Turkey’s first “green” school, Eryaman Cezeri Green Technology Tehcnical and Industrial Vocational High School located in Ankara which will focus on renewable energy Technologies, will start education this year.

Energy and Natural Resources Minister of Turkey, Berat Albayrak, stated that the school will be a model not only in Turkey and Europe but also in the world.

He announced that the number of such scholls will increase in the coming years.

“In Turkey’s future, professions like mining engineering, geophysics engineering will be more popular. Along with that, other professions about renewable energy resources will be attractive, too. We take our steps to give education on these fields. I wish that such steps will create new options in terms of employment,” Albayrak said.

School to educate “renewable energy experts”

Turkey’s first “green” school will educate renewable energy experts starting from this year.

The school meets its energy needs by having its own energy production both from solar and wind resources.

International teachers will work in this school which was supported Global Environment Fund (GEF) and co-built Natural Resources Ministrt, Ministry of Education, Ministry of Environment and Urbanization and Housing Development Administration of Turkey.

The school also has the characteristic of becoming Turkey’s first environment friendly public building.
It includes 26 classroom, 6 laboratory, 10 workplaces, indoor sports hall, 52 rooms and 147 beds capacity.

Electrifying the transportation sector is no easy task. But, as with many innovations occurring in the power sector, California is leading the way.

The California Public Utilities Commission recently approved two rounds of pilot proposals to electrify transportation from the state’s investor-owned utilities (IOUs). These pilots will cost a combined $1.3 billion and go beyond Gov. Jerry Brown (D)’s plan to have 1.5 million zero emission vehicles (ZEVs) on the road by 2025.

The pilot projects would cover the gamut of possible ways to boost electric vehicle deployment including rate designs, smart charger buildout, public education efforts, and help utilities avoid upgrade costs, said Jim Lazar, senior advisor for the Regulatory Assistance Project (RAP). But these particular projects are not just focused on cars — they also focus on school and transit buses as well.

The evolution of this pilot project closely follows the growth and innovation in the transportation sector — in the first quarter of 2016, 97 makes and models of plug-in hybrid and battery EVs composed the market. At least 181 such models are forecast for the last quarter in 2018, according to Brett Hauser, CEO of charging station software provider Greenlots.

Utilities are examining rate design as another way to integrate electric vehicles into the grid, and use them as a way to shift load.  All told, these pilot projects could pave the way for utilities across the United States to boost deployment of electric vehicles while leveraging their grid benefits.


In 2016, the CPUC approved $197 million in light-duty EV charging infrastructure pilots for California IOUs. They included $22 million for SCE’s Charge Ready pilot;  $45 million for the San Diego Gas and Electric (SDG&E) Power Your Drive program; and $130 million for the Pacific Gas and Electric (PG&E) charger installation program.

In 2017, the IOUs proposed a series of projects, that include $553.8 million for SCE’s charging infrastructure buildout; $225.9 million for SDG&E’s residential charging; and $233.2 million for two projects for PG&E.  These investment are expected to seed significant EV growth, and allow utilities to be prepared.

Brett Hauser, CEO of charging station software provider Greenlots, said it’s important to manage charging now because EVs are in for “hockey stick growth."

An EV can increase a home’s electricity consumption 60%, Hauser added. For instance, three homes with new EVs could impose the need for utility expenditures on new infrastructure. But if the utility can control that load, it can avoid those expenditures and keep the system stable. The utility could even use the load to its advantage, adding to ratepayer savings.

Utilities’ ability to control charging effectively has been demonstrated in recent pilots but the savings to customers remain uncertain, Hauser added.


But Jim Lazar, senior advisor for the Regulatory Assistance Project (RAP) showed how savings are plausible with smart charging. He compared three utilities that had comparable average $0.16/kWh rates but very different rate structures.

The only constraint that charging be done during non-peak hours. Eversource, in New Hampshire, for instance, has a “high demand charge app applied on a ‘non-coincident with peak’ basis,” he said. In contrast, the  Sacramento Municipal Utility District (SMUD) has a small “non-coincident with peak” demand charge and a medium-sized “coincident with peak” demand charge with a time-of-use [TOU] energy rate. And Burbank Water and Power has only a TOU energy rate.

The rates vary. Eversource can claim a  $0.57/kWh cost of charging.  The SMUD rate results in a $0.21/kWh cost of charging. And the Burbank rate is even lower, resulting in a $0.16/kWh cost of charging, Lazar said. “Intuitively, a load during off-peak hours ought to be lower but that was only true for the Burbank rate design.”

Based on these results, Lazar concluded the time-of-use rate, similar to Burbank’s, is the better than the other options, but the ideal scenario is smart charging that is controlled to benefit the grid. That control could be by the utility, the vehicle manufacturer or even an algorithm, he added.

Greenlots' Hauser agreed rates alone are not adequate and utility control is necessary. “Things that go as planned can be handled by algorithms but someone has to have an overall system view so interventions can come when needed.”

But the present hurdle is implementing communications standards and protocols and pilots, according to Dave Packard, vice president for utility solutions for EV charging station provider ChargePoint.

ChargePoint’s Packard said his company has always had technology in place to allow managed charging, and its protocols and pilot projects will advance the effort.


Those pilots include approved SCE and SDG&E plans and and another approved pilot for submetering accuracy involving all three California IOUs, Packard added.

The big question for ChargePoint is whether smart charging provides enough value to drivers. “We have taken great pains to get the tools in place,” Packard said. “But is it worth the $20 a driver gets for allowing the utility to turn off the charging station during a few demand response events each year?”

ChargePoint is confident of its ability to scale and manage its charging network to maintain the driving experience, and to give utilities the control they need, Packard said. "But is the value there?”

For utilities, it is a matter of whether the savings from managing the load in a way that integrates renewable generation and distributed resources is greater than the cost of new generation, he said.

Greenlots’Hauser said it depends on how value is defined. “There is value to all customers if the system is more cost-effective because the utility avoided or deferred expenditures,” he argued. “Participating drivers may earn a monthly fee or a utility-provided charge station. That will vary by utility and state policy.”

RAP’s Lazar said the process could be completely cost- and involvement-free for drivers if charging is managed so it does not impose on them and they can opt out whenever necessary. “The science of smart charging is evolving quickly."


PG&E proposals to boost electric vehicle deployment this year included $210 million program that would serve buses along with other vehicles.

The utility also proposed a $3.35 million “priority” review project that would convert an operating fleet of transit buses or delivery vehicles to electricity. Another $3.35 million priority investment would deploy electric school buses and test incentives and rate designs to encourage charging that takes advantage of renewables.

Motiv CEO Jim Castelaz  said school buses have the potential to deliver power to buildings or the grid whenever needed. “But that is only in theory,” he added. “There are not today mechanisms or a volume of vehicles in place to do it.”

The economics are also uncertain, he said. “But it looks like during the summer months when the buses are not being used, it could be revenue positive to use them to provide grid services or help meet the late afternoon peak demand."

More interesting ways to monetize vehicle fleets will come when “regulation and the technology catch up with the theory, and it is moving that way,” Castelaz added.

On SCE’s list of priority pilots for this year includes a proposed $3.98 million investment to serve electric commuter buses in its service territory. Its $553.82 million standard review proposal includes a buildout of infrastructure to serve buses and other large vehicles.

SCE also asked CPUC to approve a new demand charge-focused rate design to support the transit bus industry’s growth, especially as major metropolitan areas in its service area begins investing in electric transportation.

The Los Angeles Metropolitan Transit District recently purchased 95 electric buses and has plans to be at 100% zero-emission buses by 2030. Other transit districts served by SCE have similar or more aggressive commitments.

SCE’s Garwacki said the new rate design is needed because of the many financial factors, and California policies are quickly moving the utility’s power mix to renewables, distributed resources, and electric transportation.

Energy costs are now reflected in time-varying rates, Garwacki said. But distribution costs are covered by a non-time-differentiated demand charge, even though they are a combination of grid infrastructure costs and peak-time-related costs.

Because of the rising need for flexibility and fast ramping, “both energy and distribution rates need to have a peak time varying component rather than a straight fixed demand charge,” he said.

Demand charges allow utilities to recover capacity-related costs, Garwacki said. “The biggest utility fear is that customer-sited resources will create zero net energy customers who can bypass capacity costs if they are recovered only in volumetric energy charges.”

With a demand charge, the utility gets paid for capacity and reduces the volumetric charge, he said. The result is economically efficient consumption, which encourages load growth. “It works pretty well for the typical range of load factors, but early adopter electric transportation has a very low load factor.”

Load factor is actual usage compared to potential usage. SCE’s innovative rate design would allow early adopter transit districts to avoid demand charges.

Early adopter transit districts with few buses, erratic charging patterns, and low load factors still have high peak demand, Garwacki said. “We want to avoid the demand charge billing impact."

Source: utilitydive.com

Solar power, once so costly it only made economic sense in spaceships, is becoming cheap enough that it will push coal and even natural-gas plants out of business faster than previously forecast.

That’s the conclusion of a Bloomberg New Energy Finance outlook for how fuel and electricity markets will evolve by 2040. The research group estimated solar already rivals the cost of new coal power plants in Germany and the U.S. and by 2021 will do so in quick-growing markets such as China and India.

The scenario suggests green energy is taking root more quickly than most experts anticipate. It would mean that global carbon dioxide pollution from fossil fuels may decline after 2026, a contrast with the International Energy Agency’s central forecast, which sees emissions rising steadily for decades to come.

“Costs of new energy technologies are falling in a way that it’s more a matter of when than if,” said Seb Henbest, a researcher at BNEF in London and lead author of the report.

The report also found that through 2040:

China and India represent the biggest markets for new power generation, drawing $4 trillion, or about 39 percent all investment in the industry.

The cost of offshore wind farms, until recently the most expensive mainstream renewable technology, will slide 71 percent, making turbines based at sea another competitive form of generation.

At least $239 billion will be invested in lithium-ion batteries, making energy storage devices a practical way to keep homes and power grids supplied efficiently and spreading the use of electric cars.

Natural gas will reap $804 billion, bringing 16 percent more generation capacity and making the fuel central to balancing a grid that’s increasingly dependent on power flowing from intermittent sources, like wind and solar.

BNEF’s conclusions about renewables and their impact on fossil fuels are most dramatic. Electricity from photovoltaic panels costs almost a quarter of what it did in 2009 and is likely to fall another 66 percent by 2040. Onshore wind, which has dropped 30 percent in price in the past eight years, will fall another 47 percent by the end of BNEF’s forecast horizon.

That means even in places like China and India, which are rapidly installing coal plants, solar will start providing cheaper electricity as soon as the early 2020s.

“These tipping points are all happening earlier and we just can’t deny that this technology is getting cheaper than we previously thought,” said Henbest.

Coal will be the biggest victim, with 369 gigawatts of projects standing to be cancelled, according to BNEF. That’s about the entire generation capacity of Germany and Brazil combined.

Capacity of coal will plunge even in the U.S., where President Donald Trump is seeking to stimulate fossil fuels. BNEF expects the nation’s coal-power capacity in 2040 will be about half of what it is now after older plants come offline and are replaced by cheaper and less-polluting sources such as gas and renewables.

In Europe, capacity will fall by 87 percent as environmental laws boost the cost of burning fossil fuels. BNEF expects the world’s hunger for coal to abate starting around 2026 as governments work to reduce emissions in step with promises under the Paris Agreement on climate change.

“Beyond the term of a president, Donald Trump can’t change the structure of the global energy sector single-handedly,” said Henbest.

All told, the growth of zero-emission energy technologies means the industry will tackle pollution faster than generally accepted. While that will slow the pace of global warming, another $5.3 trillion of investment would be needed to bring enough generation capacity to keep temperature increases by the end of the century to a manageable 2 degrees Celsius (3.6 degrees Fahrenheit), the report said.

The data suggest wind and solar are quickly becoming major sources of electricity, brushing aside perceptions that they’re too expensive to rival traditional fuels.

By 2040, wind and solar will make up almost half of the world’s installed generation capacity, up from just 12 percent now, and account for 34 percent of all the power generated, compared with 5 percent at the moment, BNEF concluded.

About Bloomberg New Energy Finance

Bloomberg New Energy Finance (BNEF) is an industry research firm focused on helping energy professionals generate opportunities. With a team of experts spread across six continents, BNEF provides independent analysis and insight, enabling decision-makers to navigate change in an evolving energy economy.

Source: about.bnef.com

Estimating Marginal Cost of Quality
Improvements: The Case of the UK Electricity
Distribution Companies

Tooraj Jamasb, Luis Orea, Michael G. Pollitt

The main aim of this paper is to develop an econometric approach to estimation of marginal costs of improving quality of service. We implement this methodology by way of applying it to the case of the UK electricity distribution networks. The estimated marginal costs allow us to shed light on the effectiveness of the current UK incentive regulation to improve quality, and to derive optimal quality levels and welfare losses due to sub-optimal quality levels. The proposed method also allows us to measure the welfare effect of the observed quality improvements in the UK between 1995 and 2003. Our results suggest that while the incentive schemes established by the regulator to encourage utilities to reduce network energy losses leads to improvement in sector performance, they do not provide utilities with sufficient incentives to avoid power interruptions. We find that the observed improvements in quality during the period of this study only represented a 30% of the potential customer welfare gains, and hence there is still a large range for quality improvements.

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Source : Republic of Turkey Ministry of Energy and Natural Resources