Manitoba has clean energy to help neighboring provinces

Alberta Renewable Energy Boom highlights corporate investments, power purchase agreements, wind and solar capacity gains, grid decarbonization, and job growth, adding 2 GW and $3.7B construction since 2019 in an open electricity market.

Key Points

Alberta's PPA-driven wind and solar surge adds 2 GW, cuts grid emissions, creates jobs, and accelerates private builds.

✅ 2 GW added since 2019 via corporate PPAs

✅ Open electricity market enables direct deals

✅ Strong wind and solar resources boost output

Alberta has seen a massive increase in corporate investment in renewable energy since 2019, and capacity from those deals is set to increase output by two gigawatts —  enough to power roughly 1.5 million homes. 

“Our analysis shows $3.7 billion worth of renewables construction by 2023 and 4,500 jobs,” Nagwan Al-Guneid, the director of Business Renewables Centre Canada, says. 

The centre is an initiative of the environmental think tank Pembina Institute and provides education and guidance for companies looking to invest in renewable energy or energy offsets across Canada. Its membership is made up of renewable energy companies.

The addition of two gigawatts is over two times the amount of renewable energy added to the grid between 2010 and 2017, according to the Canadian Energy Regulator. 

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“This is driven directly by what we call power purchase agreements,” Al-Guneid says. “We have companies from across the country coming to Alberta.”

So far this year, 191 megawatts of renewable energy will be added through purchase agreements, according to the Business Renewables Centre, as diversified energy sources can make better projects overall.

Alberta’s electricity system is unique in Canada — an open market where companies can ink deals directly with private power producers to sell renewable energy and buy a set amount of electricity produced each year, either for use or for offset credits. The financial security provided by those contracts helps producers build out more renewable projects without market risks. Purchasers get cheap renewable energy or credits to meet internal or external emissions goals. 

It differs from other provinces, many of which rely on large hydro capacity and where there is a monopoly, often government-owned, on power supply. 

In those provinces, investment in renewables largely depends on whether the company with the monopoly is in a buying mood, says Blake Shaffer, an economics professor at the University of Calgary who studies electricity markets. 

That’s not the case in Alberta, where the only real regulatory hurdle is applying to connect a project to the grid.

“Once that’s approved, you can just go ahead and build it, and you can sell it,” Shaffer says.

That sort of flexibility has attracted some big investments, including two deals with Amazon in 2021 to purchase 455 megawatts worth of solar power from Calgary-based Greengate Power. There are also big investments from oil companies looking to offset emissions.

The investments are allowing Alberta to decarbonize its grid, largely with the backing of the private sector. 

Shaffer says Alberta is the “renewables capital in Canada,” a powerhouse in both green and fossil energy by many measures.

“That just shocks people because of course their association with Alberta is nothing about renewables, but oil and gas,” Shaffer says. “But it really is the investment centre for renewables in the entire country right now.”

Alberta has ‘embarrassing’ riches in wind energy and solar power
It’s not just the market that is driving Alberta’s renewables boom. According to Shaffer there are three other key factors: an embarrassment of wind and solar riches, the need to transition away from a traditionally dirty, coal-reliant grid and the current high costs of energy. 

Shaffer says the strong and seemingly non-stop winds coming off the foothills of the Rockies in the southwest of the province mean wind power is increasingly competitive and each turbine produces more energy compared to other areas. The same is true for solar, with an abundance of sunny days.

“Southern Alberta and southern Saskatchewan have the best solar insolation,” he says. “You put a panel in Vancouver, or you put a panel in Medicine Hat, and you’re gonna get about 50 per cent more energy out of that panel in Medicine Hat, and they’re gonna cost you the same.”

The spark that set off the surge in investments wasn’t strictly an open-market mechanism. Under the previous NDP government, the province brought in a program that allowed private producers to compete for government contracts, with some solar facilities contracted below natural gas demonstrating cost advantages.

The government agreed to a certain price and the producers were then allowed to sell their electricity on the open market. If the price dropped below what was guaranteed, the province would pay the difference. If, however, the price was higher, the developers would pay the difference to the government. 

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Canada Green Investment Gap highlights lagging EV and clean energy funding as peers surge. With a green recovery budget pending, sustainable finance, green bonds, EV charging, hydrogen, and carbon capture are pivotal to decarbonization.

Key Points

Canada lags peers in EV and clean energy investment, urging faster budget and policy action to cut emissions.

✅ Per capita climate spend trails US and EU benchmarks

✅ EVs, hydrogen, charging need scaled funding now

✅ Strengthen sustainable finance, green bonds, disclosure

Canada is being outpaced on the international stage when it comes to green investments in electric vehicles and green energy solutions, environmental groups say.

The federal government has an opportunity to change course in about three weeks, when the Liberals table their first budget in over two years, the International Institute for Sustainable Development (IISD) argued in a new analysis endorsed by nine other climate action, ecology and conservation organizations.

“Canada’s international peers are ramping up commitments for green recovery, including significant investments from many European countries,” states the analysis, “Investing for Tomorrow, Today,” published March 29.

“To keep up with our global peers, sufficient investments and strengthened regulations, including EV sales regulations, must work in tandem to rapidly decarbonize all sectors of the Canadian economy.”

Deputy Prime Minister and Finance Minister Chrystia Freeland confirmed last week that the federal budget will be tabled April 19. The Liberals are expected to propose between $70 billion and $100 billion in fiscal stimulus to jolt the economy out of its pandemic doldrums.

The government teased a coming economic “green transformation” late last year when Freeland released the fall economic statement, promising to examine federal green bonds, border carbon adjustments and a sustainable finance market, with tweaks like tightening the climate-risk disclosure obligations of corporations.

The government has also proposed a wide range of green measures in its new climate plan released in December — which the think tank called the “most ambitious” in Canada’s history — including energy retrofit programs, boosting hydrogen and other alternative fuels, and rolling out carbon capture technology in a grid where 18% of electricity still came from fossil fuels in 2019.

But the possible “three-year stimulus package to jumpstart our recovery” mentioned in the fall economic statement came with the caveat that the COVID-19 virus would have to be “under control.” While vaccines are being administered, Canada is currently dealing with a rise of highly transmissible variants of the virus.

Freeland spoke with United States Vice-President Kamala Harris on March 25, highlighting potential Canada-U.S. collaboration on EVs alongside the “need to support entrepreneurs, small businesses, young people, low-wage and racialized workers, the care economy, and women” in the context of an economic recovery.

Biden is contemplating a climate recovery plan that could exceed US$2 trillion as Canada looks to capitalize on the U.S. auto pivot to EVs to spur domestic industry. Per capita, that is over 8 times what Canada has announced so far for climate-related spending in the wake of the pandemic, according to a new analysis from green groups.
U.S. President Joe Biden is contemplating a climate and clean energy recovery plan that could “exceed US$2 trillion,” White House officials told reporters this month. “Per capita, that is over eight times what Canada has announced so far for climate-related spending in the wake of the pandemic,” the IISD-led analysis stated.

Biden’s election platform commitment of $508 billion over 10 years in clean energy was also seen as “significantly higher per capita than Canada’s recent commitments.”

Since October 2020, Canada has announced $36 billion in new climate-focused funding, a 2035 EV mandate and other measures, the groups found. By comparison, they noted, a political agreement in Europe proposed that a minimum of 37 per cent of investments in each national recovery plan should support climate action. France and Germany have also committed tens of billions of dollars to support clean hydrogen.

As for electric vehicles (EVs), the United Kingdom has committed $4.9 billion, while Germany has put up $7.5 billion to expand EV adoption and charging infrastructure and sweeten incentive programs for prospective buyers, complementing Canada’s ambitious EV goals announced domestically. The U.K. has also committed $3.5 billion for bike lanes and other active transportation, the groups noted.

Canada announced $400 million over five years this month for a new network of bike lanes, paths, trails and bridges, the first federal fund dedicated to active transportation.

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Faroe Islands Tidal Kites harness predictable ocean energy with underwater turbines by Minesto, flying figure-eight paths in fjords to amplify tidal power and deliver renewable electricity to SEV's grid near Vestmanna at megawatt scale.

Key Points

Subsea turbines that fly figure-eight paths to harvest tidal currents, delivering reliable renewable power to the grid.

✅ Figure-eight control amplifies speed vs. ambient current

✅ Predictable baseload complementing wind and hydro

✅ 1.2 MW Dragon-class units planned for Faroese fjords

Known as "sea dragons" or "tidal kites", they look like aircraft, but these are in fact high-tech tidal turbines, part of broader ocean and river power efforts generating electricity from the power of the ocean.

The two kites - with a five-metre (16ft) wingspan - move underwater in a figure-of-eight pattern, absorbing energy from the running tide. They are tethered to the fjord seabed by 40-metre metal cables.

Their movement is generated by the lift exerted by the water flow - just as a plane flies by the force of air flowing over its wings.

Other forms of tidal power use technology similar to terrestrial wind turbines, and emerging kite-based wind power shows the concept's versatility, but the kites are something different.

The moving "flight path" allows the kite to sweep a larger area at a speed several times greater than that of the underwater current. This, in turn, enables the machines to amplify the amount of energy generated by the water alone.

An on-board computer steers the kite into the prevailing current, then idles it at slack tide, maintaining a constant depth in the water column. If there were several kites working at once, the machines would be spaced far enough apart to avoid collisions.

The electricity is sent via the tethering cables to others on the seabed, and then to an onshore control station near the coastal town of Vestmanna.

The technology has been developed by Swedish engineering firm Minesto, founded back in 2007 as a spin-off from the country's plane manufacturer, Saab.

The two kites in the Faroe Islands have been contributing energy to Faroe's electricity company SEV, and the islands' national grid, on an experimental basis over the past year.

Each kite can produce enough electricity to power approximately 50 to 70 homes.

But according to Minesto chief executive, Martin Edlund, larger-scale beasts will enter the fjord in 2022.

"The new kites will have a 12-metre wingspan, and can each generate 1.2 megawatts of power [a megawatt is 1,000 kilowatts]," he says. "We believe an array of these Dragon-class kites will produce enough electricity to power half of the households in the Faroes."

The 17 inhabited Faroe islands are an autonomous territory of Denmark. Located halfway between Shetland and Iceland, in a region where U.K. wind lessons resonate, they are home to just over 50,000 people.

Known for their high winds, persistent rainfall and rough seas, the islands have never been an easy place to live. Fishing is the primary industry, accounting for more than 90% of all exports.

The hope for the underwater kites is that they will help the Faroe Islands achieve its target of net-zero emission energy generation by 2030, with advances in wave energy complementing tidal resources along the way.

While hydro-electric power currently contributes around 40% of the islands' energy needs, wind power contributes around 12% and fossil fuels - in the form of diesel imported by sea - still account for almost half.

Mr Edlund says that the kites will be a particularly useful back-up when the weather is calm. "We had an unusual summer in 2021 in Faroes, with about two months with virtually no wind," he says.

"In an island location there is no possibility of bringing in power connections from another country, and tidal energy for remote communities can help, when supplies run low. The tidal motion is almost perpetual, and we see it as a crucial addition to the net zero goals of the next decade."

Minesto has also been testing its kites in Northern Ireland and Wales, where offshore wind in the UK is powering rapid growth, and it plans to install a farm off the coast of Anglesey, plus projects in Taiwan and Florida.

The Faroe Islands' drive towards more environmental sustainability extends to its wider business community, with surging offshore wind investment providing global momentum. The locals have formed a new umbrella organisation - Burðardygt Vinnulív (Faroese Business Sustainability Initiative).

It currently has 12 high-profile members - key players in local business sectors such as hotels, energy, salmon farming, banking and shipping.

The initiative's chief executive - Ana Holden-Peters - believes the strong tradition of working collaboratively in the islands has spurred on the process. "These businesses have committed to sustainability goals which will be independently assessed," she says.

"Our members are asking how they can make a positive contribution to the national effort. When people here take on a new idea, the small scale of our society means it can progress very rapidly."

One of the islands' main salmon exporters - Hiddenfjord - is also doing its bit, by ceasing the air freighting of its fresh fish. Thought to be a global first for the Atlantic salmon industry, it is now exporting solely via sea cargo instead.

According to the firm's managing director Atli Gregersen this will reduce its transportation CO2 emissions by more than 90%. However it is a bold move commercially as it means that its salmon now takes much longer to get to key markets.

For example, using air freight, it could get its salmon to New York City within two days, but it now takes more than a week by sea.

What has made this possible is better chilling technology that keeps the fresh fish constantly very cold, but without the damaging impact of deep freezing it. So the fish is kept at -3C, rather than the -18C or below of typical commercial frozen food transportation.

"It's taken years to perfect a system that maintains premium quality salmon transported for sea freight rather than plane," says Mr Gregersen. "And that includes stress-free harvesting, as well as an unbroken cold-chain that is closely monitored for longer shelf life.

"We hope, having shown it can be done, that other producers will follow our lead - and accept the idea that salmon were never meant to fly."

Back in the Faroe Island's fjords, a firm called Ocean Rainforest is farming seaweed.

The crop is already used for human food, added to cosmetics, and vitamin supplements, but the firm's managing director Olavur Gregersen is especially keen on the potential of fermented seaweed being used as an additive to cattle feed.

He points to research which appears to show that if cows are given seaweed to eat it reduces the amount of methane gas that they exhale.

"A single cow will burp between 200 and 500 litres of methane every day, as it digests," says Mr Gregersen. "For a dairy cow that's three tonnes per animal per year.

"But we have scientific evidence to show that the antioxidants and tannins in seaweed can significantly reduce the development of methane in the animal's stomach. A seaweed farm covering just 10% of the largest planned North Sea wind farm could reduce the methane emissions from Danish dairy cattle by 50%."

The technology that Ocean Rainforest uses to farm its four different species of seaweed is relatively simple. Tiny algal seedlings are affixed to a rope which dangles in the water, and they grow rapidly. The line is lifted using a winch and the seaweed strands simply cut off with a knife. The line goes back into the water, and the seaweed starts growing again.

Currently, Ocean Rainforest is harvesting around 200 tonnes of seaweed per annum in the Faroe Islands, but plans to scale this up to 8,000 tonnes by 2025. Production may also be expanded to other areas in Europe and North America.

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UCS EV emissions study shows electric vehicles produce lower life-cycle emissions than gasoline cars across all states, factoring tailpipe, grid mix, power plant sources, and renewable energy, delivering mpg-equivalent advantages nationwide.

Key Points

UCS study comparing EV and gas life-cycle emissions, finding EVs cleaner than new gas cars in every U.S. region.

✅ Average EV equals 93 mpg gas car on emissions.

✅ Cleaner than 50 mpg gas cars in 97% of U.S.

✅ Regional grid mix included: tailpipe to power plant.

One of the cautions cited by electric vehicle (EV) naysayers is that they merely shift emissions from the tailpipe to the local grid’s power source, implicating state power grids as a whole, and some charging efficiency claims get the math wrong, too. And while there is a kernel of truth to this notion—they’re indeed more benign to the environment in states where renewable energy resources are prevalent—the average EV is cleaner to run than the average new gasoline vehicle in all 50 states. 

That’s according to a just-released study conducted the Union of Concerned Scientists (UCS), which determined that global warming emissions related to EVs has fallen by 15 percent since 2018. For 97 percent of the U.S., driving an electric car is equivalent or better for the planet than a gasoline-powered model that gets 50 mpg. 

In fact, the organization says the average EV currently on the market is now on a par, environmentally, with an internal combustion vehicle that’s rated at 93 mpg. The most efficient gas-driven model sold in the U.S. gets 59 mpg, and EV sales still trail gas cars despite such comparisons, with the average new petrol-powered car at 31 mpg.

For a gasoline car, the UCS considers a vehicle’s tailpipe emissions, as well as the effects of pumping crude oil from the ground, transporting it to a refinery, creating gasoline, and transporting it to filling stations. For electric vehicles, the UCS’ environmental estimates include both emissions from the power plants themselves, along with those created by the production of coal, natural gas or other fossil fuels used to generate electricity, and they are often mischaracterized by claims about battery manufacturing emissions that don’t hold up. 

Of course the degree to which an EV ultimately affects the atmosphere still varies from one part of the country to another, depending on the local power source. In some parts of the country, driving the average new gasoline car will produce four to eight times the emissions of the average EV, a fact worth noting for those wondering if it’s the time to buy an electric car today. The UCS says the average EV driven in upstate New York produces total emissions that would be equivalent to a gasoline car that gets an impossible 255-mpg. In even the dirtiest areas for generating electricity, EVs are responsible for as much emissions as a conventionally powered car that gets over 40 mpg.

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Vehicle-to-Home (V2H) Power enables EVs to act as backup generators and home batteries, using bidirectional charging, inverters, and rooftop solar to cut energy costs, stabilize the grid, and provide resilient, outage-proof electricity.

Key Points

Vehicle-to-Home (V2H) Power lets EV batteries run household circuits via bidirectional charging and an inverter.

✅ Cuts energy bills using solar, time-of-use rates, and storage

✅ Provides resilient backup during outages, storms, and blackouts

✅ Enables grid services via V2G/V2H with smart chargers

When the power went out at Nate Graham’s New Mexico home last year, his family huddled around a fireplace in the cold and dark. Even the gas furnace was out, with no electricity for the fan. After failing to coax enough heat from the wood-burning fireplace, Graham’s wife and two children decamped for the comfort of a relative’s house until electricity returned two days later.

The next time the power failed, Graham was prepared. He had a power strip and a $150 inverter, a device that converts direct current from batteries into the alternating current needed to run appliances, hooked up to his new Chevy Bolt, an electric vehicle. The Bolt’s battery powered his refrigerator, lights and other crucial devices with ease. As the rest of his neighborhood outside Albuquerque languished in darkness, Graham’s family life continued virtually unchanged. “It was a complete game changer making power outages a nonissue,” says Graham, 35, a manager at a software company. “It lasted a day-and-a-half, but it could have gone much longer.”

Today, Graham primarily powers his home appliances with rooftop solar panels and, when the power goes out, his Chevy Bolt. He has cut his monthly energy bill from about $220 to $8 per month. “I’m not a rich person, but it was relatively easy,” says Graham “You wind up in a magical position with no [natural] gas, no oil and no gasoline bill.”

Graham is a preview of what some automakers are now promising anyone with an EV: An enormous home battery on wheels that can reverse the flow of electricity to power the entire home through the main electric panel.

Beyond serving as an emissions-free backup generator, the EV has the potential of revolutionizing the car’s role in American society, with California grid programs piloting vehicle-to-grid uses, transforming it from an enabler of a carbon-intensive existence into a key step in the nation’s transition into renewable energy.

Home solar panels had already been chipping away at the United States’ centralized power system, forcing utilities to make electricity transfer a two-way street. More recently, home batteries have allowed households with solar arrays to become energy traders, recharging when electricity prices are low, replacing grid power when prices are high, and then sell electricity back to the grid for a profit during peak hours.

But batteries are expensive. Using EVs makes this kind of home setup cheaper and a real possibility for more Americans as the American EV boom accelerates nationwide.

So there may be a time, perhaps soon, when your car not only gets you from point A to point B, but also serves as the hub of your personal power plant.

I looked into new vehicles and hardware to answer the most common questions about how to power your home (and the grid) with your car.

Why power your home with an EV battery

America’s grid is not in good shape. Prices are up and reliability is down, and many state power grids face new challenges from rising EV adoption. Since 2000, the number of major outages has risen from less than two dozen to more than 180 per year, based on federal data, the Wall Street Journal reports. The average utility customer in 2020 endured about eight hours of power interruptions, double the previous decade.

Utilities’ relationship with their customers is set to get even rockier. Residential electricity prices, which have risen 21 percent since 2008, are predicted to keep climbing as utilities spend more than $1 trillion upgrading infrastructure, erecting transmission lines for renewable energy and protecting against extreme weather, even though grids can handle EV loads with proper management and planning.

U.S. homeowners, increasingly, are opting out. About 8 percent of them have installed solar panels. An increasing number are adding home batteries from companies such as LG, Tesla and Panasonic. These are essentially banks of battery cells, similar to those in your laptop, capable of storing energy and discharging electricity.

EnergySage, a renewable energy marketplace, says two-thirds of its customers now request battery quotes when soliciting bids for home solar panels, and about 15 percent install them. This setup allows homeowners to declare (at least partial) independence from the grid by storing and consuming solar power overnight, as well as supplying electricity during outages.

But it doesn’t come cheap. The average home consumes about 20 kilowatt-hours per day, a measure of energy over time. That works out to about $15,000 for enough batteries on your wall to ensure a full day of backup power (although the net cost is lower after incentives and other potential savings).

How an EV battery can power your home

Ford changed how customers saw their trucks when it rolled out a hybrid version of the F-150, says Ryan O’Gorman of Ford’s energy services program. The truck doubles as a generator sporting as many as 11 outlets spread around the vehicle, including a 240-volt outlet typically used for appliances like clothes dryers. During disasters like the 2021 ice storm that left millions of Texans without electricity, Ford dealers lent out their hybrid F-150s as home generators, showing how mobile energy storage can bring new flexibility during outages.

The Lightning, the fully electric version of the F-150, takes the next step by offering home backup power. Under each Lightning sits a massive 98 kWh to 131 kWh battery pack. That’s enough energy, Ford estimates, to power a home for three days (10 days if rationing). “The vehicle has an immense amount of power to move that much metal down the road at 80 mph,” says O’Gorman.

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EVI-Pro Lite EV Load Forecasting helps utilities model EV charging infrastructure, grid load shapes, and resilient energy systems, factoring home, workplace, and public charging behavior to inform planning, capacity upgrades, and flexible demand strategies.

Key Points

A NREL tool projecting EV charging demand and load shapes to help utilities plan the grid and right-size infrastructure.

✅ Visualizes weekday/weekend EV load by charger type.

✅ Tests home, workplace, and public charging access scenarios.

✅ Supports utility planning, demand flexibility, and capacity upgrades.

As electric vehicles (EVs) continue to grow in popularity, utilities and community planners are increasingly focused on building resilient energy systems that can support the added electric load from EV charging, including a possible EV-driven demand increase across the grid.

But forecasting the best ways to adapt to increased EV charging can be a difficult task as EV adoption will challenge state power grids in diverse ways. Planners need to consider when consumers charge, how fast they charge, and where they charge, among other factors.

To support that effort, researchers at the National Renewable Energy Laboratory (NREL) have expanded the Electric Vehicle Infrastructure Projection (EVI-Pro) Lite tool with more analytic capabilities. EVI-Pro Lite is a simplified version of EVI-Pro, the more complex, original version of the tool developed by NREL and the California Energy Commission to inform detailed infrastructure requirements to support a growing EV fleet in California, where EVs bolster grid stability through coordinated planning.

EVI-Pro Lite’s estimated weekday electric load by charger type for El Paso, Texas, assuming a fleet of 10,000 plug-in electric vehicles, an average of 35 daily miles traveled, and 50% access to home charging, among other variables, as well as potential roles for vehicle-to-grid power in future scenarios. The order of the legend items matches the order of the series stacked in the chart.

Previously, the tool was limited to letting users estimate how many chargers and what kind of chargers a city, region, or state may need to support an influx of EVs. In the added online application, those same users can take it a step further to predict how that added EV charging will impact electricity demand, or load shapes, in their area at any given time and inform grid coordination for EV flexibility strategies.

“EV charging is going to look different across the country, depending on the prevalence of EVs, access to home charging, and the kind of chargers most used,” said Eric Wood, an NREL researcher who led model development. “Our expansion gives stakeholders—especially small- to medium-size electric utilities and co-ops—an easy way to analyze key factors for developing a flexible energy strategy that can respond to what’s happening on the ground.”

Tools to forecast EV loads have existed for some time, but Wood said that EVI-Pro Lite appeals to a wider audience, including planners tracking EVs' impact on utilities in many markets. The tool is a user-friendly, free online application that displays a clear graphic of daily projected electric loads from EV charging for regions across the country.

After selecting a U.S. metropolitan area and entering the number of EVs in the light-duty fleet, users can change a range of variables to see how they affect electricity demand on a typical weekday or weekend. Reducing access to home charging by half, for example, results in higher electric loads earlier in the day, although energy storage and mobile charging can help moderate peaks in some cases. That is because under such a scenario, EV owners might rely more on public or workplace charging instead of plugging in at home later in the evening or at night.

“Our goal with the lite version of EVI-Pro is to make estimating loads across thousands of scenarios fast and intuitive,” Wood said. “And if utilities or stakeholders want to take that analysis even deeper, our team at NREL can fill that gap through partnership agreements, too. The full version of EVI-Pro can be tailored to develop detailed studies for individual planners, agencies, or utilities.”

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