As deadly wildfires have destroyed communities from California to Maui, the nation’s largest utility, Pacific Gas and Electric, is making headway on its ambitious goal to move 10,000 miles of power lines in fire-prone areas underground, which would greatly reduce ignition risk.
“We’re coming off of a historic drought and those conditions are materially different than the conditions that we saw just 10 short years ago. And so now is absolutely the right time to be taking bold, decisive action with regard to the grid safety,” said Jamie Martin, PG&E’s vice president of undergrounding.
While Martin says moving power lines underground reduces ignition risk by 98%, it comes at a steep cost. Data compiled by the California Public Utilities Commission shows that undergrounding just one mile costs anywhere between $1.85 million and $6.1 million, meaning PG&E’s total plan would likely be in the tens of billions. The bill would be footed by PG&E’s customers, who already face some of the highest rates in the nation.
“If we keep pushing up electricity rates, the most vulnerable of us are not going to be able to pay,” says Katy Morsony, a staff attorney with The Utility Reform Network, a consumer advocacy group that supports a more limited approach to undergrounding.
Since PG&E earns a guaranteed rate of return on capital investments, the utility is inherently incentivized to undertake more expensive infrastructure projects such as undergrounding, explained Morsony and Daniel Kirschen, a professor of power and energy systems at the University of Washington. This is how the utility makes money, not by selling electricity or gas.
“Undergrounding […] costs a lot of money. It’s a large investment. So that would increase the revenue that the utilities collect,” Kirschen explains. “Now, the question is would these other solutions be as effective as those big investment projects? That’s where the regulators have to step in.”
PG&E said in a statement that, “In the case of undergrounding, our investors’ priorities are aligned with those of our customers and our safety regulators.”
‘Essentially eliminating the risk of ignition’
Although it’s expensive, burying power lines isn’t new. It’s common practice in city centers, where overhead lines would be obstructive, and more common in Europe overall, where cities are denser. Only about 18% of distribution lines in the U.S. are underground, though for both safety and aesthetic reasons, today almost all new lines that are built are buried.
Construction workers in Arnold, California work to bury PG&E’s power lines.
Syndey Boyo
PG&E currently has about 27,000 miles of power lines underground, but these are generally not in areas of high wildfire risk. So during storms, when high winds could cause a line to topple over or a tree to fall onto a line, utilities have few good options.
“So one option is to essentially just shut down the power line, because if there is no voltage and no current on the line, there is no chance of this release of energy happening and then there is no chance of an ignition,” explains Line Roald, an associate professor at the University of Wisconsin-Madison whose work includes modeling the risk of wildfire ignition and power outages in the electric grid.
Indeed, PG&E has been implementing Public Safety Power Shutoffs in California since 2019, affecting millions of people. Hawaiian Electric, the utility that could be found liable for the Maui wildfires that killed at least 98 people, has been criticized for not shutting off power in advance of high wind warnings. If the company is determined to be at fault, it doesn’t have nearly enough money to pay off residents’ damage claims.
Looked at this way, undergrounding is undoubtedly cheaper than dealing with the massive costs of deadly wildfires, and less disruptive than shutting off power completely.
“So for this one-time capital investment, we’re essentially eliminating the risk of ignition from an overhead power line by placing it underground,” Martin says.
Construction workers in Arnold, California use a piece of equipment called a rock wheel to dig a trench, so that PG&E can move its power lines underground.
Katie Brigham
But the CPUC has since released two cheaper, alternate proposals for consideration, which greatly cut back on undergrounding. One calls for moving just 200 miles underground and insulating 1,800 miles with covered conductors through 2026, while the other involves undergrounding 973 miles and insulating 1,027 miles.
Both proposals would save money but would ultimately put PG&E’s 10,000 mile goal in jeopardy. Plus, PG&E says that insulating lines is only about 65% effective at reducing wildfire risk, far less effective than undergrounding.
“If a tree falls on a line, the line is going to break and you’re still going to have a risk of a spark and you still have a chance of starting a wildfire, even if the line is insulated,” explains Kirschen.
“By relying more heavily on insulated lines, we can do the work faster and we can deliver that wildfire safety more quickly to those different communities,” Morsony says.
Come November, the CPUC will decide on a path forward for PG&E, with both wildfire risk and customers’ utility bills hanging in the balance.
The all-electric Cadillac LYRIQ was an Electrek favorite when it first made its debut two years ago. Now, LYRIQ buyers who have been waiting for a deal can score more than $10,500 in discounts on the Ultium-based Caddy.
Our own Seth Weintraub said that GM had come in, “a year early and dollar long at $60K” when he first drove the Ultium-based Cadillac LYRIQ back in 2022. He called the SUV “a stunner,” too, heaping praise on the LYRIQ’s styling inside and out before adding that the EV’s ride quality really impressed on long journeys.
Well, if the first mainstream electric Cadillac was a winner at its original, $57,195 starting price (rounded up to $60K for easy math), what could we call it at $10,500 less?
That’s a question that’s suddenly worth asking, thanks to huge GM discounts on the LYRIQ that prompted the automotive pricing analysts at CarsDirect to name the 2024 LYRIQ one of the industry’s “Best New Car Deals” this month:
A slew of incentives can enable you to save big on a 2024 Cadillac LYRIQ. First, EVs eligible for the federal tax credit qualify for $7,500 in Ultium Promise Bonus Cash from GM. Additionally, competing EV owners can score $3,000 in conquest cash.
With more than 100 kWh of battery capacity and 300-plus miles of real-world driving range (plus available 190 kW charging capability) the Cadillac LYRIQ ticks all the boxes – but you don’t have to take just my word for that.
A global shortage of qualified operators is impacting job sites everywhere, precisely at a time when demand for housing, mineral mining, and renewable energy construction is going from peak to peak. That’s why companies from Caterpillar to Tesla to Einride are pushing to advance autonomy the way they are.
First revealed as a concept in 2021, Volvo CE’s CX01 autonomous “single drum” asphalt roller concept has seen continuous development in the years since. Making its Volvo Days debut, the CX01 has shed the original single drum design for a “split drum,” with each half being controlled by an internalized, independent electric motor.
The CX01’s electric motors not only help to propel and steer the roller, they also vibrate the drums individually, using some trick software calibration to effectively “cancel each other out,” delivering all the benefits of vibrating drum rollers without the noise.
It’s so smart, you guys
It’s also worth noting that the CX01 is something of an “extended range” EV, instead of a “pure” BEV. That’s because it uses a small, 1.4L diesel engine to spin a generator that powers not batteries, but capacitors (those blue things, above right). Those capacitors can be charged on grid power (or from an accompanying TC13 trench compactor), but they’re much better than batteries at releasing energy really quickly, enabling the diesel to operate at its maximum efficiency while maintaining extremely precise, high-torque movement from the motors.
Volvo CE engineers envision a team CX01 rollers units deployed on larger job sites that could work together and communicate with other pieces of equipment on the site. The connected equipment could help survey the job site, report on the conditions of the mat (density, temperature, and passes), and leverage AI to determine when and where to compact without the need for human operators.
All of which is great, sure – but they had me at “giant OneWheel.”
Volvo TA15 autonomous electric haul truck
Volvo TA15 autonomous haul truck; photo by the author.
Part of Volvo CE’ “TARA” line of autonomous products, the “production ready” TA15 autonomous electric haul trucks are already part of a number of pilot programs on Volvo customer job sites. Being autonomous, they’re ideally suited to performing repetitive routes, dozens of times per day, without exposing human operators to fatigue or injury.
“TARA enables you to downsize and replace larger diesel-powered vehicles with a fleet of autonomous electric Volvo TA15s capable of running 24/7,” reads the official TARA release. “This not only helps you cut emissions and increase productivity, it will also help you rightsize your machinery and optimize your hauling routes.”
And that brings us to the real topic at hand: sustainability.
Electrek’s Take
Volvo SD110 single drum roller, via Volvo CE.
As we’ve often discussed on The Heavy Equipment Podcast, there are two types of sustainability, and both are important. The first is the “classic” version of sustainability, in that our choices need to sustain the planet and environment we live in. The second is sustainability of the business – the ability to keep doing business in a way that ensures the survival of the business, itself.
Looking at the conventional Volvo SD110 conventional roller, above, you can see the incredible amount of materials – of steel, rubber, plastic, glass, etc. – that simply isn’t needed to produce the CX01 roller we started this article with.
All that added mass has a massive hidden carbon cost. The cost of getting those materials out of the ground, the need for bigger, heavier roads to support the weight of the machine, and the bigger, burlier trucks and trailers needed to transport it. Heck, even the operator’s commute to and from the job site adds to the carbon cost of the SD110, over and above the harmful emissions from its diesel engine’s exhaust stack.
The CX01? It’s objectively more sustainable than the SD110 roller in every way, and does pretty much the same job.
Following successful inbound implementations in the Pacific Northwest, North Carolina, and Mexico, Daimler Trucks North America (DTNA) is expanding the reach of its electric semi fleet into Arizona with long-time associate JB Hunt.
JB Hunt will add the new Freightliner eCascadia electric semi to its Arizona fleet immediately, and put it to work delivering aftermarket truck parts from DTNA’s parts distribution center (PDC) in Phoenix to multiple DTNA dealers along a dedicated route.
The electric Freightliner truck is expected to cover approximately 100 miles in a given day before heading “home” to a Detroit eFill charger installed at Daimler’s Phoenix facility.
“This solution with DTNA is a great example of our commitment to supporting customers’ efforts to reduce their carbon footprint and work towards energy transition,” explains Greer Woodruff, executive vice president of safety, sustainability and maintenance at JB Hunt. “JB Hunt owns and operates several eCascadias on behalf of customers, and our drivers have really enjoyed their in-cab experience. As customer interest continues to grow, we are here to enable their pursuit for a more sustainable supply chain in the most economic means possible.”
Daimler is analyzing future expansion opportunities throughout its internal parts distribution and logistics with an eye on electrifing additional routes and further reducing the carbon footprint of its logistics operations.