N-8Electrification Strategy Report
22 passages
k periods for heat pumps can take several years. For existing oil customers, hybrid dual-fuel heat pumps (i.e. mini-splits) are typically already cost-effective, and encouraging adoption of dual-fuel heat pumps with new rebates could gener...
AI summary The text discusses the cost-effectiveness of heat pump adoption, particularly for existing oil customers and electric resistance homes. It highlights that while upfront costs for all-electric systems are higher, societal and ratepayer benefits can support incentives. Retrofitting is less economical than new construction, which should be prioritized in programs.
Identify underserved communities and prioritize investments to ensure equitable access: Without intentional program design, electrification at scale is expected to pose challenges that disproportionately impact lower-income and disadvantag...
AI summary The text discusses the importance of identifying underserved communities to ensure equitable access to electrification benefits. It highlights challenges faced by lower-income and disadvantaged communities, such as limited access to charging infrastructure and the need for infrastructure upgrades in areas served by radial transmission lines. It emphasizes the need for Nova Scotia Power and E1 to collaborate with governments to address these issues and prioritize investments that promote equity.
n/contractors/value-of-distributed-energy-resources) Context: Net Zero and the Role of Electrification The Economics of Electrification in Nova Scotia: The Economics of Electrification in Nova Scotia independent system operators (ISOs) or...
AI summary The text discusses the role of utilities in enabling vehicle-to-grid (V2G) programs, including challenges such as uncertainty around EV availability and customer enrollment. It highlights the use of cost-benefit analysis in regulatory approvals and the expansion of time-varying rates to support electrification and distributed energy resources.
Hourly load forecasts Load forecasts were developed at an hourly level for a full year for each scenario identified in Section 4. Load forecasts across the entire LDV population are averaged to give a per vehicle profile. [Figure 3-6](#pag...
AI summary The document discusses hourly load forecasts for light-duty vehicles (LDVs) in Nova Scotia, comparing unmanaged and managed charging profiles. Unmanaged charging occurs primarily in the early evening, while managed charging, influenced by Nova Scotia Power's time-of-use (TOU) rates, shifts charging to off-peak hours. These profiles are used in cost-benefit analysis and total load forecasting.
4.2.1 Cost and Benefit Categories in Transportation BCA The model considers significant and measurable categories of benefits and costs. A brief description of each estimated cost/benefit component included in the transportation BCA is pro...
AI summary The text outlines the cost and benefit categories considered in a transportation benefit-cost analysis (BCA), including incremental EV costs, incentives, O&M savings, fuel savings, electricity supply and infrastructure costs, electricity bills, and avoided emissions. It references the California Public Utility Commission's standard practice manuals for cost-effectiveness analysis.
Cost/Benefit Component PCT SCT RIM Incremental upfront EV cost Cost Cost Federal EV purchase incentives Benefit Benefit Provincial EV purchase incentives Benefit EV O&M savings Benefit Benefit Vehicle fuel savings Benefit Benefit Electrici...
AI summary The table outlines various cost and benefit components associated with electric vehicles (EVs) under the Participant Cost Test (PCT), Societal Cost Test (SCT), and Ratepayer Impact Measure (RIM). It includes factors such as incremental upfront EV costs, federal and provincial EV purchase incentives, operational savings, fuel savings, electricity costs, charging infrastructure, and avoided emissions.
Cost/Benefit Component PCT SCT RIM Incremental Electricity Bills1 Cost Benefit Incremental Appliance Cost Cost Cost Avoided Fuel Bills Benefit Utility Incentives Benefit Cost Electricity Supply Costs2 Cost Cost Avoided Fuel Supply Costs Be...
AI summary The table presents a cost/benefit analysis of various components related to switching to heat pumps and other energy efficiency measures. It highlights incremental electricity bills, appliance costs, avoided fuel bills, utility incentives, and emissions, showing both costs and benefits depending on the perspective of participants and the broader system.
2. The adoption of heat pumps amongst current fuel customers presents electricity supply costs from both the SCT and PCT perspectives, but the adoption of heat pumps amongst current electric resistance customers presents a net benefit. A b...
AI summary The adoption of heat pumps by current fuel customers increases electricity supply costs from both the Societal Cost Test (SCT) and Participant Cost Test (PCT) perspectives, while it benefits current electric resistance customers. The analysis includes incremental appliance costs, electric bills, avoided fuel bills, and emissions, among other factors.
4.3.1 Light-duty Vehicle BCA Results Electric light-duty vehicles (LDVs) have greater lifetime benefits than costs from the perspectives of drivers, utility rate payers, and the province. The net present value (NPV) of lifetime costs and b...
AI summary Electric light-duty vehicles (LDVs) offer greater lifetime benefits than costs from the perspectives of drivers, utility rate payers, and the province. While driver costs include upfront vehicle costs and charging expenses, savings from avoided gasoline costs and rebates offset these. Utility ratepayer benefits exceed costs, suggesting that average utility rates could decrease with increased EV adoption.
2022 2030 Charging Scenario PCT RIM SCT PCT RIM SCT Unmanaged 1.4 1.8 1.5 2.5 1.7 2.7 Managed w/ TOU and VGI 1.4 1.9 1.5 2.5 1.7 2.7 All cost tests show positive results in both 2022 and 2030 for all charge management scenarios. Improvemen...
AI summary The data shows positive cost test results for all EV charging scenarios in both 2022 and 2030. The improvement over time is attributed to declining incremental upfront costs, making EV adoption more economical. Electricity supply costs to serve charging loads are lower than the utility revenues collected from them, benefiting ratepayers.
The emissions savings from electrification of LDVs under each charge management scenario are shown in [Table 4-4.](#page-63-0) Table 4-4. Estimated lifetime emissions savings per electrified light-duty vehicle, 2022 and 2030 CO2 Emissions...
AI summary The table shows emissions savings from electrifying light-duty vehicles (LDVs) under different charging scenarios in 2022 and 2030. The managed scenario with time-of-use (TOU) and vehicle-grid interface (VGI) achieves higher savings than the unmanaged scenario.
4.3.2 Transit Bus BCA Results This study models transit busses as a representative heavy-duty vehicle (HDV), which is classified as a vehicle weighing 15 tonnes or more. 56 The net present value (NPV) of lifetime costs and benefits for an...
AI summary The cost-benefit analysis of electric transit buses in Nova Scotia shows net costs from the driver/owner and provincial perspectives due to high upfront and charging infrastructure costs. However, from the ratepayer perspective, benefits outweigh costs, leading to potential decreases in utility rates. Managed charging with VGI reduces annual charging bills by about $3,750, though benefits for ratepayers decrease slightly compared to unmanaged charging.
A summary of transit bus cost-benefit analysis ratios are shown in [Table 4-5.](#page-65-1) Table 4-5. Cost-benefit analysis results for transit busses 2022 2030 Charging Scenario PCT RIM SCT PCT RIM SCT Unmanaged 0.7 1.7 0.9 0.8 1.5 1.2 M...
AI summary A cost-benefit analysis of transit bus charging scenarios shows net costs in 2022 but net benefits by 2030 due to lower vehicle costs and higher diesel prices. Charging scenarios include unmanaged and managed with TOU and VGI, with managed scenarios showing slightly better ratios.
A summary of parcel truck cost-benefit ratios are shown in [Table 4-7.](#page-68-1) Table 4-7. Summary of cost-benefit analysis results for parcel trucks Charging Scenario 2022 2030 PCT RIM SCT PCT RIM SCT Unmanaged 1.4 1.8 2.0 3.0 1.6 4.5...
AI summary The text presents cost-benefit ratios and emissions savings for parcel truck electrification under different charging scenarios (Unmanaged and Managed with TOU and VGI) for the years 2022 and 2030, highlighting the benefits of managed charging strategies.
4.4 Building Benefit-Cost Analysis Results [Table 4-9](#page-69-0) summarizes the results of the building electrification BCA for a select configuration of representative buildings adopting heat pumps for space heating. In general, the cus...
AI summary The benefit-cost analysis of building electrification in Nova Scotia shows that heat pumps are cost-effective for single-family homes, especially with current fuel prices. However, best-in-class heat pumps require additional incentives due to higher upfront costs. The analysis is sensitive to fuel oil prices, electricity rates, and capital costs, with assumptions based on Nova Scotia Power's experience and the Evergreen IRP Scenario 3.1C.
4.5 Limitations of the Results The cost-benefit analysis presents the economics of representative heat pumps and EVs adopted for the marginal unit adopted using the best available assumptions available today regarding capital costs, fossil...
AI summary The cost-benefit analysis of electrification in Nova Scotia has limitations, including variability in building and vehicle costs, sensitivity to future fossil fuel and electricity prices, and the focus on marginal units rather than scale impacts. The analysis uses assumptions from Nova Scotia Power and may not fully capture long-term changes in costs.
ng infrastructure programs. Southern California Edison (SCE) and San Diego Gas & Electric (SDG&E) have both implemented make-ready charging infrastructure programs for medium- and heavy-duty vehicles. 78 Utilities in North America that hav...
AI summary The text discusses infrastructure programs for electric vehicles, noting that utilities like SCE and SDG&E have included charging infrastructure costs in their rate bases. It also suggests strategies for equitable access to electrified technologies and outlines potential plans by Nova Scotia Power for coordinated upgrades to electrical service conductors.
9.1.2 EV Purchase Incentives There are several upfront purchase incentives that are included for LDV. A federal EV tax credit of $5,000 for BEVs and long-range PHEVs and $2,500 for short-range PHEVs was included. Funding for the federal EV...
AI summary The text discusses EV purchase incentives, including a federal tax credit of $5,000 for BEVs and long-range PHEVs and $2,500 for short-range PHEVs, with Tesla vehicles ineligible. A provincial rebate of $3,000 is also included for LDVs. No incentives are assumed for transit buses or parcel trucks.
9.1.5 Marginal Electricity Supply Costs for EV Charging and Buildings Electricity supply costs represent the costs that utilities must pay to provide the electricity used for EV charging. There are four components that make up electricity...
AI summary The text discusses the four components of electricity supply costs—energy, capacity, distribution, and transmission—specifically for EV charging and buildings. It outlines how energy costs are based on hourly short-run marginal costs, while capacity, distribution, and transmission costs are derived from Nova Scotia Power and allocated using the PCAF method, which targets the highest net load hours for cost allocation.
9.1.6 Charging Infrastructure Costs Current and future charging infrastructure cost assumptions were sourced from ICCT and are summarized i[n Table 9-1](#page-112-0). The analysis assumes that the charging infrastructure cost from the driv...
AI summary The document outlines assumptions about current and future charging infrastructure costs, sourced from ICCT. It specifies that costs from the driver's perspective include home chargers, while the province's perspective includes workplace, public, and DCFC chargers. E3 assumes specific vehicle-to-charger ratios and assigns infrastructure costs based on vehicle types and charger types.
9.2.1 Heat Pump Capital Costs E3 developed capital cost assumptions for heat pumps in collaboration with Nova Scotia Power. Based on their experience supporting heat pump adoption, Nova Scotia Power reported that the typical cost of instal...
AI summary E3 developed capital cost assumptions for heat pumps in collaboration with Nova Scotia Power, based on their experience with heat pump installations. Costs for different sizes and types of heat pumps were estimated, with data adjusted for Nova Scotia labor rates. A reference to a Massachusetts report is cited for additional analysis.
E3's BCA models heat pump costs declining in the future to study the evolving economics of heat pump adoption over time. E3 derived technology cost learning rates from heat pump cost projects from NREL's Electrification Futures Study : End...
AI summary E3's BCA models project declining heat pump costs over time, using learning rates from NREL's Electrification Futures Study. The analysis assumes constant labor and counterfactual heating system costs, while varying heat pump sizes based on home type and scenario design.