October 30, 2024

Midwest Governors Form Clean Hydrogen Coalition

Seven Midwest governors on Monday announced the creation of the Midwestern Hydrogen Coalition to accelerate clean hydrogen’s production and use.

Dubbed the M-H2 Coalition, the group includes Illinois, Indiana, Kentucky, Michigan, Minnesota, Ohio and Wisconsin. Their governors signed a memorandum of understanding that seeks to establish a “robust clean hydrogen market, supply chain and workforce ecosystem in the Midwest.”

The participating governors said the Midwest has the potential to be a clean hydrogen market because it’s already flush with an ammonia distribution network, pipelines and agricultural nurse tanks, thanks to the region’s manufacturing and agricultural background.

The coalition said it will use a “coordinated multistate, multisector approach to developing a robust and sustainable hydrogen economy across the Midwest, informed by industry, academic and community engagement.” It plans to create a taskforce of senior leadership from each participating state and collaborate with corporations, universities and nonprofit organizations to best determine how to remove barriers and develop a Midwest workforce and market for clean hydrogen.

The M-H2 Coalition said it will pursue funding through applications for hydrogen hub designation under the federal Bipartisan Infrastructure Law. The legislation appropriated $8 billion to the U.S. Department of Energy to create regional clean hydrogen hubs, or networks of production, consumers and connective infrastructure. The DOE is expected to open a application period for the hubs this fall.

“We don’t have to choose between clean energy and clean air and creating good paying jobs and a strong economy — we can do both,” Wisconsin Governor Tony Evers said in a press release.

“Kentucky’s robust infrastructure, strong chemical and manufacturing base, along with our leadership in the automotive and logistics sectors position us as a natural location for economic development in hydrogen,” Kentucky Governor Andy Beshear said. “We are looking forward to working with our Midwest and local industry partners to build a hydrogen economy in Kentucky.”

Ohio Governor Mike DeWine said the “partnership will be the start of a new era of energy production that will create jobs and grow our economy.” He said the coalition is “just the beginning of our support for a clean hydrogen market.”

Pa. Steps up EV Incentives as Federal NEVI Funding Arrives

The Pennsylvania Department of Environmental Protection (DEP) has awarded incentives of $5.4 million for electric vehicle purchases and the installation of 54 direct current fast chargers (DCFCs) as the state plans how to spend another $25.4 million in federal funds allocated last week to get more EV chargers on its key highways.

Pennsylvania was among the first 35 states to have its EV charger plan approved for funding under the National Electric Vehicle Initiative (NEVI) program, funded by the Infrastructure Investment and Jobs Act (IIJA).

With $2 million in state funds available for purchase incentives, the DEP has increased the maximum rebate available under the Alternative Fuel Vehicle Rebate Program (AFV) from $750 to $3,000. The department expects the latest tranch of funds to put an additional 1,000 EVs on the road in a strategy that it says is aimed at working-class households.

It also announced on Sept. 8 that it has awarded $3.4 million from the state’s share of the Volkswagen settlement to fund the installation of fast chargers in 16 high-traffic locations under the state’s Driving PA Forward DC Fast Charging Grants program. DCFCs, which can charge a battery electric vehicle to 80% in 20 to 60 minutes, will be installed on several corridors across the state, with charging stations available only every 50 miles.

“DEP continues to work strategically to support Pennsylvanians’ growing interest in zero-emission electric vehicles,” acting Secretary Ramez Ziadeh said in announcing the awards. “By reducing nitrogen oxide, carbon monoxide, particulate matter, carbon dioxide and other pollutants from the transportation sector, we make the air quality healthier in our communities, while helping to slow down climate change and its impacts.”

The department’s shift toward offering greater support for lower-income EV buyers follow its 2020-2021 report on the AFV program released in May showing that of 995 grants awarded that year just 21 residents were eligible for an extra incentive of $1,000.

Under the new rules, buyers whose household income is below 400% of the federal poverty level are eligible for a $2,000 incentive, and those with incomes of 200% of the poverty level would be eligible for an additional $1,000. That means, for example, that a family of two with a household income of $69,000 is eligible for a $2,000 rebate, but a family of two with a household income of $35,000 would be eligible for a $3,000 rebate, the DEP says.

Reinventing Transportation

Pennsylvania announced on Sept. 14 that under its NEVI plan, it will receive $25.4 million from the Biden administration’s initial tranche of $171 million to provide 80% of the cost of an EV charging infrastructure project.

NEVI funds are aimed at ensuring that alternative fuel corridors (AFCs) have a charging station every 50 miles or less and a charging station within 1 mile of an exit or a highway intersection. Pennsylvania’s NEVI submission said most of the 2,000 miles of the state’s AFCs had gaps of more than 50 miles between charging stations.

The federal funds will give the state the “the opportunity to reinvent transportation in a way that is smarter, cleaner, safer, more equitable and more efficient than ever before,” said Yassmin Gramian, secretary of the Pennsylvania Department of Transportation. “And we are ready to put them to good use.”

The number of EVs registered in the state, about 31,000, is nearly triple that of three years ago, according to the DEP. But that is still a minor share of the overall vehicle population. The state’s NEVI report said that the 23,500 registered EVs in 2021 accounted for less than 1% of the 10.3 million vehicles registered in the state.

The NEVI report, which was submitted in July, said that the state had about 2,300 Level 2 chargers in 1,100 locations  and 560 DCFCs in 130 locations. However, about 65% of those ports are Tesla chargers, which can’t be used by other vehicles. And the Federal Highway Administration estimates that only about two-thirds of the fast-charger stations are available to the public, the report said.

Convenience Charging Sites

Boosting the number and availability of public chargers is key to overcoming range anxiety and increasing the number of EVs on the road.

Seeking to improve the accessibility of charging infrastructure, the Driving PA Forward program has now funded the installation of 106 DCFC plugs in 34 locations, among them the recently announced projects. The program will fund up to 65% of a charger installation project, depending on the location, to a maximum of $250,000 in four types of locations: high-transportation areas, EV interstate corridors that are being developed in Pennsylvania, destination locations and community hubs.

The latest grant awards predominantly funded installations at convenience stores, such as Wawa, Sheetz, Coen Markets and KwikFill, as well as allocating $500,000 for the installation of eight chargers at two plazas on Interstate 76 westbound and eastbound in the Somerset County area, just outside of Pittsburgh.

The AFV program has since 2011 awarded more than $15 million in incentives to more than 10,000 Pennsylvanians, primarily for battery or plug-in hybrid EVs, according to DEP spokeswoman Deborah Klenotic.

The program funds the purchase of vehicles priced $50,000 or less, including pre-owned and dealer demonstration vehicles. Aside from the rebates of up to $3,000 for a battery EV, the program awards $1,500 for a plug-in hybrid and $500 for a compressed natural gas vehicle, propane-fueled vehicle or an electric motorcycle.

In the 2020-2021 funding year, with the incentive at $750 plus $1,000 for low-income residents, the program approved 995 rebates worth $674,750, according to the DEP’s annual report. Of these, about 63% were battery EVs and 36% were plug-in hybrid electric vehicles.

Tesla Model 3s accounted for the largest group of incentives, with 22%, followed by Chevrolet Bolt, with 14%. The third largest, the Chrysler Pacifica, had 10%.

Strong Growth, Challenges Reported in Grid-scale Energy Storage

Grid-scale energy storage totaling 1.17 GW was installed across the U.S. in the second quarter of 2022, a 212% increase from the same quarter of 2021, an industry report shows.

But an almost equal amount — 1.16 GW — of installations projected to come online in the second quarter were delayed or canceled because of problems in the supply chain, shipment delays or challenges in the interconnection queue.

The quarterly U.S. Energy Storage Monitor report by Wood Mackenzie Power & Renewables and the American Clean Power Association (ACP) was released Sept. 14.

It found a smaller increase in residential installations (154 MW in the second quarter of 2022, up 67%) and a decrease in community/commercial/industrial installation (26.3 MW, down 24%).

Wood Mackenzie forecasts rapid and steady growth in the next few years, with U.S. installed capacity expanding 192 GWh from 2022 through 2026. But analyst Vanessa Witte expects continued headwinds in the near term.

“Despite impressive growth, the U.S. grid-scale energy storage pipeline continues to face rolling delays into 2023 and beyond. More than 1.1 GW of projects originally scheduled to come online in Q2 were delayed or canceled, although 61% of this capacity, 709 MW, is still scheduled to come online in Q3 and Q4 of 2022,” she said in a news release announcing the report.

Investment tax credits enacted for standalone storage and extended for solar power as part of the Inflation Reduction Act are expected to support all segments of the energy storage industry, the authors of the report said.

“The U.S. energy storage industry is reaching maturity,” said Jason Burwen, ACP’s vice president of energy storage. “Energy storage is now regularly being installed at over a gigawatt per quarter. In addition, Texas overtaking California this quarter should serve as a reminder that generators, customers and grid operators in all geographies are increasingly relying on energy storage.”

The capacity of the units installed in the second quarter of 2022 totaled 3.04 GWh, the bulk of it in grid-scale projects, which accounted for 2.61 GWh.

NYISO Proposes $191M 2023 Budget, 13% Increase

NYISO is proposing a $191 million budget for 2023, a 13% increase over the current spending plan, with funding for salary increases, 20 new staffers and 54 projects.

The spending plan will be allocated across a forecast 156.7 million MWh for an RS-1 surcharge of $1.219/MWh, an 8% boost from the 2022 surcharge, Chief Financial Officer Cheryl Hussey told the Budget & Priorities Working Group Sept. 15. The ISO’s projected 2023 throughput represents a 4.5% increase over the 2022 budgeted MWh.

Among the key drivers behind proposed spending increases are “recruitment and retention challenges,” which led the ISO to implement a 3% salary increase for all non-executive employees retroactive to Jan. 1 and targeted hikes for engineers and other positions that a benchmarking study found were underpaid relative to their peers. (See NYISO Details 2023 Budget & Compensation Updates.)

The budget also includes funding for compensation adjustments of 6%. Hussey pointed out that “RTO and ISO peers” have planned similar salary increases with some “ranging from 5.5-7%.”

NYISO 2023 Draft Budget (NYISO) Content.jpgNYISO 2023 draft budget breakdown highlights (2023 vs. 2022) | NYISO

 

The budget will raise the authorized headcount from 608 to 628, with new positions primarily in System and Resource Planning, Stakeholder Services, Operations and Market Operations. These positions are in response to “new, increasing, and expanding workload,” Hussey said.

Although the ISO will use $5.7 million of its 2021 budget surplus to make early debt repayments, increased borrowing in 2022 will increase principal repayments by $700,000 in 2023 over this year.

The ISO said inflation was responsible for $9 million of the $21.8 million increase from 2022.

BPWG Chair Alan Ackerman will present the 2023 draft budget to the Management Committee on Sept. 28, with an MC vote set for Oct. 26.

Pandemic Recovery

NYISO’s Max Schuler presented the working group an updated RS-1 budget forecast for 2023, projecting net energy of 150,580 GWh, 3,900 GWh of exports and 2,200 GWh of wheels, for the RS-1 total of 156,700 GWh. The 2022 budget forecast, originally 150,000 GWh, has been updated to 156,740 GWh.

The New York Control Area’s energy consumption has largely recovered from the COVID pandemic, which saw throughput drop by almost 4% in 2020 from the year prior. Schuler said the state is experiencing “close to across-the-board recovery from the pandemic” relative to the pre-COVID forecast, with the “exception of New York City, which has also gone positive at times in 2022.”

However, the 2023-2027 forecast predicts both net energy and RS-1 totals will decline in outer years due to energy efficiency improvements and behind-the-meter solar growth. Net energy is projected to drop to 147,580 GWh in 2027, a drop of 2% from 2023.

Long Island has already entered in negative growth while the Upstate and Hudson Valley regions are near net 0% energy growth in recent months, signaling the completion of their pandemic recovery and a return to long-term negative load growth trends.

Inflation Hampering Efforts to Expand EV Charging Network in NY

New York utilities say rising costs are hampering their efforts to expand electric vehicle charging infrastructure through the EV Make-Ready Program.

The remarks came Tuesday at the start of a midpoint review held by the state Public Service Commission to assess progress on the five-year, $701 million effort by the state’s large investor-owned utilities.

The Make-Ready Program does not cover the chargers themselves but helps pay for most of the associated costs: up to 50% of costs at private-access or proprietary chargers, 90% at public non-proprietary chargers and 100% of costs in disadvantaged communities.

But it calculates the incentive from a baseline price tag that utilities say is obsolete.

Most of the utility representatives speaking Tuesday said escalating costs have deterred some potential customers from committing to installation of charging stations.

The Joint Utilities of New York (JU) — made up of the six IOUs in the state — said the actual cost of a Level 2 charger ranges from 5% below the baseline price on which the incentives are based for Rochester Gas and Electric (NYSE:AGR), to 39% higher for Consolidated Edison (NYSE:ED). The weighted average statewide is 29% higher.

“The high costs have certainly been a challenge and have led to attrition given that the incentives are limited,” said Cliff Baratta of Con Ed.

Nonetheless, response has been strong, and Con Ed’s Make-Ready pipeline is nearly full, Baratta said. The utility continues to take applications because it knows some applicants will not follow through and commit to installation.

Rising prices are not just affecting EV chargers; EVs themselves have gotten more expensive and are in short supply.

Zeryai Hagos, deputy director of the Office of Markets and Innovation at the Department of Public Service, said the number of EVs and plug-in hybrids registered in New York has roughly doubled to 115,000 since the Make-Ready Program began in New York in 2020, but manufacturers’ production constraints place a ceiling on sales.

“The primary objective of the EV Make-Ready Program is to incentivize the development of enough public EV charging stations to support our zero-emissions vehicle goals and to assuage range anxiety of potential electrical vehicle buyers,” Hagos said.

Worries about being stranded with a depleted battery is one factor that limits EV sales. The purchase cost is another. Sales of new EVs are increasing sharply, but they still account for only a tiny fraction of vehicles on U.S. roads.

“Our customers are not quite seeing the demand from drivers yet to justify the expense of installing EV charging stations without a little bit more financial support on the EV stations themselves,” said Kate Carleo of National Grid. “That said, we do expect interest to stay strong and to be able to ramp up from here.”

She also said the utility has seen several successes so far: deployment of electric public transit buses and heavy trucks, installation of charging stations at auto dealerships, municipal public charging, and assistance provided to school districts with EPA’s Clean School Bus program.

Multiple speakers said the expiration of the New York State Energy Research and Development Authority’s Charge Ready NY incentive a year ago was a significant setback, causing potential customers to postpone or cancel plans to install chargers.

“As a whole, the JU has observed that for many customers, the existing utility incentives and the eligibility structures are not enough to justify a business case to put in chargers,” ICF’s Lauren Kastner said.

“Additionally, most of the JU companies observed a dropoff in applications when the NYSERDA Charge Ready NY funds went away in the fall of 2021. And that meant that many customers proved to be sensitive to the lack of stackable incentives to cover total project costs.”

Kastner suggested raising the baseline costs used to calculate incentives to reflect the actual present-day cost of chargers, as well as additional incentive funding streams.

Adam Ruder of NYSERDA said a successor to Charge Ready NY is in the works: “We are developing a new Level 2 charging program that we are refining and hope to be able to bring out in the not-too-distant future.”

April 2022 status reports by the utilities showed a slow start to the rollout, and Tuesday’s update painted a similar picture.

The goal of the EV Make-Ready Program is 1,500 HVDC fast chargers and 53,733 Level 2 chargers installed by 2025.

So far, 205 DC fast chargers have been installed, with commitments for 298 more and applications submitted for 1,639 others. Meanwhile, 3,344 Level 2 chargers have been installed, with commitments for 8,515 more and applications for 11,099 others.

The midpoint review that commenced Tuesday will continue through early 2023 with stakeholder input, technical conferences and DPS staff recommendations. The revised Make-Ready order is targeted for issuance in mid-2023.

NRG to Demolish Astoria Plant, Sell Site to OSW Firm

Rebuffed on its repowering plans, a subsidiary of NRG Energy (NYSE:NRG) is planning to demolish the 558-MW Astoria Generating Station in New York City and sell the site to an offshore wind developer.

Astoria Gas Turbine Power LLC (AGTP) and Beacon Wind Land LLC petitioned the state Public Service Commission on Sept. 15 and asked for approval on or before the PSC’s Nov. 17 session.

The state Department of Environmental Conservation (DEC) in October 2021 denied AGTP’s request to refurbish the aging facility with a new 437-MW dual fossil fuel-fired peaking combustion turbine generator on the grounds that it would not comply with greenhouse gas emission limits set in the Climate Leadership and Community Protection Act.

“Astoria has failed to demonstrate that the project is justified notwithstanding this inconsistency [with state emission limits], as it has not demonstrated a reliability need for the project,” DEC said. “Nor has Astoria identified adequate alternatives or GHG mitigation measures.” (See NY Regulators Deny Astoria, Danskammer Gas Projects’ Air Permits.)

Environmental and community activists applauded the ruling; the surrounding area in northwest Queens, with its collection of fossil fuel power plants past and present, has been nicknamed “Asthma Alley.”

AGTP plans to retire the power plant on May 1, 2023, then decommission and demolish it within six months. 

Under the arrangement outlined in the new petition, AGTP would sell the 15.7-acre site to Beacon Wind Land and lease it back while it winds down operations there, which it expects to complete by Oct. 31, 2023. 

Beacon Wind Land is an affiliate of Beacon Wind LLC, which is developing the 1,230-MW Beacon Wind project east of Long Island. When AGTP clears the Astoria site, Beacon Wind Land will lease it to Beacon Wind LLC or another affiliate to locate converter stations and points of interconnection for offshore wind power cables, or other renewable energy resources.

Beacon Wind Land LLC is a wholly owned subsidiary of Shared Renewable Energy Assets LLC, which is jointly owned by Equinor Wind US LLC and BP Wind Energy North America, Inc.

Equinor and BP are also upstream owners of Empire Offshore Wind LLC, which is developing the 816-MW Empire Wind 1 and 1,365-MW Empire Wind 2 projects off the New York coast.

FERC Finds Few Issues in Lengthy Audit on PJM Operations

FERC found just one instance in which PJM failed to follow rules and procedures during a five-year timespan, according to a report released earlier this month on an extensive audit conducted on PJM’s operations.

PJM did not contest the finding, and RTO officials said in a statement that they were proud of the results.

“While we always strive for perfect compliance, this is an important achievement that reflects the incredibly strong culture of compliance at PJM and validates our emphasis on compliance in all aspects of our business practices and operations,” PJM CEO Manu Asthana said in a statement.

The audit examined PJM’s markets, operations and planning from January 2016 and May 2021 and its compliance with its own tariff and Operating Agreement, rules and practices, and FERC orders.

“The scope of this audit was enormous and touched many areas of our organization. It examined our compliance with thousands of pages of governing documents and required a significant investment of time and resources from PJM staff,” Asthana said.

Speaking during a Members Committee webinar Monday, PJM Assistant General Counsel Thomas DeVita attributed the length of the audit to the COVID-19 pandemic and PJM’s large size relative to other organizations. The commission typically audits RTOs approximately every 10 years, he said.

“That’s just an extraordinarily long period of time for an audit, even by FERC standards,” DeVita said.

The one instance FERC found was related to a failure to properly “offer cap a self-scheduled generation resource in the day-ahead energy market for 18 hours on Jan. 21, 2019, despite the fact that its owner had failed the three-pivotal-supplier (TPS) test.” It was caused by operators using outdated provisions of PJM’s tariff, which had been superseded by FERC filings, according to the report.

It recommended developing new written procedures and supplying staff with periodic training. The commission is also requiring PJM to conduct a study into whether resources of all generation suppliers that failed the TPS test were offer capped and provide the results to auditors within 90 days.

The report came with 20 recommendations in total, three of which were related to the noncompliance instance, but also focused on software issues, incentives to follow dispatch, day-ahead resource commitment and FERC Order 760, which requires data related to markets to be sent to the commission’s Office of Enforcement.

Chris O'Hara, PJMChris O’Hara, PJM | © RTO Insider

An implementation plan for compliance with the recommendations is due Oct. 1. The commission is also asking for quarterly submissions to its Division of Audits and Accounting describing progress made on the recommendations.

PJM Chief Compliance Officer Chris O’Hara said in the statement that the RTO is already working on many of the improvements identified and will begin work on the remaining areas.

“The FERC audit report confirms not only PJM’s culture of compliance, but also PJM’s culture of teamwork,” he said. “This was an organization-wide effort, and we are proud of the results.”

Business Groups Try to Head off NJ Building Electrification Rules

A coalition of 24 New Jersey business and union interests are lobbying to halt a state plan that would prevent the installation of most fossil-fueled heating and hot-water systems in new buildings.

A letter sent by the group to the heads of the state Senate and General Assembly on Sept. 12 says the electrification program supported by Gov. Phil Murphy should be stopped because it will “dramatically increase costs for New Jersey residents and businesses at a time when the Legislature is focused on affordability.”

The coalition wants to stop rules crafted by the New Jersey Department of Environmental Protection (DEP) to help cut building emissions, the state’s second largest emitting sector, as the state reaches for Murphy’s goal of zero emissions by 2050. The rules are scheduled to be posted on Dec. 6 in the New Jersey Register, which could also trigger their enactment if no major changes are made from the last draft.

The groups said more than 5,500 buildings around the state would come under the boiler rules. They urged legislators to pass a bill, S-2671, that would prohibit any state agency from adopting rules and regulations that “mandate the use of electric heating systems or electric water heating systems as the sole or primary means of heating buildings or providing hot water to buildings, including, but not limited to, residences or commercial buildings.”

As drafted, beginning in 2025, the rules would prevent the DEP from issuing permits for new fossil fuel-fired boilers of 1 to 5 MMBtu unless it is “technically infeasible” to use a non-fossil fuel boiler because of “physical, chemical or engineering principles” or because the interruption of the operation of an existing boiler could “jeopardize public health, life or safety.” The “most commonly available fossil fuel-free heating mechanism” for hot water and steam is an electric boiler. Elsewhere, the rules would lower the limits for CO2 from fossil-fired electric generating units (EGU) and ban the use of two fuel oils that have high CO2 emissions.

“Compliance with this regulation will lead to significant increases in rents, property taxes and grocery bills, at a time when the Legislature is focused on reducing these costs,” the coalition said in its letter.

The coalition supported its case by citing a DEP estimate that the cost of operating electric appliances would be 4.2 to 4.9 times higher than for a fossil-fueled boiler or water heater. The coalition said the DEP did not estimate the cost of converting a building to electric heat and hot water, but it estimated a single boiler could cost $2 million.

The impacted buildings, the letter said, would include approximately 1,500 apartment buildings, 1,500 K-12 public schools, and 1,200 commercial, industrial and manufacturing facilities, as well as grocery stores, religious facilities and auto-body shops.

Eric Miller, New Jersey energy policy director of climate and clean energy for the Natural Resources Defense League, said the coalition “distorts” the position of the state, which is not mandating electrification, and is seeking to “stifle the move toward electrification.” Miller said the rules don’t favor electrification but simply prevent the installation of new fossil-fired boilers and heaters in favor of similar appliances that operate on any alternative fuel.

“Buildings are the second largest source of emissions in New Jersey, [and] there is no conceivable future where we achieve our climate goals if we do not decarbonize buildings,” Miller said.

Pre-empting Electrification?

Signers of the coalition letter include the state’s largest business groups — including the New Jersey Business and Industry Association and New Jersey Chamber of Commerce — and the New Jersey Builders Association, the New Jersey Apartment Association, the Chemistry Council of New Jersey and the Fuel Merchants Association of New Jersey. The union signers include locals of the International Brotherhood of Boilermakers, the International Union of Operating Engineers and eight locals of the New Jersey Pipe Trades.

The bill favored by the coalition is similar to so called “pre-emption bills” that have sought to prevent electrification requirements nationwide. The bills to prevent building electrification are often back by the fossil industry. In total, 21 states have adopted pre-emption laws, and another four have introduced but not yet enacted them, said Rita Yelda, eastern regional communications manager for Natural Resources Defense Council.

Miller said the coalition’s initiative is “is exactly in line with what we’ve seen in other states, probably for the past five years, to slow the switch to electrification, by — in most states — pre-empting local governments from banning gas hookups.” In New Jersey, he said, the law is “a solution in search of a problem” because the state has not mandated electrification, he said.

Neither S2671 nor its companion Assembly bill, A3935, have advanced since they were introduced in May. However, the legislature was out of session for most of the summer. A similar bill, introduced in the last legislative session, secured Senate approval in January but was not introduced in the Assembly before the session ended the same month.

S2671 would prohibit any state government department from mandating the use of electric building energy systems “until the DCA [Department of Community Affairs] issues a report on the costs and benefits of electric heating, as required by the bill.” The bill would not stop any agency from offering incentives to encourage the installation of such appliances; nor would it stop anyone from voluntarily installing them.

Fossil vs. Electricity Costs

The coalition’s letter is part of an ongoing debate in New Jersey over the initial investment costs and subsequent operating expenses resulting from the pursuit of clean energy strategies.

Business leaders and clean energy foes decry the potential cost of the state’s clean energy projects and the fact that state officials have not provided an estimate for what the state’s expansive passel of projects to fight climate change, laid out in the Energy Master Plan, would cost taxpayers.

A study commissioned by the BPU to determine the cost to ratepayers of pursuing the recommendations in the state’s plan, released Aug. 17, concluded that that clean energy-conscious residents could see a 16% cost reduction by 2030. However, the study did not factor in the investment and other costs of clean energy initiatives, such as switching to electric vehicles or electrifying buildings. (See NJ BPU Approves Report on Costs of Energy Master Plan.)

The coalition letter said that the cost of replacing a single 1.5-MMBtu natural gas boiler with an electricity-powered boiler, and installing a 480-V switchgear and transformers to support it, would cost about $2 million.

But Miller said that operating and technology costs are declining. Since the DEP study concluded that, based on 2018 information, operating an electricity boiler would be nearly five times as expensive as a gas boiler, gas prices have risen, he said. Moreover, the advance of technology has further reduced the gap between fossil fuel and electric boiler operating costs, he said.

A report by the Acadia Center, a nonprofit environmental and policy group, found that a residential heat pump would cost $4,000 to $7,000. And the average new home could save about $50/year if it installed new “efficient” cold climate heat pumps and heat pump water heaters.  If the homeowner also weatherized the house, it would save about $180/year, and an older, less efficient house could save $1,300/year by weatherizing and switching from gas to electric heat and hot water, the report said. (See NJ Enviros: Heat Pumps Can Cut Building Emissions, Costs.)

Narrow Set of Options for Retaining Everett LNG Terminal

The fate of the LNG import terminal in Everett, Mass., has come into increasingly sharp focus in the last few months as ISO-NE has continued to sound the alarm about winter grid reliability in the region.

But as of right now, there’s no consensus about how to keep the facility operating past 2024, when the contract sustaining its “anchor tenant,” the Mystic gas generating plant, expires.

ISO-NE laid out the problem in a statement it published ahead of a FERC forum in Vermont earlier this month: “The region must ensure the continued operation of the Everett LNG facility to maintain reliable electric and natural gas service for New England consumers.”

In a recent interview with RTO Insider, however, ISO-NE CEO Gordon van Welie made clear that the grid operator is not interested in using its own authority to do so. (See related story, Gordon van Welie Stares down Another Winter in Charge of ISO-NE.)

“We’re a balancing authority. We balance supply and demand. It’s not our job to make sure that there’s fuel supply,” van Welie said.

The one route by which ISO-NE might help keep Everett alive is through an extension of the reliability-must-run (RMR) contract keeping the next-door Mystic plant operating through 2024.

But van Welie indicated that ISO-NE is loathe to expand the contentious Mystic agreement, which has been the subject of bottomless litigation.

“It could be done by retaining Mystic, but nobody wants us to retain Mystic, and we don’t want to retain Mystic,” he said. “If we extend the Mystic agreement, then we’re socializing the cost of Everett across all electricity ratepayers … and it basically makes it cheaper for the gas” distribution companies.

Constellation Asks for Help

Constellation Energy (NASDAQ:CEG), which has operated the facility since 2018, also acknowledges it will need action from elsewhere to keep the terminal running.

At the FERC forum in Vermont earlier this month, the company’s senior vice president and deputy general counsel, Carrie Allen, made the case that the region should step up and find a way to ensure that Everett can continue to operate. The facility provides pressure support for pipelines it’s connected to and regularly sends out gas to other generators and systems besides Mystic, Allen argued.

And, she said, its gas is cleaner than the oil that would likely replace it if the facility were to go out of service in two years: Constellation has estimated without Everett, carbon dioxide emissions in the region would double and NOx emissions would go up by 74%.

“I do think Everett can critically contribute to reliability in New England,” Allen said. “It’s already permitted; it’s existing. It’s been operating reliably for 50 years. It’s not a question of will it be here. It’s here. The question is, do we want to keep it here?”

Like ISO-NE, Constellation isn’t keen on continuing the contentious Mystic RMR agreement, Allen said, but it’s worried about what comes next without the gas plant serving as an anchor tenant.

“Our experience is that there’s been quite a bit of interest in contracts for supply from our facility post-RMR. But there seems to be a bit of a regulatory problem, and we’re trying to work it through, in terms of the state approval process,” she said.

The potential buyers believe that they need to use fixed commodity pricing to get approval by state regulators.

Allen said she doesn’t believe that’s the case, and that it’s also not something that her company can provide during a potential nine-month wait for state approval.

“I think we need to talk about whether people want Everett to be a bridge to the long-term future. Does New England want to retain it? If so, we don’t have that much time. We have no commitments post cost-of-service that would require us to keep operating,” she said. “We’re faced with a choice, and it’s coming on us very soon for what to do.”

Another Way?

In a recent press briefing with local and national environmental groups, advocates said they were still looking at the details of ISO-NE’s warnings about the need to keep Everett afloat.

But more broadly, they say, the region should be doing more to move off of gas and into clean energy.

In a recent white paper, eight environmental groups challenged ISO-NE’s prediction that gas facilities will need to be in place for the foreseeable future to meet reliability needs.

“In fact, energy storage can serve similar balancing functions as gas, while providing relief to the electric system during winter cold spells and reducing transmission needs,” they wrote.

The groups said that ISO-NE and state leaders should “re-target or supplement” programs like Massachusetts’ Connected Solutions battery program or ISO-NE’s Inventoried Energy Program to incentivize energy storage development.

“I would like to see the day that ISO-NE identifies a clean energy project that they’re really enthusiastic about bringing online in an expedited manner,” said Jeremy McDiarmid, vice president at the Northeast Clean Energy Council, commenting on the grid operator’s urgency related to the Everett facility.

PJM MRC/MC Preview Sept. 21, 2022

Below is a summary of the agenda items scheduled to be brought to a vote at the PJM Markets and Reliability Committee and Members Committee meetings Wednesday. Each item is listed by agenda number, description and projected time of discussion, followed by a summary of the issue and links to prior coverage in RTO Insider.

Markets and Reliability Committee

Consent Agenda (9:05-9:10)

The MRC will be asked to endorse revisions to the following manuals as part of its consent agenda:

      • Manual 10: Pre-Scheduling Operations, Manual 12: Balancing Operations and Manual 13: Emergency Operations, to address the reserve price formation implementation;
      • Manual 14D: Generator Operational Requirements and Manual 13: Emergency Operation, to conform with NERC standards EOP-011, IRO-010 and TOP-003;
      • Manual 15: Cost Development Guidelines, to address reserve price formation implementation and changes resulting from the manual’s periodic review process. Same-day endorsement may be sought at the MRC and MC meetings; (See “Manual Revisions OK’d on Reserve Price Formation,” PJM Market Implementation Committee Briefs: Aug. 10, 2022.)
      • Manual 10: Pre-Scheduling Operations, Manual 14D: Generator Operational Requirements and Manual 18: PJM Capacity Market, conform with FERC’s July 12 order accepting PJM’s clarifications on its rules for hybrid resources;
      • Manual 18: PJM Capacity Market and Manual 18B: Energy Efficiency Measurement & Verification, resulting from the periodic review process; and
      • Manual 27: Open Access Transmission Tariff Accounting, Manual 28: Operating Agreement Accounting and Manual 29: Billing, to address reserve price formation implementation.

Endorsements (9:10-10:15)

1. Reserve Price Formation Manual Revisions (9:10-9:30)

PJM staff will review proposed revisions to Manual 11: Energy & Ancillary Services Market Operations to address reserve price formation implementation. The Independent Market Monitor will provide its perspective on the proposed revisions. (See “IMM, PJM to Collaborate on Manual Revisions Prior to MRC,” PJM Market Implementation Committee Briefs: Sept. 7, 2022.)

Issue Tracking: Energy Price Formation

2. Bankruptcy Protections (9:30-9:45)

PJM Assistant General Counsel Eric Scherling will review a proposed package of rule changes addressing bankruptcy protections. The revisions aim to provide greater protections against bankruptcies by market participants. The language was endorsed by the Risk Management Committee in July, and Scherling presented a first read to the MRC in August. (See “Revised Bankruptcy Rules,” PJM Markets and Reliability Committee Briefs: Aug. 24, 2022.)

Issue Tracking: Bankruptcy Protections

3. Market Seller Offer Cap (9:45-10:15)

Stakeholders will be asked to endorse one of two proposed packages of solutions — from PJM and LS Power — and tariff revisions related to changing the market seller offer cap. The PJM language seeks to ensure that market sellers can account for their Capacity Performance risk when offering into the Base Residual Auction. LS Power’s is similar to PJM’s, with differences reflecting sellers’ view of the risk of taking a capacity obligation. (See “Discussions Continue on Market Seller Offer Cap,” PJM Markets and Reliability Committee Briefs: Aug. 24, 2022.)

Issue Tracking: Capacity Reform Market

Members Committee

Consent Agenda (1:15-1:20)

C. Stakeholders will be asked to endorse or approve revisions to Manual 15: Cost Development Guidelines and Operating Agreement Schedule 2 to provide detailed guidance and updates to rules related to variable environmental charges and/or credits and their inclusion in cost-based energy offers. (See “Variable Environmental Costs and Credits,” PJM MIC Briefs: May 11, 2022.)

Issue Tracking: Variable Environmental Costs and Credits

D. The MC will be asked to endorse proposed revisions to Manual 15: Cost Development Guidelines. (See MRC consent agenda item above.)