Llewellyn King: Using school buses, etc., to store energy in the new electricity revolution
WEST WARWICK, R.I.
Carbon-free electricity isn’t a final destination – it is merely a stop along the road to a time when electricity becomes the clean fuel of choice and reduces pollution in buildings, cement and steel production, transportation and other places and industries.
That is the glorious future that Arshad Mansoor, president and CEO of the Electric Power Research Institute, sees. He revealed his vision on White House Chronicle, the weekly news and public-affairs program on PBS, which I host, on his way to the COP26 summit in Glasgow, Scotland.
Mansoor, who talks about the future with an infectious fervor, was joined on the broadcast by Clinton Vince, chairman of the U.S. Energy Practice at Dentons, the globe-circling law firm, and Robert Schwartz, president of Anterix, a Woodland Park, N.J.-based firm that is helping utilities move into the digital future with private broadband networks.
Mansoor outlined a trajectory in which electric utilities must invest substantially in the near future to deal with severe weather and decarbonization. For example, he said, some power lines must be put underground and many must be tested for much higher wind speeds than were envisaged when they were installed. Some coastal power lines must be raised, he said.
While driving toward a carbon-free future, Mansoor cautioned against utilities going so fast into renewables the nation ignores the ongoing carbon-reduction programs of other industries. Further, if utilities can’t meet the electricity demands of transportation or manufacturing, these industries will turn away from the electric solution.
“Overall, we looked at the numbers and they showed a huge national role in decarbonization for the electric utility industry,” Mansoor said. However, the transition is fraught. It must be managed, sometimes using more gas until the system can be totally weaned from fossil fuels, he said. An orderly transition is vital.
Clinton Vince said the electric utility world has experienced a lot of volatility from severe weather, due to climate change, to the Covid-19 pandemic, and cyber-intrusions. “If I were to boil down to one word what is vital for utilities, it would be ‘resilience.’ ”
Resilience is an ongoing utility goal: It is the ability of a single utility or a group of utilities to bounce back from adversity, often by restoring power quickly. Anterix’s Robert Schwartz said that with his company’s private broadband networks and the deployment of enough sensors, a utility could identify a power line break in 1.4 seconds, before it hits the ground.
One of the most exciting and revolutionary aspects of Mansoor’s thinking is that the consumer will become a partner in the electric utility future. They will join the ecosystem by providing load-management assistance through smart meters, now installed in 60 percent of homes.
Mansoor thinks that the nation’s 480,000 school buses, if electrified, along with private electric vehicles, can be used to store energy. This answers the concern many utility executives have about storage and the concern that a tsunami of electric vehicles will overpower electric supply in the coming decade.
I think the utilities should plan right now for the integration of electric vehicles into their systems. They should offer electric vehicle owners financial incentives for plugging in and sending their stored power to the grid.
Likewise, the utilities should provide rate incentives for off-peak electric vehicle charging. They could do worse than look at the algorithms that have made Uber and Lyft possible, unlocking value in the personal car.
The utilities could devise a flexible system whereby they pay for power when needed and give a price break for charging during off-peak hours, or when there is a surfeit of renewable energy. That is the kind of data flow that will mark the utilities going forward and stimulate demand for private broadband networks.
We, the consumers, will be partners in the electric future, managing our own uses and supporting the grid with our electric cars and trucks. That is Mansoor’s achievable vision.
Llewellyn King is executive producer and host of White House Chronicle, on PBS. He’s based in Rhode Island and Washington, D.C.
On Twitter: @llewellynking2
White House Chronicle
Llewellyn King: Interconnectivity at the heart of the revolution that’s upon us
Visualization from the Opte Project of the various routes through a portion of the Internet
WEST WARWICK, R.I.
When we look back on the convulsion that is going to reset America — the great technology-driven revolution that will extend to nearly every corner of American life — it may be named for President Joe Biden, but it won’t be his revolution. It is innovation’s revolution. He will help finance it and smooth it out, but it is already happening and is accelerating.
Biden’s typically soft speech to Congress (no stemwinder he) was a wish list of things dear to him, but also an acknowledgement of what already is in motion.
Technology is rampant and government’s role should be to provide partnership and, above all, standards, according to two savants of the tech world, Jeffrey DeCoux, chairman of the Autonomy Institute, and Morgan O’Brien, a visionary in U.S. wireless telecommunications, now executive chairman of Anterix, a company providing private broadband wireless networks to utilities. Above all, they said in an interview with me for the PBS program White House Chronicle, standards for the new technology are essential.
Partial interconnection with different appliances, from road sweepers to drone delivery vehicles speaking only to identical devices, will be self-defeating. The internet without international standards would have failed.
Biden is set to preside over the greatest industrial leap forward since steam provided shaft horsepower to make factories a reality. If Congress allows, the Biden administration will finance much of the upgrading of the old infrastructure. It also will be called upon to be part of the new infrastructure, the technological one. That will be expensive; both DeCoux and O’Brien warned that it will take huge sums of money to build out complete 5G broadband networks, which will carry the load of interconnectivity.
For the nation to leap forward, these networks need to bring 5G broadband to every corner of it, O’Brien said. It can’t be allowed to serve only those places where population density makes it profitable.
In his speech to Congress, Biden laid out a revolutionary abstract for the future of the nation. The human side of the Biden infrastructure plan -- things like day care, free community college, better health care, prescription drug pricing -- is the true Biden agenda.
The technology revolution is seen by the president not for what it is, a resetting of everything in America, but rather as a way to job creation. It will create jobs, but that isn’t the driving force. The driver is and has been innovation: science helping people. That, in turn, will bring about a surge of productivity and prosperity and with that, new jobs, quality jobs – robots will soon be flipping hamburgers and painting houses.
This other agenda, the one that will make the fundamental difference between the nation of today and the nation of tomorrow, is the technological revolution. The evolutionary forces for this upheaval have been gathering since the microprocessor started things moving in the 1970s.
At the core of the coming changes is interconnectivity. That is what will craft the future. Cars on highways will be connected with each other through thousands of sensors, and these will speed traffic and enhance safety both for those with drivers and new autonomous ones. Likewise, drones will deliver many goods and they will need to be interconnected and have superior flight management. Every aspect of endeavor will be involved, from managing railroads to increasing electricity resilience and the productivity of the electric infrastructure.
In an interview on the Digital Roundtable, a webinar from Texas State University, this past week, Arshad Mansoor, president of the Electric Power Research Institute, said improved interconnectivity could increase available electricity from dams and power plants often without new construction. He explained that interconnectivity wouldn’t only be essential to managing diverse generating sources, like wind and solar, but also in wringing more out of the whole system.
Technology has gotten us through the pandemic. Most obviously in the huge speed at which vaccines were developed, but also in our ability to meet virtually and the effectiveness of online ordering and delivery.
By nature, and by record, Biden is a get-along-go-along politician, a zephyr, as we heard in his address to Congress. But history looks as though it will cast him as a transformative president, a notable leader presiding over great winds of change.
Llewellyn King is executive producer and host of White House Chronicle, on PBS. His email is llewellynking1@gmail.com and he’s based in Rhode Island and Washington, D.C.
Autopilot system in Tesla car
Llewellyn King: The electric-car revolution is just getting going
The days of the internal combustion engine are numbered. The electric car is about to do to the traditional gasoline and diesel car engine what the cell phone is doing to the copper-wire, landline telephone: shoulder it out of the way.
Andrew Paterson, a principal with the Verdigris Capital Group, told a conference in Washington on June 7, electric car sales will at least quadruple in the coming decade and then really begin to accelerate. This, he said, was part of a larger electric boom that would see the doubling of world electric demand, mostly in Asia, by the middle of the century.
Electric utilities in the United States stand to benefit from the switch from gasoline and diesel to electricity largely because they will be able to meet the new demand without adding new generation, according to the Electric Power Research Institute, based in Palo Alto, Calif. It believes most of the charging of electric vehicles will take place off-peak, at night and when there is less demand. At worst the new load will fall partly during the day, when there is a surplus of solar power.
Analysts say much depends on whether commercial and company parking facilities can be turned into charging stations as well. Maybe when the boom really picks up, even parking meters will become charging stations.
The change in transportation will have huge effects beyond the car infrastructure. Gradually, gas stations will become obsolete. Technicians who service cars with oil changes and tuning will be out of work.
Electric cars are fundamentally simpler than today’s vehicles — they will run for tens of thousands of miles without maintenance, and that will be confined to things like tires, brakes and lights. Cities will get cleaner and quieter.
Once upon a time, it was just environmentalists who loved electric cars. Now consumers are gooey over them. The proud owner of a Tesla Model S told me this week that he would never buy a conventional car again. He said that his Tesla has it all — quiet, undreamed of acceleration and great luxury. And he has what it takes to go electric easily: a suburban home with a carport and a charging station in his office building in Washington.
Apartment dwellers and those without driveways or garages in townhouses will have to wait for technology to fix their charging needs. Manufacturers are striving for easier charging and longer-endurance batteries.
There are, by my count, less than a dozen dedicated charging companies that have sought to commercialize charging by wiring commercial garages and other places where cars sit. None has been very successful to date and there have been bankruptcies.
As always with new ways of doing things, there is hesitance and a hope that someone else will lead the way. I believe that the moment entrepreneurs find a way of making money from cars in commercial parking lots and other away-from-home sites, there will be a boom in offering charging and the switch to electric will be accelerated. Charging will become big business.
But questions do abound for long-distance driving. Soon 300 miles will be the electric vehicle standard, but it will not get you from Chicago to Los Angeles, or even Washington to Boston.
The speed of technological evolution is the unknown, but it will control the accelerator in the race to electricity. Better batteries, faster charging and more public confidence in the duration of each charge will all control the rate of change.
When it comes to heavy vehicles that travel great distances, like intercity buses and trucks, the conversion to electricity, though yearned for, may be a lot slower. Until smart highways offer charging through induction, using electromagnetic fields, diesel will still rule.
The earliest cars were electric and were thought then to be the future — clean and quiet. But lead-acid batteries could not hack it. Stubbornly Harrods, the famous department store, used electric delivery vehicles around London until the 1960s; maybe because these sedate, quiet, liveried road queens exuded classiness.
Like all revolutions, there will be winners: those who find out how to make money out of battery charging and those who make electricity. And losers: oil companies, gas stations, service departments of dealerships and the long-dreamed-of hydrogen car.
Incontrovertibly, the air in cities will be a winner — a big, big winner.
Llewellyn King (llewellynking1@gmail.com), a frequent contributor to New England Diary, is executive producer and host of White House Chronicle, on PBS, and a veteran publisher, editor, columnist and international business consultant. This piece first ran in InsideSources.