Tag Archives: climate change

Retail electricity rate reform will not solve California’s problems

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Meredith Fowlie wrote this blog on the proposal to drastically increase California utilities’ residential fixed charges at the Energy Institute at Haas blog. I posted this comment (with some additions and edits) in response.

First, infrastructure costs are responsive to changes in both demand and added generation. It’s just that those costs won’t change for a customer tomorrow–it will take a decade. Given how fast transmission retail rates have risen and have none of the added fixed costs listed here, the marginal cost must be substantially above the current average retail rates of 4 to 8 cents/kWh.

Further, if a customer is being charged a fixed cost for capacity that is being shared with other customers, e.g., distribution and transmission wires, they should be able to sell that capacity to other customers on a periodic basis. While many economists love auctions, the mechanism with the lowest ancillary transaction costs is a dealer market akin a grocery store which buys stocks of goods and then resells. (The New York Stock Exchange is a type of dealer market.) The most likely unit of sale would be in cents per kWh which is the same as today. In this case, the utility would be the dealer, just as today. So we are already in the same situation.

Airlines are another equally capital intensive industry. Yet no one pays a significant fixed charge (there are some membership clubs) and then just a small incremental charge for fuel and cocktails. Fares are based on a representative long run marginal cost of acquiring and maintaining the fleet. Airlines maintain a network just as utilities. Economies of scale matter in building an airline. The only difference is that utilities are able to monopolistically capture their customers and then appeal to state-sponsored regulators to impose prices.

Why are California’s utility rates 30 to 50% or more above the current direct costs of serving customers? The IOUs, and PG&E in particular, over procured renewables in the 2010-2012 period at exorbitant prices (averaging $120/MWH) in part in an attempt to block entry of CCAs. That squandered the opportunity to gain the economics benefits from learning by doing that led to the rapid decline in solar and wind prices over the next decade. In addition, PG&E refused to sell a part of its renewable PPAs to the new CCAs as they started up in the 2014-2017 period. On top of that, PG&E ratepayers paid an additional 50% on an already expensive Diablo Canyon due to the terms of the 1996 Settlement Agreement. (I made the calculations during that case for a client.) And on the T&D side, I pointed out beginning in 2010 that the utilities were overforecasting load growth and their recorded data showed stagnant loads. The peak load from 2006 was the record until 2022 and energy loads have remained largely constant, even declining over the period. The utilities finally started listening the last couple of years but all of that unneeded capital is baked into rates. All of these factors point not to the state or even the CPUC (except as an inept monitor) as being at fault, but rather to the utilities’ mismanagement.

Using Southern California Edison’s (SCE) own numbers, we can illustrate the point. SCE’s total bundled marginal costs in its rate filing are 10.50 cents per kWh for the system and 13.64 cents per kWh for residential customers. In comparison, SCE’s average system rate is 17.62 cents per kWh or 68% higher than the bundled marginal cost, and the average residential rate of 22.44 cents per kWh is 65% higher. From SCE’s workpapers, these cost increases come primarily from four sources.

  1. First, about 10% goes towards various public purpose programs that fund a variety of state-initiated policies such as energy efficiency and research. Much of this should be largely funded out of the state’s General Fund as income distribution through the CARE rate instead. And remember that low income customers are already receiving a 35% discount on rates.
  2. Next, another 10% comes roughly from costs created two decades ago in the wake of the restructuring debacle. The state has now decreed that this revenue stream will instead be used to pay for the damages that utilities have caused with wildfires. Importantly, note that wildfire costs of any kind have not actually reached rates yet. In addition, there are several solutions much less costly than the undergrounding proposed by PG&E and SDG&E, including remote rural microgrids.
  3. Approximately 15% is from higher distribution costs, some of which have been created by over-forecasting load growth over the last 15 years; loads have remained stagnant since 2006.
  4. And finally, around 33% is excessive generation costs caused by paying too much for purchased power agreements signed a decade ago.

An issue raised as rooftop solar spreads farther is the claim that rooftop solar customers are not paying their fair share and instead are imposing costs on other customers, who on average have lower incomes than those with rooftop solar. Yet the math behind the true rate burden for other customers is quite straightforward—if 10% of the customers are paying essentially zero (which they are actually not), the costs for the remaining 90% of the customers cannot go up more than 11% [100%/(100%-10%) = 11% ]. If low-income customers pay only 70% of this—the 11%– then their bills might go up about 8%–hardly a “substantial burden.” (70% x 11% = 7.7%)

As for aligning incentives for electrification, we proposed a more direct alternative on behalf of the Local Government Sustainable Energy Coalition where those who replace a gas appliance or furnace with an electric receive an allowance (much like the all-electric baseline) priced at marginal cost while the remainder is priced at the higher fully-loaded rate. That would reduce the incentive to exit the grid when electrifying while still rewarding those who made past energy efficiency and load reduction investments.

The solution to high rates cannot come from simple rate design; as Old Surfer Dude points out, wealthy customers are just going to exit the grid and self provide. Rate design is just rearranging the deck chairs. The CPUC tried the same thing in the late 1990s with telcom on the assumption that customers would stay put. Instead customers migrated to cell phones and dropped their land lines. The real solution is going to require some good old fashion capitalism with shareholders and associated stakeholders absorbing the costs of their mistakes and greed.

Paradigm change: building out the grid with renewables requires a different perspective

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Several observers have asserted that we will require baseload generation, probably nuclear, to decarbonize the power grid. Their claim is that renewable generation isn’t reliable enough and too distant from load centers to power an electrified economy.

Problem is that this perspective relies on a conventional approach to understanding and planning for future power needs. That conventional approach generally planned to meet the highest peak loads of the year with a small margin and then used the excess capacity to produce the energy needed in the remainder of the hours. This premise was based on using consumable fuel to store energy for use in hours when electricity was needed.

Renewables such as solar and wind present a different paradigm. Renewables capture and convert energy to electricity as it becomes available. The next step is to stored that energy using technologies such as batteries. That means that the system needs to be built to meet energy requirements, not peak loads.

Hydropower-dominated systems have already been built in this manner. The Pacific Northwest’s complex on the Columbia River and its branches for half a century had so much excess peak capacity that it could meet much of California’s summer demand. Meeting energy loads during drought years was the challenge. The Columbia River system could store up to 40% of the annual runoff in its reservoirs to assure sufficient supply.

For solar and wind, we will build enough capacity that is multiples of the annual peak load so that we can generate enough energy to meet those loads that occur when the sun isn’t shining and wind isn’t blowing. For example in a system relying on solar power, the typical demand load factor is 60%, i.e., the average load is 60% of the peak or maximum load. A typical solar photovoltaic capacity factor is 20%, i.e., it generates an average output that is 20% of the peak output. In this example system, the required solar capacity would be three times the peak demand on the system to produce sufficient stored electricity. The amount of storage capacity would equal the peak demand (plus a small reserve margin) less the amount of expected renewable generation during the peak hour.

As a result, comparing the total amount of generation capacity installed to the peak demand becomes irrelevant. Instead we first plan for total energy need and then size the storage output to meet the peak demand. (And that storage may be virtually free as it is embodied in our EVs.) This turns the conventional planning paradigm on its head.

Per Capita: Climate needs more than just good will

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I wrote this guest column in the Davis Enterprise about the City’s Climate Action and Adaptation Plan. (Thank you John Mott-Smith for extending the privilege.)

Dear Readers, the guest column below was written by Richard McCann, a Davis resident and expert on energy and climate action plans.

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The city of Davis is considering its first update of its Climate Action and Adaptation Plan since 2010 with a 2020-2040 Plan. The city plans to update the CAAP every couple of years to reflect changing conditions, technologies, financing options, laws and regulations.

The plan does not and cannot achieve a total reduction in greenhouse gas emissions simply because we do not control all of the emission sources — almost three-quarters of our emissions are from vehicles that are largely regulated by state and federal laws. But it does lay out a means to putting a serious dent in the overall amount. 

The CAAP offers a promising future and accepts that we have to protect ourselves as the climate worsens. Among the many benefits we can look forward to are avoiding volatile gas prices while driving cleaner, quieter cars; faster and more controllable cooking while eliminating toxic indoor air; and air conditioning and heating without having to make two investments while paying less.

To better adapt, we’ll have a greener landscape, filtered air for rental homes, and community shelter hubs powered by microgrids to ride out more frequent extreme weather.

We have already seen that adding solar panels raises the value of a house by as much as $4,000 per installed kilowatt (so a 5 kilowatt system adds $20,000). We can expect similar increases in home values with these new technologies due to the future savings, safety and convenience. 

Several state and federal laws and rules foretell what is coming. By 2045 California aims to be at zero net GHG emissions. That will require retiring all of the residential and commercial gas distribution lines. PG&E has already started a program to phase out its lines. A change in state rules will remove from the market several large natural gas appliances such as furnaces by 2030.

In addition, PG&E will no longer offer subsidies to developers to install gas lines to new homes starting next year. The U.S. Environmental Protection Agency appears poised to push further the use of electric appliances in areas with poor air quality such the Sacramento Valley. (Renewable gas and hydrogen will be too expensive and there won’t be enough to go around.)

Without sales to new customers or for replaced furnaces, the cost of maintaining the gas system will rise substantially so switching to electricity for cooking and water heating will save even more money. The CAAP anticipates this transition by having residents begin switching earlier. 

In addition, the recently enacted federal Inflation Reduction Act offers between $400 and $800 billion into funding these types of changes. The California Energy Commission’s budget for this year went from $1 billion to $10 billion to finance these transitions. The CAAP lays out a process for acquiring these financial sources for Davis and its residents. 

That said, some have objected to the CAAP as being too draconian and infringing on personal choices. The fact is that we are now in the midst of a climate emergency — the City Council endorsed this concern with a declaration in 2019. We’re already behind schedule to head off the worst of the threatening impacts. 

We won’t be able to rely solely on voluntary actions to achieve the reductions we need. That the CAAP has to include these actions proves that people have not been acting on their own despite a decade of cajoling since the last CAAP. While we’ve been successful at encouraging voluntary compliance with easy tasks like recycling, we’ve used mandatory permitting requirements to gain compliance with various building standards including energy efficiency measures. (These are usually enforced at point-of-sale of a house.)

We have a choice of mandatory ordinances, incentives through taxes or fees, and subsidies from grants and funds — voluntary just won’t deliver what’s needed. We might be able to financially help those least able to afford changing stoves, heaters or cars, but those funds will be limited. The ability to raise taxes or fees is restricted due to various provisions in the state’s constitution. So we are left with mandatory measures, applied at the most opportune moments. 

Switching to electricity for cooking and water heating may involve some costs, some or most of which will be offset by lower energy costs (especially as gas rates go up.) If you have an air conditioner, you’re likely already set up for a heat pump to replace your furnace — it’s a simple swap. Even so, you can avoid some costs by using a 120-volt induction cooktop instead of 240 volts, and installing a circuit-sharing plug or breaker for large loads to avoid panel upgrades. 

The CAAP will be fleshed out and evolve for at least the next decade. Change is coming and will be inevitable given the dire situation. But this change gives us opportunities to clean our environment and make our city more livable.  

Do small modular reactors (SMR) hold real promise?

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The economic analyses of the projected costs for small modular reactors (SMRs) appear to rely on two important assumptions: 1) that the plants will run at capacity factors of current nuclear plants (i.e., 70%-90%+) and 2) that enough will be built quickly enough to gain from “learning by doing” on scale as has occurred with solar, wind and battery technologies. The problem with these assumptions is that they require that SMRs crowd out other renewables with little impact on gas-fired generation.

To achieve low costs in nuclear power requires high capacity factors, that is the total electricity output relative to potential output. The Breakthrough Institute study, for example, assumes a capacity factor greater than 80% for SMRs. The problem is that the typical system load factor, that is the average load divided by the peak load, ranges from 50% to 60%. A generation capacity factor of 80% means that the plant is producing 20% more electricity than the system needs. It also means that other generation sources such as solar and wind will be pushed aside by this amount in the grid. Because the SMRs cannot ramp up and down to the same degree as load swings, not only daily but also seasonally, the system will still need load following fossil-fuel plants or storage. It is just the flip side of filling in for the intermittency of renewables.

To truly operate within the generation system in a manner that directly displaces fossil fuels, an SMR will have to operate at a 60% capacity factor or less. Accommodating renewables will lower that capacity factor further. Decreasing the capacity factor from 80% to 60% will increase the cost of an SMR by a third. This would increase the projected cost in the Breakthrough Institute report for 2050 from $41 per megawatt-hour to $55 per megawatt-hour. Renewables with storage are already beating this cost in 2022 and we don’t need to wait 30 years.

And the Breakthrough Institute study relies questionable assumptions about learning by doing in the industry. First, it assumes that conventional nuclear will experience a 5% learning benefit (i.e., costs will drop 5% for each doubling of capacity). In fact, the industry shows a negative learning rate--costs per kilowatt have been rising as more capacity is built. It is not clear how the SMR industry will reverse this trait. Second, the learning by doing effect in this industry is likely to be on a per plant rather than per megawatt or per turbine basis as has been the case with solar and turbines. The very small unit size for solar and turbine allows for off site factory production with highly repetitive assembly, whereas SMRs will require substantial on-site fabrication that will be site specific. SMR learning rates are more likely to follow those for building construction than other new energy technologies.

Finally, the report does not discuss the risk of catastrophic accidents. The probability of a significant accident is about 1 per 3,700 reactor operating years. Widespread deployment of SMRs will vastly increase the annual risk because that probability is independent of plant size. Building 1,000 SMRs could increase the risk to such a level that these accidents could be happening once every four years.

The Fukushima nuclear plant catastrophe is estimated to have cost $300 billion to $700 billion. The next one could cost in excess of $1 trillion. This risk adds a cost of $11 to $27 per megawatt-hours.

Adding these risk costs on top of the adjusted capacity factor, the cost ranges rises to $65 to $82 per megawatt-hour.

Getting EVs where we need them in multi family and low-income communities

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They seem to be everywhere. A pickup rolls up to a dark house in a storm during the Olympics and the house lights come on. (And even powers a product launch event when the power goes out!) The Governator throws lightning bolts like Zeus in a Super Bowl ad touting them. The top manufacturer is among the most valuable companies in the world and the CEO is a cultural icon. Electric vehicles (EVs) or cars are making a splash in the state.

The Ford F-150 Lightning pick up generated so much excitement last summer that it had to increase its initial roll out from 40,000 to 80,000 to 200,000 due to demand. General Motors answered with electric versions of the Silverado and Hummer. (Dodge is bringing up the rear with its Ram and Dakota pickups.)

Much of this has been spurred by California’s EV sales mandates that date back to 1990. The state now plans to phase out the sale of new cars and passenger trucks entirely by 2035, with 35% of sales by 2026. In the first quarter of 2022, EVs were 16% of new car sales.

While EVs look they will be here to stay, the question is where will drivers be able to charge up? That means recharging at home, at work, and on the road when needed. The majority of charging—70% to 80%–occurs at home or at work. Thanks to the abundance of California’s renewable energy, largely from solar power including from rooftops, the most advantageous time is in the middle of the day. The next big hurdle will be putting charging stations where they are needed, most valuable and accessible to those who don’t live in conventional single-family housing.

The state has about 80,000 public and shared private chargers, of which about 10% are DC “fast chargers” that can deliver 80% capacity in about 30 minutes. Yet we likely need 20 times more chargers that what we have today.

Multi-family housing is considered a prime target for additional chargers because of various constraints on tenants such as limitations on installing and owning a charging station and sharing of parking spaces. Community solar panels can be outfitted with charging stations that rely on the output of the panels.

California has a range of programs to provide incentives and subsidies for installing chargers. Funding for another 5,000 chargers was recently authorized. The state funds the California Electric Vehicle Infrastructure Project (CALeVIP) that provides direct incentives and works with local partners plan and install Level 2 and DC fast charging infrastructure. This program has about $200 million available. The program has 13 county and regional projects that contribute $6,000 and more for Level 2 chargers and often $80,000 for a DC fast charger. A minimum of 25% of funds are reserved for disadvantaged and low-income communities. In many cases, the programs are significantly oversubscribed with waiting lists, but the state plans to add enough funding for an additional 100,000 charging stations in the 2022-23 fiscal year, with $900 million over the next four years.

California’s electric utilities also fund charging projects, although those programs open and are quickly oversubscribed.

  • Southern California Edison manages the Charge Ready program with a focus on multi-family properties including mobilehome parks. The program offers both turn-key installation and rebates. SCE’s website provides tools for configuring a parking lot for charging.
  • San Diego Gas & Electric offered Power Your Drive to multi-family developments, with 255 locations currently. SDG&E has added the Power Your Drive Extension to add another 2,000 charging stations over the next two years. SDG&E will provide up to $12,000 for Level 2 chargers and additional maintenance funding.
  • Pacific Gas & Electric offered the EV Charge program in which PG&E will pay for, own, maintain and coordinate construction of infrastructure from the transformer to the parking space, as well as support independent ownership and operation. The program is not currently taking applications however. PG&E’s website offers other tools for assessing the costs and identifying vendors for installing chargers.
  • PG&E is launching a “bidirectional” EV charging pilot program with General Motors that will test whether EVs can be used to improve electric system reliability and resilience by using EVs as back up energy storage. The goal is to extend the program by the end of 2022. This new approach may provide EV owners with additional value beyond simply driving around town. PG&E also is setting up a similar pilot with Ford.
  • Most municipally-owned electric utilities offer rebates and incentives as well..

Community residents have a range of incentives available to them to purchase an EV.

  • The state offers $750 through the Clean Fuel Reward on the purchase of a new EV. .
  • California also offers the Clean Vehicle Rebate Project that offers $1,000 to $7,000 for buying or leasing a (non-Tesla) to households making less than $200,000 or individuals making less than $135,000. Savings depend on location and vehicle acquired.
  • Low-income households can apply for a state grant to purchase a new or used electric or hybrid vehicle, plus $2,000 for a home charging station, through the Clean Vehicle Assistance Program. The income standards are about 50% higher than those establishing eligibility for the CARE utility rate discount. The average grant is about $5,000.
  • The federal government offers a tax credit of up to $7,500 depending on the make and model of vehicle.
  • Car owners also can scrap their gasoline-fueled cars for $1,000 to $1,500, depending on household income.
  • Several counties, including San Diego and Sonoma, have offered EV purchase incentives to county residents. Those programs open and fill fairly quickly.

The difference between these EVs coming down the road (yes, that’s a pun) and the current models is akin to the difference between flip phones and smart phones. One is a single function communication device, and we use the latter to manage our lives. The marketing of EVs could shift course to emphasize these added benefits that are not possible with a conventional vehicle. We can expect a similar transformation in how we view energy and transportation as the communication and information revolution.

A reply: two different ways California can keep the lights on amid climate change

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Mike O’Boyle from Energy Innovation wrote an article in the San Francisco Chronicle listing four ways other than building more natural gas plants to maintain reliability in the state. He summarizes a set of solutions for when the electricity grid can get 85% of its supply from renewable sources, presumably in the next decade. He lists four options specifically:

  • Off shore wind
  • Geothermal
  • Demand response and management
  • Out of state imports

The first three make sense, although the amount of geothermal resources is fairly limited relative to the state’s needs. The problem is the fourth one.

California already imports about a fifth of its electric energy. If we want other states to also electrify their homes and cars, we need to allow them to use their own in-state resources. Further, the cost of importing power through transmission lines is much higher than conventional analyses have assumed. California is going to have to meet as much of its demands internally as possible.

Instead, we should be pursuing two other options:

  • Dispersed microgrids with provisions for conveying output among several or many customers who can share the system without utility interaction. Distributed solar has already reduced the state’s demand by 12% to 20% since 2006. This will require that the state modify its laws regulating transactions among customers and act to protect the investments of those customers against utility interests.
  • Replacing natural gas in existing power plants with renewable biogas. A UC Riverside study shows a potential of 68 billion cubic feet which is about 15% of current gas demand for electricity production. Instead of using this for home cooking, it can meet the limited peak day demands of the electricity grid.

Both of these solutions can be implemented much more quickly than an expanded transmission grid and building new resources in other states. They just take political will.

What “Electrify Everything” has wrong about “reduce, reuse, recycle”

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Saul Griffith has written a book that highlights the role of electrification in achieving greenhouse gas emission reductions, and I agree with his basic premise. But he misses important aspects about two points. First, the need to reduce, reuse and recycle goes well beyond just energy consumption. And second, we have the ability to meet most if not all of our energy needs with the lowest impact renewable sources.

Reduce, reuse and recycle is not just about energy–it’s also about reducing consumption of natural resources such as minerals and biomass, as well as petroleum and methane used for plastics, and pollution caused by that consumption. In many situations, energy savings are only a byproduct. Even so, almost always the cheapest way to meet an energy need is to first reduce its use. That’s what energy efficiency is about. So we don’t want to just tell consumers to continue along their merry way, just switch it up with electricity. A quarter to a third our global GHG emissions are from resource consumption, not energy use.

In meeting our energy needs, we can largely rely on solar and wind supplemented with biofuels. Griffith asserts that the U.S. would need 2% of its land mass to supply the needed electricity, but his accounting makes three important errors. First, placing renewables doesn’t eliminate other uses of that land, particularly for wind. Acreage devoted to wind in particular can be used also for different types of farming and even open space. In comparison, fossil-fuel and nuclear plants completely displace any other land use. Turbine technology is evolving to limit avian mortality (and even then its tall buildings and household cats that cause most bird deaths). Second most of the solar supply can be met on rooftops and covering parking lots. These locations are cost effective compared to grid scale sources once we account for transmission costs. And third, our energy storage is literally driving down the road–in our new electric vehicles. A 100% EV fleet in California will have enough storage to meet 30 times the current peak load. A car owner will be able to devote less than 5% of their battery capacity to meet their home energy needs. All of this means that the real footprint can be much less than 1%.

Nuclear power has never lived up to its promise and is expensive compared to other low-emission options. While the direct costs of current-technology nuclear power is more than 12 cents a kilowatt-hour when adding transmission, grid-scale renewables are less than half of that, and distributed energy resources are at least comparable with almost no land-use footprint and able to provide better reliability and resilience. In addition, the potential of catastrophic events at nuclear plants adds another 1 to 3 cents per kilowatt-hour. Small modular reactors (SMR) have been promoted as a game changer, but we have been waiting for two decades. Nuclear or green hydrogen may emerge as economically-viable options, but we shouldn’t base our plans on that.

Guidelines For Better Net Metering; Protecting All Electricity Customers And The Climate

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Authors Ahmad Faruqui, Richard McCann and Fereidoon Sioshansi[1] respond to Professor Severin Borenstein’s much-debated proposal to reform California’s net energy metering, which was first published as a blog and later in a Los Angeles Times op-ed.

Guest Juice: Guidelines For Better Net Metering; Protecting All Electricity Customers And The Climate

Proposing a Clean Financing Decarbonization Incentive Rate

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by Steven J. Moss and Richard J. McCann, M.Cubed

A potentially key barrier to decarbonizing California’s economy is escalating electricity costs.[1] To address this challenge, the Local Government Sustainable Energy Coalition, in collaboration with Santa Barbara Clean Energy, proposes to create a decarbonization incentive rate, which would enable customers who switch heating, ventilation and air conditioning (HVAC) or other appliances from natural gas, fossil methane, or propane to electricity to pay a discounted rate on the incremental electricity consumed.[2] The rate could also be offered to customers purchasing electric vehicles (EVs).

California has adopted electricity rate discounts previously to incentivize beneficial choices, such as retaining and expanding businesses in-state,[3] and converting agricultural pump engines from diesel to electricity to improve Central Valley air quality.[4]

  • Economic development rates (EDR) offer a reduction to enterprises that are considering leaving, moving to or expanding in the state.  The rate floor is calculated as the marginal cost of service for distribution and generation plus non-bypassable charges (NBC). For Southern California Edison, the current standard EDR discount is 12%; 30% in designated enhanced zones.[5]
  • AG-ICE tariff, offered from 2006 to 2014, provided a discounted line extension cost and limited the associated rate escalation to 1.5% a year for 10 years to match forecasted diesel fuel prices.[6] The program led to the conversion of 2,000 pump engines in 2006-2007 with commensurate improvements in regional air quality and greenhouse gas (GHG) emission reductions.[7]

The decarbonization incentive rate (DIR) would use the same principles as the EDR tariff. Most importantly, load created by converting from fossil fuels is new load that has only been recently—if at all–included in electricity resource and grid planning. None of this load should incur legacy costs for past generation investments or procurement nor for past distribution costs. Most significantly, this principle means that these new loads would be exempt from the power cost indifference adjustment (PCIA) stranded asset charge to recover legacy generation costs.

The California Public Utility Commission (CPUC) also ruled in 2007 that NBCs such as for public purpose programs, CARE discount funding, Department of Water Resources Bonds, and nuclear decommissioning, must be recovered in full in discounted tariffs such as the EDR rate. This proposal follows that direction and include these charges, except the PCIA as discussed above.

Costs for incremental service are best represented by the marginal costs developed by the utilities and other parties either in their General Rate Case (GRC) Phase II cases or in the CPUC’s Avoided Cost Calculator. Since the EDR is developed using analysis from the GRC, the proposed DIR is illustrated here using SCE’s 2021 GRC Phase II information as a preliminary estimate of what such a rate might look like. A more detailed analysis likely will arrive at a somewhat different set of rates, but the relationships should be similar.

For SCE, the current average delivery rate that includes distribution, transmission and NBCs is 9.03 cents per kilowatt-hour (kWh). The average for residential customers is 12.58 cents. The system-wide marginal cost for distribution is 4.57 cents per kilowatt-hour;[8] 6.82 cents per kWh for residential customers. Including transmission and NBCs, the system average rate component would be 7.02 cents per kWh, or 22% less. The residential component would be 8.41 cents or 33% less.[9]

The generation component similarly would be discounted. SCE’s average bundled generation rate is 8.59 cents per kWh and 9.87 cents for residential customers. The rates derived using marginal costs is 5.93 cents for the system average and 6.81 cent for residential, or 31% less. For CCA customers, the PCIA would be waived on the incremental portion of the load. Each CCA would calculate its marginal generation cost as it sees fit.

For bundled customers, the average rate would go from 17.62 cents per kWh to 12.95 cents, or 26.5% less. Residential rates would decrease from 22.44 cents to 15.22 cents, or 32.2% less.

Incremental loads eligible for the discounted decarb rate would be calculated based on projected energy use for the appropriate application.  For appliances and HVAC systems, Southern California Gas offers line extension allowances for installing gas services based on appliance-specific estimated consumption (e.g., water heating, cooking, space conditioning).[10] Data employed for those calculations could be converted to equivalent electricity use, with an incremental use credit on a ratepayer’s bill. An alternative approach to determine incremental electricity use would be to rely on the California Energy Commission’s Title 24 building efficiency and Title 20 appliance standard assumptions, adjusted by climate zone.[11]

For EVs, the credit would be based on the average annual vehicle miles traveled in a designated region (e.g., county, city or zip code) as calculated by the California Air Resources Board for use in its EMFAC air quality model or from the Bureau of Automotive Repair (BAR) Smog Check odometer records, and the average fleet fuel consumption converted to electricity. For a car traveling 12,000 miles per year that would equate to 4,150 kWh or 345 kWh per month.

[1] CPUC, “Affordability Phase 3 En Banc,” https://www.cpuc.ca.gov/industries-and-topics/electrical-energy/affordability, February 28-March 1, 2022.

[2] Remaining electricity use after accounting for incremental consumption would be charged at the current otherwise applicable tariff (OAT).

[3] California Public Utilities Commission, Decision 96-08-025. Subsequent decisions have renewed and modified the economic development rate (EDR) for the utilities individually and collectively.

[4] D.05-06-016, creating the AG-ICE tariff for Pacific Gas & Electric and Southern California Edison.

[5] SCE, Schedules EDR-E, EDR-A and EDR-R.

[6] PG&E, Schedule AG-ICE—Agricultural Internal Combustion Engine Conversion Incentive Rate.

[7] EDR and AG-ICE were approved by the Commission in separate utility applications. The mobile home park utility system conversion program was first initiated by a Western Mobile Home Association petition by and then converted into a rulemaking, with significant revenue requirement implications. 

[8] Excluding transmission and NBCs.

[9] Tiered rates pose a significant barrier to electrification and would cause the effective discount to be greater than estimated herein.  The estimates above were based on measuring against the average electricity rate but added demand would be charged at the much higher Tier 2 rate. The decarb allowance could be introduced at a new Tier 0 below the current Tier 1.

[10] SCG, Rule No. 20 Gas Main Extensions, https://tariff.socalgas.com/regulatory/tariffs/tm2/pdf/20.pdf, retrieved March 2022.

[11] See https://www.energy.ca.gov/programs-and-topics/programs/building-energy-efficiency-standards;
https://www.energy.ca.gov/rules-and-regulations/building-energy-efficiency/manufacturer-certification-building-equipment;https://www.energy.ca.gov/rules-and-regulations/appliance-efficiency-regulations-title-20

California could buy back GHG allowances cost-effectively

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California is concerned that entities that emit greenhouse gases (GHG) have accrued a too-large bank of allowances through the Air Resources Board (CARB) cap-and-trade program (CATP.) The excess is estimated at 321 million allowances (one allowance equals one metric tonne of carbon dioxide equivalent (CO2e) emissions). This is more an a year’s worth of allowances. About half of these were issued for free to eligible energy utilities and energy-intensive trade-exposed (EITE) companies.

The state could consider purchasing back a certain portion to reduce the backlog and increase the market price so as to further encourage reductions in GHG emissions by retiring those allowances. Prices in the last allowance auction ranged from $28 to $34 per allowance/tonne. If California bought back half or 160 million allowances at those prices, it would cost $4.5 to $5.5 billion. That would create effectively a reduction of 160 million tonnes in future GHG emissions.

That should be compared to the various benchmarks for the benefits and costs of reducing GHG emissions. The currently accepted social cost of GHG emissions developed by the U.S. Environmental Protection Agency (US EPA) is ranges from $50 to $150 per tonne in 2030 (and recent studies have estimated that this is too low.) That would create a net social benefit from $2.5 to $19.6 billion.

CARB’s AB 32 Scoping Plan update estimates the average cost of reductions without the CATP to be $70 per tonne in 2030. The incremental avoided costs of the CATP are estimated at $220 per tonne. The net avoided costs on this basis would range from $5.7 to $30.4 billion.