Europe must catch up with Asian countries on hydrogen fuel cells - report


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Germany Hydrogen Fuel Cell Market gains momentum as policy, mobility, and R&D align; National Hydrogen Strategy, regulatory frameworks, and cost-of-ownership advances boost heavy transport, while Europe races Asia amid battery-electric competition and infrastructure scale-up.

 

Key Points

It is Germany and Europe's hydrogen fuel cell ecosystem across policy, costs, R&D, and mobility and freight deployments.

✅ Policy support via National Hydrogen Strategy and tax incentives

✅ TCO parity improves for heavy transport vs other low-emission tech

✅ R&D targets higher temps, compactness for road, rail, sea, air

 

In a new report examining the status of the German and European hydrogen fuel cell markets, the German government-backed National Platform Future of Mobility (NPM) says there is “a good chance that fuel cell technology can achieve a break-through in mobile applications,” even as the age of electric cars accelerates across markets.

However, Europe must catch up with Asian countries, it adds, even as a push for electricity shapes climate policy. For Germany and Europe to take on a leading role in fuel cell technologies, their industries need to be strengthened and sustainably developed, the report finds. In its paper, the NPM Working Group 4 – which aims to secure Germany as a place for mobility, battery cell production, recycling, training and qualification – states that the “chances of fuel cell technology achieving a break-through in the automotive industry – even in Europe – are better than ever,” echoing recent remarks from BMW's chief about hydrogen's appeal.

The development, expansion and use of the technology in various applications are now supported by “a significantly modified regulatory framework and new political ambitions, as stipulated in the National Hydrogen Strategy,” while updated forecasts show e-mobility driving electricity demand in Germany, the report stresses. In terms of cost of ownership, “hydrogen solutions can hold their own compared to other technologies” and there are “many promising developments in the transport sector, especially in heavy transport.”

If research and development efforts can help optimise installation space and weight as well as increase the operating temperature of fuel cells, hydrogen solutions can also become attractive for maritime, rail and air transport, even as other electrochemical approaches, such as flow battery cars, progress, the report notes. Tax incentives -- such as the Renewable Energy Sources Act (EEG) surcharge exemption for green hydrogen -- can contribute to the technology’s appeal, it adds.

Fuel cell drives are often seen as a way to decarbonise certain areas of transport, such as heavy trucks. However, producing the hydrogen in a sustainable way consumes a lot of renewable electricity that power companies must supply in other sectors, and experts say electricity vs hydrogen trade-offs favor battery-electric trucks because they are much cheaper to run than other low-emission technologies, including fuel cells.

 

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Why the Texas grid causes the High Plains to turn off its wind turbines

Texas High Plains Wind Energy faces ERCOT transmission congestion, limiting turbines in the Panhandle from stabilizing the grid as gas prices surge, while battery storage and solar could enhance reliability and lower power bills statewide.

 

Key Points

A major Panhandle wind resource constrained by ERCOT transmission, impacting grid reliability and electricity rates.

✅ Over 11,000 turbines can power 9M homes in peak conditions

✅ Transmission congestion prevents flow to major load centers

✅ Storage and solar can bolster reliability and reduce bills

 

Texas’s High Plains region, which covers 41 counties in the Texas Panhandle and West Texas, is home to more than 11,000 wind turbines — the most in any area of the state.

The region could generate enough wind energy to power at least 9 million homes. Experts say the additional energy could help provide much-needed stability to the electric grid during high energy-demand summers like this one, and even lower the power bills of Texans in other parts of the state.

But a significant portion of the electricity produced in the High Plains stays there for a simple reason: It can’t be moved elsewhere. Despite the growing development of wind energy production in Texas, the state’s transmission network, reflecting broader grid integration challenges across the U.S., would need significant infrastructure upgrades to ship out the energy produced in the region.

“We’re at a moment when wind is at its peak production profile, but we see a lot of wind energy being curtailed or congested and not able to flow through to some of the higher-population areas,” said John Hensley, vice president for research and analytics at the American Clean Power Association. “Which is a loss for ratepayers and a loss for those energy consumers that now have to either face conserving energy or paying more for the energy they do use because they don’t have access to that lower-cost wind resource.”

And when the rest of the state is asked to conserve energy to help stabilize the grid, the High Plains has to turn off turbines to limit wind production it doesn’t need.

“Because there’s not enough transmission to move it where it’s needed, ERCOT has to throttle back the [wind] generators,” energy lawyer Michael Jewell said. “They actually tell the wind generators to stop generating electricity. It gets to the point where [wind farm operators] literally have to disengage the generators entirely and stop them from doing anything.”

Texans have already had a few energy scares this year amid scorching temperatures and high energy demand to keep homes cool. The Electric Reliability Council of Texas, which operates the state’s electrical grid, warned about drops in energy production twice last month and asked people across the state to lower their consumption to avoid an electricity emergency.

The energy supply issues have hit Texans’ wallets as well. Nearly half of Texas’ electricity is generated at power plants that run on the state’s most dominant energy source, natural gas, and its price has increased more than 200% since late February, causing elevated home utility bills.

Meanwhile, wind farms across the state account for nearly 21% of the state’s power generation. Combined with wind production near the Gulf of Mexico, Texas produced more than one-fourth of the nation’s wind-powered electric generation last year.

Wind energy is one of the lowest-priced energy sources because it is sold at fixed prices, turbines do not need fuel to run and the federal government provides subsidies. Texans who get their energy from wind farms in the High Plains region usually pay less for electricity than people in other areas of the state. But with the price of natural gas increasing from inflation, Jewell said areas where wind energy is not accessible have to depend on electricity that costs more.

“Other generation resources are more expensive than what [customers] would have gotten from the wind generators if they could move it,” Jewell said. “That is the definition of transmission congestion. Because you can’t move the cheaper electricity through the grid.”

A 2021 ERCOT report shows there have been increases in stability constraints for wind energy in recent years in both West and South Texas that have limited the long-distance transfer of power.

“The transmission constraints are such that energy can’t make it to the load centers. [High Plains wind power] might be able to make it to Lubbock, but it may not be able to make it to Dallas, Fort Worth, Houston or Austin,” Jewell said. “This is not an insignificant problem — it is costing Texans a lot of money.”

Some wind farms in the High Plains foresaw there would be a need for transmission. The Trent Wind Farm was one of the first in the region. Beginning operations in 2001, the wind farm is between Abilene and Sweetwater in West Texas and has about 100 wind turbines, which can supply power to 35,000 homes. Energy company American Electric Power built the site near a power transmission network and built a short transmission line, so the power generated there does go into the ERCOT system.

But Jewell said high energy demand and costs this summer show there’s a need to build additional transmission lines to move more wind energy produced in the High Plains to other areas of the state.

Jewell said the Public Utility Commission, which oversees the grid, is conducting tests to determine the economic benefits of adding transmission lines from the High Plains to the more than 52,000 miles of lines that already connect to the grid across the state. As of now, however, there is no official proposal to build new lines.

“It does take a lot of time to figure it out — you’re talking about a transmission line that’s going to be in service for 40 or 50 years, and it’s going to cost hundreds of millions of dollars,” Jewell said. “You want to be sure that the savings outweigh the costs, so it is a longer process. But we need more transmission in order to be able to move more energy. This state is growing by leaps and bounds.”

A report by the American Society of Civil Engineers released after the February 2021 winter storm stated that Texas has substantial and growing reliability and resilience problems with its electric system.

The report concluded that “the failures that caused overwhelming human and economic suffering during February will increase in frequency and duration due to legacy market design shortcomings, growing infrastructure interdependence, economic and population growth drivers, and aging equipment even if the frequency and severity of weather events remains unchanged.”

The report also stated that while transmission upgrades across the state have generally been made in a timely manner, it’s been challenging to add infrastructure where there has been rapid growth, like in the High Plains.

Despite some Texas lawmakers’ vocal opposition against wind and other forms of renewable energy, and policy shifts like a potential solar ITC extension can influence the wind market, the state has prime real estate for harnessing wind power because of its open plains, and farmers can put turbines on their land for financial relief.

This has led to a boom in wind farms, even with transmission issues, and nationwide renewable electricity surpassed coal in 2022 as deployment accelerated. Since 2010, wind energy generation in Texas has increased by 15%. This month, the Biden administration announced the Gulf of Mexico’s first offshore wind farms will be developed off the coasts of Texas and Louisiana and will produce enough energy to power around 3 million homes.

“Texas really does sort of stand head and shoulders above all other states when it comes to the actual amount of wind, solar and battery storage projects that are on the system,” Hensley said.

One of the issues often brought up with wind and solar farms is that they may not be able to produce as much energy as the state needs all of the time, though scientists are pursuing improvements to solar and wind to address variability. Earlier this month, when ERCOT asked consumers to conserve electricity, the agency listed low wind generation and cloud coverage in West Texas as factors contributing to a tight energy supply.

Hensley said this is where battery storage stations can help. According to the U.S. Energy Information Administration, utility-scale batteries tripled in capacity in 2021 and can now store up to 4.6 gigawatts of energy. Texas has been quickly developing storage projects, spurred by cheaper solar batteries, and in 2011, Texas had only 5 megawatts of battery storage capacity; by 2020, that had ballooned to 323.1 megawatts.

“Storage is the real game-changer because it can really help to mediate and control a lot of the intermittency issues that a lot of folks worry about when they think about wind and solar technology,” Hensley said. “So being able to capture a lot of that solar that comes right around noon to [1 p.m.] and move it to those evening periods when demand is at its highest, or even move strong wind resources from overnight to the early morning or afternoon hours.”

Storage technology can help, but Hensley said transmission is still the big factor to consider.

Solar is another resource that could help stabilize the grid. According to the Solar Energy Industries Association, Texas has about 13,947 megawatts of solar installed and more than 161,000 installations. That’s enough to power more than 1.6 million homes.

This month, the PUC formed a task force to develop a pilot program next year that would create a pathway for solar panels and batteries on small-scale systems, like homes and businesses, to add that energy to the grid, similar to a recent virtual power plant in Texas rollout. The program would make solar and batteries more accessible and affordable for customers, and it would pay customers to share their stored energy to the grid as well.

Hensley said Texas has the most clean-energy projects in the works that will likely continue to put the region above the rest when it comes to wind generation.

“So they’re already ahead, and it looks like they’re going to be even farther ahead six months or a year down the road,” he said.

 

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Elon Musk says cheaper, more powerful electric vehicle batteries are 3 years off

Tesla Battery Day Innovations detail larger cylindrical EV cells with higher energy density, greater power, longer range, cobalt-free chemistry, automated manufacturing, battery recycling, and lower cost per kWh to enable an affordable electric car.

 

Key Points

Tesla Battery Day innovations are new EV cells and methods to cut costs, extend range, and scale production.

✅ Larger cylindrical cells: 5x energy, 6x power, 16% more range

✅ Automation and recycling to cut battery cost per kWh

✅ Near-zero cobalt chemistry, in-house cell factories worldwide

 

Elon Musk described a new generation of electric vehicle batteries that will be more powerful, longer lasting, and half as expensive as the company’s current cells at Tesla’s “Battery Day”.

Tesla’s new larger cylindrical cells will provide five times more energy, six times more power and 16% greater driving range, Musk said, adding that full production is about three years away.

“We do not have an affordable car. That’s something we will have in the future. But we’ve got to get the cost of batteries down,” Musk said.

To help reduce cost, Musk said Tesla planned to recycle battery cells at its Nevada “gigafactory,” while reducing cobalt – one of the most expensive battery materials – to virtually zero. It also plans to manufacture its own battery cells at several highly automated factories around the world.

The automaker plans to produce the new cells via a highly automated, continuous-motion assembly process, according to Drew Baglino, Tesla senior vice-president of powertrain and energy engineering, a contrast with GM and Ford battery strategies in the broader market today.

Speaking at the event, during which Musk outlined plans to cut costs and reiterated a huge future for Tesla's energy business during the presentation, the CEO acknowledged that Tesla does not have its new battery design and manufacturing process fully complete.

The automaker’s shares slipped as Musk forecast the change could take three years. Tesla has frequently missed production targets.

Tesla expects to eventually be able to build as many as 20m electric vehicles a year, aligning with within-a-decade EV adoption outlooks cited by analysts. This year, the entire auto industry expects to deliver 80m cars globally.

At the opening of the event, which drew over 270,000 online viewers, Musk walked on stage as about 240 shareholders – each sitting in a Tesla Model 3 in the company parking lot – honked their car horns in approval.

As automakers shift from horsepower to kilowatts to comply with stricter environmental regulations amid an age of electric cars that appears ahead of schedule, investors are looking for evidence that Tesla can increase its lead in electrification technology over legacy automakers who generate most of their sales and profits from combustion-engine vehicles.

While average electric vehicle prices have decreased in recent years thanks to changes in battery composition and evidence that they are better for the planet and household budgets, they are still more expensive than conventional cars, with the battery estimated to make up a quarter to a third of an electric vehicle’s cost.

Some researchers estimate that price parity, or the point at which electric vehicles are equal in value to internal combustion cars, is reached when battery packs cost $100 per kilowatt hour (kWh), a potential inflection point for mass adoption.

Tesla’s battery packs cost $156 per kWh in 2019, according to electric vehicle consulting firm Cairn Energy Research Advisors, with some studies noting that EVs save money over time for consumers, which would put the cost of a 90-kWh pack at around $14,000.

Tesla is also building its own cell manufacturing facility at its new factory in Germany in addition to the new plant in Fremont.

 

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Wind and solar power generated more electricity in the EU last year than gas. Here's how

EU Renewable Energy Transition accelerates as solar and wind overtake gas, cutting coal reliance and boosting REPowerEU goals; falling electricity demand, hydro and nuclear recovery, and grid upgrades drive a cleaner, secure power mix.

 

Key Points

It is the EU's shift to solar and wind, surpassing gas and curbing coal to meet REPowerEU targets.

✅ Solar and wind supplied 22% of EU electricity in 2022.

✅ Gas fell behind; coal stayed near 16% with no major rebound.

✅ Demand fell; hydro and nuclear expected to recover in 2023.

 

European countries were forced to accelerate their renewable energy capacity after Russia's invasion of Ukraine sparked a global energy crisis amid a surge in global power demand that exceeded pre-pandemic levels. The EU’s REPowerEU plan aims to increase the share of renewables in final energy consumption overall to 45 percent by the end of the decade.

However, a new report by energy think tank Ember shows that the EU’s green energy transition is already making a significant difference. Solar and wind power generated more than a fifth (22 percent) of its electricity in 2022, pulling ahead of fossil gas (20 percent) for the first time, according to the European Electricity Review 2023.

Europe also managed to avoid resorting to emissions-intensive coal power for electricity generation as a consequence of the energy crisis, even as renewables to eclipse coal globally by mid-decade. Coal generated just 16 percent of the EU’s electricity last year, an increase of just 1.5 percentage points.

“Europe has avoided the worst of the energy crisis,” says Ember’s Head of Data Insights, Dave Jones. “The shocks of 2022 only caused a minor ripple in coal power and a huge wave of support for renewables. Any fears of a coal rebound are now dead.”

Ember’s analysis reveals that the EU faced a "triple crisis" in the electricity sector in 2022, as stunted hydro and nuclear output compounded the shock. "Just as Europe scrambled to cut ties with its biggest supplier of fossil gas, it faced the lowest levels of hydro and nuclear (power) in at least two decades, which created a deficit equal to 7 percent of Europe’s total electricity demand in 2022," the report says. A severe drought across Europe, French nuclear outages as well as the closure of German nuclear outlets were responsible for the drop.

 

Solar power shines through
However, the record surge in solar and wind power generation helped compensate for the nuclear and hydropower deficit. Solar power rose the fastest, growing by a record 24 percent last year which almost doubled its previous record, with wind growing by 8.6 percent.

Forty-one gigawatts of solar power capacity was added in 2022, almost 50 percent more than the year before. Ember says that 20 EU countries achieved solar records in 2022, with Germany, Spain, Poland, the Netherlands and France adding the most solar capacity.

The Netherlands and Greece generated more power from solar than coal for the first time. Greece is also predicted to reach its 2030 solar capacity target by the end of this year.


EU electricity demand falls
A significant drop in electricity use in 2022 also helped lessen the impact of Europe’s energy crisis. Demand fell by 7.9 percent in the last quarter of the year, despite the continent heading into winter. This was close to the 9.6 percent fall experienced when Europe was in Covid-19 lockdown in mid-2020.

"Mild weather was a deciding factor, but affordability pressures likely played a role, alongside energy efficiency improvements and citizens acting in solidarity to cut energy demand in a time of crisis," the report says.

A ‘coal comeback’ fails to materialize
The almost 8 percent fall in electricity demand in the last three months of 2022 was the main factor in the 9 percent fall in gas and coal generation during that time. However, Ember says that had France’s nuclear plants been operating at the same capacity as 2021, the EU’s fossil fuel generation would have fallen twice as fast in the last quarter of 2022.

The report says: "Coal power in the EU fell in all four of the final months of 2022, down 6 percent year-on-year. The 26 coal units placed on emergency standby for winter ran at an average of just 18 percent capacity. Despite importing 22 million tonnes of extra coal throughout 2022, the EU only used a third of it."

Gas generation was very similar compared to 2021, up just 0.8 percent. It made up 20 percent of the EU electricity mix in 2022, up from 19 percent the year before.


Fossil fuel generation set to fall in 2023
Ember says low-emissions sources like solar and wind power will continue to accelerate in 2023 and hydropower and French nuclear capacity will also recover. With electricity demand likely to continue to fall, it estimates that fossil fuel-generation "could plummet" by 20 percent in 2023.

Gas generation will fall the fastest, Ember predicts, as it will remain more expensive than coal over the next few years. "The large fall in gas generation means the power sector is likely to be the fastest falling segment of gas demand during 2023, helping to bring calm to European gas markets as Europe adjusts to life without Russian gas."

In order to stick to the 2015 Paris Agreement target of limiting global warming to no more than 1.5 degrees Celsius compared to pre-industrial levels, Ember says Europe must fully decarbonize its power system by the mid-2030s. Its modeling shows that this is possible without compromising the security of supply.

However, the report says "making this vision a reality will require investment above and beyond existing plans, as well as immediate action to address barriers to the expansion of clean energy infrastructure. Such a mobilization would boost the European economy, cement the EU’s position as a climate leader and send a vital international message that these challenges can be overcome."

 

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Hydro One Networks Inc. - Ivy, ONroute and Canadian Tire make it easy to charge your next road trip

ONroute EV Charging Stations now live on Ontario's Highways 401 and 400, powered by Ivy Charging Network with 150 kW fast chargers, Tesla-compatible ports, Canadian Tire support, and government-backed clean transportation infrastructure.

 

Key Points

ONroute EV Charging Stations are Ivy-managed 150 kW fast-charging hubs along Highways 401/400, compatible with all EVs.

✅ Up to 150 kW DC fast charging; ~100 km added in about 10 minutes

✅ Compatible with all EV models, including Tesla-compatible ports

✅ Located along Highways 401/400; 2-4 chargers per ONroute site

 

Electric vehicle (EV) drivers can now charge at 10 ONroute locations along Highways 401 and 400, reflecting progress on the province's charging network rollout to date.

Ivy Charging Network, ONroute and their partners, Canadian Tire Corporation (CTC) and the Ministry of Transportation (MTO) announced the opening of four Charge & Go EV fast-charging stations today: Ingleside, Innisfil, Tilbury North, Woodstock

Each of Ivy's Charge & Go level 3 fast-chargers at ONroute locations will support the charging of all EV models, including charging ports for Tesla drivers.

 

Quick Facts

Ivy Charging Network is installing 69 level 3 fast-chargers across all ONroute locations, with the possibility of further expansion as Ontario makes it easier to build charging stations through supportive measures.

Ivy's ONroute Charge & Go locations will offer charging speeds of up-to 150 kWs, delivering up to a 100 km charge in 10 minutes.

This partnership is part of CTC's ongoing expansion of EV charging infrastructure across Canada, as utilities like BC Hydro add more stations across southern B.C.

Ivy Charging Network is a joint venture between Hydro One and Ontario Power Generation.

Natural Resources Canada, through its Electric Vehicle and Alternative Fuel Infrastructure Deployment Initiative, invested $8-million to help build the broader Ivy Charging Network, alongside other federal funding for smart chargers supporting deployments, providing access to 160 level 3 fast-chargers across Ontario including these ONroute locations.

'Our partnership with ONroute, Canadian Tire and the Ontario Ministry of Transportation will end range anxiety for EV drivers travelling on the province's major highways. These new fast-charging locations will give drivers the confidence they need on their road trips, to get them where they need to go this summer,' said Michael Kitchen, General Manager, Ivy Charging Network.

'ONroute is proud to now offer EV charging stations to our customers, in partnership with Ivy and Canadian Tire. We are focused on supporting the growth of electric cars and offering this convenience for our customers as we strive to be the recharge destination for all travelers across Ontario,' said Melanie Teed-Murch, Chief Executive Officer of ONroute.

'Together with our partners, CTC is proud to announce the opening of EV fast-charging stations at four additional ONroute locations along the 400-series highways. Our network of EV charging stations is just one of the ways CTC is supporting EV drivers of today and tomorrow to make life in Canada better, with growth similar to NB Power's public charging network underway,' said Micheline Davies, SVP, Automotive, Canadian Tire Corporation. 'We will have approximately 140 sites across the country by the end of the year, making CTC one of the largest retail networks of EV fast charging stations in Canada.'

'We're giving Canadians cleaner transportation options to get to where they need to go by making zero-emission charging and alternative-fuels refueling infrastructure more accessible, as seen with new fast-charging stations in N.B. announced recently. Investments like the ones announced today in Ontario will put Canadians in the driver's seat on the road to a net-zero future and help achieve our climate goals,' said the Honourable Jonathan Wilkinson, Minister of Natural Resources.

'Ontario is putting shovels in the ground to build critical infrastructure that will boost EV ownership, support Ontario's growing EV manufacturing industry and reduce emissions, complementing progress such as the first fast-charging network in N.L. now in place,' said Todd Smith, Minister of Energy. 'With EV fast chargers now available at ten ONroute stations along our province's business highways it's even more convenient than ever for workers and families to grab a coffee or a meal while charging their car.'

 

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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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The N.L. government is pushing the electric car but Labrador's infrastructure is lagging behind

Labrador EV Charging Infrastructure faces gaps, with few fast chargers; Level 2 dominates, fueling range anxiety for Tesla and Chevrolet Bolt drivers, despite rebates and Newfoundland's network linking St. John's to Port aux Basques.

 

Key Points

It refers to the current and planned network of Level 2 and Level 3 charging sites across Labrador.

✅ 2 public Level 2 chargers: Happy Valley-Goose Bay and Churchill Falls

✅ Phase 2: 3 fast chargers planned for HV-GB, Churchill Falls, Labrador City

✅ $2,500 rebates offered; rural range anxiety still deters buyers

 

Retired pilot Allan Carlson is used to crossing Labrador by air.

But he recently traversed the Big Land in an entirely new way, driving for hours on end in his electric car.

The vehicle in question is a Tesla Model S P100D, which Carlson says he can drive up to 500 kilometres on a full charge — and sometimes even a little more.

After catching a ferry to Blanc-Sablon, Que., earlier this month, he managed to reach Happy Valley-Goose Bay, over 600 kilometres away.

To get there, though, he had to use the public charging station in Blanc-Sablon. He also had to push the limits of what his car could muster. 

But more affordable mass-market electric vehicles don't have the battery power of a top-of-the-range Tesla, prompting the Big Land's first EV owner to wonder when Labrador infrastructure will catch up to the high-speed charging network recently unveiled across Newfoundland this summer.

Phillip Rideout, an electrician who lives in Nain, bought a Chevrolet Bolt EV for his son — the range of which tops out at under 350 kilometres, depending on driving patterns and weather conditions.

He's comfortable driving the car within Nain but said he's concerned about traveling to southern Labrador on a single charge.

"It's a start in getting these 14 charging stations across the island," Rideout said of Newfoundland's new network, "but there is still more work to be done."

The provincial government continues to push an electric-vehicle future, however, even as energy efficiency rankings trail the national average, despite Labradorians like Rideout feeling left out of the loop.

Bernard Davis, minister of environment and climate change, earlier this month announced that government is accepting applications for its electric-vehicle rebate program, as the N.W.T. EV initiative pursues similar goals.

Under the $500,000 program, anyone looking to buy a new or used EV would be entitled to $2,500 in rebates, an attempt by the provincial government to increase EV adoption.

But according to a survey conducted this year by polling firm Leger for the Canadian Vehicle Manufacturer's Association, 51 per cent of rural Canadians found a lack of fast-charging public infrastructure to be a major deterrent to buying an electric car, even as Atlantic EV interest lags overall, according to recent data.

While Newfoundland's 14-charger network, operated by N.L. Hydro and Newfoundland Power, allows drivers to travel from St. John's to Port aux Basques, and 10 new fast-charging stations are planned along the Trans-Canada in New Brunswick, Labrador in contrast has just two publicly available charging locations: one at the YMCA in Happy Valley-Goose Bay and the other near the town office of Churchill Falls.

This is the proposed second phase of additional Level 2 and Level 3 charging locations across Labrador. (TakeChargeNL)
These are slower, Level 2 chargers, as opposed to newer Level 3 charging stations on the island. A Level 2 system averages 50 kilometres of range per hour, and a Level 3 systems can add up to 250 kilometres within the same time frame, making them about five times faster.

Even though all of the fast-charging stations have gone to Newfoundland, MHA for Lake Melville Perry Trimper is optimistic about Labrador's electric future.

Trimper has owned an EV in St. Johns since 2016, but told CBC he'd be comfortable driving it in Happy Valley-Goose Bay.

He acknowledged, however, that prospective owners in Labrador might not be able to drive far from their home charging outlet. 

More promises
If rural skepticism driven by poor infrastructure continues, the urban population could lead the way in adoption, allowing the new subsidies to disproportionately go toward larger population centres, Davis acknowledged.

"Obviously people are not going to purchase electric vehicles if they don't believe they can charge them where they want to be or where they want to go," Davis said in an interview in early September.

Under the provincial government's Phase 2 proposal, Newfoundland and Labrador is projected to get 19 charging stations, with three going to Labrador in Happy Valley-Goose Bay, Churchill Falls and Labrador City, taking cues from NB Power's public network in building regional coverage.

Davis would not commit to a specific cutoff period for the rebate program or a timeline for the first fast-charging stations in Labrador to be built.

"At some point, we are not going to need to place any subsidy on electric vehicles," he said, "but that time is not today and that's why these subsidies are important right now."

Future demand 
Goose Bay Motors manager Joel Hamlen thinks drivers in Labrador could shift away from gas vehicles eventually, even as EV shortages and wait times persist.

But he says it'll take investment into a charging network to get there.

"If we can get something set up where these people can travel down the roads and use these vehicles in the province … I am sure there will be even more of a demand," Hamlen said.

 

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