Canada to get out of isotope business: PM

Hydro One-Avista Acquisition secures U.S. antitrust clearance under Hart-Scott-Rodino, pending approvals from state utility commissions, the FCC, and CFIUS, with prior FERC approval and shareholder vote supporting the cross-border utility merger.

Key Points

A $6.7B cross-border utility merger cleared under HSR, still awaiting state, FCC, and CFIUS approvals; FERC approved earlier.

✅ HSR waiting period expired; U.S. antitrust clearance obtained

✅ Approvals pending: state commissions, FCC, and CFIUS

✅ FERC and Avista shareholders have approved the transaction

Hydro One Ltd. says it has received antitrust clearance in the United States for its deal to acquire U.S. energy company Avista Corp., even as it sought to redesign customer bills in Ontario.

The Ontario-based utility says the 30-day waiting period under the Hart-Scott-Rodino Antitrust Improvements Act expired Thursday night.

Hydro One announced the friendly deal to acquire Avista last summer, amid customer backlash in some service areas, in an agreement that valued the company at $6.7 billion.

The deal still requires several other approvals, including those from utility commissions in Washington, Idaho, Oregon, Montana and Alaska.

Analysts also warned of political risk for Hydro One during this period, reflecting concerns about provincial influence.

The U.S. Federal Communications Commission must also sign off on the transaction, and although U.S. regulators later rejected the $6.7B takeover following review, clearance is required by the Committee on Foreign Investment in the United States.

The agreement has received approval from the U.S. Federal Energy Regulatory Commission as well as Avista shareholders, and it mirrored other cross-border deals such as Algonquin Power's acquisition of Empire District that closed in the sector.

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ADNOC Hydrogen Export Projects target global energy transition, courting investors and equity stakes for blue and green hydrogen, ammonia shipping, CCS at Ruwais, and long-term supply contracts across power, transport, and industrial sectors.

Key Points

ADNOC plans blue and green hydrogen exports, leveraging Ruwais, CCS, and ammonia to secure long-term supply.

✅ Blue hydrogen via gas reforming with CCS; ammonia for shipping.

✅ Green hydrogen from solar-powered electrolysis under development.

✅ Ruwais expansions and Fertiglobe ammonia tie-up target long-term supply.

Abu Dhabi is seeking investors to help build hydrogen-export facilities, as Middle Eastern oil producers plan to adopt cleaner energy solutions, sources told Bloomberg.

Abu Dhabi National Oil Company (ADNOC) is holding talks with energy companies for them to purchase equity stakes in the hydrogen projects, the sources referred, as Germany's hydrogen strategy signals rising import demand.

ADNOC, which already produces hydrogen for its refineries, also aims to enter into long-term supply contracts, as Canada-Germany clean energy cooperation illustrates growing cross-border demand, before making any progress with these investments.

Amid a global push to reduce greenhouse-gas emissions, the state-owned oil companies in the Gulf region seek to turn their expertise in exporting liquid fuel into shipping hydrogen or ammonia across the world for clean and universal electricity needs, transport, and industrial use.

Most of the ADNOC exports are expected to be blue hydrogen, created by converting natural gas and capturing the carbon dioxide by-product that can enable using CO2 to generate electricity approaches, according to Bloomberg.

The sources said that the Abu Dhabi-based company will raise its production of hydrogen by expanding an oil-processing plant and the Borouge petrochemical facility at the Ruwais industrial hub, supporting a sustainable electric planet vision, as the extra hydrogen will be used for an ammonia facility planned with Fertiglobe.

Abu Dhabi also plans to develop green hydrogen, similar to clean hydrogen in Canada initiatives, which is generated from renewable energy such as solar power.

Noteworthy to mention, in May 2021, ADNOC announced that it will construct a world-scale blue ammonia production facility in Ruwais in Abu Dhabi to contribute to the UAE's efforts to create local and international hydrogen value chains.

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Heavy-Duty Truck Electrification is disrupting the aftermarket as diesel declines: fewer parts, regenerative braking, emissions rules, e-drives, gearboxes, and software engineering needs reshape service demand, while ICE fleets persist for years.

Key Points

Transition of heavy trucks to EV systems, reducing parts and emissions while reshaping aftermarket service and skills.

✅ 33% fewer parts; regenerative braking slashes brake wear

✅ Diesel share declines; EVs and natural gas slowly gain

✅ Aftermarket shifts to e-drives, gearboxes, software and service

Those who sell parts and repair trucks might feel uneasy when reports emerge about a coming generation of electric trucks.

There are reportedly about 33% fewer parts to consider when internal combustion engines and transmissions are replaced by electric motors. Features such as regenerative braking are expected to dramatically reduce brake wear. As for many of the fluids needed to keep components moving? They can remain in their tanks and drums.

Think of them as disruptors. But presenters during the annual Heavy Duty Aftermarket Dialogue are stressing that the changes are not coming overnight. Chris Patterson, a consultant and former Daimler Trucks North America CEO, noted that the Daimler electrification plan underscores the shift as he counts just 50 electrified heavy trucks in North America.

About 88% of today’s trucks run on diesel, with the remaining 12% mostly powered by gasoline, said John Blodgett, MacKay and Company’s vice-president of sales and marketing. Five years out, even amid talk of an EV inflection point, he expects 1% to be electric, 2% to be natural gas, 12% to be gasoline, and 84% on diesel.

But a decade from now, forecasts suggest a split of 76% diesel, 11% gasoline, 7% electric, and 5% natural gas, with a fraction of a percent relying on hydrogen-electric power. Existing internal combustion engines will still be in service, and need to be serviced, but aftermarket suppliers are now preparing for their roles in the mix, especially as Canada’s EV opportunity comes into focus for North American players.

“This is real, for sure,” said Delphi Technologies CEO Rick Dauch.

Aftermarket support is needed
“As programs are launched five to six years from now, what are the parts coming back?” he asked the crowd. “Braking and steering. The fuel injection business will go down, but not for 20-25 years.” The electric vehicles will also require a gear box and motor.

“You still have a business model,” he assured the crowd of aftermarket professionals.

Shifting emissions standards are largely responsible for the transformation that is occurring. In Europe, Volkswagen’s diesel emissions scandal and future emissions rules of Euro 7 will essentially sideline diesel-powered cars, even as electric buses have yet to take over transit systems. Delphi’s light-duty diesel business has dropped 70% in just five years, leading to plant closures in Spain, France and England.

“We’ve got a billion-dollar business in electrification, last year down $200 million because of the downturn in light-duty diesel controllers,” Dauch said. “We think we’re going to double our electrification business in five years.”

That has meant opening five new plants in Eastern European markets like Turkey, Romania and Poland alone.

Deciding when the market will emerge is no small task, however. One new plant in China offered manufacturing capacity in July 2019, but it has yet to make any electric vehicle parts, highlighting mainstream EV challenges tied to policy shifts, because the Chinese government changed the incentive plans for electric vehicles.

‘All in’ on electric vehicles
Dana has also gone “all in” on electrification, said chairman and CEO Jim Kamsickas, referring to Dana’s work on e-drives with Kenworth and Peterbilt. Its gasket business is focusing on the needs of battery cooling systems and enclosures.

But he also puts the demand for new electric vehicle systems in perspective. “The mechanical piece is still going to be there.”

The demand for the new components and systems, however, has both companies challenged to find enough capable software engineers. Delphi has 1,600 of them now, and it needs more.

“Just being a motor supplier, just being an inverter supplier, just being a gearbox supplier itself, yes you’ll get value out of that. But in the longhaul you’re going to need to have engineers,” Kamsickas said of the work to develop systems.

Dauch noted that Delphi will leave the capital-intensive work of producing batteries to other companies in markets like China and Korea. “We’re going to make the systems that are in between – inverters, chargers, battery management systems,” he said.

Difficult change
But people working for European companies that have been built around diesel components are facing difficult days. Dauch refers to one German village with a population of 1,200, about 800 of whom build diesel engine parts. That business is working furiously to shift to producing gasoline parts.

Electrification will face hurdles of its own, of course. Major cities around the world are looking to ban diesel-powered vehicles by 2050, but they still lack the infrastructure needed to charge all the cars and truck fleet charging at scale, he added.

Kamsickas welcomes the disruptive forces.

“This is great,” he said. “It’s making us all think a little differently. It’s just that business models have had to pivot – for you, for us, for everybody.”

They need to be balanced against other business demands, including evolving cross-border EV collaboration dynamics, too.

Said Kamsickas: “Working through the disruption of electrification, it’s how do you financially manage that? Oh, by the way, the last time I checked there are [company] shareholders and stakeholders you need to take care of.”

“It’s going to be tough,” Dauch agreed, referring to the changes for suppliers. “The next three to four years are really going to be game changes. “There’ll be some survivors and some losers, that’s for sure.”

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Washington EV Rebate Program drives EV adoption with incentives, funding, and clean energy goals, cutting greenhouse gas emissions. Residents embrace electric vehicles as charging infrastructure expands, supporting sustainable transportation and state climate targets.

Key Points

Washington EV Rebate Program provides incentives to cut EV costs, accelerate adoption, and support clean energy targets.

✅ Over half of allocated funding already utilized statewide.

✅ Incentives lower upfront costs and spur EV demand.

✅ Charging infrastructure expansion remains a key priority.

Washington State has reached a significant milestone in its electric vehicle (EV) rebate program, with more than half of the allocated funding already utilized. This rapid uptake highlights the growing interest in electric vehicles as residents seek more sustainable transportation options. As the state continues to prioritize environmental initiatives, this development showcases both the successes and challenges of promoting electric vehicle adoption.

A Growing Demand for Electric Vehicles

The substantial drawdown of rebate funds indicates a robust demand for electric vehicles in Washington. As consumers become increasingly aware of the environmental benefits associated with EVs—such as reduced greenhouse gas emissions and improved air quality—more individuals are making the switch from traditional gasoline-powered vehicles. Additionally, rising fuel prices and advancements in EV technology, alongside zero-emission incentives are further incentivizing this shift.

Washington's rebate program, which offers financial incentives to residents who purchase or lease eligible electric vehicles, plays a critical role in making EVs more accessible. The program helps to lower the upfront costs associated with purchasing electric vehicles, and similar approaches like New Brunswick EV rebates illustrate how regional incentives can boost adoption, thus encouraging more drivers to consider these greener alternatives. As the state moves toward its goal of a more sustainable transportation system, the popularity of the rebate program is a promising sign.

The Impact of Funding Utilization

With over half of the rebate funding already used, the program's popularity raises questions about the sustainability of its financial support and the readiness of state power grids to accommodate rising EV demand. Originally designed to spur adoption and reduce barriers to entry for potential EV buyers, the rapid depletion of funds could lead to future challenges in maintaining the program’s momentum.

The Washington State Department of Ecology, which oversees the rebate program, will need to assess the current funding levels and consider future allocations to meet the ongoing demand. If the funds run dry, it could slow down the adoption of electric vehicles, potentially impacting the state’s broader climate goals. Ensuring a consistent flow of funding will be essential for keeping the program viable and continuing to promote EV usage.

Environmental Benefits and Climate Goals

The increasing adoption of electric vehicles aligns with Washington’s ambitious climate goals, including a commitment to reduce carbon emissions significantly by 2030. The state aims to transition to a clean energy economy and has set a target for all new vehicles sold by 2035 to be electric, and initiatives such as the hybrid-electric ferry upgrade demonstrate progress across the transportation sector. The success of the rebate program is a crucial step in achieving these objectives.

As more residents switch to EVs, the overall impact on air quality and carbon emissions can be profound. Electric vehicles produce zero tailpipe emissions, which contributes to improved air quality, particularly in urban areas that struggle with pollution. The transition to electric vehicles can also help to reduce dependence on fossil fuels, further enhancing the state’s sustainability efforts.

Challenges Ahead

While the current uptake of the rebate program is encouraging, there are challenges that need to be addressed. One significant issue is the availability of EV models. Although the market is expanding, not all consumers have equal access to a variety of electric vehicle options. Affordability remains a barrier for many potential buyers, especially in lower-income communities, but targeted supports like EV charger rebates in B.C. can ease costs for households. Ensuring that all residents can access EVs and the associated incentives is vital for equitable participation in the transition to electric mobility.

Additionally, there are concerns about charging infrastructure. For many potential EV owners, the lack of accessible charging stations can deter them from making the switch. Expanding charging networks, particularly in underserved areas, is essential for supporting the growing number of electric vehicles on the road, and B.C. EV charging expansion offers a regional model for scaling access.

Looking to the Future

As Washington continues to advance its electric vehicle initiatives, the success of the rebate program is a promising indication of changing consumer attitudes toward sustainable transportation. With more than half of the funding already used, the focus will need to shift to sustaining the program and ensuring that it meets the needs of all residents, while complementary incentives like home and workplace charging rebates can amplify its impact.

Ultimately, Washington’s commitment to electric vehicles is not just about rebates; it’s about fostering a comprehensive ecosystem that supports clean energy, infrastructure, and equitable access. By addressing these challenges head-on, the state can continue to lead the way in the transition to electric mobility, benefiting both the environment and its residents in the long run.

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Bay of Fundy Tidal Energy advances as Nova Scotia permits Jupiter Hydro to test floating barge platforms with helical turbines in Minas Passage, supporting renewable power, grid-ready pilots, and green jobs in rural communities.

Key Points

A Nova Scotia tidal energy project using helical turbines to generate clean power and create local jobs.

✅ Permits enable 1-2 MW prototypes near Minas Passage

✅ Floating barge platforms with patented helical turbines

✅ PPA at $0.50/kWh with Nova Scotia Power

An Alberta-based company has been granted permission to try to harness electricity from the powerful tides of the Bay of Fundy.

Nova Scotia has issued two renewable energy permits to Jupiter Hydro.

Backers have long touted the massive energy potential of Fundy's tides -- they are among the world's most powerful -- but large-scale commercial efforts to harness them have borne little fruit so far, even as a Scottish tidal project recently generated enough power to supply nearly 4,000 homes elsewhere.

The Jupiter application says it will use three "floating barge type platforms" carrying its patented technology. The company says it uses helical turbines mounted as if they were outboard motors.

"Having another company test their technology in the Bay of Fundy shows that this early-stage industry continues to grow and create green jobs in our rural communities," Energy and Mines Minister Derek Mombourquette said in a statement.

The first permit allows the company to test a one-megawatt prototype that is not connected to the electricity grid.

The second -- a five-year permit for up to two megawatts -- is renewable if the company meets performance standards, environmental requirements and community engagement conditions.

Mombourquette also authorized a power purchase agreement that allows the company to sell the electricity it generates to the Nova Scotia grid through Nova Scotia Power for 50 cents per kilowatt hour.

On its web site, Jupiter says it believes its approach "will prove to be the most cost effective marine energy conversion technology in the world," even as other regional utilities consider initiatives like NB Power's Belledune concept for turning seawater into electricity.

The one megawatt unit would have screws which are about 5.5 metres in diameter.

The project is required to obtain all other necessary approvals, permits and authorizations.

It will be located near the Fundy Ocean Research Center for Energy in the Minas Passage and will use existing electricity grid connections.

A study commissioned by the Offshore Energy Research Association of Nova Scotia says by 2040, the tidal energy industry could contribute up to $1.7 billion to Nova Scotia's gross domestic product and create up to 22,000 full-time jobs, a transition that some argue should be planned by an independent body to ensure reliability.

Last month, Nova Scotia Power said it now generates 30 per cent of its power from renewables, as the province moves to increase wind and solar projects after abandoning the Atlantic Loop.

The utility says 18 per cent came from wind turbines, nine per cent from hydroelectric and tidal turbines and three per cent by burning biomass across its fleet.

However, over half of the province's electrical generation still comes from the burning of coal or petroleum coke, even as environmental advocates push to reduce biomass use in the mix. Another 13 per cent come from burning natural gas and five per cent from imports.

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Tesla Supercharger Billing Update details kWh-based pricing that now includes HVAC, battery thermal management, and other HV loads during charging sessions, improving cost transparency across pay-per-use markets and extreme climate scenarios.

Key Points

Tesla's update bills for kWh used by HVAC, battery heating, and HV loads during charging, reflecting true energy costs.

✅ kWh charges now include HVAC and battery thermal management

✅ Expect 10-25 kWh increases in extreme climates during sessions

✅ Some regions still bill per minute due to regulations

Tesla has updated its Supercharger billing policy to add the cost of electricity use for things other than charging, like HVAC, battery thermal management, etc, while charging at a Supercharger station, a shift that impacts overall EV charging costs for drivers. 

For a long time, Tesla’s Superchargers were free to use, or rather the use was included in the price of its vehicles. But the automaker has been moving to a pay-to-use model over the last two years in order to finance the growth of the charging network amid the Biden-era charging expansion in the United States.

Not charging owners for the electricity enabled Tesla to wait on developing a payment system for its Supercharger network.

It didn’t need one for the first five years of the network, and now the automaker has been fine-tuning its approach to charge owners for the electricity they consume as part of building better charging networks across markets.

At first, it meant fluctuating prices, and now Tesla is also adjusting how it calculates the total power consumption.

Last weekend, Tesla sent a memo to its staff to inform them that they are updating the calculation used to bill Supercharging sessions in order to take into account all the electricity used:

The calculation used to bill for Supercharging has been updated. Owners will also be billed for kWhs consumed by the car going toward the HVAC system, battery heater, and other HV loads during the session. Previously, owners were only billed for the energy used to charge the battery during the charging session.

Tesla says that the new method should more “accurately reflect the value delivered to the customer and the cost incurred by Tesla,” which mirrors recent moves in its solar and home battery pricing strategy as well.

The automaker says that customers in “extreme climates” could see a difference of 10 to 25 kWh for the energy consumed during a charging session:

Owners may see a noticeable increase in billed kWh if they are using energy-consuming features while charging, e.g., air conditioning, heating etc. This is more likely in extreme climates and could be a 10-25 kWh difference from what a customer experienced previously, as states like California explore grid-stability uses for EVs during peak events.

Of course, this is applicable where Tesla is able to charge by the kWh for charging sessions. In some markets, regulations push Tesla to charge by the minute amid ongoing fights over charging control between utilities and private operators.

Electrek’s Take
It actually looks like an oversight from Tesla in the first place. It’s fair to charge for the total electricity used during a session, and not just what was used to charge your battery pack, since Tesla is paying for both, even as some states add EV ownership fees like the Texas EV fee that further shape costs.

However, I wish Tesla would have a clearer way to break down the charging sessions and their costs.

There have been some complaints about Tesla wrongly billing owners for charging sessions, and this is bound to create more confusion if people see a difference between the kWhs gained during charging and what is shown on the bill.

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