publicly available, • could charging site hosts realize enough benefit from the chargers to support the deployment levels desired or needed, and • how did the geographically diverse regions of the United States differ with respect to the above? This paper examines The EV Project to learn what was done to meet the ambitious objectives of this infrastructure study, and what was learned from both failures and successes. What can the experience of having conducted The EV Project inform others about what worked, what didn’t work, and what could be done better if undertaking a similar project?

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2014

Determination of battery stability with advanced diagnostics

The increasing demand of lithium ion batteries for vehicle electrification is changing the typical use conditions that batteries may see. Over time, batteries may develop defects that are difficult to detect with traditional measurements. It is also possible that batteries may be left in an unknown state after failure of the monitoring system, loss of communication, or a potentially damaging event (such as an auto accident). It is therefore useful to explore other monitoring and interrogation methods that can better determine the stability of a battery in an unknown state. This work explores the use of electrochemical impedance spectroscopy as a method to determine the stability of batteries by observing changes in the complex impedance measurement as the cell is exposed to abusive conditions. Very dramatic changes to the internal resistance were observed when single cells were exposed to abusive conditions, suggesting that even single frequency impedance measurements could be effective with single cells. However tests on three cell series and parallel strings yielded smaller changes, primarily to the charge transfer resistance, showing that complex impedance measurements are more appropriate as the system increases in complexity. A rapid impedance tool developed at Idaho National Laboratory was tested and compared to traditional potentiostat tools as well. This was shown to yield similar data to the traditional tools, providing a potential method for continuous monitoring of a battery system. It was observed, however, that shifts in the data are difficult to detect in very transient systems.

25 ENERGY STORAGE↗
DOE OSTI2019

Challenges and Recommended Policies for Simultaneous Global Implementation of Low-GWP Refrigerants and High Efficiency in Room Air Conditioners

Increasing incomes, electrification, and urbanization—as well as a warming world—are driving up the global stock of air conditioners (ACs), particularly in emerging economies with hot climates. AC energy consumption is expected to increase substantially as the global stock of room ACs rises to 1.5 billion in 2030 and 2.5 billion in 2050. Hence, improving AC energy efficiency will be critical to reducing AC energy, cost (consumer lifecycle cost, electricity generation cost, etc.), peak load, and emissions impacts. The 2016 Kigali Amendment to the Montreal Protocol offers an opportunity to improve AC energy efficiency in tandem with the phasedown of high global warming potential (GWP) hydrofluorocarbon (HFC) refrigerants. Based on the most recent information, a literature review, and interviews with manufacturers and industry experts, we find the main barriers to deploying high-efficiency ACs include concerns about market demand and cost, which could be mitigated by appropriately improved design of market-transformation programs such as standards and labeling, incentive, and procurement programs. The main barriers to the low-GWP refrigerant transition include the need for timely revision of safety standards and associated costs for capacity-building activities allowing safe use of low-GWP refrigerants in ACs. Policy action and the market transformation can be accelerated by advancing the refrigerant transition and efficiency improvements in parallel.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2019

Jamaica Urban Transit Company Drive-Cycle Analysis

NREL partnered with the Jamaica Urban Transit Company (JUTC) to investigate the suitability of implementing battery electric buses (BEB) on JUTC bus routes in the Kingston vicinity. In December 2017 NREL captured drive cycle data of select buses to define the utilization patterns of existing buses and to estimate which routes could be best suited for electrification based on (1) the ability of available BEB options to cover the route distance while allowing sufficient time to recharge, and (2) the route drive cycle statistics that would allow for the greatest energy efficiency gains from switching from a diesel bus to a BEB.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2018

Securing Vehicle Charging Infrastructure APR

Cybersecurity is essential for interoperable power systems and transportation infrastructure in the US. As the US transitions to transportation electrification, cyber attacks on vehicle charging could impact nearly all US critical infrastructure. This is a growing area of concern as more charging stations communicate to a range of entities (grid operators, vehicles, OEM vendors, etc.), as shown in Figure I.1.1.1. The research challenges are extensive and complicated because there are many end users, stakeholders, and software and equipment vendors. Poorly implemented electric vehicle supply equipment (EVSE) cybersecurity is a major risk to electric vehicle (EV) adoption because the political, social, and financial impact of cyberattacks—or public perception of such—ripples across the industry and has lasting and devastating effects. Unfortunately, there is no comprehensive EVSE cybersecurity approach and limited best practices have been adopted by the EV/EVSE industry. For this reason, there is an incomplete industry understanding of the attack surface, interconnected assets, and unsecured interfaces. Thus, comprehensive cybersecurity recommendations founded on sound research are necessary to secure EV charging infrastructure. This project is providing the automotive industry with a strong technical basis for securing this infrastructure by developing threat models, prioritizing technology gaps, and developing effective countermeasures. Specifically, the team is creating a cybersecurity threat model and performing a technical risk assessment of EVSE assets, so that automotive, charging, and utility stakeholders can better protect customers, vehicles, and power systems in the face of new cyber threats.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Economics of Solar PV and Stationary Storage for Electric Bus Charging in Missoula, Montana [Slides]

This analysis was conducted under the first round of the Solar Energy Innovation Network (SEIN), a program led by the National Renewable Energy Laboratory (NREL) that assembles diverse teams of stakeholders to research solutions to real-world challenges associated with solar energy adoption. This analysis supported the efforts of the Montana Solar Powered Community Transportation Initiative, a team consisting of the Montana Renewable Energy Association, Montana Energy Office at the Department of Environmental Quality, City of Missoula, City of Bozeman, City of Whitefish, Climate Smart Missoula, and Yellowstone-Teton Clean Cities. The team is investigating the synergies between solar generation and electric vehicle (EV) charging, including the potential opportunities and challenges related to co-locating solar energy and charging infrastructure to reduce costs and enhance co-benefits of the electrification of transportation. The City of Missoula's transit agency has purchased six electric buses. This analysis supports the team's efforts to understand the potential costs and specific options for using solar and storage to reduce EV bus charging costs.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2019

Time-Sensitive Value of Efficiency: Use Cases in Electricity Sector Planning and Programs

Most energy efficiency measures produce energy savings that vary over the course of a year. The value of the hourly electricity savings also varies over the course of a year because the cost of generating, transmitting and distributing electricity during peak demand periods may be significantly higher than during off-peak, or lower load, hours. But many planning and program activities across the United States are missing this important element. A variety of trends are changing the electricity system, including increased adoption of other distributed energy resources, electrification of buildings and vehicles, and relative costs for natural gas-fired and renewable energy generation. Knowing when energy efficiency occurs and the value of the energy or demand savings to the electricity system—the time-sensitive value of efficiency—provides public utility commissions, utilities and other decision makers with key information needed to procure the optimal amount of energy efficiency for their system. The report begins with a discussion of our approach to determining use cases and examples, and then examines the need for time-sensitive efficiency data. Next, it examines five use cases in which states, independent system operators/regional transmission operators (ISOs/RTOs), utilities, and efficiency program administrators consider the TSV-EE: (1) energy efficiency program planning and evaluation, (2) distribution system planning, (3) electricity resource planning (4) electricity rate design, and (5) state and local government activities. The report concludes with areas for future research on the time-sensitive value of efficiency.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

Power Sector Transformation Pathways: Exploring Objectives, Factors, and Technology Innovations to Inform Power Sector Pathway Decisions

The power and heating sectors are responsible for around 30% of global CO2 emissions and this share is likely to grow as countries move towards electrification of the transportation and building sectors. Therefore, enabling forward-thinking, long term strategies in the power sector is a crucial area for international collaboration and support. The rapid transition of power systems toward modern, low-carbon pathways and technologies will be necessary to meet key climate goals while also enabling other critical objectives such as economic development, energy access, and energy system resiliency, among others. Many developed and developing countries are well-poised to champion power sector transformation (PST), however, further support is needed to identify pathways and implement critical near and long-term actions. To address this need, the Low Emission Development Strategies Global Partnership (LEDS GP) together with an expert team including Agora Energiewende, Energy Innovation, European Climate Foundation, Fraunhofer Institute for Systems and Innovation Research , Prayas Energy Group and LEDS Latin America and Caribbean Platform, developed a framework identifying four key pathways that can be integrated and combined to support low-carbon PST. These four pathways are: (1) Distributed Energy Resource Revolution, (2) Bulk Power Transformation, (3) Transmission and Distribution Interactivity, and (4) Distributed Transactional Future. To support exploration of pathways, this study examines PST objectives and factors that may lead countries or jurisdictions to place a greater relative emphasis on certain pathways as well as a framework and complementary tool for considering the emphasis in a hands on manner. The report provides case studies on application of the approach to bring life to the topic. The case studies include Haiti, Kenya, Mexico, Southeast Asia, and the European Union, among others. The report also presents actions to-be-taken in the near-, medium- and long-term to support the realization of pathways and long-term transformation of the power sector. The report, together with a complementary spreadsheet tool developed under the effort, can be used to enable stakeholder engagement and visioning for the power sector over the long-term, taking into account key factors and potential innovations. It can also be used to understand and inform relevant analysis tools and models based on which pathways are emphasized, and to identify key actions in the near- and medium-term to avoid lock-in of carbon-intensive technologies.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

R&D Insights for Extreme Fast Charging of Medium- and Heavy-Duty Vehicles: Insights from the NREL Commercial Vehicles and Extreme Fast Charging Research Needs Workshop, August 27-28, 2019

As battery costs have declined and battery performance has improved, the applicability of vehicle electrification has expanded beyond passenger cars to the commercial vehicle sector. However, due to the larger batteries that would be needed for the medium- and heavy-duty (MDHD) sector, the electric charging capabilities to serve these larger commercial vehicles will need to be substantially more powerful than light-duty chargers. More specifically, such 'extreme fast charging' (XFC) will likely need to reach the megawatt scale to provide a full charge in less than 30 minutes in some applications. In addition, the combined cost of electrified vehicles and charging must be competitive with the costs of petroleum-based technologies and other alternatives to encourage widespread adoption of battery electric vehicles (BEVs) among MDHD fleets. Most of these fleets have a commercial mission and demand low total cost of ownership (TCO) (which motivates minimal refueling times) and high performance from their vehicles.

25 ENERGY STORAGE↗
DOE OSTI2020

Modeling the Impact of Flexible CHP on the Future Electric Grid In California

Combined heat and power (CHP) systems provide electricity and process heat at more than 4,400 industrial and commercial facilities across the United States. Typically fueled with natural gas, a CHP system combines a prime mover (such as a reciprocating engine) with a generator and heat recovery equipment, allowing operation at very high efficiencies (65–85%). Traditionally, CHP systems have been configured to serve local electrical and thermal loads at the sites where they are deployed. Units are sized to ensure a high capacity factor for the equipment, and the electricity generated tends to be used on site. CHP units in the United States already generate over 12% of the nation’s electricity. However, CHP’s potential benefits could be much greater if power generated could be used beyond the site, because the analysis was performed under the assumption that sites could use all the thermal output. Analysis of a few key sectors confirmed that this assumption is valid (for more information, see Appendix E). Those benefits could include improved grid reliability and resilience, as well as lower-cost options for providing energy and other grid services. The potential benefits also align well with grid modernization objectives, as shown in Combined heat and power (CHP) systems provide electricity and process heat at more than 4,400 industrial and commercial facilities across the United States., and greater electrification of loads, driven by carbon reduction priorities.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

SMART Mobility. Modeling Workflow Development, Implementation, and Results Capstone Report

The U.S. Department of Energy’s Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium is a multiyear, multi-laboratory collaborative, managed by the Energy Efficient Mobility Systems Program of the Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office, dedicated to further understanding the energy implications and opportunities of advanced mobility technologies and services. The first three-year research phase of SMART Mobility occurred from 2017 through 2019, and included five research pillars: Connected and Automated Vehicles, Mobility Decision Science, Multi-Modal Freight, Urban Science, and Advanced Fueling Infrastructure. A sixth research thrust integrated aspects of all five pillars to develop a SMART Mobility Modeling Workflow to evaluate new transportation technologies and services at scale. This report summarizes the work of the SMART Mobility Modeling Workflow effort. The SMART Mobility Modeling Workflow was developed to evaluate new transportation technologies such as connectivity, automation, sharing, and electrification through multi-level systems analysis that captures the dynamic interactions between technologies. By integrating multiple models across different levels of fidelity and scale, the Workflow yields insights about the influence of new mobility and vehicle technologies at the system level. For information about the other Pillars, please refer to the relevant pillar’s Capstone Report.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Update of Emission Factors of Greenhouse Gases and Criteria Air Pollutants, and Generation Efficiencies of the U.S. Electricity Generation Sector

The last decade has seen a steady evolution of the electricity generation sector. Fuels used for electricity generation have shifted from coal to cleaner energy sources such as natural gas and renewables including solar, wind, and other renewable sources. The share of U.S. electricity generated from coal decreased from 45% in 2010 to 24% in 2019, and is expected to decrease further to 13% by 2050. The conversion efficiency of electricity generation has also increased gradually for fuels such as natural gas due as less-efficient old generators are retired and more-efficient generators replace them. These changes in the electricity generation industry are likely to cause changes in the emissions from power generation units. Emission factors of greenhouse gases (GHG) including CO 2 , CH 4 , and N 2 O, and criteria air pollutants (CAPs) including CO, NO x , PM 10 , PM 2.5 , and SO x , from power plants are important parameters for estimating life-cycle emissions associated with vehicle electrification, energy systems, and the production of materials and chemicals. The electricity generation technologies and associated emission factors in the Greenhouse Gases, Regulated Emissions, and Energy Use in Technologies (GREET) model need to be updated to reflect recent developments in the electricity generation sector. The most recent update of the electricity generation emission factors in GREET adopted a mixed method. The emission factors of CH 4 , N 2 O, NO x , and SOx were estimated using a “topdown” approach by dividing the total emissions by the total net electricity generation, because emission data of these pollutants are readily available in the Emissions & Generation Resource Integrated Database (eGRID). For other CAPs such as CO, VOC, PM 10 , and PM 2.5 , emission data were not reported in eGRID. A “bottom-up” method was used to estimate the emission factors for these pollutants by considering generic uncontrolled emission factors and the pollutant removal efficiencies of emission control technologies adopted in the electricity generation sector. However, the uncontrolled emission factors and the emission removal efficiencies of various emission control technologies considered in the 2012 study came from the legacy AP-42 emission factors, and may not reflect the actual emission performances of the electricity generation sector of today. To leverage new data that recently became available, especially emission data measured from continuous emission monitoring systems (CEMS), we developed a new “top-down” approach to estimate efficiencies and GHG and CAP emission factors for electricity generation from combustion of individual fuel types by individual combustion technologies on the basis of power-generation data from U.S. Energy Information Administration’s (EIA’s) form EIA-923, and plant emission data from Environmental Protection Agency’s (EPA’s) Clean Air Markets Division (CAMD) dataset and National Emissions Inventory (NEI) dataset. Detailed discussion of the method and data used in this study can be found in Section 2.1. With this topdown approach, we aim to improve the estimates of energy efficiencies and emission factors for power plants using a more consistent methodology, and to update the emission factors, generation efficiencies, and generation technologies mixes in GREET to reflect recent technology advancements in the electricity generation sector.

20 FOSSIL-FUELED POWER PLANTS↗
DOE OSTI2020

Technical Evaluation of Battery Electric Bus Potential in Mexico City and León, Mexico

The National Renewable Energy Laboratory (NREL) in partnership with USAID Mexico's Low Emissions Development (MLED) II program explored the technical feasibility of transit bus electrification in Mexico City (CDMX) and León. NREL and USAID engaged CDMX and León transit agencies to understand routes of interest and existing fleet fueling and bus specifications.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Catalina Repower Feasibility Study: NREL Phases I & II Summary Report

Engineers at the National Renewable Energy Laboratory (NREL) supported Southern California Edison (SCE) and the United States Environmental Protection Agency (EPA) by conducting technical and economic analyses for energy systems at Santa Catalina (Catalina) Island, which is located 22 miles off the coast of Long Beach, California. This effort was part of a broader Repower Catalina Feasibility Study that was also supported by NV5, an engineering consulting firm and project partner to NREL for this analysis. This document describes NREL’s techno-economic modeling and optimization analysis for the first two phases of this project which focus on supply-side generation and energy storage options for Catalina. SCE’s goal for this analysis is to determine a strategy for electricity generation on Catalina Island that results in lower energy costs, improved energy resiliency, and reduced air emissions. EPA goals for this effort are to reduce emissions of air pollution and encourage renewable energy development on contaminated and formerly contaminated lands when such development is aligned with the community’s vision for the site. Currently, an on-island SCE power plant serves the Catalina Island electrical load with 6 reciprocating diesel generators totaling 9.4 MW; 23 propane-fueled microturbines totaling 1.5 MW; and a 1-MW, 7.2-MWh sodium sulfur battery energy storage system (BESS). In 2017, the electricity consumption on the island was 29.1 GWh, with an average load of 3.3 MW and peak load of approximately 5.5 MW. Considering new environmental standards on diesel generator emissions from California’s South Coast Air Quality Management District, a 60% renewable energy target for 2030 laid out in California’s Senate Bill 100, SCE’s Clean Power Electrification Pathway, and the characteristics of the island’s existing diesel generators, SCE is seeking to evaluate the technical and economic implications of different energy technology options to determine a path forward. Phases I and II of the Repower Catalina Feasibility Study, summarized in this document, evaluated the following: Interconnection with the mainland via an undersea cable; On-island fossil fuel generation, including diesel, propane, and/or liquified natural gas (LNG); On-island renewable energy (RE) technologies, including solar photovoltaics (PV), wind turbines, and wave energy devices; BESS to support the above generation technologies; Initial analysis of the potential impacts of implementing energy efficiency measures. Results indicate strong techno-economic potential for a mix of on-island diesel and/or propane generators, solar PV, BESS, and energy efficiency measures to help SCE and Catalina achieve their goals compliant with California’s emissions and clean energy standards while minimizing electricity life cycle costs (LCC) over the 30-year analysis period. This document summarizes the considerations and findings of Phases I and II, focusing on high-level takeaways from Phase I and more detailed results from Phase II, and discusses a potential path forward for Phase III.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2020

Operation, Manufacturing, and Supply Chain of Lithium-ion Batteries for Electric Vehicles

The US Department of Energy (DOE) has a rich history of funding key innovations in batteries through multiple programs, including the Energy Efficiency and Renewable Energy programs sponsored by the Vehicle Technologies Office and Advanced Manufacturing Office. These DOE-sponsored innovations have been critical in lowering the cost of lithium-ion batteries to less than $160/kWh and increasing their energy density to more than 250 Wh/kg, enhancing the nation’s electrification system and achieving higher degrees of decarbonization. These investments continue to be crucial for positioning the United States as the hub for the most cumulative battery R&D programs worldwide. However, major breakthroughs in battery manufacturing are still needed to enable an electrified future evolving to predominantly incorporate rechargeable lithium-ion batteries. This will require a strong battery manufacturing base that will not only enable cutting-edge advancements in materials and manufacturing sciences but will also allow the United States to become a world leader in this fast-growing area. This review aims at supporting DOE’s Advanced Technology Vehicle Manufacturing Loan Program to give technology background and information that can be used to develop the basis for loan topics and evaluate battery applications. Such a program can represent a significant stride toward reinforcing the US position in advanced manufacturing by introducing artificial intelligence, machine learning, and sensing and smart controls to facilitate, expedite, and lead the battery industry by 2030.

25 ENERGY STORAGE↗
DOE OSTI2020

The Effect of Photovoltaic Module Efficiency on Installed System Costs and Markets in Residential Rooftop Installations in the United States

In this report, we analyze how efficiencies influence residential PV system installed system costs and break-even module prices using a bottom-up cost model. We show that the cost savings associated with efficiency are much higher for area-constrained rooftop than those which are usage-constrained. We also show that simplified models of how efficiency impacts costs overestimate the value of efficiency compared to bottom-up models, particularly for usage-constrained scenarios. We also estimate the fraction of area-constrained residential rooftops in the United States today and explore how that fraction could change in future scenarios with high levels of electrification.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2021

Methods to Incorporate Energy Efficiency in Electricity System Planning and Markets

Electric utilities, independent system operators and regional transmission operators have acquired significant levels of energy efficiency over several decades. The predominant approach utilities use to consider energy efficiency in electricity system planning and ISO/RTOs use in wholesale electricity markets is to reduce load forecasts to account for estimated impacts of relevant policies and programs. But an increasing number of states and utilities are interested in improved analysis of energy efficiency in electricity system planning and wholesale electricity markets. This report describes how to consider energy efficiency as a potential resource for the future by allowing it to compete with all other electricity system resources. Increasing levels of wind and solar, growth in peak demand, and electrification of transportation and other new loads have increased the need for a more flexible and responsive electricity system. Considering energy efficiency as a resource option can support these and other electricity system objectives, including grid reliability, reduced electricity costs, energy efficiency targets, and lower air pollutant emissions. The October 2019 slides were presented at the American Council for an Energy Efficient Economy Energy Efficiency as a Resource conference and provide an overview of the report. Portions of the report were included in the American Council for an Energy Efficient Economy Energy Efficiency 2020 Summer Study paper, Planning for the Grid of Tomorrow: Energy Efficiency as a Resource in Utility Resource Plans.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗