Navigant Research Blog

Waste-to-Energy Needs New Regulations

— September 18, 2014

A recent study published by the Earth Engineering Center (EEC) of Columbia University estimates that if the total volume of municipal solid waste (MSW) produced in the United States were incinerated in waste-to-energy (WTE) power plants, 12% of the country’s total electricity demand could be met.  This is more than 5 points higher than the current share of U.S. energy demand met by renewable sources today (7%), with WTE representing just a small fraction of the total energy mix.

Just 86 WTE plants are in operation in the United States today.  No new plants have been built since 1995.  Meanwhile, Waste Management recently divested its Wheelabrator Technologies subsidiary, which operates 17 plants around the country.

With so much upside, why does this market continue to stagnate?

Waste Pyramid

The United States currently produces 250 million tons of trash annually across the country.  This represents 15% to 20% of the global total.  Despite an abundance of feedstock, three primary barriers limit market growth: lack of regulatory support, lack of public support, and low electricity rates.

Among these, lack of regulatory support is often cited as the primary barrier to realizing the market’s full potential.  Across the United States, for example, landfilling continues to be the de facto solution for disposing of MSW, with relatively few exceptions.  On average, about 11% of the MSW is diverted to WTE and around 35% is recycled or composted.  The remainder (54%) is landfilled.  This reflects a waste management regulatory regime in the United States that falls well short of more aggressive policies set forth by European policymakers.

European principles articulated under a waste management hierarchy pyramid framework provide strong support for WTE and energy recovery.  A combination of land constraints, higher electricity prices, and a perilous dependence on Russian natural gas has provided European policymakers the motivation needed to enact strong support for WTE and other energy conversion technologies.  Combined with higher tipping fees – the cost of disposing of waste – these policies help reduce dependence on landfills.

Plenty of Fuel

By contrast, waste management in the United States is not coordinated at the federal level.  Instead, policy implementation is left to state discretion.  Individual states – Connecticut, Maine, Massachusetts, Minnesota, and New Hampshire among the leaders – have been far more aggressive in investing in infrastructure to boost recycling and energy recovery from MSW, but these policies have not yet found broad support across the rest of the country.

Recent market developments in the United States, however, signal a likely pendulum shift in favor of WTE and other waste conversion technologies.

In anticipation of tightening restrictions around coal-based generation from the U.S. Environmental Protection Agency (EPA), utilities and state policymakers are actively seeking alternative sources of energy that provide the coveted baseload capabilities of centralized fossil plants.  Among baseload renewables, WTE is among the few options logistically feasible across the country, with MSW generated in abundance and continuously in areas of high population density.

Meanwhile, according to findings in Navigant Research’s Smart Waste report, the traditional waste management market is facing a disruption similar to that faced by electric utilities at the hands of distributed generation.  Although these solutions seek to turn a liability (trash) into a strategic resource, WTE and other energy conversion technologies will benefit from greater emphasis placed on the value of waste as an input for renewable energy generation.

We expect energy recovery solutions to generate 70% of the revenue attributable to next-generation waste management technologies in North America.  While this represents a healthy growth opportunity, it’s just the tip of the iceberg, as the EEC study demonstrates.

 

Toyota Commits to Active Safety Features

— September 18, 2014

If the world’s largest automaker gets its way, by the end of this decade, we can expect advanced active safety and semi-automated driving features to become as familiar as anti-lock brakes and stability control have in the past 10 years.

During an advanced safety systems seminar near Toyota’s North American technical center in Ann Arbor, Michigan, the automaker challenged its competitors when it committed to offering advanced active safety systems across its lineup by 2017.  Toyota also increased its commitment to advanced safety R&D by extending the initial 5-year mandate of the Collaborative Safety Research Center (CSRC) from 2016 through 2021 and adding $35 million in new funding.

At the same event, Simon Nagata, senior vice president of the Toyota Technical Center, announced an expansion of the scope of the CSRC, which was launched by company president Akio Toyoda in 2011.  Nagata described the program as unique in the industry because “all findings are openly shared in order to benefit people everywhere.”

CSRC research initially focused on three areas: driver distraction, active safety, and helping to protect the most vulnerable traffic populations, including children, teens, and seniors. Automated and connected vehicle technologies are now part of the CSRC scope of work. To date, CSRC has initiated or completed 34 projects with 17 universities and research hospitals.

Join the Crowd

Ford has drawn attention in recent years for offering a full suite of driver assist capabilities, including active park assist, blind spot information, lane departure warning and prevention, and adaptive cruise control on the high-volume Fusion midsize sedan.  Some of these features are even available on the smaller Focus and Escape.  Other manufacturers, including Nissan, Honda, and even Hyundai, have since added some of these features to mainstream products.  Toyota, on the other hand, has largely restricted these technologies to its premium Lexus brand.

“Many of these capabilities will be added to Toyota brand vehicles starting in 2015 and with the goal of becoming the first full-line manufacturer to offer these technologies across the entire lineup by 2017,” said Bill Fay, Toyota group vice president and general manager.  Fay didn’t provide details about exactly which vehicles will get what features.  However, the updated 2015 Camry sedan, announced in April at the New York Auto Show, will offer radar-based adaptive cruise control, blind spot monitoring, cross traffic alert, lane departure alert, and a pre-collision system.

Toyota’s increased emphasis on active safety and automated driving is likely to inspire both the competition and regulators who may well see this as an opportunity to begin mandating the technologies that are building blocks for autonomous vehicles, just as they did previously with stability control and rear cameras.  And it will provoke a wider discussion of how we incorporate automated vehicles into the transportation ecosystem.

 

Distributed Generation Leads Microgrid Investment Opportunities

— September 18, 2014

Without some form of distributed generation (DG), the vast majority of microgrids would not exist.  So, it should come as no surprise that such assets represent the single most lucrative microgrid enabling technologies (MET) segment today.

A prime mover technology for microgrids is diesel generators, which are widely deployed as backup emergency power generators thanks to their ability for black-start.  However, they are also often legacy assets upon which microgrids are layered and, more often than not, microgrids are specifically designed to reduce diesel fuel consumption.

In Navigant Research’s report, Microgrid Enabling Technologies, the amount of DG being deployed within microgrids is forecast in terms of capacity and of annual vendor revenue.  If one looks at new capacity additions, diesel generators have captured the largest market share, followed closely behind by natural gas generators (which also serve as the basis for combined heat and power applications).

DG Capacity Market Share in Microgrids: 2014

 

(Source: Navigant Research)

An important caveat on these estimates: only systems that incorporate some level of renewables are included in the tally for remote microgrids.   If one were to include all diesel generators deployed cumulatively, Navigant Research’s data suggests that they would represent more than 65% of total microgrid DG capacity.

Decline of Diesel

Another key assumption moving forward with microgrids is that new diesel capacity will decline over time, given the high cost of fuel, tightening air quality regulations, and the emergence of new power electronics technologies, lessening the need for a fossil prime mover.

While fossil DG capacity is still expected to exceed that of renewable capacity deployed within microgrids in 2014, the higher capital cost attached to solar PV, wind, hydroelectric, and biomass translates into higher vendor revenue per megawatt.  Fossil fuel DG (diesel and natural gas generators plus fuel cells) is expected to represent 58% of total DG capacity in 2014, according to our forecasts; renewables will most likely capture the other 42% of the DG market.   On a revenue basis, however, renewables are expected to capture 23% of total MET vendor revenue in 2014, compared to only 9% for fossil fuel DG.

Notably, the largest category of revenue in 2014 is technologies not actually included in the forecast, since they cannot be quantified on the basis of generation capacity (i.e., smart meters, smart switches, and other distribution or building infrastructure).  The majority of microgrids being deployed today incorporate significant amounts of legacy DG.  (Most of the community microgrids under development in New York and Connecticut add no or very little DG capacity.)  As a result, large investments into integration hardware – distribution infrastructure that cannot be quantified on the basis of generation capacity – represent a large piece of the overall investment pie for these retrofit microgrid projects. But this category is likely to decline as an overall percentage of total vendor revenue by 2023 as renewables, energy storage, and software increase in market share over time.

 

Smoggy Skies Drive City Innovation

— September 16, 2014

The air pollution caused by rising vehicle numbers and coal-fired power plants in Chinese cities has been well documented.  But these issues are not limited to cities of the developing world.  In March, smog levels in Paris reached levels that forced the city government to limit vehicle access to the city and make public transportation free.  Subsequent analysis suggests that this drastic measure had a notable impact on air quality, if only temporarily.

Paris is not alone among European cities in suffering from deteriorating air quality.  London and other U.K. cities, for example, have been under the spotlight for failing to meet European Union (EU) standards on air quality.  A report in July suggested that Oxford Street in London was one of the most polluted roads in the word with regard to nitrogen dioxide (largely produced by diesel buses and cars), with levels 3 times the EU-recommended amount – and higher than Beijing.  London and some other U.K. cities are not expected to meet EU targets for air pollution reduction until 2030.

Fewer Vehicles, Cleaner Air

The World Health Organization estimates that outdoor air pollution causes 3.7 million premature deaths worldwide each year; this mortality rate is due to exposure to small particulate matter of 10 microns or less in diameter, which cause cardiovascular and respiratory diseases and cancers.  Of particular concern in cities are fine particulate matter below 2.5 microns, referred to as PM2.5, which can lodge deep within the lungs.  This life-threatening type of smog is created by burning vehicle fuel as well as other fuels such as coal and wood.

The need to address air pollution is becoming a significant driver for the adoption of electric vehicles in cities, restrictions on the worst polluting vehicles, and the introduction of technologies that can monitor and improve air quality.  Madrid, for example, is using parking fees to target the worst polluting vehicles, while also introducing an electric bike rental scheme.  Boston is piloting high-tech city benches that can collect information on air quality and provide solar-powered charging for electronic devices.  Other high-tech attempts to improve air quality have been less than successful: a project supported by the Mayor of London that used a form of glue to collect contaminants proved to be largely ineffective in capturing vehicle pollution.  More recently, the Mayor has suggested that diesel vehicles, responsible for much of London’s damaging air pollution, may face additional charges for driving in the capital under the city’s congestion charging scheme.

Looking East

In the future, western cities may look to China as a leader in air quality improvement.  In 2013, the Chinese government launched its Airborne Pollution Prevention and Control Action Plan, which will see it invest $277 billion in an attempt to reduce air pollution by up to 25% in selected provinces and cities (including the municipality of Beijing) by 2017 compared to 2012 levels.  Beijing alone is expected to invest around $160 billion.  Beijing is also working with IBM on a 10-year project called Green Horizon that will employ sensor technologies, big data analytics, weather modelling, and other advanced techniques to help the city monitor and address air pollution.  The project will also integrate renewable energy forecasting and industrial energy management.

In North America and Europe, air pollution is often associated with a previous age of industrialization, but the growing public awareness of the continuing threat to public health is accelerating policy and technology innovation.  Ultimately, air pollution in our cities needs to be addressed through a combination of transportation and energy policies and the general adoption of clean fuel vehicles and other clean technologies.

 

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