Deepwater Wind Eyeing Massachusetts’ South Coast for Major Offshore Wind Construction Activity

Israel Coal Reduction accelerates the energy transition, cutting coal use in electricity production by 30% as IEC shifts to natural gas, retires Hadera units, and targets a 2030 phase-out to lower emissions.

Key Points

Plan to cut coal power by 30%, retire IEC units, and end coal by 2030, shifting electricity generation to natural gas.

✅ 30% immediate cut in coal use for electricity by IEC

✅ Hadera units scheduled for retirement and gas replacement by 2022

✅ Complete phase-out of coal and gasoil in power by 2030

Israel's Energy and Water and Environmental Protection Ministers have ordered an immediate 30% reduction in coal use for electricity production by state utility Israel Electric Corporation as the country increases its dependence on domestic natural gas.

IEC, which operates four coal power plants with a total capacity of 4,850 MW and imports thermal coal from Australia, Colombia, Russia and South Africa, has been planning, as part of the decision to reduce coal use, to shut one of its coal plants during autumn 2018, when demand is lowest.

Israel has already decided to shut the four units of the oldest coal power plant at Hadera by 2022, echoing Britain's coal-free week milestones, and replace the capacity with gas plants.

"By 2030 Israel will completely stop the use of coal and gasoil in electricity production," minister Yuval Steinmetz said.

Coal consumption peaked in 2012 at 14 million mt and has declined steadily, aligning with global trends where renewables poised to eclipse coal in power generation, with the coming on line of Israel's huge Tamar offshore gas field in 2013.

In 2015 coal accounted for more than 50% of electricity production, even as German renewables outpaced coal in generation across that market. Coal's share would decline to less than 30% under the latest decision.

Israel's coal consumption in 2016 totaled 8.7 million mt, as India rationed coal supplies amid surging demand, and was due to decline to 8 million mt last year.

Three years ago, the ministers ordered a 15% reduction in coal use, while Germany's coal generation share remained significant, and the following year a further 5% cut was added.

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UK EV Charging Infrastructure is accelerating as ABB and Formula E spotlight fast charging, smart grids, and public stations, preparing Britain for mass electric vehicle adoption with expanded capacity, reliable connectors, and nationwide coverage.

Key Points

The UK network of charge points, grid capacity, and services enabling secure, scalable electric vehicle adoption.

✅ ABB urges rapid rollout of fast chargers and smart grid upgrades

✅ National Grid forecasts up to 9m EVs by 2030 in the UK

✅ Government GBP 400m investment targets reliable nationwide coverage

The UK should speed up preparations for the rise of electric vehicles, according to the chief executive of ABB, the world’s largest supplier of fast-charging points.

Speaking as the Switzerland-based engineering firm became the first official sponsor of the electric street racing series Formula E, Ulrich Spiesshofer predicted a flood of consumer take-up of plug-in cars, noting how EV inquiries surged in the UK during a recent fuel supply crisis.

And he added his voice to warnings that Britain must move faster to make sure owners of electric vehicles are not stymied by a shortage of charging bays or cost concerns among consumers.

“E-mobility is unstoppable, it’s just a question of how fast and how deep it will be deployed,” he said. “The UK has a big population that really wants to contribute to a greener, more sustainable world. But there’s always a question of whether it’s quick enough. In the next couple of years, it’s in the interest of everybody to make sure the infrastructure is coming up.”

How green are electric cars?

He said this would include adding to the UK’s network of electric charging points, as well as ensuring enough energy capacity so that the grid can cope with rising demand.

There are 14,344 charging connectors in the UK, according to ZapMap, which charts the scale of the UK’s network.

Those charging points served around 132,000 plug-in vehicles at the end of 2017, but the National Grid has predicted that the number of electric cars could surge to 9m by 2030.

“In the next couple of years, it’s in the interest of everybody to make sure the infrastructure is coming up,” said Spiesshofer.

He welcomed the government’s budget pledge to spend £400m on improving the UK’s charging point network but warned that the power grid also needed to be ready to meet the increased demand, which many argue is manageable with proper management approaches.

Electric cars have been forecast to add about 18 gigawatts of power demand to the grid, the equivalent of six Hinkley Point C nuclear power stations.

Spiesshofer said he hoped ABB’s sponsorship of Formula E, which will last until 2025, would help spur interest in electric cars and lead to technological breakthroughs, even as the US EV boom tests charging capacity elsewhere.

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California Natural Gas Plant Rethink signals a shift toward clean energy, renewables, distributed solar, battery storage, and grid modernization as LADWP and regulators pause repowering plans amid an electricity oversupply and rising ratepayer costs.

Key Points

California pauses new gas plants to assess renewables, storage, and grid solutions for reliability.

✅ LADWP delays $2.2B gas repowers to study clean alternatives

✅ CEC weighs halting Oxnard plant amid grid oversupply

✅ Distributed solar, batteries, demand response boost reliability

California energy officials are, for the first time, rethinking plans to build expensive natural gas power plants in the face of an electricity glut and growing use of cleaner and cheaper energy alternatives.

The Los Angeles Department of Water and Power announced Tuesday that it has put a hold on a $2.2-billion plan to rebuild several old natural gas power plants while it studies clean energy alternatives to meet electricity demands. And the California Energy Commission may decide as early as Thursday to halt a natural gas project in Ventura County.

The scrutiny comes after an investigation found that the state is operating with an oversupply of electricity, driven largely by the construction of gas-fueled generating plants, leading to higher rates as regulators consider a rate overhaul to clean the grid. The state’s power plants are on track to be able to produce at least 21% more electricity than needed by 2020, according to the Times report.

Californians are footing a $40-billion annual bill while using less electricity, paying $6.8 billion more than they did in 2008 when power use in the state was at its all-time high. Electricity consumption has since fallen and remained largely flat.

Utilities in California have been on a years-long building binge, adding new natural gas plants even as the nation’s electricity system has undergone significant change, including consumer choice reforms that are reshaping the market.

Where utilities once delivered all electrical services from huge power plants along miles of transmission lines, the industry now must consider power delivered to the electric grid not only from its own sources, but also from solar systems and batteries at homes and businesses.

At the same time, utilities have been aggressively upgrading or rebuilding their aging natural gas plants — a move critics have said is unnecessary because consumers are using less power and clean energy technology is making those plants obsolete.

The DWP and energy commission moves involve as many as seven natural gas plant projects proposed for Southern California, despite warnings about a looming shortage if capacity is retired too fast, from Oxnard to Carlsbad, at a cost of more than $6 billion.

Reiko Kerr, the DWP’s senior assistant general manager of power systems, said given the changes in the energy world, the assessment is necessary to protect ratepayer dollars and the environment.

“The whole utility paradigm has shifted,” Kerr said in an interview. “We really are doing our ratepayers a disservice by not considering all viable options.

“We’re just looking at everything,” she said. “What can help us solve this reliability, renewable and greenhouse gas challenge that we all have?”

State and local governments have felt a heightened sense of urgency to deal with climate change after President Trump decided last week to withdraw the United States from the Paris climate accord.

California already has mandated that at least 50% of the state’s electricity come from clean energy sources by 2030. Senate leader Kevin de León (D-Los Angeles) wants to increase that to 100% by 2045.

Building or overhauling natural gas plants throughout Southern California, environmentalists argue, isn’t helping achieve those goals, even as some contend the state can't keep the lights on without gas during the transition.

The DWP’s move to delay plans for the fossil fuel plants, which seemed all but set to be built, came as a surprise to clean-energy advocates, who hailed the decision.

“This is a great first step toward smart energy investments that save customers money, ensure the lights stay on and protect our health and environment,” Graciela Geyer of the Sierra Club said.

The environmental group said that if the utility had moved ahead with the $2.2-billion investment in repowering natural gas plants, it “would have blown an irreparable hole in the city and the state’s hopes to achieve 100% generation” from clean energy sources.

Angela Johnson Meszaros, attorney at EarthJustice, said in a statement: "As our city struggles with the worst smog we’ve seen in years, we appreciate that LADWP is taking some much-needed time to reassess its plans to build fossil fuel power plants. We look forward to the day that LADWP announces that we are going to power our city with 100% clean energy.”

The gas-fired generating units slated for demolition and rebuilding are at the Scattergood, Haynes and Harbor electricity plants, which range from 34 to 67 years old.

As a group, the three plants have generated less than 20% of their combined capacity since 2001. The Harbor facility has operated on the low end at just 7%, while Haynes ran on the high end at 22%.

“The old model, the old legacy clunkers, won’t get us into the future we want,” DWP’s Kerr said.

DWP staff members told the utility’s’ commissioners Tuesday that their analysis of possible alternatives would be completed no later than early 2018.

Separately, the California Energy Commission this week is evaluating whether to halt a natural gas project in Ventura County after the state’s electric grid operator offered to conduct a study of clean energy alternatives to the roughly $250-million project on Mandalay Bay in Oxnard.

An energy commission committee has been deliberating since a hearing Monday during which Southern California Edison and the project’s developer, NRG Energy, argued that a study is simply a delay tactic that probably would kill a project needed to ensure reliable electric service and to avoid blackouts during peak demand.

The California Independent System Operator, which runs the state’s electric grid, told the energy commission that it would take three to four weeks to conduct its study on alternatives to the Oxnard natural gas project.

“Here we have an actual offer by the ISO to do such an analysis,” Ellison Folk, a lawyer representing the city of Oxnard, told the energy commission as she pushed for the study. “Its view that this is an analysis worth doing is something worth taking seriously.”

Energy commission members reviewing the study proposal are scheduled to meet again Thursday to consider the offer.

The board of governors for the California Independent System Operator made the unusual offer at its May 1 meeting to conduct a eleventh-hour study of clean-energy alternatives to building a new natural gas plant.

“If we’re going to be moving forward with a gas plant at this time, in this juncture, in the context of everything that’s going on, not evaluating other alternatives that are viable, noncombustion alternatives, is a missed opportunity,” Angelina Galetiva. a commission board member, said during the May 1 meeting.

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TransWest Express Power Line will deliver Wyoming wind energy to California via a 730-mile high-voltage corridor, integrating 3,000 MW from the Chokecherry and Sierra Madre project to strengthen the Western grid and decarbonization goals.

Key Points

A 730-mile line delivering up to 3,000 MW of Wyoming wind to Western states, improving clean energy reliability.

✅ 3,000 MW from Chokecherry and Sierra Madre turbines

✅ 730-mile route linking Wyoming to CA, AZ, NV markets

✅ Supports 60% by 2030, 100% by 2045 clean mandates

A conservative billionaire wants to build America's biggest wind farm in Wyoming and send the clean electricity to California.

Federal officials have approved another section of the 730-mile TransWest Express power line, in line with a renewable transmission rule aimed at speeding upgrades, which would carry energy from Philip Anschutz's Chokecherry and Sierra Madre wind farm to potential customers in California, Arizona and Nevada. The 1,000-turbine, 3,000-megawatt wind project, which has been in the works for a decade, would be built in south-central Wyoming, in one of the windiest spots in the continental U.S.

Supporters say the massive power project would help California meet its clean energy goals, in part because Wyoming winds tend to blow strong into the evening, as the sun sets over the Pacific and the Golden State's many solar farms go offline, though expanding battery storage is starting to fill that gap. Under California law, electric utilities are required to get 50% of their power from renewable sources by 2030. The state Senate passed a bill Wednesday that would raise the clean energy mandate to 60% by 2030 and 100% by 2045.

The Denver-based Anschutz Corporation hasn't inked any contracts to sell the electricity its Wyoming wind farm would generate. But company officials are confident demand will materialize by the time they're ready to build turbines. Construction of roads and other project infrastructure started last year and picked back up in April after a winter hiatus.

The developer has already spent $100 million developing the wind farm and power line, and expects to spend a combined $8 billion on the two projects.

Bill Miller oversees the development of the Anschutz Corporation's Chokecherry and Sierra Madre wind farm in Wyoming, which would send as much as 3,000 megawatts of wind power to California. (Photo: Jay Calderon/The Desert Sun)

After an extensive environmental review, the U.S. Forest Service issued a permit Wednesday for portions of the TransWest Express transmission line that would cross through 19 miles of the Uinta-Wasatch-Cache and Manti-La Sal national forests in Utah.

"It's another step forward in the process of making this line a reality, and being able to provide a path that allows California, Arizona and Nevada to access the high volumes of renewable energy supplies that are available in Wyoming," said Kara Choquette, a spokesperson for the Anschutz subsidiaries developing the power project.

Between the Forest Service approval and a Bureau of Land Management permit issued in December, the developer now has the go-ahead to build about two-thirds of the 730-mile route, Choquette said, progress that comes as the U.S. grid overhaul for renewables accelerates nationwide. Company officials are reaching out to the roughly 450 private landowners along the proposed route. They must also apply for a state permit in Wyoming, and 14 county-level permits in Wyoming, Colorado, Utah and Nevada.

But Anschutz's Chokecherry and Sierra Madre wind farm is a reminder that Trump can't stop the ongoing transition from coal to cleaner sources of energy, which is being driven largely by market forces. Solar, wind and natural gas, which burns more cleanly than coal, are now the cheapest sources of new electricity across much of the country, even as Texas grid constraints sometimes force High Plains turbines to shut down during oversupply. Utility industry executives are abandoning coal and embracing renewable energy. And the American solar industry employs more people than coal or natural gas.

States and local governments in California, New York and elsewhere have also forged ahead with policies to reduce climate emissions, including New York's largest offshore wind project recently approved. So have major companies like Apple, Facebook and Google, which have invested billions of dollars in renewable energy.

"The (Trump) administration is so out of step with reality right now. The trend is powerful, whether it's coming the cities or corporations, or from the coastal states," said Don Furman, a former utility executive who now advocates for greater sharing of renewable energy across state lines in the West.

Turbines at Duke Energy's Happy Jack wind farm near Cheyenne, Wyoming generate electricity on Dec. 6, 2016. (Photo: Jay Calderon/The Desert Sun)

Clean energy advocates say the 3,000-megawatt Wyoming wind farm is an especially powerful example of the economic case for renewable energy, because its proprietor is Anschutz, a longtime fossil fuel magnate and major donor to Republican politicians.

"I don't think Philip Anschutz would be putting his money here if he thought this was a bad business bet," Furman said.

The Forest Service also issued a permit Wednesday for the 416-mile Energy Gateway South power line, which would run through Wyoming, Colorado and Utah, traversing nine miles of the same national forests TransWest Express would cross. Gateway South is part of the 1,900-mile Energy Gateway transmission project being developed by Warren Buffett's PacifiCorp utility, which serves customers across six western states.

PacifiCorp officials say the $6 billion transmission project is needed to meet growing electricity demand. They've also pitched the power lines as another opportunity to transmit wind power from Wyoming to California and other coastal states. Critics, though, see Energy Gateway as costly and unnecessary — and they're worried Californians would end up paying the price through higher electricity rates.

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EV Opportunity for Utilities spans EV charging infrastructure, grid modernization, demand response, time-of-use rates, and customer engagement, enabling predictable load growth, flexible charging, and stronger utility branding amid electrification and resilience challenges.

Key Points

It is the strategy to leverage EV adoption for load growth, grid flexibility, and branded charging services.

✅ Monetizes EV load via TOU rates, managed charging, and V2G.

✅ Uses rate-based infrastructure to expand equitable charging access.

✅ Enhances resilience and DER integration through smart grid upgrades.

Tesla recently announced delivery of the first 30 production units of its Model 3 electric vehicle (EV). EV technology has generated plenty of buzz in the electric utility industry over the past decade and, with last week’s announcement, it would appear that projections of a significant market presence for EVs could give way to rapid growth.

Tesla’s announcement could not have come at a more critical time for utilities, which face unprecedented challenges. For the past 15 years, utilities have been grappling with increasingly frequent “100-year storms,” including hurricanes, snowstorms and windstorms, underscoring the reality that the grid’s aging infrastructure is not fit to withstand increasingly extreme weather, along with other threats, such as cyber attacks.

Coupled with flat or declining load growth, changing regulations, increasing customer demand, and new technology penetration, these challenges have given the electric utility industry good reason to describe its future as “threatened.” These trends, each exacerbating the others, mean essentially that utilities can no longer rely on traditional ways of doing business.

EVs have significant potential to help relieve the industry’s pessimistic outlook. This article will explore what EV growth could mean for utilities and how they can begin establishing critical foundations today to help ensure their ability to exploit this opportunity.

The opportunity

At the Bloomberg New Energy Finance (BNEF) Global Summit 2017, BNEF Advisory Board Chairman Michael Liebreich announced the group’s prediction that electric vehicles will comprise 35-47 percent of new vehicle sales globally by 2040.

U.S. utilities have good reason to be optimistic about this potential new revenue source, as EV-driven demand growth could be substantial according to federal lab analyses. If all 236 million gas-powered cars in the U.S. — average miles driven per year: 12,000 — were replaced with electric vehicles, which travel an average of 100 miles on 34 kWh, they would require 956 billion kWh each year. At a national average cost of $0.12 / kWh, the incremental energy sold by utilities in the U.S. would bring in around $115 billion per year in new revenues. A variety of factors could increase or decrease this number, but it still represents an attractive opportunity for the utility sector.

Capturing this burgeoning market is not simply a matter of increased demand; it will also require utilities to be predictable, adaptable and brandable. Moreover, while the aggregate increase in demand might be only 3-4 percent, demand can come as a flexible and adaptable load through targeted programming. Also, if utilities target the appropriate customer groups, they can brand themselves as the providers of choice for EV charging. The power of stronger branding, in a sector that’s experiencing significant third-party encroachment, could be critical to the ongoing financial health of U.S. utilities.

Many utilities are already keenly aware of the EV opportunity and are speeding down this road (no pun intended) as part of their plans for utility business model reinvention. Following are several questions to be asked when evaluating the EV opportunity.

Is the EV opportunity feasible with today’s existing grid?

According to a study conducted by the U.S. Department of Energy’s Pacific Northwest National Laboratory, the grid is already capable of supporting more than 150 million pure electric vehicles, even as electric cars could challenge state grids in the years ahead, a number equal to at least 63 percent of all gas-powered cars on the road today. This is significant, considering that a single EV plugged into a Level 2 charger can double a home’s peak electricity demand. Assuming all 236 million car owners eventually convert to EVs, utilities will need to increase grid capacity. However, today’s grid already has the capacity to accommodate the most optimistic prediction of 35-47 percent EV penetration by 2040, which is great news.

Should the EV opportunity be owned by utilities?

There’s significant ongoing debate among regulators and consumer advocacy groups as to whether utilities should own the EV charging infrastructure, with fights for control over charging reflecting broader market concerns today. Those who are opposed to this believe that the utilities will have an unfair pricing advantage that will inhibit competition. Similarly, if the infrastructure is incorporated into the rate base, those who do not own electric vehicles would be subsidizing the cost for those who do.

If the country is going to meet the future demands of electric cars, the charging infrastructure and power grid will need help, and electric utilities are in the best position to address the problem, as states like California explore EVs for grid stability through utility-led initiatives that can scale. By rate basing the charging infrastructure, utilities can provide charging services to a wider range of customers. This would not favor one economic group over another, which many fear would happen if the private sector were to control the EV charging market.

If you build it, will they come?

At this point, we can conclude that growth in EV market penetration is a tremendous opportunity for utilities, one that’s most advantageous to electricity customers if utilities own some, if not all, of the charging infrastructure. The question is, if you build it, will they come — and what are the consequences if they don’t?

With any new technology, there’s always a debate centered around adoption timing — in this case, whether to build the infrastructure ahead of demand for EV or wait for adoption to spike. Either choice could have disastrous consequences if not considered properly. If utilities wait for the adoption to spike, their lack of EV charging infrastructure could stunt the growth of the EV sector and leave an opening for third-party providers. Moreover, waiting too long will inhibit GHG emissions reduction efforts and generally complicate EV technology adoption. On the other hand, building too soon could lead to costly stranded assets. Both problems are rooted in the inability to control adoption timing, and, until recently, utilities didn’t have the means or the savvy to influence adoption directly.

How should utilities prepare for the EV?

Beyond the challenges of developing the hardware, partnerships and operational programs to accommodate EV, including leveraging energy storage and mobile chargers for added flexibility, influencing the adoption of the infrastructure will be a large part of the challenge. A compelling solution to this problem is to develop an engaged customer base.

A more engaged customer base will enable utilities to brand themselves as preferred EV infrastructure providers and, similarly, empower them to influence the adoption rate. There are five key factors in any sector that influence innovation adoption:

1. Relative advantage – how improved an innovation is over the previous generation.

2. Compatibility – the level of compatibility an innovation has with an individual’s life.

3. Complexity – if the innovation is to difficult to use, individuals will not likely adopt it.

4. Trialability – how easily an innovation can be experimented with as it’s being adopted.

5. Observability – the extent that an innovation is visible to others.

Although much of EV adoption will depend on the private vehicle sector influencing these five factors, there’s a huge opportunity for utilities to control the compatibility, complexity and observability of the EV. According to  “The New Energy Consumer: Unleashing Business Value in a Digital World,” utilities can influence customers’ EV adoption through digital customer engagement. Studies show that digitally engaged customers:

• have stronger interest and greater likelihood to be early EV adopters;

• are 16 percent more likely to purchase home-based electric vehicle charging stations and installation services;

• are 17 percent more likely to sign up for financing for home-based electric vehicle charging stations; and

• increase the adoption of consumer-focused programs.

These findings suggest that if utilities are going to seize the full potential of the EV opportunity, they must start engaging customers now so they can appropriately influence the timing and branding of EV charging assets.

How can utilities engage consumers in preparation?

If utilities establish the groundwork to engage customers effectively, they can reduce the risks of waiting for an adoption spike and of building and investing in the asset too soon. To improve customer engagement, utilities need to:

1. Change their customer conversations from bills, kWh, and outages, to personalized, interesting topics, communicated at appropriate intervals and via appropriate communication channels, to gain customers’ attention.

2. Establish their roles as trusted advisors by presenting useful, personalized recommendations that benefit customers. These tips should change dynamically with changing customer behavior, or they risk becoming stagnant and redundant, thereby causing customers to lose interest.

3. Convert the perception of the utility as a monopolistic, inflexible entity to a desirable, consumer-oriented brand through appropriate EV marketing.

It’s critical to understand that this type of engagement strategy doesn’t even have to provide EV-specific messaging at first. It can start by engaging customers through topics that are relevant and unique, through established or evolving customer-facing programs, such as EE, BDR, TOU, HER.

As lines of communication open up between utility and users, utilities can begin to understand their customers’ energy habits on a more granular level. This intelligence can be used by business analysts to help educate program developers on the optimal EV program timing. For example, as customers become interested in services in which EV owners typically enlist, utilities can target them for EV program marketing. As the number of these customers grows, the window for program development opens, and their levels of interest can be used to inform program and marketing timelines.

While all this may seem like an added nuisance to an EV asset development strategy, there’s significant risk of losing this new asset to third-party providers. This is a much greater burden to utilities than spending the time to properly own the EV opportunity.

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PEI Electric Vehicle Incentives aim to boost EV adoption through subsidies and rebates, advocated by Renewable Transport PEI, with MLAs engagement, modeling Norway's approach, offsetting HST gaps, and making electric cars more competitive for Islanders.

Key Points

PEI Electric Vehicle Incentives are proposed subsidies and rebates to make EVs affordable and competitive for Islanders.

✅ Targets EV adoption with rebates up to 20 percent

✅ Modeled on Norway policies; offsets prior HST-era gaps

✅ Backed by Renewable Transport PEI engaging MLAs

Noah Ellis, assistant director of Renewable Transport P.E.I., is asking government to introduce incentives for Islanders to buy electric cars, as cost barriers remain a key hurdle for many.

RTPEI is a group composed of high school students at Colonel Gray going into their final year."We wanted to give back and contribute to our community and our country and we thought this would be a good way to do so," Ellis told Compass.

Meeting with government

"We want to see the government bring in incentives for electric vehicles, similar to New Brunswick's rebate program, because it would make them more competitive with their gasoline counterparts," Ellis said.

'We wanted to give back and contribute to our community … we thought this would be a good way to do so.'— Noah Ellis

Ellis said the group has spoken with opposition MLAs and is meeting with cabinet ministers soon to discuss subsidies for Islanders to buy electric cars, noting that Atlantic Canadians are less inclined to buy EVs compared to the rest of the country.

He referred to Norway as a prime example for the province to model potential incentives, even as Labrador's EV infrastructure gaps underscore regional challenges — a country that, as of last year, announced nearly 40 per cent of the nation's newly registered passenger vehicles as electric powered.

'Incentives that are fiscally responsible'

Ellis said they group isn't looking for anything less than a 20 per cent incentive on electric vehicles — 10 per cent higher than the provinces cancelled hybrid car tax rebate that existed prior to HST.

"Electric vehicle incentives do work we just have to work with economists and environmentalists, and address critics of EV subsidies, to find the right balance of incentives that are fiscally responsible for the province but will also be effective," Ellis said.

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