Canadian climate policy and its implications for electricity grids


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Canada Electricity Decarbonization Costs indicate challenging greenhouse gas reductions across a fragmented grid, with wind, solar, nuclear, and natural gas tradeoffs, significant GDP impacts, and Net Zero targets constrained by intermittency and limited interties.

 

Key Points

Costs to cut power CO2 via wind, solar, gas, and nuclear, considering grid limits, intermittency, and GDP impacts.

✅ Alberta model: eliminate coal; add wind, solar, gas; 26-40% CO2 cuts

✅ Nuclear option enables >75% cuts at higher but feasible system costs

✅ National costs 1-2% GDP; reserves, transmission, land, and waste not included

 

Along with many western developed countries, Canada has pledged to reduce its greenhouse gas emissions by 40–45 percent by 2030 from 2005 emissions levels, and to achieve net-zero emissions by 2050.

This is a huge challenge that, when considered on a global scale, will do little to stop climate change because emissions by developing countries are rising faster than emissions are being reduced in developed countries. Even so, the potential for achieving emissions reduction targets is extremely challenging as there are questions as to how and whether targets can be met and at what cost. Because electricity can be produced from any source of energy, including wind, solar, geothermal, tidal, and any combustible material, climate change policies have focused especially on nations’ electricity grids, and in Canada cleaning up electricity is viewed as critical to meeting climate pledges.

Canada’s electricity grid consists of ten separate provincial grids that are weakly connected by transmission interties to adjacent grids and, in some cases, to electricity systems in the United States. At times, these interties are helpful in addressing small imbalances between electricity supply and demand so as to prevent brownouts or even blackouts, and are a source of export revenue for provinces that have abundant hydroelectricity, such as British Columbia, Manitoba, and Quebec.

Due to generally low intertie capacities between provinces, electricity trade is generally a very small proportion of total generation, though electricity has been a national climate success in recent years. Essentially, provincial grids are stand alone, generating electricity to meet domestic demand (known as load) from the lowest cost local resources.

Because climate change policies have focused on electricity (viz., wind and solar energy, electric vehicles), and Canada will need more electricity to hit net-zero according to the IEA, this study employs information from the Alberta electricity system to provide an estimate of the possible costs of reducing national CO2 emissions related to power generation. The Alberta system serves as an excellent case study for examining the potential for eliminating fossil-fuel generation because of its large coal fleet, favourable solar irradiance, exceptional wind regimes, and potential for utilizing BC’s reservoirs for storage.

Using a model of the Alberta electricity system, we find that it is infeasible to rely solely on renewable sources of energy for 100 percent of power generation—the costs are prohibitive. Under perfect conditions, however, CO2 emissions from the Alberta grid can be reduced by 26 to 40 percent by eliminating coal and replacing it with renewable energy such as wind and solar, and gas, but by more than 75 percent if nuclear power is permitted. The associated costs are estimated to be some $1.4 billion per year to reduce emissions by at most 40 percent, or $1.9 billion annually to reduce emissions by 75 percent or more using nuclear power (an option not considered feasible at this time).

Based on cost estimates from Alberta, and Ontario’s experience with subsidies to renewable energy, and warnings that the switch from fossil fuels to electricity could cost about $1.4 trillion, the costs of relying on changes to electricity generation (essentially eliminating coal and replacing it with renewable energy sources and gas) to reduce national CO2 emissions by about 7.4 percent range from some $16.8 to $33.7 billion annually. This constitutes some 1–2 percent of Canada’s GDP.

The national estimates provided here are conservative, however. They are based on removing coal-fired power from power grids throughout Canada. We could not account for scenarios where the scale of intermittency turned out worse than indicated in our dataset—available wind and solar energy might be lower than indicated by the available data. To take this into account, a reserve market is required, but the costs of operating such a capacity market were not included in the estimates provided in this study. Also ignored are the costs associated with the value of land in other alternative uses, the need for added transmission lines, environmental and human health costs, and the life-cycle costs of using intermittent renewable sources of energy, including costs related to the disposal of hazardous wastes from solar panels and wind turbines.

 

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Use of electric vehicles associated with fewer asthma-related ER visits on a local level, study shows

Electric Vehicle Adoption Benefits include reduced air pollution, lower greenhouse gas emissions, and improved respiratory health, as regional studies show, with equity considerations for low-income communities and policy mandates accelerating zero-emission vehicles.

 

Key Points

The environmental and health gains from wider EV uptake, including cleaner air, lower emissions, and fewer asthma cases.

✅ Regional EV growth linked to lower NO2 and PM2.5 levels

✅ Fewer asthma ER visits in higher EV-adoption areas

✅ Address adoption gap to ensure equity in low-income communities

 

In an effort to mitigate the effects of climate change, countries across the globe are involving electric vehicles in their plans to reduce greenhouse gas emissions, citing the EV climate and cost benefits highlighted by recent analyses.

A federal mandate in Canada, for instance, aims to ensure that one-fifth of all passenger cars, SUVs and trucks sold in Canada are electrically-powered by 2026, with Ottawa set to release EV sales regulations to guide industry. By 2035, if this mandate is carried out, every passenger vehicle sold in Canada will need to be electric, though some critics deem the 2035 target unrealistic based on current conditions.

But what will this shift to electric vehicles actually do for the environment, especially given that 18% of Canada's 2019 electricity came from fossil fuels which affects lifecycle emissions?

One team of researchers with the Keck School of Medicine of USC aimed to find out, conducting what it describes as one of the first studies to analyze the environmental and health impacts of electric vehicles on a regional scale. Their research linked the wider integration of zero-emission vehicles with lower levels of local air pollution and some respiratory problems, a pattern consistent with analyses showing EVs are greener across all 50 states in the U.S.

“When we think about the actions related to climate change, often it’s on a global level,” Erika Garcia, an assistant professor of population and public health at the Keck School of Medicine, said in a press release.

“But the idea that changes being made at the local level can improve the health of your own community could be a powerful message to the public and to policy makers.”

Using data that spanned from 2013 to 2019, Garcia and the team of researchers compared the registration of zero-emissions vehicles with air pollution levels and asthma-related emergency room visits in California. They found that in regions where more electric vehicles were adopted, emergency room visits dropped, along with with pollution levels.

Sandrah Eckel, an associate professor of population and public health sciences and the study’s senior author, said their findings offer hope among a reality of climate anxieties.

“We’re excited about shifting the conversation towards climate change mitigation and adaptation, and these results suggest that transitioning to [electric vehicles] is a key piece of that.”

Garcia added that the study also evaluated disadvantages faced by those living in lower-income communities, which often see higher pollution levels and related respiratory problems, underscoring that EVs are not a silver bullet in broader climate and health policy.

Researchers discovered that adoption of zero-emissions vehicles in low-resource neighbourhoods was slower compared to more affluent areas, amid ongoing debate over whether EV purchase subsidies are an effective tool for Canada.

The study attributes this disparity to what the researchers call an “adoption gap” – referring to groups of people that cannot afford newer vehicles that are electrically-powered.


According to the study, which was published in the journal Science of the Total Environment, the adoption gap “threatens the equitable distribution of possible co-benefits.”

“Should continuing research support our findings, we want to make sure that those communities that are overburdened with traffic-related air pollution are truly benefiting from this climate mitigation effort,” Garcia said in the release.

 

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California introduces new net metering regime

California NEM-3 Tariff ushers a successor Net Energy Metering framework, revising export compensation, TOU rates, and non-bypassable charges to balance ratepayer impacts, rooftop solar growth, and energy storage adoption across diverse communities.

 

Key Points

The CPUC's successor NEM policy redefining export credits and rates to sustain customer-sited solar and storage.

✅ Sets export compensation methodology beyond NEM 2.0

✅ Aligns TOU rates and non-bypassable charges with costs

✅ Encourages solar-plus-storage adoption and equity access

 

The California Public Utilities Commission (CPUC) has officially commenced its “NEM-3” proceeding, which will establish the successor Net Energy Metering (NEM) tariff to the “NEM 2.0” program in California. This is a highly anticipated, high-stakes proceeding that will effectively modify the rules for the NEM tariff in California, amid ongoing electricity pricing changes that affect residential rooftop solar – arguably the single most important policy mechanism for customer-sited solar over the last decade.

The CPUC’s recent order instituting rule-making (OIR) filing stated that “the major focus of this proceeding will be on the development of a successor to existing NEM 2.0 tariffs. This successor will be a mechanism for providing customer-generators with credit or compensation for electricity generated by their renewable facilities that a) balances the costs and benefits of the renewable electrical generation facility and b) allows customer-sited renewable generation to grow sustainably among different types of customers and throughout California’s diverse communities.”

This successor tariff proceeding was initiated by Assembly Bill 327, which was signed into law in October of 2013. AB 327 is best known as the legislation that directed the CPUC to create the “NEM 2.0” successor tariff, which was adopted by the CPUC in January of 2016.

The original Net Energy Metering program in California (“NEM 1.0”) effectively enabled full-retail value net metering “allowing NEM customers to be compensated for the electricity generated by an eligible customer-sited renewable resource and fed back to the utility over an entire billing period.” Under the NEM 2.0 tariff, customers were required to pay charges that aligned them more closely with non-NEM customer costs than under the original structure. The main changes adopted when the NEM 2.0 was implemented were that NEM 2.0 customer-generators must: (i) pay a one-time interconnection fee; (ii) pay non-bypassable charges on each kilowatt-hour of electricity they consume from the grid; and (iii) customers were required to transfer to a time-of-use (TOU) rate, with potential changes to electric bills for many customers.

NEM 2.0

The commencement of the NEM-3 OIR was preceded by the publishing of a 318-page Net Energy Metering 2.0 Lookback Study, which was published by Itron, Verdant Associates, and Energy and Environmental Economics. The CPUC-commissioned study had been widely anticipated and was expected to act as the starting reference point for the successor tariff proceeding. Verdant also hosted a webinar, which summarized the study’s inputs, assumptions, draft findings and results.

The study utilized several different tests to study the impact of NEM 2.0. The cost effectiveness analysis tests, which estimate costs and benefits attributed to NEM 2.0 include: (i) total resource cost test, (ii) participant cost test, (iii) ratepayer impact measure test, and (iv) program administrator test. The evaluation also included a cost of service analysis, which estimates the marginal cost borne by the utility to serve a NEM 2.0 customer.

The opening paragraph of the report’s executive summary stated that “overall, we found that NEM 2.0 participants benefit from the structure, while ratepayers see increased rates.” In every test that the author’s conducted the results generally supported this conclusion for residential customers. There were some exceptions in their findings. For example, in the cost of service analysis the report stated that “residential customers that install customer-sited renewable resources on average pay lower bills than the utility’s cost to serve them. On the other hand, nonresidential customers pay bills that are slightly higher than their cost of service after installing customer-sited renewable resources. This is largely due to nonresidential customer rates having demand charges (and other fixed fees), and the lower ratio of PV system size to customer load when compared to residential customers.”

Similar debates over solar rate design, including Massachusetts solar demand charges, highlight how demand charges and TOU decisions can affect customer economics.

NEM-3 timeline

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The preliminary schedule that the CPUC laid out in its OIR estimates that the proceeding will take roughly 15 months in total, starting with a November 2020 pre-hearing conference.

The real meat of the proceeding, where parties will present their proposals for what they believe the successor tariff should be, as the state considers revamping electricity rates to clean the grid, and really show their hand will not begin until the Spring of 2021. So we’re still a little ways away from seeing the proposals that the key parties to this proceeding, like the Investor Owned Utilities (PG&E, SCE, SDG&E), solar and storage advocates such as SEIA, CALSSA, Vote Solar, and ratepayer advocates like TURN) will submit.

While the outcome for the new successor NEM tariff is anyone’s guess at this point, some industry policy folks are starting to speculate. We think it is safe to assume that the value of exported energy will get reduced, with debates over income-based utility charges also influencing rate design. How much and the mechanism for how exports get valued remains to be seen. Based on the findings from the lookback study, it seems like the reduction in export value will be more severe than what happened when NEM 2.0 got implemented. In NEM 2.0, non-bypassable charges, which are volumetric charges that must be paid on all imported energy and cannot be netted-out by exports, only equated to roughly $0.02 to $0.03/kWh.

Given that the value of exports will almost certainly get reduced, we expect that to be bullish for energy storage as America goes electric and load shapes evolve. Energy storage attachment rates with solar are already steadily rising in California. By the time NEM-3 starts getting implemented, likely in 2022, we think storage attachment rates will likely escalate further.

We would not be surprised to see future storage attachment rates in California look like the Hawaiian market today, which are upwards of 80% for certain types of customers and applications. Two big questions on our mind are: (i) will the NEM 3.0 rules be different for different customer class: residential, CARE (e.g., low-income or disadvantaged communities), and commercial & industrial; (ii) will the CPUC introduce some sort of glidepath or phased in implementation approach?

The outcome of this proceeding will have far reaching implications on the future of customer-sited solar and energy storage in California. The NEM-3 outcome in California may likely serve as precedent for other states, as California exports its energy policies across the West, and utility territories that are expected to redesign their Net Energy Metering tariffs in the coming years.

 

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Ontario Making it Easier to Build Electric Vehicle Charging Stations

Ontario EV Charger Streamlining accelerates public charging connections with OEB-led standardized forms, firm timelines, and utility coordination, leveraging Ontario’s clean electricity grid to expand reliable infrastructure across urban, rural, and northern communities.

 

Key Points

An OEB-led, provincewide procedure that standardizes EV charger connections and accelerates public charging.

✅ Standardized forms, data, and responsibilities across 58 utilities

✅ Firm timelines for studies, approvals, and grid connection upgrades

✅ Supports rural, northern, highway, and community charging expansion

 

The Ontario government is making it easier to build and connect new public electric vehicle (EV) chargers to the province’s world-class clean electricity grid. Starting May 27, 2024, all local utilities will follow a streamlined process for EV charging connections that will make it easier to set up new charging stations and, as network progress to date shows, support the adoption of electric vehicles in Ontario.

“As the number of EV owners in Ontario continues to grow, our government is making it easier to put shovels in the ground to build the critical infrastructure needed for drivers to charge their vehicles where and when they need to,” said Todd Smith, Minister of Energy. “This is just another step we are taking to reduce red tape, increase EV adoption, and use our clean electricity supply to support the electrification of Ontario’s transportation sector.”

Today, each of Ontario’s 58 local electricity utilities have different procedures for connecting new public EV charging stations, with different timelines, information requirements and responsibilities for customers.

In response to Minister Smith’s Letter of Direction, which called on the Ontario Energy Board (OEB) to take steps to facilitate the efficient integration of EV’s into the provincial electricity system, including vehicle-to-building charging applications, the OEB issued provincewide, streamlined procedures that all local utilities must follow for installing and connecting new EV charging infrastructure. This new procedure includes the implementation of standardized forms, timelines, and information requirements which will make it easier for EV charging providers to deploy chargers in all regions of the province.

“Our government is paving the way to an electric future by building the EV charging infrastructure drivers need, where they need it,” said Prabmeet Sarkaria, Minister of Transportation. “By increasing the accessibility of public EV charging stations across the province, including for rural and northern communities, we are providing more sustainable and convenient travel options for drivers.”

“Having attracted over $28 billion in automotive investments in the last three years, our province is a leading jurisdiction in the global production and development of EVs,” said Vic Fedeli, Minister of Economic Development, Job Creation and Trade. “By making it easier to build public charging infrastructure, our government is supporting Ontario’s growing end-to-end EV supply chain and ensuring EV drivers can confidently and conveniently power their journeys.”

This initiative is part of the government’s larger plan to support the adoption of electric vehicles and make EV charging infrastructure more accessible, which includes:

  • The EV ChargeON program – a $91 million investment to support the installation of public EV chargers, including emerging V1G chargers to support grid-friendly deployment, outside of Ontario’s large urban centres, including at community hubs, Ontario’s highway rest areas, carpool parking lots, and Ontario Parks.
  • The new Ultra-Low Overnight price plan which allows customers who use more electricity at night, including those charging their EV, to save up to $90 per year by shifting demand to the ultra-low overnight rate period when provincewide electricity demand is lower and to participate in programs that let them sell electricity back to the grid when appropriate.
  • Making it more convenient for electric vehicle (EV) owners to travel the province with EV fast chargers now installed at all 20 renovated ONroute stations along the province’s busiest highways, the 400 and 401.

The initiative also builds on the government’s Driving Prosperity: The Future of Ontario’s Automotive Sector plan which aims to create a domestic EV battery ecosystem in the province, expand energy storage capacity, and position Ontario as a North American automotive innovation hub by working to support the continued transition to electric, low carbon, connected and autonomous vehicles.

 

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Canada and British Columbia invest in green energy solutions

British Columbia Green Infrastructure Funding expands CleanBC Communities Fund projects, from EV charging stations to sewage heat recovery, delivering low-carbon heat in Vancouver and supporting Indigenous communities and COVID-19 recovery through the Green Infrastructure Stream.

 

Key Points

A joint federal-provincial program backing CleanBC to fund EV chargers, sewage heat recovery, and low-carbon heat.

✅ Funds EV charging across Vancouver Island and northern B.C.

✅ Expands sewage heat recovery via Vancouver's NEU

✅ Joint federal, provincial, local, and Indigenous partners

 

The governments of Canada and British Columbia are investing in infrastructure to get projects under way that meet people's needs, address the effects of the COVID-19 pandemic, and help communities restart their economies.  

Strategic investments in green infrastructure are key to creating clean healthy communities, making life more affordable, and building a clean electricity future for Canada.

Today, the Honourable Jonathan Wilkinson, Minister of Environment and Climate Change and Member of Parliament for North Vancouver, on behalf of the Honourable Catherine McKenna, Minister of Infrastructure and Communities, and the Honourable George Heyman, B.C. Minister of Environment and Climate Change Strategy, announced funding for 11 projects, alongside initiatives like the province's hydrogen project, to help B.C. communities save energy and reduce pollution.  

In Vancouver, the Sewage Heat Recovery Expansion Project will increase the capacity of the Neighbourhood Energy Utility (NEU) to provide buildings in the False Creek area with low-carbon heat and hot water. The NEU recycles waste heat and uses a mix of renewable and conventional natural gas to reduce harmful emissions.

Funding is also going towards expanding the network of Level-2 electric vehicle (EV) charging stations across the province. More than 80 new stations will be installed in communities across mid-Vancouver Island, as well as northern and central B.C., making clean transportation options, supported by incentives for zero-emission vehicles, more viable for more people.

These, along with the other projects announced today, will create jobs and strengthen local economies now while promoting sustainable growth and residents' long-term health and well-being.

The Government of Canada is investing more than $28.5 million in these projects through the Green Infrastructure Stream (GIS) of the Investing in Canada plan, and local and Indigenous communities are contributing more than $13 million. The Government of British Columbia is contributing nearly $18 million through the CleanBC Communities Fund, part of the federal Investing in Canada plan's Green Infrastructure Stream, which also supports rebates for home and workplace charging initiatives.

Quotes

"Expanding electric vehicle charging stations across Vancouver Island will make clean transportation more viable for more people. Encouraging green energy solutions like this is essential to building strong resilient communities. Canada's Infrastructure plan invests in thousands of projects, creates jobs across the country, and builds stronger communities."

The Honourable Jonathan Wilkinson, Minister of Environment and Climate Change and Member of Parliament for North Vancouver, on behalf of the Honourable Catherine McKenna, Minister of Infrastructure and Communities

"This investment through the Green Infrastructure Stream is a great example of how federal partnerships with all levels of government can ensure a sustainable future for generations. Amidst COVID-19, we can rebuild better with a green recovery."

Hedy Fry, Member of Parliament for Vancouver Centre

"People deserve access to clean air, clean energy and clean economic opportunities and by investing in new clean infrastructure projects, we will reduce pollution, build better buildings, improve transportation options with EV charger rebates and make life more affordable for people. By working together with the City of Vancouver and other B.C. communities, along with the federal government, we're helping build back a stronger, better B.C. for everyone following the impacts of COVID-19 through our CleanBC plan."

The Honourable George Heyman, Minister of Environment and Climate Change Strategy Government

"This is an important investment when it comes to addressing the climate emergency our city is facing. Nearly 60 per cent of carbon pollution created in Vancouver comes from burning natural gas to heat our buildings and provide hot water. This investment from our provincial and federal partners will help us greatly expand the Neighbourhood Energy Utility to reduce our carbon footprint even further."

His Worship, Kennedy Stewart, Mayor of Vancouver

Quick facts

Through the Investing in Canada Plan, the Government of Canada is investing more than $180 billion over 12 years in public transit projects, green infrastructure, social infrastructure, trade and transportation routes, and Canada's rural and northern communities.
The Government of Canada has invested $4.2 billion in 525 infrastructure projects across British Columbia under the Investing in Canada plan.
To support Canadians and communities during the COVID-19 pandemic, a new stream has been added to the over $33-billion Investing in Canada Infrastructure Program to help fund pandemic-resilient infrastructure. Existing program streams have also been adapted to include more eligible project categories.
The new Canada Healthy Communities Initiative will provide up to $31 million in existing federal funding to support communities as they deploy innovative ways to adapt spaces and services to respond to immediate and ongoing needs arising from COVID-19 over the next two years.
The 11 projects are part of the first intake of the CleanBC Communities Fund, which committed more than $63 million in joint federal-provincial funding. Additional projects from the first intake will be announced soon.
The second intake for the CleanBC Communities Fund is now open for applications from local governments, Indigenous groups, not-for-profits and for-profit organizations in B.C.

 

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Canada, Germany to work together on clean energy

Clean Energy Transition spans hydrogen strategies, offshore wind and undersea cables, decarbonization pledges, and net-zero targets, including green vs blue hydrogen, carbon capture, sustainable aviation fuel, forest conservation, and wetland protection in Canadian policy.

 

Key Points

A shift to low-carbon systems via hydrogen, renewables, net-zero policies, carbon capture, and conservation.

✅ Hydrogen pathways: green vs blue with carbon capture

✅ Grid expansion: offshore wind and undersea cables in Japan

✅ Policy and corporate moves: net-zero, SAF, forests, wetlands

 

The Canadian federal government is set to sign a new agreement with Germany to strategize on a “clean-energy transition,” with clean hydrogen in Canada expected to be a key player the Globe and Mail reports.

“Germany is probably the world’s most interesting market for hydrogen right now, and Canada is potentially a very big power in its production,” Sabine Sparwasser, Germany’s ambassador to Canada, said in an interview.

However, some friction is expected as Natural Resources Minister Seamus O’Regan has been endorsing “blue” hydrogen, while Germany has been more interested in “green” hydrogen. The former hydrogen is produced from natural gas or other fossil fuels, while simultaneously “using carbon-capture technology to minimize emissions from the process.” In contrast, “green” hydrogen, is manufactured from non-fossil fuel sources, and cleaning up Canada's electricity is critical to meeting climate pledges.

“How the focus on blue hydrogen will be aligned with Canada’s goal of reaching climate neutrality by 2050 is not spelled out in detail,” says an executive summary of the report by the Berlin-based think tank and consultancy Adelphi. “As a result, the strategy seems to be more of a vision for the future of those provinces with large fossil fuel resources.”

According to an IEA report Canada will need more electricity to hit net-zero, underscoring the strategy questions.

 

Internationally

Japan is in talks to develop undersea cables that would bring offshore wind energy to Tokyo and the Kansai region, as the country hopes to more than quadrable its wind capacity from 10 gigawatts in 2030 to 45 gigawatts in 2040. The construction of the cables would cost about US$9.2 billion.

In Western Canada, bridging the electricity gap between Alberta and B.C. makes similar climate sense, proponents argue.

Approximately 80 per cent of that offshore power is expected to be built in Hokkaido, Tohoku, and Kyushu regions. The project is part of the country’s pledge to achieve decarbonization by 2050, according to BNN Bloomberg.

Meanwhile, Russia is falling behind in the world’s transition to clean energy.

“What’s the alternative? Russia can’t be an exporter of clean energy, that path isn’t open for us,” says Konstantin Simonov, director of the National Energy Security Fund, a Moscow consultancy whose clients include major oil and gas companies. “We can’t just swap fossil fuel production for clean energy production, because we don’t have any technology of our own.” Ultimately, natural gas will always be cheaper than renewable energy in Russia, Simonov added. This story also from BNN Bloomberg.

Finally, New Zealand’s Tilt Renewables Ltd., an electricity company, has announced it would be acquired by Powering Australian Renewables (PowAR) for NZ$2.94 billion (US$2.10 billion). PowAR is Australia’s largest owner of wind and solar energy, and the deal will give the energy giant access to Tilt’s 20 wind farms. Reuters has the story.

 

In Canada  

Air Canada has unveiled plans to fight climate change. Specifically, the airlines giant has committed to reducing greenhouse gases (GHG) by 20 per cent from flights by 2030, investing $50 million in sustainable aviation fuel (SAF), and ensuring net-zero emissions by 2050.

In other news, B.C. is facing mounting pressure to abstain from logging “old growth forests” while the government transitions to more sustainable forestry policies. A report titled A New Future for Old Forests called on the provincial government to act within six months to protect such forests in April 2020.

The province's Site C mega dam is billions over budget but will go ahead, the premier said, highlighting the energy sector's complexity.

Last September, the province announced, “it would temporarily defer old growth harvesting in close to 353,000 hectares in nine different areas.” The B.C. government will hold consultations with First Nations and other forestry stakeholders “to determine the next areas where harvesting may be deferred,” according to Forests Minister Katrine Conroy. The Canadian Press has more.

Separately, LNG powered with electricity could be a boon for B.C.'s independent power producers, analysts say.

Finally, Pickering Developments Inc. has come forward saying it will not “alter or remove the wetland” that was meant to house an Amazon facility, according to CBC News.

The announcement comes after CBC News’s previously reported that the Toronto and Region Conservation Authority (TRCA) was pressured to issue a construction permit to Pickering Developments Inc. by Doug Ford’s provincial government. However, on March 12, an official with Amazon Canada told CBC News that the company no longer wished to build a warehouse on the site.

“In light of a recent announcement that a new fulfilment centre will no longer be located on this property, this voluntary undertaking ensures that no work, legally authorized by that permit, will occur,” Pickering Development Inc. said in a statement provided to CBC Toronto.

 

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NanoFlocell Wants To Sell Flow Battery Cars In The US

nanoFlowcell Bi-ION Flow Battery delivers renewable-energy storage for EVs and grids, using seawater-derived electrolyte, membrane stacks, fast refueling, low-cost materials, scalable tanks, and four-motor performance with long range and lightweight energy density.

 

Key Points

A flow cell using Bi-ION to power EVs and grids with fast refueling and scalable, low-cost storage.

✅ Seawater-derived Bi-ION electrolyte; safe, nonflammable, low cost

✅ Fast refueling via dual tanks; membrane stack generates power

✅ EV range up to 1200 miles; scalable for grid-scale storage

 

nanoFlowcell is a European company headquartered in London that focuses on flow battery technology. Flow batteries are an intriguing concept. Unlike lithium batteries or fuel cells, they store electricity in two liquid chambers separated by a membrane. They hold enormous potential for low cost, environmentally friendly energy storage because the basic materials are cheap and abundant. To add capacity, simply make the tanks larger.

While that makes flow batteries ideal for energy storage — whether in the basement of a building or as part of a grid scale installation that utilities weigh against options like hydrogen for power companies today in practice — their size and weight make them a challenge for use in vehicles. That hasn’t stopped nanoFlowcell from designing a number of concept and prototype vehicles over the past 10 years and introducing them to the public at the Geneva auto show. Its latest concept is a tasty little crumpet known as the Quantino 25.


The Flow Battery & Bi-ION Fluid
The thing that makes the nanoFlowcell ecosystem work is an electrically charged fluid called Bi- ION derived from seawater or reclaimed waste water. It works sort of like hydrogen in a fuel cell, a frequent rival in debates over the future of vehicles today for many buyers. Pump hydrogen in, run it through a fuel cell, and get electricity out. With the Quantino 25, which the company calls a “2+2 sports car,” you pump two liquids to the membrane interface to make electricity.

There are two 33-gallon tanks mounted low in the chassis much the way a lithium-ion battery pack fits into a normal electric car. Fill up with Bi-ION, and you have a car that will dash to 100 km/h in 2.5 seconds, thanks to its 4 electric motors with 80 horsepower each. And get this. According to Autoblog, the company says with full tanks, the Quantino 25 has a range of 1200 miles! Goodbye range anxiety, hello happy motoring.


We should point out that water weighs about 8 pounds per gallon, so the “fuel” to travel 1200 miles would weigh roughly 528 pounds. A conventional lithium-ion battery pack with its attendant cooling apparatus that could travel that far would weigh at least 3 times as much, even as EV battery recycling advances aim for a circular economy today. Granted, the Quantino 25 is not a production car and very few people have ever driven one, but that kind of range vs weight ratio has got to get your whiskers twitching a little in anticipation.

Actually, the folks at Autocar did drive an early prototype in 2016 at the TCS test track near Zurich, Switzerland, and determined that it was a real driveable car. My colleague Jennifer Sensiba reported in April of 2019 that the company’s Quantino test vehicle passed the 350,000 km mark (220,000 miles) with no signs of damage to the membrane or the pumps, and didn’t seem to have suffered any wear at all. The vehicle’s engineers pointed out that it had driven for 10,000 hours at this point. The company says it wants to offer its flow battery technology to EV manufacturers and give the system a 50,000-hour guarantee. That translates to well over 1 million miles of driving.

The problem, of course, is that there is no Bi-ION refueling infrastructure just yet, but that doesn’t mean someday there couldn’t be. Tesla had no Supercharger network when it first started either and things turned out reasonably well for Musk and company.


nanoFlowcell USA Announced
nanoFlowcell announced this week that it has established a new division based in New York to bring its flow battery technology to America. The mission of the new division is to adapt the nanoFlowcell process to US-specific applications and develop nanoFlowcell applications in America. Priority one is beginning series production of flow battery vehicles as well as the constructing a large scale bi-ION production facility that will provide transportable renewable energy and could complement vehicle-to-grid power models for communities for nanoFlowcell applications.

The Bi-ION electrolyte is a high density energy carrier that makes renewable energies storable and transportable in large quantities. The company says it will produce the energy carrier bi-ION from 100 percent renewable energy. Flow cell energy technology is an important solution to substantially reduce global greenhouse gas emissions as laid out in the Paris Agreement, the company says. Its many benefits include being a safe and clean energy source for many energy intensive processes and transportation services.


“Our nanoFlowcell flow cell and bi-ION energy carrier are key technologies for a successful energy transition,” says Nunzio La Vecchia, CEO of nanoFlowcell Holdings. “We need to make energy from renewable energy safe, storable and transportable to drive environmentally sustainable economic growth. This requires a well thought out strategy and the development of the appropriate infrastructure. With the establishment of nanoFlowcell USA, we are reaching an important milestone in this regard for our future corporate development.”


Focus On Renewable Energy
The production costs of Bi-ION are directly linked to the cost of electricity from renewable sources. With the accelerated expansion of renewable energy under the Inflation Reduction Act along with EV grid flexibility efforts across markets, nanoFlowcell expects the cost of electricity from solar power to be relatively low in the future which will further strengthen the competitiveness of energy sources such as Bi-ION.

“With the Inflation Reduction Act, the U.S. has made the largest investment in clean energy in U.S. history, and the potential implications for renewable energy are far-reaching.” But La Vecchia points out, “We will not seek government investments for nanoFlowcell USA to expand our manufacturing facilities and infrastructure in the United States. Where appropriate, we will enter into strategic partnerships to build and expand manufacturing and infrastructure, and to integrate nanoFlowcell technologies into all sectors of the economy.”

“More importantly, with nanoFlowcell USA, we want to help accelerate the decarbonization of the global economy and create economic, social and ecological prosperity. After all, estimates suggest that the clean energy sector will create 500,000 additional jobs. We want to do our part to make this happen.”


‍The Takeaway
nanoFlowcell is about more than electric cars. It wants to get involved in grid-scale energy storage, and moves like Mercedes-Benz energy storage venture signal momentum in the sector today. But to those of us soaking in the hot tub warmed by excess heat from a nearby data center here at CleanTechnica global headquarters, it seems that its contribution to emissions-free transportation could be enormous. Maybe some of those companies still chasing the hydrogen fuel cell dream, as a recent hydrogen fuel cell report notes Europe trailing Asia today, might find the company’s flow battery technology cheaper and more durable without all the headaches that go with making, storing, and transporting hydrogen.

A Bi-ION refueling station would probably cost less than a tenth as much as a hydrogen filling station. A link-up with a major manufacturer would make it easier to build out the infrastructure needed to make this dream a reality. Hey, people laughed at Tesla in 2010. If nothing else, this is a company we will be keeping our eye on.

 

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