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Reliable hot water is critical for restaurants for preparing food and washing dishes and equipment, as well as hand washing.

However, water heating is one of the biggest energy users in restaurants. Heating water for restaurant use accounts for 16% of all commercial gas usage in California. Food service buildings are among the highest intensive energy users on a per-square-foot basis, largely because of their hot water usage. Foodservice operations may soon feel the pressure to electrify. The California Air Resources Board is analyzing proposed zero-emission GHG standards for new space and water heaters. It is currently planned for consideration in 2025 with any implementation beginning in 2030, and would only be applicable to the purchase of new equipment

Doing so will be difficult, particularly for existing restaurants. Many food service operations, especially small and independent businesses, do not have the space for the size of a storage tank that would be required for a heat pump water heater. Restaurants in California, as with most states, are legally required to have sufficient hot water to meet all these demands under peak conditions.

In response to these challenges, an emerging technology, the heat pump-assisted water heater, is gaining traction. It is designed to meet this existing gap between what the market needs and the cost and challenges of installing available heat pump water heaters. It is geared to meet the needs of existing food service businesses that want to be able to transition to a heat pump while still retaining the benefits of their current water heating system.

With funding from CalNEXT — California’s statewide emerging technology initiative — the TRC Advanced Energy team recently published a report, “Market Potential for Heat Pump Assisted Hot Water Systems in Foodservice Facilities.” This report, which TRC Advanced Energy developed with research support from Frontier Energy and Energy Solutions, assesses the benefits and challenges of adopting heat pump-assisted water heater technology for a range of food service establishments.

“Heat pump-assisted water heaters are a solution that we have available today,” said Amin Delagah, Associate Director of Research and Consulting for TRC Advanced Energy, an environmental services provider. “Heat pump water heater adoption rates in restaurants are still very low due to a lack of familiarity, space and electrical capacity requirements and primarily, the health department water heater sizing regulatory barrier, but the heat pump assist concept is a solution that we can move forward today to overcome these barriers.”

The heat pump-assisted water heater, as its name suggests, is designed to operate in series with an existing water heater, which makes it attractive for restaurants that do not want to overhaul their current system completely. During down times for the business, the existing heater would maintain the recirculation temperature of already heated water in its system. During off hours, the heat pump-assisted water heater would produce sufficient hot water to restock the system. Because the existing heater is already large enough to meet food service needs during business hours, the heat pump-assisted water heater system can be built to fit the available space, even if it is undersized.

The benefits of using a heat pump-assisted water heater are similar to those of a heat pump: improved energy efficiency and possibly lower long-term energy costs, although cost issues largely depend on the type of system being replaced. Natural gas fuel, which is used by 90 percent of food service operations for water heating, is currently cheaper than electricity in most of California.

Heat pump systems also provide cooling as a byproduct, which could be useful to counteract kitchen heat.

Heat pump-assisted water heaters are designed to address the big disadvantage of heat pump water heaters for restaurants — the longer time needed to heat the water from cold. One workaround is a much larger tank, but floor space is typically at a premium in restaurants, making this workaround unappealing for many food service operations. For a heat pump water heater to meet health department requirements, it would need a much bigger tank than its gas-fired counterpart (because the gas-fired water heater can heat water faster).

Heat pump-assisted water heaters may also be cheaper to install than a conventional, retrofitted heat pump water heater system, and the heat pump-assisted water heater does not need to meet these sizing regulations because the legacy water heater still functions as a backup system. At this point, the technology is still emerging and has not been installed commercially, but the authors estimate that initial costs for the heat pump water heater that acts as the assist, including installation, could range between $6,000 to $20,000. This amount, while significant, is still much cheaper than what it could cost a full-service restaurant to install a heat pump water heater capable of meeting water demands, which could well exceed $100,000.  

“The costs for heat pump assisted heat pumps are largely driven by the electrical work and the space required, and there may be incentives available to offset these,” Delagah said.

Another benefit is that because the heat pump-assisted water heater is a backup system, it does not require health department approval, making the process simpler.  

Both heat pump water heaters and heat pump-assisted water heaters also have the additional operational benefit of being able to benefit from time-of-use rates and the additional cooling they could provide for kitchens.

“This year in October, it was 95 degrees in the Bay Area,” Delagah said. “There are new California OSHA rules on the books for indoor temperatures — if your facilities are over an 82°F temperature indoors, you have to provide cooling centers for employees. That’s becoming an emerging concern for restaurants to meet a new heat illness standard.”

On the downside, the higher upfront costs will likely still be a significant barrier to the adoption of heat pump-assisted water heaters, even if they are relatively less expensive than heat pump water heaters.

One big hurdle is that health departments, by and large, are not familiar with the technology — and may be more resistant to its approval. The relatively high price of electricity in California, compared with gas, may be another barrier. 

Yet regulations and the need to decarbonize are moving closer, with California’s 2030 deadlines for reducing its overall greenhouse gas emissions by 40%, in comparison with 1990 levels. Restaurants are well positioned to be the public face of doing their part.

“This is great equipment for restaurants that are thinking about positioning themselves for where things are going in terms of air quality regulations,” Delagah said. “If you’re a chain restaurant, you should probably be trying this out, kicking the tires a bit, and preparing for what your solution is going to be when there is a mandate.”

To learn more about this project, read the report on the CalNEXT website, calnext.com  

About CalNEXT: CalNEXT is a statewide initiative to identify, test, and grow electric technologies and delivery methods to support California’s decarbonized future. CalNEXT is funded by the ratepayers of California investor-owned utilities and provides a means for studying emerging technologies and energy-efficiency innovations that have the potential to save energy via utility programs and/or market support.

Article written by Emily Pickrell, Energy Solutions

Commentary: Heat pump-assisted water heater technology could make big lift is an article from Energy News Network, a nonprofit news service covering the clean energy transition. If you would like to support us please make a donation.

This article was originally published by CalMatters.

At New Century Motorcycles in Alhambra, a handful of electric motorcycles are relegated to the back of the store, tucked behind the dirt bikes. The store sells one a month, at most, a salesperson said.  

Motorcyclists have long loved their noisy, gas-powered machines that allow them to ride long distances on highways and remote roads with few fueling stops.

Now, in a nationwide first, California is planning new rules that ramp up sales of zero-emission motorcycles in its quest to clean the air and battle climate-warming gasses.  

The regulations would impose a credit system for manufacturers so that 10% of motorcycles sold in California would be zero-emissions in 2028 and 50% in 2035, according to the state Air Resources Board. At the same time, a tighter standard for new gas-powered motorcycles would ratchet down their emissions for the first time in more than 25 years. 

Under the proposed rules, more than 280,000 new electric or hydrogen motorcycles would be sold in California by 2045 — about eight times more than the total on its roads now. Electric motorcycles make up only 1% of current motorcycle sales.

The state Air Resources Board will vote on the proposed rules on Nov. 7 after a public hearing.

Motorcycles are more often used for recreation than for daily commutes, and they collectively emit far less pollution than gasoline-powered cars and diesel trucks. But a mile driven in a gas-powered motorcycle emits far more pollutants than a mile in a new gas-powered car — for the reactive gases that form smog, it’s a whopping 20 times more per mile, according to the air board.

In a state with the worst smog in the nation and unsafe levels of dangerous fine particles, air-quality officials say no source can be left unregulated: All vehicles powered by fossil fuels need to be cleaned up and transitioned to zero-emissions.

State officials hope more motorcyclists will be interested in the benefits that  battery-powered motorcycles have to offer: low fueling costs and less maintenance.  

But many motorcyclists point out California’s inadequate network of public charging stations and the limited range of electric models that are unsuitable for long-distance rides. They worry that the rule will limit the bikes they can choose in the future. Others say it could fill an untapped market for urban motorcyclists interested in fast bikes for short commutes. 

“There is no infrastructure for electric vehicles,” Michael DiPiero of the American Brotherhood Aimed Towards Education of California, which represents motorcyclists, said in written comments to the air board. “We cannot support the needs we currently have for electricity as it is.” 

Rob Smith, a motorcyclist from Santa Monica, owns an electric car and considers himself an environmentalist. But he’s not ready to switch to electric motorcycles — and he doesn’t think most motorcyclists are, either. They’re expensive, silent and have top ranges of about 100 miles.

“I do think it’s the future, I just don’t know about that timeline,” Smith said of the Air Resources Board’s proposal. “This is going to just hit a niche. Can you get to 50% with just that niche?” 

Harley Davidson and the Motorcycle Industry Council, a group that represents manufacturers, didn’t respond to a request for comment about the proposed rules.

State officials said the regulation strikes a balance by moving toward electrification of motorcycles and catching up with European standards for gas-powered motorcycles yet still allowing California consumers to have a range of choices. 

“We realized we couldn’t push to 100% because there will probably be some circumstances where zero-emission motorcycles won’t have access to infrastructure to plug up their bikes,” said Annette Hèbert, the air board’s deputy executive officer who oversees mobile source rules at its Southern California office.

Motorcycles make up less than half of 1% all vehicle miles traveled in California. But even though they’re a “very small part of the state’s overall transportation sector,” they contribute an “outsized portion of smog-forming pollutants,” air board officials said.  

“Motorcycles (emissions) may look small when taken by themselves, but when you consider the additive effect to all those other small sources together, you can see why we’ve got to hit every little piece,” Hèbert said.  

If California is to finally have healthy air as well as make progress in combating climate change, “we need to have this paradigm shift, because that’s the only way we’re going to get there,” she said.

Tons of air pollution would be eliminated 

Californians breathe some of the nation’s unhealthiest air and vehicles account for the majority of that pollution. The Los Angeles basin has for decades topped the list of cities with the worst ozone, a key ingredient of smog, according to the American Lung Association. Ozone and particle pollution can trigger asthma and heart attacks, as well as other diseases.

The motorcycle regulation would lead to an estimated $649 million in savings from reduced mortality and avoided hospitalizations and illnesses associated with motorcycle emissions, according to the Air Resources Board.  

By 2045, the rules are expected to eliminate about 20,000 tons of reactive gases and nitrogen oxides that form smog, and 33 tons of fine particulate matter. That would be about half of the emissions from all California motorcycles.

California is proposing a tiered credit system for manufacturers. Companies that produce high speed, freeway-capable motorcycles with large battery capacities — those that typically produce the most emissions — will get the most credits. Low-speed bikes with low range will get the least.  

Companies comply with the rule by producing zero-emission motorcycles for credits or trading their credits with other companies. A manufacturer, for instance, could comply with its 50% target by making and selling 25% electric motorcycles and then purchasing credits for the remaining 25% from an all-electric motorcycle company. Manufacturers would also get bonus credits for producing and selling zero-emission bikes before 2029. 

Additionally, starting with 2029 models, the regulation will require new gas-powered motorcycles to follow more stringent European Union standards for exhaust emissions and use better on-board engine diagnostic equipment to detect faults in their emissions systems.  

Several manufacturers, including Harley Davison, Ducati and Kawasaki, already make electric bikes, and some companies, like Zero and Verge, build exclusively electric bikes. Energica, an electric bike startup, recently filed for bankruptcy due to increased costs and supply issues.  

An electric motorcycle purchased in 2020 cost on average $5,365 more than a gas-powered one. State officials estimated an electric bike would save $215 annually in fuel and maintenance costs. 

State officials said electric motorcycles may also appeal to low income motorcyclists who live in apartments and find charging an electric car near their residence more difficult. Less expensive electric motorcycles may be small enough to take inside apartments to charge or come with removable batteries that can be charged overnight. 

But officials stressed that the regulation’s intent isn’t to convert car drivers to motorcyclists. Instead, it’s an added option for motorcyclists looking for a more cost effective mode of transportation.  

Are electric motorcycles ready for prime time?

At a Harley Davidson dealer in Marina Del Rey, Live Wire brand electric motorcycles are visible as soon as customers enter the showroom. The dealer sells two or three electric Live Wire motorcycles monthly, said Justin Fraiser, a sales representative at the dealer. 

“There are a lot of people in the Harley world stuck on combustion engines,” Fraiser said. But he’s not one of them. “It’s the evolution of things. Eventually, it’s gonna happen.” 

Smith, the motorcyclist from Santa Monica, said he thinks electric motorcycles are the future, but they’re not quite ready for “prime time.” 

Smith said California has been a leader in climate solutions “for good reason.”  He said he cares about reducing emissions and protecting the environment. He is a partner in a venture capital firm that invests in startups that make electric bikes. 

But he prefers his “loud and obnoxious” Ducati motorcycle for its better range (up to 200 miles) and for safety reasons — car drivers can hear him coming behind them. 

Smith said the state should focus on cutting emissions from new motorcycles with internal combustion engines and was pleased to hear that was part of the regulation. 

Karen Butterfield, a motorcyclist from San Diego, agreed that, for her, an electric motorcycle won’t work. 

She’s a member of the Southern California Motorcycling Association, which gathers for long-distance trips, from Mexico to Canada and throughout the U.S. They ride for hundreds of miles without stopping, something that an electric one couldn’t do with existing charging network problems. 

But she said there’s a massive untapped market in young riders because she thinks electric motorcycles are generally easier to use.  

“I think it’s a good thing for motorcycling in the sense that a smaller electric bike would help people get into motorcycling,” she said. “The generations that are coming seem to be more environmentally conscious too, which is a good thing. I think there’s a market there, they just need to find it.”  

Adrian Martinez, an attorney for climate advocate Earthjustice, said the organization supports the proposal, but called it conservative. The group was pushing for 100% electric motorcycles in a similar timeline. 

“California has such dramatic air pollution problems that we’ve realized that we aren’t in a position to pick and choose,” Martinez said. “We basically need to get to zero emissions everywhere feasible.” 

But some motorcyclists believe that mandating electric motorcycle technology isn’t necessary for a vehicle that produces relatively small emissions compared to other vehicles. People ride motorcycles as a hobby, to socialize with other motorcyclists and ride in the mountains or other remote areas. 

Some people ride motorcycles as their main form of transportation, and electric motorcycles may appeal to those folks, but it’s a small percentage, said Chris Real, president of DPS Technical, a technical services company for motorcyclists. 

Real said he thinks the regulation “won’t move the needle at all” in reducing emissions because most motorcyclists don’t put many miles on their bikes. 

“Some consumers will adopt it, and some consumers won’t,” he said. “So very regional consumers, urban consumers that only ride you 20 or 30 miles, it won’t impact them at all. But for somebody that has to make a 100 mile commute or something, that’s not going to be viable.”

In nationwide first, California plans to rev up sales of electric motorcycles is an article from Energy News Network, a nonprofit news service covering the clean energy transition. If you would like to support us please make a donation.