The New Grid: Integrating Photovoltaics, Energy Storage, and a Local Utility for Electric Transportation

Transcription

1 THIS FILE CONTAINS EXCERPTS FROM AN ACTUAL PROPOSAL. PLEASE SEE THE PAGE FOLLOWING THE TABLE OF CONTENTS FOR THE INTERACTIVE LINKS TO EVALUATION CRITERIA. Volume I: Technical Proposal South Coast Air Quality Management District RFP #P : Deployment of Five Megawatts or More of In-Basin Renewable Distributed Electricity Generation and Storage to Support Electric Transportation Technologies within the South Coast Air Quality Management District The New Grid: Integrating Photovoltaics, Energy Storage, and a Local Utility for Electric Transportation Technical Point of Contact Dr. Matthew Barth Professor and Director Bourns College of Engineering Center for Environmental Research and Technology Mail Code 022 University of California Riverside, CA (951) Fax (951) barth@ee.ucr.edu Authorized Representative Ms. Gillian Fischer Principal Contract and Grant Analyst University of California Office of Research 200 University Office Building Riverside, CA (951) Fax (951) gfischer@ucr.edu Printed on recycled paper July 1, 2011 Prepared for: Procurement Unit South Coast Air Quality Management District Copley Drive Diamond Bar, CA (909) Program Supervisor: Alfonso Baez Technology Advancement South Coast Air Quality Management District East Copley Drive Diamond Bar, CA (909) abaez@aqmd.gov

2 Table of Contents A. Summary...1 Overall Approach...1 Scope of Work and Methodology...1 Teaming...2 Anticipated Results...3 B. Program Schedule...4 B.1 Project Description: Solar Energy Powering a City-Wide Transportation System..4 B.1.1 Meeting the Demands of Electric Transportation...7 B.1.2 Anticipated Performance and Environmental Benefits...10 B.1.3 Status of the Technology...14 B.1.4 SGIP/CSI Credit...14 B.2 Milestones and Benchmarks...15 C. Project Organization...20 C.1 Management Structure and Approach...20 C.2 Organization of the Team...22 C.3 Program Monitoring Procedures...32 D. Qualifications...32 D.1 Technical Capabilities...32 D.2 Relevant Other Projects...34 E. Assigned Personnel...37 E.1 Key Personnel...37 E.2 Effort Commitment of Key Personnel...38 E.3 Performance within the Boundaries of the District...38 E.4 Training Requirements and Personnel Qualifications...38 E.5 The Team s General Qualifications...39 F. Subcontractors...39 G. Conflict of Interest...40 H. Additional Data...40 H.1 Warranty...40 H.2 Permitting and Safety...40 H.3 Useful Life of the System and Safe Operation...41 H.4 Data Collection and Analysis...42 H.5 Battery Data...42 i

3 Roadmap to Technical Evaluation Criteria Evaluation Criterion Addressed in Proposal Section Page Understanding of the Problem/Requirements B.1 Project overview 3 Technical/Management Approach B.2 Milestones C.1 Management structure C.3 Program monitoring procedures Qualifications C.2 Organization D.1 Technical capabilities Experience on Similar Projects D.2 Relevant past projects 34 SGIP/CSI Qualification B.1.4 Credit status 14 Cost Effectiveness Cost Volume II-8 Cost Sharing Cost Volume II-8 Small Business Not applicable DVBE Not applicable Low Emission Vehicle Business Not applicable Local Business Yes III-3 Off-Peak Hours Delivery Not applicable Roadmap to Administrative Evaluation Criteria Evaluation Criterion Addressed in Proposal Section Page Small Business Not applicable DVBE Not applicable Low Emission Vehicle Business Not applicable Local Business Yes NA Off-Peak Hours Delivery Not applicable ii

4 A. Summary This project will implement a major citywide demonstration site in Riverside, California, that integrates solar photovoltaics, energy storage, and power distribution to support electric transportation. This project will serve as a key component toward fulfilling the South Coast Air Quality Management District s goal of installing 5 megawatts (MW) of in-basin renewable distributed electricity generation and storage for electric transportation. A team led by the University of California-Riverside (UCR) will install 2 MW of solar electricity generation and battery storage. This system will support three loosely-connected electric transportation components: 1) an electric trolley route connecting UCR/city/Metrolink; 2) fleet vehicle recharging for city vehicles; and 3) private vehicle recharging at different locations in the city. The project will serve as a resource for stimulating electric transportation within the South Coast Air Basin, as a model for similar vertically integrated systems, and as a smartgrid research testbed for future innovation. The project is highly cost effective, taking advantage of recent donations associated with UCR s Southern California Research Institute for Solar Energy (SC- RISE) and Winston Global Energy Center, which are based at the College of Engineering-Center for Environmental Research and Technology (CERT). Overall Approach Electric vehicle recharging from solar energy will be enabled throughout Riverside in a network that consists of the following components: 1 MW of photovoltaic electricity generation on the UCR campus; 1 MW of photovoltaic electricity generation at the CERT/Bourns site in the Hunter Park area, near a new Metrolink station; 1 megawatt-hour (MWh) of advanced lithium battery storage on the UCR campus; 1 MWh of advanced lithium battery storage at the CERT/Bourns site; and Grid integration to manage stored electricity for vehicle charging throughout the city. Electric vehicle charging will be available at three UCR parking lots (1, 15 and 30), at the CERT/Bourns site, and at 14 Level-2 locations throughout the City of Riverside. Additionally, the system will charge an electric campus/city trolley bus through a new Level-3 charger installed along the trolley route. This trolley will serve the new Hunter Park Metrolink station on the Perris line in Riverside when it opens in Scope of Work and Methodology The project scope consists of eight tasks, which the body of the proposal discusses in detail. It should be noted that several of these tasks do not require District funding; the Cost Volume explains the financial structure of the project. The tasks are: 1. Installation of at least 1 MW of photovoltaic electricity generation on UCR s West Campus area; 2. Installation of at least 1 MW of photovoltaic electricity generation at CERT and UCR s Parking Lot 30 (approximately 8 kw); 1

5 3. Advanced battery storage system installation at UCR s West Campus and CERT; 4. Off-grid (solar and storage on site) and grid-connected electric vehicle (EV) charger installation at various locations; 5. Development of grid management algorithms to utilize the stored electricity for EV charging needs that has minimal impact on the electric grid; 6. Conversion of a campus/city/metrolink trolley to operate on electric drive and to accommodate Level-3 charging; 7. Operation, data collection, and planning this will include operating the trolley and collecting data; planning a route expansion for the Hunter Park Metrolink station; data collection from the PV systems, batteries, and chargers; and analysis and modification of the algorithms. 8. Reporting to the District. This proposed work is coordinated with on-going activities: UCR has already initiated installation of the 1 MW West Campus photovoltaic system. Further, the City of Riverside is moving forward with its 14 Level-2 chargers. Through coordination of these efforts within this proposed scope of work, the infrastructure will be installed and operational within 12 months of award, allowing time for fine-tuning, analysis, and reporting. Teaming CERT will be the lead organization for this project. Key participating UCR organizations include Physical Plant, Transportation and Parking Services (TAPS), Capital and Physical Planning, SC- RISE, and the Winston Global Energy Center. Key partner organizations and their roles are as follows: then came a list of companies involved 2

6 Anticipated Results This project will uniquely integrate existing and new efforts in solar electricity generation, energy storage, and electric transportation infrastructure. As previously mentioned, UCR already has initiated plans to install 1 MW of photovoltaic generating capacity at its West Campus site (see map on Page 5). Further, the City of Riverside already is moving forward with plans for 14 Level-2 EV chargers (see map on Page 7). District support from this program will make it possible to integrate these and other initiatives into a citywide demonstration/deployment program that will achieve 40% of the District s near-term goal for renewable energy generation and storage in support of electric transportation. Further, this integrated renewable energy system will create a unique utility-connected smartgrid research testbed which couples energy generation, storage, and electric transportation, allowing for students and researchers to develop improved energy systems for the future. The proposed system will achieve the following results: 3340 MWh of renewable PV electrical generation in support of Electric Vehicle charging; 486 MWh of reduced peak energy demand due to integrated energy storage; 145 lbs/yr reduction in VOCs; 1408 lbs/yr reduction in NOx; 18 Level-2 chargers integrated with PV generation and energy storage; Electrified transit route with fast charging; and, 2661 Metric tons of GHG annual reductions. The energy efficiencies, system costs, and emissions reductions will be evaluated, verified, and documented with continuous system monitoring and operational results. 3

7 B. Program Schedule B.1 Project Description: Solar Energy Powering a City-Wide Transportation System The South Coast Air Quality Management District s Governing Board has made a priority of establishing at least 5 MW of in-basin renewable distributed electricity generation and storage for electric transportation. It is clear that achieving clean-air standards within the South Coast Air Basin will require the adoption of zero-emission vehicle technologies on a large scale. Based on trends in the automotive industry, battery-powered electric vehicles will make up a meaningful portion of the coming zero-emission fleet. Providing the electricity for those vehicles through renewable sources will have the double benefit of displacing fuel consumption by the vehicles themselves and by the power plants that produce electricity. Furthermore, integrating electrical storage with renewable generation will make it possible to dispatch electricity for vehicles when it is needed, thus mitigating stress on the region s electricity grid. This project addresses the District s priority by installing and operating 2 MW of electrical generation from photovoltaics, coupled with 2 MWh of advanced lithium battery storage, in a network that will serve the entire City of Riverside, including the UCR campus, a growing technology park area (Hunter Park) and a new Metrolink station. This proposed effort builds upon existing strategic partnerships and planned programs in establishing this integrated system that is achievable within the defined scheduling constraints. This integrated renewable energy system will create a unique utility-connected smartgrid research testbed which couples energy generation, storage, and electric transportation. The coordinated efforts with Riverside Public Utilities will also allow for management of energy storage and vehicle charging to minimize distribution energy loads. Level-2 electric vehicle chargers distributed throughout the City of Riverside will be monitored and controlled to manage energy demand. An electric trolley is proposed to enhance the deployment of electric transportation within the UCR campus and surrounding community. The ultimate goal of the integrated project is to manage the PV energy production and battery energy storage to alleviate the energy distribution impacts of electric vehicle charging. Figure 1 shows the deployment associated with UCR facilities, Figure 2 illustrates the interconnection of the components, and Figure 3 shows the detailed locations of the proposed 14 Level-2 chargers throughout the city. Key components of the overall system are listed below: 1 MW of photovoltaic electricity generation on the UCR campus; 1 MW of photovoltaic electricity generation at the CERT/Bourns site in the Hunter Park area, near a new Metrolink station; 1 MWh of advanced lithium battery storage on the UCR campus; 1 MWh of advanced lithium battery storage at the CERT/Bourns site; and Grid integration to manage stored electricity for vehicle charging throughout the city. Electric vehicle charging will be available at three UCR parking lots (1, 15 and 30), at the CERT/Bourns site, and at 14 Level-2 locations throughout the City of Riverside. Additionally, the system will charge an electric campus/city trolley bus through a new Level-3 charger installed long the trolley route. This trolley will serve the new Hunter Park Metrolink station in Riverside when it opens. 4

8 Figure 1. The project will integrate photovoltaic generating sites, battery storage sites, and UCR electric vehicle chargers. Not shown: the location for Level 3 charging for the battery-powered trolley and the locations of 14 City-owned Level 2 chargers. 5

9 University of California, Riverside Figure 2. Free-standing and grid-connected electric vehicle charging are components of the system. The integration of generation, storage, and grid management will make it possible to support large numbers of electric vehicles with minimal grid impact. The system also will serve as a smartgrid testbed for further improvements. 6

10 Figure 3. Riverside Public Utility s power distribution network showing 69 kv lines in red, major substations in blue and proposed city owned Level-2 electric vehicle charging stations. B.1.1 Meeting the Demands of Electric Transportation Conceptually, there are three energy management strategies to charge electric vehicles and gridconnected hybrid-electric vehicles. All of them require some form of storage if they are to incorporate renewable electrical generation effectively, and the best systems will integrate grid management strategies to mitigate demand during peak times. This project goes beyond providing electricity generation, storage, and charging infrastructure by connecting the renewable infrastructure to the grid and incorporating advanced management strategies. The system will generate electricity when the sun is shining and provide it, day or night, when it is needed for vehicle recharging. The traditional energy management strategy to recharge electric vehicles is to plug them in during off-peak night and/or weekend hours when other electrical demands are low. Since solar energy is not generated at night, this requires a mechanism for storing electricity during the day and releasing it at night (using this energy strategy is the most efficient and environmentally sensible application). The solid red line in Figure 4 shows the actual demand for the RPU service area over the 24 hour period on August 31, 2007, the highest demand day for this utility when peak demand reached 609 MW at 3 pm. Even on this day, the demand was below 400 MW between the hours of 11 pm and 9 am and the lowest demand was only 280 MW at 4 am. Every day of the year, there is 7

11 plenty of capacity left in every utility system during the off-peak hours, and most utilities offer significantly lower electric rates during those hours. The dashed area during off peak hours represents a hypothetical electrical energy storage by charging battery during mid-night and 7 am and then delivering them during the peak hours between 1 pm and 7 pm. Figure 5 shows the variation of demand over the electric feeder line supplying CERT on the same peak demand day of August 31, As this line only supplies industrial loads, its characteristics are different from the residential and commercial loads, but it still shows the demand peaking at 4.4 MW a few times a day, while dropping to a low value of 3 MW at other times freeing up capacity for battery or EV charging. The dashed areas again represent charging batteries during off peak hours and delivering energy during a number of high demand periods. In this scenario, the peak demand for this feeder is reduced about 10% from 4.4 MW to 4.0 MW by utilizing energy from batteries charged during the off peak periods. The battery energy storage capacity required to implement the example represented in Figure 5 is approximately 1 MWh. The price differential between off peak and peak electricity is between a factor of 2 to 4 depending on the utility territory. Figure 4. Riverside Public Utilities system highest historic electrical daily load demand curve. 8

12 Figure 5. Hunter Substation Feeder #1225 highest system demand daily load curve (CERT supply substation). As is shown in Figures 4 and 5, for the electric utility system the maximum demand occurs on hot summer afternoons, stressing the system to the limit. Large-scale electric transportation will result in a very significant portion of the charging occurring during the afternoon working hours before the long return commute. This will result in further increase in afternoon peak electricity demand, thereby causing further stress to the distribution grid a major concern for the electric utilities. A smartgrid energy management system as proposed in this project will minimize the random uncontrolled charging by paying attention to the electrical distribution system status. The second charging strategy is opportunity charging throughout the day, taking advantage of chargers where and when available to fully or partially replenish the vehicle battery and extend the range before further charging is needed. A good amount of opportunity charging takes place during peak hours and in commercial areas where daytime demand is high (e.g., business districts, shopping districts, and transportation hubs). Opportunity charging benefits from stored renewable energy because the electricity can be released as it is needed. In our configuration, the stored electricity will serve multiple charging sites throughout Riverside, not just the chargers collocated with the energy storage. To accomplish this, we will collaborate with RPU in devising advanced strategies for managing electric vehicle load as part of the daily rise and fall in electricity demand. UCR will also make it possible to add electric vehicle charging in Parking Lot 30. This is the largest lot at UCR, but it has no EV charging because electrical service to the area is already near its maximum capacity. As described later in the proposal, this project will use solar generation and battery storage to provide EV charging in Lot 30 without incurring the significant expenses of extending new distribution lines from the nearest substation. However, to offer flexibility in 9

13 the system configuration, it will still be connected to the grid using a low-power connection to make use of grid charging during the off peak period when necessary. The third approach to charging is to build chargers into routes for transit or delivery vehicles so they can be recharged during scheduled stops. Like opportunity charging, this puts demands on the grid during peak times. Unlike opportunity charging, these demands can be predicted, since we know when an electric bus will arrive at a charger and how much electricity it will need before its next opportunity to charge. The collaboration with RPU will include work on grid management strategies for this type of demand. B.1.2 Anticipated Performance and Environmental Benefits All of the components of the photovoltaic generation systems and the battery storage systems are commercial, off-the-shelf technology (see Section B.1.3). We anticipate that the energy generation will be able to operate as designed without major hardware upgrades or replacement for 20 years. The energy storage batteries will be subject to replacement after the cycle life has been reached. It is anticipated that the demonstrated additional benefits of energy storage from this project will justify the future replacement costs of battery hardware. The future costs of battery replacement will be procured from other sources (e.g. donation, utility, operational savings, etc.) when the need arises. The energy storage electronics will be designed to last the 20 year lifetime of the other energy generation components. Energy generation is derived from many sources. RPU s power portfolio currently consists of natural gas, hydroelectric, geothermal, wind, and solar resources in addition to traditional sources like coal. The South Coast Air Basin (Basin) criteria pollutant emissions improvements are only related to power generated within the Basin. Natural gas power generation is the most prevalent emissions contribution for power generation within the Basin. Emissions reductions (GHG and criteria pollutant) are estimated for three system components: PV generation (Tables 1 and 2); energy storage (Tables 3 and 4); EV trolley operation (Tables 5 and 6). The tables below provide emissions reduction for each system component with total system reductions provided in Tables 7 and 8. The 2 MW of solar installation facilitated by this project is estimated to generate 3,340 MWh of power per year. Strategic management of this energy production can support EV charging during periods when in-basin power generation can be offset. The greenhouse gas offsets and criteria pollutant offsets are provided in Tables 1 and Table 2 respectively. RPU reported to California Air Resources Board GHG content for CY 2010 power portfolio was 927 lbs CO 2 -equivalent per MWh (total GHG emissions from power production resources divided by total retail load). The U.S. Environmental Protection Agency (EPA) method provided in Table 1 provides the CO 2 offset for non-base load energy generation. [EPA 2011, The RPU Portfolio method list in Table 1 contains GHG emissions from all generation sources purchased by RPU. The EPA GHG offset consists of primarily natural gas power generation. 10

14 Table 1. GHG offset for 2 MW PV installation using RPU power profile and EPA rates. Method Annual PV Power GHG Offset Total Annual Reduction RPU Portfolio 3,340 MWh/yr 927 lbs CO 2 /MWh 1,404 metric tons EPA 3,340 MWh/yr 1520 lbs CO 2 /MWh 2,303 metric tons Table 2. Criteria pollutant offset for 2 MW PV installation using RPU reported rates. Criteria Emission Pollutant Rate (lbs/mwh) Annual Emission (lbs) Annual Power (MWh) Total PV Annual Reduction to Criteria Pollutants (lbs/yr) CO 1, , VOC , NOX 8, , SOX , PM10 2, , The benefits of integrated energy storage can also provide in-basin emission reductions. Daily peak power demand is frequently met with in-basin natural gas power generation facilities. Strategic management of energy storage will allow energy storage to occur when power is supplied from sources which do not contribute to in-basin emissions. This power can then be distributed during EV charging periods when power would typically be supplied by in-basin power generation. This energy storage management strategy will reduce in-basin daily peak energy production. The 2 MWh of energy storage is estimated to provide 1,334 kwh of potential emissions offset per day. This two-thirds depth of discharge is intended to extend battery life. This is equivalent to 486 MWh per year. Table 3 lists the GHG reductions expected from integrated energy storage independent from PV energy production. This additional emissions reduction can be obtained through collaborative energy management with the local utility. Table 3 details the GHG reductions expected for the complete RPU energy portfolio as well as the EPA estimation method. Table 4 details the criteria pollutant reductions expected form the integrated energy storage. Table 3. GHG offset for 2 MW energy storage using RPU power profile and EPA rates. Method Energy Storage GHG offset Total Annual Reduction Power Shift RPU Portfolio 486 MWh/yr 927 lbs CO2/MWh metric tons EPA 486 MWh/yr 1520 lbs CO2/MWh metric tons Table 4. Criteria pollutant offset for 2 MW energy storage using RPU reported rates. Annual Annual Emmission Energy Emission Power Rate (lbs/mwh) Storage (lbs) (MWh) Offset Criteria Pollutant (Mwh/yr) CO 1, , VOC , NOX 8, , SOX , Energy Storage Reduction (lbs/yr) 11

15 PM10 2, , This project is also facilitating the installation of EV chargers and an electrified transit route. The electric bus conversion and fast charging infrastructure is dependent upon the implementation of this integrated project. The mobile source emissions and GHG reductions achieved from the electric trolley can be attributed to this energy generation and storage project. The electric bus route is approximately 11 miles round trip with 10 trips per day during the academic calendar. The service route is in operation approximately 165 days per year. The service route annual mileage equals approximately 18,150 miles per year. The GHG and criteria pollutant emissions offset associate with converting the trolley from diesel fuel to electric powered is shown in Table 5 and Table 6 respectively. The method utilizes South Coast Air Quality Management District emission factors for the 2013 scenario year [AQMD 2011, Table 5. GHG offset for EV trolley using AQMD EMFAQ 2013 scenario emission rates. Method ZEV miles GHG offset Total Annual Reduction AQMD EMFAC 18,150 mi/yr lbs CO2/mi 22.9 metric tons Table 6. Criteria pollutant offset for EV trolley using AQMD EMFAQ 2013 emission rates. Criteria Pollutant Annual Miles Emission Factor (lbs/mi) Total Annual Reduction to Criteria Pollutants (lbs/yr) CO 18, VOC 18, NOX 18, SOX 18, PM10 18, Total project GHG emission reductions for PV generation, energy storage and EV trolley are shown in Table 7. The RPU portfolio contains GHG emissions from all generation sources purchased by RPU. The U.S. EPA greenhouse gas (GHG) offset consists of primarily natural gas power generation. The total annual criteria pollutant emission reductions are provided in Table 8. These annual reductions combine the PV generation, energy storage, and EV trolley emission reductions. Table 7. Project total GHG annual emission reductions. Method PV Reduction Energy Storage Reduction Electric Trolley Reduction RPU Portfolio 1,404 metric metric 22.9 metric tons tons tons EPA 2,303 metric tons metric tons 22.9 metric tons Total Project Annual GHG Reduction 1,631.1 metric tons 2,661.0 metric tons 12

16 Table 8. Project total criteria pollutant annual emission reductions. Criteria Polluta nt PV Annual Reduction (lbs/yr) Energy Storage Reduction EV Trolley Reduction (lbs/yr) Project Total Reduction to Criteria Pollutants (lbs/yr) (lbs/yr) CO VOC NOX SOX PM One additional valuable feature of this project is installation of electric vehicle charging at UC Riverside s Lot 30. This is UCR s largest parking lot, and it has no facilities for electric vehicle charging today because the current power supply to the area cannot accommodate any additional load. The Lot 30 site will be supported with on-site solar panels and batteries. This will make it possible to charge vehicles there without the expense of adding new lines from the nearest substation. As explained earlier, a low-power connection to the distribution grid is still planned to utilize off peak power if and when necessary. Electric vehicle infrastructure also includes an electrified transit route linking UCR and recently approved Metrolink station. Metrolink will open a station in the Hunter Park area, adjacent to the CERT/Bourns site, in September 2013 as part of a new Perris Valley Line (Figure 6). The Riverside County Transportation Commission estimates that this station will serve 593 riders per day by We expect that the electric trolley route, which currently runs from the UCR campus south to the Canyon Crest Town Center, will be expanded northward to include the Metrolink station and CERT/Bourns. This will add to the attractiveness of Metrolink as a commuting option for Inland Empire residents, and will displace vehicle miles traveled. Displacing these miles will eliminate emissions from those trips and reduce congestion, so other vehicles also pollute less. CERT will verify the performance of the system over at least two years of start-up and operation. Additionally, as noted elsewhere in the proposal, it is envisioned that the system will serve as a testbed Figure 6. A Metrolink station in Hunter for other advanced grid and electric transportation Park, between the UCR campus and CEtechnologies, so there will be baseline against CERT, is scheduled to open in (Map by Riverside County which to measure new technologies. We will Transportation Commission.) welcome the District to perform or contract out for its own independent analyses of the performance of the overall system or its components. Section H.4 discusses assessment in further detail. 13

17 B.1.3 Status of the Technology The specific components of the system are as follows: Photovoltaic panels: The University has already embarked on a major solar energy initiative by issuing a request for proposals on a 1 MW photovoltaic generation system at West Campus and expects to select a vendor in the second or third quarter of The RFP requires off-the-shelf proven solar panels, inverters and balance of the system to be installed and maintained by the developer. In addition, another 1 MW photovoltaic system will be installed at CERT/Bourns; this will use Jiangsu Green Power PV s GPM240-B-60 photovoltaic panels and Satcon s PowerGate Plus 500kW inverters (as proposed by the developer SolarMax). Both products are commercially off-the-shelf and have been previously used by SolarMax in other projects. Jiangsu Green Power PV offers 25 years 80% Power Warranty. Satcon offers a 20+ plus year life span, and a 99% uptime guarantee, with the option of purchasing extended warranty up to 20 years. Batteries: Advanced lithium ion batteries can have warranties of up to 5 years as is shown in the attached brochures of a supplier. Battery specifications include 2000 cycle life with 30% depth of discharge. Level-1 chargers: These chargers use the standard three-prong household connection, and they are usually considered portable equipment. They use common household circuit, rated to 120 volts AC and 15 amperes. These chargers are suitable for charging a battery electric EV or PHEV overnight. Level-2 chargers: Permanently wired electric vehicle supply equipment used especially for electric vehicle charging; rated up to 240 volts AC, up to 60 amps, and up to 14.4 kilowatts. Level-2 chargers typically charge a standard EV in four or five hours. Level-3 charger: Permanently wired electric vehicle supply equipment used especially for electric vehicle charging; rated greater than 14.4 kilowatts. A charger can be considered a fast charger if it can charge an average electric vehicle battery pack in 30 minutes or less. Trolley: The trolley converted to operate on electric drive with Level-3 charging will be converted by Balqon, which has extensive experience in producing heavy-duty electric vehicles. The system will use commercial, off-the-shelf technology. More information on Balqon is provided in Section F. B.1.4 SGIP/CSI Credit this was an administrative criterion. text has been deleted. 14

18 B.2 Milestones and Benchmarks The project consists of eight tasks, which are described here. Task 1: Installation of 1 MW of photovoltaic electricity generation on the West Campus area of UCR. The University released Request for Proposals , titled West Campus Solar Photovoltaic (PV), on May 12, Proposals are due July 12, This project calls for a privately owned 1 MW photovoltaic array on campus; it is anticipated that the contractor will build, own, and operate the solar photovoltaic system and sell the solar energy output to UCR. The University shall arrange for installation of 1 MW of photovoltaic electrical generating capacity according to RFP Task 1 milestones: Receipt of proposals: 7/12/2011. Selection of contractor: estimated no later than October Agreement: estimated no later than January Initiation of construction: to be negotiated. Completion of system, inspections, approvals, and initial operation: to be negotiated. Task 1 benchmarks: System is sized and scaled according to University specifications. Permitting, construction, inspections, and approvals proceed according to schedule. Task 2: Installation of 1 MW of photovoltaic electricity generation at CERT/Bourns and UCR Lot 30. SolarMax, a manufacturer, system integrator, and installer of photovoltaic panels, has agreed to donate 1 MW of photovoltaic generating capacity to the University in combination with system installation. SolarMax has included the cost of mounting hardware, wiring, inverters, grid intertie, and installation within the cost estimate. SolarMax will provide a fully operational 1 MW photovoltaic system at the cost of installation: 992 kw of this capacity at CERT (1084 Columbia Avenue, Riverside 92507) and approximately 8 kw at UCR Parking Lot 30 (near the intersection of Canyon Crest Drive and Martin Luther King Boulevard). Task 2 milestones: SolarMax will initiate the one MW system installation (12/31/2011). Micro-grid site architectures defined with EV chargers, battery storage, monitoring, and grid inter-tie (3/31/2012). Permitting and Plan Check completed with UCR and City of Riverside (5/31/2012) System installation, inspection, and approval (8/31/2012) Data integration with RPU, UCR, and EV chargers (11/30/2012) Task 2 benchmarks: Permitting, construction, inspections, and approvals proceed according to schedule. 15

19 PV panel performance matches manufacturer specifications. Energy production data, on-site energy use, and grid transfer quantities verified on database. Task 3: Advanced battery storage system installation at UCR West Campus and CERT. UCR and Winston Energy have partnered on the creation of the Winston Global Energy Center. In addition, Winston Chung invested heavily in Balqon Corporation, Harbor City, California, for both developing smart battery management system and marketing our fast charging unique battery system for clean electric vehicles. This task will utilize the contributions of Winston Energy and the collaboration of Balqon Corporation to integrate the battery energy storage. Winston Energy has agreed contribute to this project through the following initiatives: Winston Energy will donate 2 MWh of rare earth lithium yttrium battery integrated with the solar electrical generation and storage, and off peak charging envisioned in the project. Winston Energy will work with UCR to deploy and demonstrate smart battery controllers. This will involve creating and implementing one or more energy strategies to monitor battery system status and electricity demand from electric vehicles chargers. Technical and managerial personnel of Winston Energy associated companies will provide practical input and advise to the proposed project team so as to make the system functional and reliable. The University shall: a) design battery enclosures, b) design interconnects with the photovoltaic system from Task 1, c) design interconnects to the electric vehicle chargers from Task 4, and d) design interconnects to the grid from Task 5 for the West Campus site and the CERT/Bourns site. Through UCR Physical Plant or an outside contractor or a combination of the two, UCR will install the batteries in the enclosures and interconnect them according to the designs. UCR will obtain any required inspections from the campus and local agencies to assure safety, security, and reliable operations. Task 3 milestones: Completion of the agreement for battery delivery (12/31/2011) Completion of the design for the West Campus enclosure and interconnects (3/31/2012) Completion of the design for the CERT/Bourns enclosure and interconnects (3/31/2012) Construction scheduling and, if applicable, hiring of construction contractor (4/30/2012) Completion of construction, installation, and inspection (11/30/2012) Task 3 benchmarks: Battery capacity matches design specifications. Permits and inspections are approved and completed according to plans. Energy storage data, time of use, and grid transfer quantities verified on database. Task 4: Off-grid and grid-connected electric vehicle charger installation. 16

20 The University is integrating the electric vehicle charging infrastructure with the solar energy production and energy storage. When electric vehicle charging is adding undesired load to the utility grid, solar energy and/or battery stored energy will be diverted to the grid. This effort requires the integration of electric vehicle charging activity to the energy storage and energy production sites. The University shall procure and install electric vehicle chargers in the following locations: UCR Parking Lot 1: one Level-2 charger. UCR Parking Lot 15: one Level-2 charger. UCR Parking Lot 30: two Level-2 chargers. CE-CERT/Bourns: three Level-2 chargers and one Level 3 charger for the trolley. Each charger will be connected with the grid which is on the same utility sub-station as the photovoltaic generation and energy storage. The chargers in Lot 30 and at CERT also will be connected directly to the on-site electricity storage systems, so they can draw directly from the battery storage rather than through the grid for greater efficiency. These locations with on-site energy storage will demonstrate the ability to provide electric vehicle charging on limited capacity utility distribution networks. Independent of District support of this project, the City of Riverside will install 14 Level-2 chargers at sites throughout the City (as illustrated in Figure 3). These chargers will also be integrated with the energy storage and energy production data to mitigate excessive loads. During periods of high electricity demand energy storage will be diverted to the grid to offset electric vehicle charging. Task 4 milestones: Design of new installations (1/31/2012) Procurement of new charging hardware (2/29/2012) Installation of replacement units at CERT and Parking Lot 15 (2/29/2012) Installation of new units at Parking Lot 1 and Parking Lot 30 (3/31/2012) Installation of new unit for the trolley (5/31/2012) Task 4 benchmarks: All sites obtain approval for installation of the new chargers. Energy calculations and load balancing design for Lot 30 (One reason EV chargers are not available at Lot 30 today is that electricity supply to the area is at capacity, so expensive new lines would be required to enable EV charging there.) Level 3 charging validation for transit bus. Confirmation of EV charging data to energy production and storage locations. Task 5: Development of charging algorithms to use the stored electricity for EV charging needs with the least impact on the grid. The University shall collaborate with RPU to design algorithms and/or other methods for management of the electricity stored in this system. The University shall obtain information on the timing and amount of demand at the City s network of 14 Level-2 charging stations. This will 17

21 be combined with the system demand information of that day similar to the ones shown in Figures 4 and 5. Based on this information, the University shall devise one or more control strategies to determine when electricity stored in the battery systems should be released to the grid to minimize grid impacts and to minimize air pollution from mobile sources. If the University determines that there are times when the system is generating more electricity than it can store, the University shall recommend approaches to using this electricity by delivering it to the grid. Task 5 milestones: Completion of one or more algorithms (6/30/2012) Analysis and improvement of algorithms (11/30/2013) Task 5 benchmarks: Algorithms implemented in the charge controllers. Charging functions operate without increasing peak load of RPU in a given day. Smart controlled charging reduces peak compared to uncontrolled operation. Task 6: Conversion of a campus/city/metrolink trolley to operate on electric drive and to accommodate Level-3 charging. The University will provide a currently utilized diesel trolley bus for conversion to electric drive. The Trolley Bus is a 32 passenger Golden Gate Cable Car Classics on a Freightliner chassis. Balqon Inc. shall replace the internal-combustion-based drivetrain with an electric drivetrain. Balqon shall install a battery pack and Level-3 charging connections. Balqon and Riverside Transit Agency (RTA) shall verify that all modifications to the bus conform to Federal Motor Vehicle Safety Standards and that the bus will be safe and reliable to operate for daily passenger use. The University and RTA shall test the bus along the route to determine its energy consumption. Based on the energy consumption patterns, the University shall determine Level-3 charging requirements that will enable the bus to operate on extended daily shifts without having to return to its overnight base for recharging. The University shall install the charger at the CERT facility. The University and RTA shall test the bus on the route using the new charger. The University and RTA shall test the vehicle on anticipated future routes that include the Hunter Park Metrolink station. Task 6 milestones: The University provides the bus to the Balqon for conversion (12/31/2011) Balqon completes the conversion (4/30/2012) Vehicle is tested along current and anticipated future routes (5/31/2012) Vehicle is certified to Federal Motor Vehicle Safety Standards, and RTA determines that it is safe (8/31/2012) A location for Level-3 charging is determined, and the charger is installed at that location (8/31/2012) Vehicle is tested along the current and anticipated future routes using the Level-3 charger (10/31/2012) 18

22 Task 6 benchmarks: Converted bus conforms to all Federal Motor Vehicle Safety Standards, and Riverside Transit Agency has determined that it will be safe and reliable to operate for daily passenger use. Bus energy consumption patterns are conducive to Level-3 charging at intervals during the daily route, enabling extended daily operation. Bus is able to complete current and anticipated future routes according to the area s transit needs. Level-3 charging data is demonstrated to be available to energy production and energy storage locations. Task 7: Operation, data collection, and planning. The University will monitor and manage the energy production and energy storage facilities in the support of electric vehicle charging. Energy production will occur during periods of available solar incidence and be diverted when optimal to energy storage facilities. The University shall collect data on the performance of the photovoltaic systems, battery storage systems, chargers, and electric trolley. The University shall analyze the effectiveness of grid connection algorithms in collaboration with RPU and, if applicable, recommend modifications. Task 7 milestones: Performance data are collected and analyzed (monthly). Task 7 benchmarks: Data quality is acceptable for making assessments of system performance and recommendations for improvement. Task 8: Reporting to the District. The University shall prepare periodic progress reports, an annual report, and a Final Report according to District contractual requirements. The annual report and Final Report shall include the following, at a minimum: (a) Installation, acceptance, and permitting issues. (b) Performance of the system in terms of kilowatts, kilowatt-hours, renewable fuel consumption, heat recovery, efficiency curves at different loads, and emissions. (c) Deterioration of output. (d) Capacity factor, (i.e. run time and available power per run time, relative to availability and total capacity). (e) Safety incidents, if any. (f) Capital, permitting, and installation costs. (g) Operating (renewable fuel, utility costs, etc.) and maintenance costs of the project. (h) Lessons learned. 19

23 All reports shall be submitted in an environmentally-friendly format: recycled paper; stapled, not bound; black and white, double-sided print; and no three-ring, spiral, or plastic binders or cardstock covers. The District shall be provided a reasonable amount of time (30 days unless otherwise specified) to review, comment, and request changes to any report produced as a result of this Contract. Task 8 milestones: All reports are completed according to the schedule in the agreement. Task 8 benchmarks: All reports are completed in a timely and accurate fashion. C. Project Organization C.1 Management Structure and Approach The core project team will be small for the sake of efficiency and coherence of effort. This small team will coordinate the work involved in this project with the efforts of a large number of collaborators, donors, and vendors (Figure 7). Dr. Matthew Barth, Director of CERT and a Professor of Electrical Engineering at the University of California, Riverside, will serve as Principal Investigator/Program Director. He will have overall responsibility for the project, including financial management and reporting. He will be the principal point of contact for the South Coast Air Quality Management District. Dr. Sadrul Ula, a Research Faculty member at CERT, will be Project Director, with a particular focus on distributed generation and grid interconnection. Similarly, Dr. Alfredo Martinez- Morales, Managing Director of UCR s Southern California Research Initiative for Solar Energy (SC-RISE), will focus primarily on solar power issues associated with the project. Mr. Michael Todd, Principal Development Engineer, will serve as Project Manager and will oversee day-today operations of the project. Mr. Todd has particular expertise in electric vehicle charging and electric vehicle energy management strategies. Section C.3 discusses the management plan. Qualifications of key personnel and of the University of California, Riverside, are addressed in Sections D and E. 20

24 South Coast AQMD Sponsor Matthew Barth Program Director Sadrul Ula Project Director: Distributed Generation Michael Todd Project Manager Alfredo Martinez- Morales Project Director: Solar Collaborators City of Riverside Riverside Public Utilities Riverside Transit Agency Bourns Inc. UCR Physical Plant UCR Trans/ Parking UCR Sustainability Vendors Balqon (trolley conversion) Construction contractors/ucr Physical Plant Donors Winston Energy SolarMax Balqon Figure 7. A small project team will coordinate the activities of numerous project participants: collaborators, vendors, and donors. 21

25 C.2 Organization of the Team The CERT team will coordinate efforts of several organizations, including UCR Physical Plant, UCR Transportation and Parking Services, the City of Riverside, Riverside Public Utilities, the Riverside Transit Agency, and Bourns, Inc. As a facility whose research and educational mission spans laboratory research to real world demonstration and analysis, CERT is especially well equipped to be at the center of this program. The core team at CERT has expertise in electric vehicle energy management, electric vehicle charging infrastructure, solar energy, and distributed energy generation and management. The qualifications of each key person are summarized in the biographical sketches on the following pages. 22

26 Biographical sketches of the key personnel were on these pages. 23

27 C.3 Program Monitoring Procedures The project will be administered through UCR s College of Engineering-Center for Environmental Research and Technology (CERT). CERT is a research unit of the University of California, Riverside, which performs more than $7 million per year in sponsored projects for research, development, and demonstration. The contract between the District and the University will be reviewed and approved by the University of California, Riverside, Office of Research. Funds will be administered through CERT s accounting office and UCR s Extramural Funds Administrator. The Office of Research and UCR s Accounting office administer approximately $100 million in awards annually. They are fully capable of managing funds according to government rules on cost allowability and other matters. UCR will provide the principals with a monthly update of financial status. They also have realtime access to account information through UCR s on-line financial administration system. Dr. Barth, Dr. Ula, Dr. Martinez-Morales, and Mr. Todd will be responsible for providing progress reports, an annual report, and a final report according to the requirements of the agreement between the District and the University. It is anticipated that UCR s Physical Plant will perform the work on campus to install solar panels and charging stations, and that contractors will be engaged for the work off-campus. When contractors are needed, CERT s administrators will work with UCR s Design and Construction office and Purchasing office to make appropriate arrangements for engaging a qualified and cost-effective contractor. This may involve putting a project out to bid, or it may involve incorporating the cost of installation into purchase contracts or donation agreements for equipment such as solar panels and electric vehicle chargers. D. Qualifications D.1 Technical Capabilities The University of California is one of America s premier public research institutions. The UC Regents established a Policy on Sustainability Practices in 2009 and updated it in This Policy establishes goals in eight areas of sustainable practices: green building, clean energy, transportation, climate protection, sustainable operations, waste reduction and recycling, environmentally preferable purchasing, and sustainable foodservice. The Clean Energy policy calls for all UC campuses to reduce consumption of non-renewable energy by using a portfolio approach that includes a combination of energy efficiency projects, the incorporation of local renewable power measures for existing and new facilities, green power purchases from the electrical grid, and other energy measures with equivalent demonstrable effect on the environment and reduction in fossil fuel usage. The UC system has set a target of 10 MW of onsite renewable power by The Sustainable Transportation policy calls on each campus to develop goals for reducing greenhouse gas emissions from transportation and to purchase clean vehicles for their fleets, among other initiatives. The Climate Action Plan at the University of California, Riverside, incorporates the policies set forth by the Regents. In March 2007, the University of California (UC) signed the American 24

28 College and University Presidents Climate Commitment (ACUPCC), pledging that all ten UC campuses will maintain greenhouse gas (GHG) emission inventories and achieve climate neutrality as soon as possible. In conjunction with joining the ACUPCC, the University of California adopted system wide interim climate protection targets to reduce greenhouse gas emissions to 2000 levels by 2014, and 1990 levels by The UCR Climate Action Plan is a strategic roadmap to establish emissions reduction targets and implement strategies to reach UCR s goal of reducing GHG emissions. In addition, as signatories to the ACUPCC, both the UC system and UCR have a long term goal of becoming carbon neutral by Current practices in place to reduce greenhouse gas emissions at UCR include the following: Use of grid power rather than generators for construction projects when feasible. Development of on-site renewable energy capacity, including photovoltaic shades for hybrid Zipcar parking areas. Trip reduction strategies for employees and goods movement. Accommodations for car-sharing programs. Use of alternative-fuel vehicles and buses for fleet operations and transit/shuttle applications. Incentives to employees and students who pursue alternative transportation methods. Measures for future reductions in greenhouse gas emissions include the following: Reducing idling time for commercial vehicles. Providing grid power to vehicles at loading docks to eliminate truck idling. Today, approximately one-sixth of UCR s vehicle fleet consists of electric vehicles (e.g., GEM utility cars and trucks). Two UCR facilities operate completely off the grid on renewable energy: the James Reserve and the Deep Canyon Desert Research Center. The College of Engineering-Center for Environmental Research and Technology (CERT) at UCR has extensive experience in projects that involve the development, integration, and demonstration of new technologies for energy efficiency, transportation efficiency, and reducing emissions. CERT was established in 1992 as a model for partnerships among industry, government, and academia. CERT s goals were to become a recognized leader in environmental education, a collaborator with industry and government to improve the technical basis for regulations and policy, a creative source of new technology, and a contributor to a better understanding of the environment. A critical role of any university is to explore pressing questions, identify new challenges, and to structure a framework for finding the answers to both. At CERT, we approach this role as a bridge between research and education. As part of the University of California, Riverside, CERT is committed to furthering education and research for the next generation of engineers. Our students not only receive an excellent education, but unprecedented opportunities to be intimately involved in the research enterprise. Maintaining a broad-based industry network requires that research at the Center remains on the cutting edge of technology. This means that students who 25

29 have worked at CERT graduate with a set of skills that are desirable to employers and suitable for further academic pursuits. In less than a decade, the Center has created a visible partnership between UCR and the community-at-large. Inside the CERT laboratories, engineers and scientists explore a wideranging research agenda that encompasses: Developing autonomous vehicles and transportation systems for the future. Converting biomass such as yard waste into vehicle fuel. Measuring air pollutants and modeling how they react in the atmosphere. Using computer models to evaluate the impact of roadway improvement on air quality. Developing alternative-fueled engines and vehicles. Evaluating clean and renewable energy sources. Manufacturing commercial products that will improve our quality of life. Section D.2 discusses the past CERT projects that are relevant to the District s plans for sustainable energy to provide for electric transportation. In 2011, UCR received a donation of $10 million from Winston Energy to establish the Winston Global Energy Center. The endowment will support a Winston Chung Professorship in Energy Innovation and a Winston Chung Professorship in Sustainability. The Center itself, which will be physically located at CERT, will focus on battery technology and bio-inspired energy innovations. Over time, the endows professorships and research support will provide resources to complement this project and extend its impact. D.2 Relevant Other Projects UCR IntelliShare Sponsors: Honda Motor, South Coast Air Quality Management District, Riverside County Transportation Commission, GEM Established in 1999, UCR IntelliShare demonstrated an automated shared-use vehicle system, formerly consisting of 35 Honda EV Plus electric vehicles, 10 Ford Think City vehicles, and 11 GEM Neighborhood Electric Vehicles (NEVs). In its second phase, the system transitioned to 20 compressed natural gas (CNG) Civic GXs that were available to UCR faculty, staff, and student employees at six stations located on and near the UCR campus. Most recently the system completed its transit linked evaluation with two CNG Honda Civics operating between the Downtown Riverside Metrolink Station and the UCR campus. The project involved establishment of multiple electric vehicle stations on campus and around Riverside (Figure 8). Each station included electric vehicle chargers and a kiosk where users could check out vehicles for short local trips. The purpose of the demonstration was to evaluate the concept of allowing a group of people share a fleet of vehicles. A shared vehicle system is one method of reducing problems associated with vehicle ownership. Additionally the preferred vehicle for a shared vehicle system would be an environmentally friendly vehicle. Natural gas, 26

30 electric, hydrogen, and hybrid cars are prime examples of vehicles that can be used for these shared vehicle systems. The South Coast Air Quality Management District honored Intellishare with a 2010 Clean Air Award. In 8.5 years of operation, the project generated seven U.S. patents and six international patents, 14 published papers, nearly 125,000 trips, and nearly 600,000 miles traveled. Sixteen students performed research on the IntelliShare system leading to engineering degrees. Figure 8. The IntelliShare demonstration required the establishment of multiple stations around Riverside for electric vehicle charging and kiosks where users could check out vehicles for local trips. NSF BRIGE: An Integrated Research and Education Program for Viral-Templated Type- II Nanostructured Heterojunctions for Photovoltaics Sponsor: National Science Foundation (Award # ) Principal Investigator Elaine Haberer in the Department of Electrical Engineering is working under this support to assemble nanostructured materials and devices with superior electrical transport properties. Such materials will enable the creation of solar cells that are both highly 27

31 efficient and affordable. The crucial improvement in electrical transport will be attained by using biomolecules to assemble type-ii semiconductor heterojunctions. The unparalleled assembly abilities of biomolecules produce nano-architectures not possible with other techniques, but which are essential for enhanced electrical transport in these materials. Type-II junctions have spatially distinct local energy minima for electrons and holes, thus causing rapid separation of photogenerated electron-hole pairs. The blend of bio-based assembly and type-ii heterojunctions will significantly improve electrical transport within nanostructured materials and devices, transforming the field of photovoltaics and tackling the energy challenges of the 21st century. Figure 9. Electrical Engineering Professor Elaine Haberer (standing) has developed an outreach program to explain principles of solar energy to students and teachers at Mira Loma Middle School in Riverside County. The project also includes an education/outreach component designed to increase diversity and broaden participation in engineering through coursework, research experience, and professional development opportunities. Dr. Haberer and her colleagues and students have developed programs for undergraduates and for pupils and teachers at Mira Loma Middle School in Riverside County (Figure 9). In this program, Dr. Haberer s undergraduate students teach the middle-school students about principles of photovoltaics. The students perform measurements to demonstrate how factors such as shade and angle influence the amount of energy generated from solar cells. Solar thermal energy: Heat Transfer and Latent Heat Storage in Inorganic Molten Salts for Solar Central Electricity And Using Encapsulated Phase Change Material for Thermal Energy Storage for Baseload Concentrating Solar Power Plants Sponsor: Terrafore, Inc., Riverside, CA (small business; prime contractor to U.S. Department of Energy) In these projects, UCR researchers are investigating heat transfer materials for utility-scale and facility-scale solar-thermal electricity generation. The projects are subawards from Terrafore, Inc., a small business based in Rivesride, CA. The research involves analytical work on heattransfer materials and bench-scale testing of solar heating technology. 28