Ontario to Reintroduce Renewable Energy Projects 5 Years After Cancellations

Electric Vehicle Charging Costs and Times explain kWh usage, electricity rates, Level 2 vs DC fast charging, per-mile expense, and tax credits, with examples by region and battery size to estimate home and public charging.

Key Points

They measure EV charging price and duration based on kWh rates, charger level, efficiency, and location.

✅ Costs vary by kWh price, region, and charger type.

✅ Efficiency (mi/kWh) sets per-mile cost and range.

✅ Tax credits and utility rates impact total ownership.

More and more car manufacturing companies dip their toes in the world of electric vehicles every year, making it a good time to buy an EV for many shoppers, and the U.S. government is also offering incentives to turn the tides on car purchasing. Electric vehicles bought between 2010 and 2022 may be eligible for a tax credit of up to $7,500. 

And according to the Consumer Reports analysis on long-term ownership, the cost of charging an electric vehicle is almost always cheaper than fueling a gas-powered car – sometimes by hundreds of dollars.

But that depends on the type of car and where in the country you live, in a market many expect to be mainstream within a decade across the U.S. Here's everything you need to know.

How much does it cost to charge an electric car?
An electric vehicle’s fuel efficiency can be measured in kilowatt-hours per 100 miles, and common charging-efficiency myths have been fact-checked to correct math errors.

For example, if electricity costs 10.7 cents per kilowatt-hour, charging a 200-mile range 54-kWh battery would cost about $6. Charging a vehicle that consumes 27 kWh to travel 100 miles would cost three cents a mile. 

The national average cost of electricity is 10 cents per kWh and 11.7 cents per kWh for residential use. Idaho National Laboratory’s Advanced Vehicle Testing compares the energy cost per mile for electric-powered and gasoline-fueled vehicles.

For example, at 10 cents per kWh, an electric vehicle with an efficiency of 3 miles per kWh would cost about 3.3 cents per mile. The gasoline equivalent cost for this electricity cost would be just under $2.60 per gallon.

Prices vary by location as well. For example, Consumer Report found that West Coast electric vehicles tend to be less expensive to operate than gas-powered or hybrid cars, and are often better for the planet depending on local energy mix, but gas prices are often lower than electricity in New England.

Public charging networks in California cost about 30 cents per kWh for Level 2 and 40 cents per kWh for DCFC. Here’s an example of the cost breakdown using a Nissan LEAF with a 150-mile range and 40-kWh battery:

Level 2, empty to full charge: $12
DCFC, empty to full charge: $16

Many cars also offer complimentary charging for the first few years of ownership or provide credits to use for free charging. You can check the full estimated cost using the Department of Energy’s Vehicle Cost Calculator as the grid prepares for an American EV boom in the years ahead.

How long does it take to charge an electric car?
This depends on the type of charger you're using. Charging with a Level 1 charger takes much longer to reach full battery than a level 2 charger or a DCFC, or Direct Current Fast Charger. Here's how much time you can expect to spend charging your electric vehicle:

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China Compressed-Air Energy Storage enables grid flexibility using salt caverns in Jiangsu, delivering long-duration storage for wind and solar, 60 MW capacity, dispatchable power, and low-cost, safe, round-the-clock clean energy integration.

Key Points

Stores off-peak power by compressing air in salt caverns, then drives turbines on demand to balance renewables.

✅ 60 MW Jintan plant connects to grid; commercial CAES milestone

✅ Uses salt caverns; low-cost long-duration storage; high safety

✅ Balances wind and solar; improves grid flexibility and reliability

China is set to connect its first commercial compressed-air energy storage plant to the grid as it seeks more ways to harness fast-growing clean power resources, including new hydropower alongside other long-duration options such as gravity power technologies for around-the-clock use.

China Huaneng Group Co. said its Jiangsu Jintan Salt Cave project recently underwent four days of successful trials and is now ready for commercial operations. The 60-megawatt plant will be the largest compressed air energy storage plant built anywhere in the world since 1991, and the first in China outside of small-scale technology demonstration projects, as China's electricity demand patterns remain in flux, according to BloombergNEF.

The plant will use electricity at night when demand is low to pump air into an underground salt cavern. Then, when demand is high during the day, it can release the compressed air at high enough pressure to spin a turbine and produce electricity, aligning with projections that 60% electricity by 2060 could be reached according to industry outlooks.

Underground compressed air is considered one of the least costly forms of long-term energy storage and has low safety concerns, according to BloombergNEF. But its reliance on certain topographical features such as underground caverns may limit wider deployment, a challenge shared by other regions weighing large-scale storage options for reliability. It’s gained a foothold in China, with nearly four gigawatts of projects in the pipeline, while there are less than two gigawatts combined planned in the rest of the world. Shandong province said just this week in this year's work plan that it would build three projects using the technology.

The Jintan salt caves in Jiangsu, China’s second-biggest provincial economy just north of Shanghai, can store about 10 million cubic meters of gas, enough to power four gigawatts of compressed air plants, according to a Science and Technology Daily report from last year. 

Energy storage is a key part of China’s plan to build a larger and more flexible grid as it tries to peak carbon emissions before 2030 and zero them out before 2060, alongside continued nuclear energy development to stabilize baseload supply. The country is adding a world-leading amount of wind and solar power every year, but their intermittency strains grids that need to be able to deliver electricity all the time, spurring interest in green hydrogen as a flexible complement. China has set targets of 30 gigawatts of new-energy storage by 2025 and 120 gigawatts of pumped hydro storage by 2030. 

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Canada EV-ready rules for MURBs vary by city, with municipal bylaws dictating at-home Level 2 charging in condos, apartments, strata, and townhomes; BC leads, others evaluating updates to building codes.

Key Points

Municipal bylaws mandate EV-ready, Level 2 charging in multi-unit housing; requirements vary by city.

✅ No federal/provincial mandates; municipal bylaws set EV access.

✅ B.C. leads; many cities require 100% EV-ready residential stalls.

✅ Other cities are evaluating code changes; enforcement varies widely.

An absence of federal, provincial rules for EV charging in Canada’s condos, apartment buildings, strata or townhomes punts the issue to municipalities and leaves many strata owners to fend for themselves, finds Electric Autonomy’s cross-Canada guide to municipal building code regulations for EV charging in MURBs

When it comes to reducing barriers to electric vehicle adoption in Canada, one of the most critical steps governments can do is to help provide access to at-home EV charging.

While this is usually not a complicated undertaking in single-unit dwellings, in multi-unit residential buildings (MURBs) which includes apartments, condos, strata and townhomes, the situation and the experience is quite varied for Canadian EV drivers, and retrofitting condos can add complexity depending on the city in which they live.

In Canada, there are no regulations in the national building code that require new or existing condos, apartment buildings, strata or townhomes to offer EV charging. Provinces and territories are able to create their own building laws and codes, but none have added anything yet to support EV charging. Instead, some municipalities are provided with the latitude by their respective provinces to amend local bylaws and add regulations that will require multi-residential units — both new builds and existing ones — to be EV-ready.

The result is that the experience and process of MURB residents getting EV charging infrastructure access is highly fragmented across Canada.

In order to bring more transparency, Electric Autonomy Canada has compiled a roundup of all the municipalities in Canada with existing regulations that require all new constructions to be EV-ready for the future and those cities that have announced publicly they are considering implementing the same.

The tally shows that 21 cities in British Columbia and one city in both Quebec and Ontario have put in place some EV-ready regulations. There are eight other municipalities in Alberta, Saskatchewan, Ontario, Nova Scotia and Newfoundland evaluating their own building code amendments, including Calgary’s condo charging expansion initiatives across apartments and condos.

No municipalities in Manitoba, Prince Edward Island and New Brunswick have any regulations around this. City councils in Edmonton, Saskatoon, Hamilton, Sarnia, Halifax and St. John’s have started looking into it, but no regulations have officially been made.

British Columbia
B.C. is, by far, Canada’s most advanced province in terms of having mandates for EV charging access in condos, apartment buildings, strata or townhomes, leading the country in expanding EV charging with 20 cities with modified building codes to stipulate EV-readiness requirements and one city in the process of implementing them.

City of Vancouver: Bylaw 10908 – Section 10.2.3. was amended on July 1, 2014, to include provisions for Level 2 EV charging infrastructure at all residential and commercial buildings. On March 14, 2018, the bylaw was updated to adopt a 100 per cent EV-ready policy from 20 per cent to 100 per cent. The current bylaw also requires one EV-ready stall for single-family residences with garages and 10 per cent of parking stalls to be EV-ready for commercial buildings.

City of Burnaby: Zoning Bylaw 13903 – Section 800.8, which took effect on September 1st, required Level 2 energized outlets in all new residential parking spaces. This includes both single-family homes and multi-unit residential buildings. Parking spaces for secondary suites and visitor parking are exempt, but all other stalls in new buildings must be 100 per cent EV-ready.

City of Nelson: The city amended its Off-Street Parking and Landscaping Bylaw No. 3274 – Section 7.4 in 2019 to have at least one parking space per dwelling unit feature
Level 2 charging or higher in new single-family and multi-unit residential buildings, starting in 2020. For every 10 parking spaces available at a dwelling, two stalls must have Level 2 charging capabilities.

City of Coquitlam: The Zoning Bylaw No. 4905 – Section 714 was amended on October 29, 2018, to require all new construction, including single-family residences and MURBs, to have a minimum of one energized outlet capable of Level 2 charging or higher for every dwelling unit. Parking spaces designated for visitors are exempt.

If the number of parking spaces is less than the number of dwelling units, all residential parking spots must have an energized outlet with Level 2 or higher charging capabilities.

City of North Vancouver: According to Zoning Bylaw No. 6700 – Section 909, all parking spaces in all new residential multi-family buildings must include Level 2 EV charging infrastructure as of June 2019 and 10 per cent of residential visitor parking spaces must include Level 2 EV charging infrastructure as of Jan. 2022.

District of North Vancouver: Per the Electric Vehicle Charging Infrastructure Policy, updated on March 17, 2021, all parking stalls — not including visitor parking — must feature energized outlets capable of providing Level 2 charging or higher for multi-family residences.

City of New Westminster: As of April 1, 2019, all new buildings with at least one residential unit are required to have a Level 2 energized outlet to the residential parking spaces, according to Electric Vehicle Ready Infrastructure Zoning Bylaw 8040, 2018. Energized Level 2 outlets will not be required for visitor parking spaces.

City of Port Moody: Zoning Bylaw No. 2937 – Section 6.11 mandated that all spaces in new residential constructions starting from March 1, 2019, required an energized outlet capable of Level 2 charging. A minimum of 20 per cent of spaces in new commercial constructions from March 1, 2019, required an energized outlet capable of Level 2 charging.

City of Richmond: All new buildings and residential parking spaces from April 1, 2018, excluding those provided for visitors’ use, have had an energized outlet capable of providing Level 2 charging or higher to the parking space, says Zoning Bylaw 8500 – Section 7.15.

District of Saanich: Zoning Bylaw No. 8200 – Section 7 specified that all new residential MURBs are required to provide Level 2 charging after Sept. 1, 2020.

District of Squamish: Bylaw No. 2610, 2018 Subsection 41.11(f) required 100 per cent of off-street parking stalls to have charging infrastructure starting from July 24, 201, in any shared parking areas for multiple-unit residential uses.

City of Surrey: Zoning By-law No. 12000 – Part 5(7) was amended on February 25, 2019 to say builders must construct and install an energized electrical outlet for 100 per cent of residential parking spaces, with home and workplace charging rebates helping adoption, 50 per cent of visitor parking spaces, and 20 per cent of commercial parking spaces. Each energized electrical outlet must be capable of providing Level 2 or a higher level of electric vehicle charging

District of West Vancouver: Per Zoning Bylaw No. 4662 – Sections 142.10; 141.01(4), new dwelling units, all parking spaces for residential use, except visitor parking, need to include an energized outlet that is: (a) capable of providing Level 2 charging for an electric vehicle; (b) labelled for the use of electric vehicle charging.

City of Victoria: In effect since October 1, 2020, the Zoning Bylaw No. 80-159 – Schedule C Section 2.4 stipulates that all residential parking spaces in new residential developments must have an energized electrical outlet installed that can provide Level 2 charging for an electric vehicle, and residents can access EV charger rebates to offset costs. This requirement applies to both single-family and multi-unit residential dwellings but not visitor parking spaces.

Township of Langley: In Zoning Bylaw No. 2500 – Section 107.3, all new residential construction, including single-home dwellings, townhouses and apartments, required one space per dwelling unit to have EV charging requirements, starting from Nov. 4, 2019.

Town of View Royal: As per Zoning Bylaw No. 900 – Section 5.13, every commercial or multi-unit residential construction with more than 100 parking spots must provide an accessible electric vehicle charging station on the premises for patrons or residents. This bylaw was adopted on Feb. 2021.

Nanaimo: According to the Off-Street Parking Regulations Bylaw No. 7266 – Section 7.7, a minimum of 25 per cent of all off-street parking spots in any common parking area for multifamily residential housing must have shared access to a Level 2 EV charging, and have an electrical outlet box wired with a separate branch circuit capable of supplying electricity to support both Level 1 and Level 2 charging.

Port Coquitlam: For residential buildings that do not have a common parking area, one parking space per dwelling unit is required to provide “roughed-in” charging infrastructure, put in effect on Jan. 23, 2018. This must include an electrical outlet box located within three metres of the unit’s parking space, according to Zoning Bylaw No. 3630 – Section 2.5.10;11. For a residential building with a common parking area, a separate single utility electrical meter and disconnect should be provided in line with the electrical panel(s) intended to provide EV charging located within three metres of the parking space.

Maple Ridge: The city’s Bylaw No. 4350-1990 – Schedule F says for apartments, each parking space provided for residential use, excluding visitor parking spaces, will be required to have roughed-in infrastructure capable of providing Level 2 charging.

Apartments and townhouses with a minimum of 50 per cent of required visitor parking spaces will need partial infrastructure capable of Level 2 charging.

White Rock: The city is currently considering changes to its Zoning Bylaw, 2012, No. 2000. On March 18, 2021, the Environmental Advisory Committee presented recommendations that would require all resident parking stalls to be Level 2 EV-ready in new multi-unit residential buildings and 50 per cent of visitor parking stalls to be Level 2 EV-ready in new multi-unit residential buildings.

Kamloops: The city of Kamloops is looking to draft a zoning amendment bylaw that would require new residential developments, all new single-family, single-family with a secondary suite, two-family, and multi-family residential developments, to have EV-ready parking with one parking stall per dwelling unit, at the beginning of Jan. 1, 2023.

Kamloops’ sustainability services supervisor Glen Cheetham told Electric Autonomy Canada in an email statement that the city’s council has given direction to staff to “conduct one final round of engagement with industry before bringing the zoning amendment bylaw to Council mid-June for first and second reading, followed by a public hearing and third reading/approval.”

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Britain Wind Generation Record underscores onshore and offshore wind momentum, as National Grid ESO reported 20.91 GW, boosting zero-carbon electricity, renewables share, and grid stability amid milder weather, falling gas prices, and net zero goals.

Key Points

The Britain wind generation record is 20.91 GW, set on 30 Dec, driven by onshore and offshore turbines.

✅ Set on 30 Dec 2022 with peak output of 20.91 GW.

✅ Zero-carbon sources hit 87.2% of grid supply.

✅ Driven by onshore and offshore wind; ESO reported stability.

Britain has set a new record for wind generation as power from onshore and offshore turbines helped boost clean energy supplies late last year.

National Grid’s electricity system operator (ESO), which handles Great Britain’s grid operations, said that a new record for wind generation was set on 30 December, when 20.91 gigawatts (GW) were produced by turbines.

This represented the third time Britain’s fleet of wind turbines set new generation records in 2022. In May, National Grid had to ask some turbines in the west of Scotland to shut down, as the network was unable to store such a large amount of electricity when a then record 19.9GW of power was produced – enough to boil 3.5m kettles.

The ESO said a new record was also set for the share of electricity on the grid coming from zero-carbon sources – renewables and nuclear – which supplied 87.2% of total power. These sources have accounted for about 55% to 59% of power over the past couple of years.

The surge in wind generation represents a remarkable reversal in fortunes as a cold snap that enveloped Britain and Europe quickly turned to milder weather.

Power prices had soared as the freezing weather forced Britons to increase their heating use, pushing up demand for energy despite high bills.

The cold weather came with a period of low wind, reducing the production of Britain’s windfarms to close to zero.

Emergency coal-fired power units at Drax in North Yorkshire were put on standby but ultimately not used, while gas-fired generation accounted for nearly 60% of the UK’s power output at times.

However, milder weather in the UK and Europe in recent days has led to a reduction in demand from consumers and a fall in wholesale gas prices. It has also reduced the risk of power cuts this winter, which National Grid had warned could be a possibility.

Wind generation is increasingly leading the power mix in Britain and is seen as a crucial part of Britain’s move towards net zero. The prime minister, Rishi Sunak, is expected to overturn a moratorium on new onshore wind projects with a consultation on the matter due to run until March.

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US Solar Power 2050 Target projects 45% electricity from solar, advancing decarbonization with clean energy, wind, nuclear, hydropower, hydrogen, and scalable energy storage, while modernizing the grid and transmission to cut emissions and create jobs.

Key Points

A goal for solar to supply ~45% of US electricity by 2050, backed by energy storage and other low-carbon generation.

✅ Requires 1,050-1,570 GW solar and matching storage capacity

✅ Utility-scale buildout uses ~10M acres; rooftop 10-20% of capacity

✅ Complemented by wind, nuclear, hydropower, hydrogen, and flexible turbines

President Joe Biden has called for major clean energy investments as a way to curb climate change and generate jobs. On Sept. 8, 2021, the White House released a report produced by the U.S. Department of Energy that found that solar power could generate up to 45% of the U.S. electricity supply by 2050, compared to less than 4% today, with about 3% in 2020 noted by industry observers. The Conversation asked Joshua D. Rhodes, an energy technology and policy researcher at the University of Texas at Austin, what it would take to meet this target.

Why such a heavy focus on solar power? Doesn’t a low-carbon future require many types of clean energy, even though wind and solar could meet about 80% of demand according to some research?
The Energy Department’s Solar Futures Study lays out three future pathways for the U.S. grid: business as usual; decarbonization, meaning a massive shift to low-carbon and carbon-free energy sources; and decarbonization with economy-wide electrification of activities that are powered now by fossil fuels.

It concludes that the latter two scenarios would require approximately 1,050-1,570 gigawatts of solar power, which would meet about 44%-45% of expected electricity demand in 2050, even as renewables approach one-fourth of U.S. generation in the near term. For perspective, one gigawatt of generating capacity is equivalent to about 3.1 million solar panels or 364 large-scale wind turbines.

The rest would come mostly from a mix of other low- or zero-carbon sources, including wind, nuclear, hydropower, biopower, geothermal and combustion turbines run on zero-carbon synthetic fuels such as hydrogen. Energy storage capacity – systems such as large installations of high-capacity batteries – would also expand at roughly the same rate as solar, with record growth in solar and storage anticipated by industry in coming years.

One advantage solar power has over many other low-carbon technologies is that most of the U.S. has lots of sunshine. Wind, hydropower and geothermal resources aren’t so evenly distributed: There are large zones where these resources are poor or nonexistent.

Relying more heavily on region-specific technologies would mean developing them extremely densely where they are most abundant. It also would require building more high-voltage transmission lines to move that energy over long distances, which could increase costs and draw opposition from landowners – a key reason the grid isn't yet 100% renewable according to experts – in many regions.

Is generating 45% of U.S. electricity from solar power by 2050 feasible?
I think it would be technically possible but not easy. It would require an accelerated and sustained deployment far larger than what the U.S. has achieved so far, even as the cost of solar panels has fallen dramatically, and wind, solar and batteries are 82% of the utility-scale pipeline across the country. Some regions have attained this rate of growth, albeit from low starting points and usually not for long periods.

The Solar Futures Study estimates that producing 45% of the nation’s electricity from solar power by 2050 would require deploying about 1,600 gigawatts of solar generation. That’s a 1,450% increase from the 103 gigawatts that are installed in the U.S. today, even as wind and solar trend toward 30% of U.S. electricity in some outlooks. For perspective, there are currently about 1,200 gigawatts of electricity generation capacity of all types on the U.S. power grid.

The report assumes that 10%-20% of this new solar capacity would be deployed on homes and businesses. The rest would be large utility-scale deployments, mostly solar panels, plus some large-scale solar thermal systems that use mirrors to reflect the sun to a central tower.

Assuming that utility-scale solar power requires roughly 8 acres per megawatt, this expansion would require approximately 10.2 million to 11.5 million acres. That’s an area roughly as big as Massachusetts and New Jersey combined, although it’s less than 0.5% of total U.S. land mass.

I think goals like these are worth setting, but are good to reevaluate over time to make sure they represent the most prudent path.

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U.S. Clean Hydrogen Hubs aim to scale production, storage, transport, and use as DOE and the Biden administration fund regional projects under the infrastructure law, blending green and blue hydrogen, carbon capture, renewables, and pipelines.

Key Points

Federally funded regional projects to make, move, and use low-carbon hydrogen via green, blue, and pink routes.

✅ $7B DOE funding via infrastructure law

✅ Mix of green, blue, pink hydrogen pathways

✅ Targets 10M metric tons annually by 2030

New details are emerging about the Biden administration’s landmark plans to build out a U.S. clean hydrogen industry.

On Friday, the Department of Energy named the seven winners of $7 billion in federal funds to establish regional hydrogen hubs. The hubs — funded through the infrastructure law — are part of the administration’s efforts to jump-start an industry it sees as key to achieving climate goals like the goal of 100 percent clean electricity by 2035 set by the administration. The aim is to demonstrate everything from the production and storage of hydrogen to its transport and consumption.

“All across the country, from coast to coast, in the heartland, we’re building a clean energy future here in America, not somewhere else,” President Joe Biden said while announcing the hubs in Philadelphia.

From 79 initial proposals, DOE chose the following: the Mid-Atlantic Hydrogen Hub, Appalachian Hydrogen Hub, California Hydrogen Hub, Gulf Coast Hydrogen Hub, Heartland Hydrogen Hub, Midwest Hydrogen Hub and Pacific Northwest Hydrogen Hub.

Many of the winning proposals are backed by state government leaders and industry partners, and by Southeast cities that have ramped up clean energy purchases in recent years as well. The Midwest hub, for example, is a coalition of Illinois, Indiana and Michigan — supported by politicians like Illinois Gov. J.B. Pritzker (D), as well as such companies as Air Liquide, Ameren Illinois and Atlas Agro. The mid-Atlantic hub is supported by Democratic members of Congress representing the region, including Delaware Sens. Chris Coons and Tom Carper and Rep. Lisa Blunt Rochester.

The administration hopes the hubs will produce 10 million metric tons of “clean” hydrogen annually by 2030. But much about the projects remains unknown — including how trends like cheap batteries for solar could affect clean power supply — and dependent on negotiations with DOE.

A win for ‘blue’ hydrogen?
Nearly all hydrogen created in the U.S. today is extracted from natural gas through steam methane reformation. The emissions-intensive process produces what is known as “grey” hydrogen — or “blue” hydrogen when combined with carbon capture and storage.

Four recipients — the Appalachian, Gulf Coast, Heartland and Midwest hydrogen hubs — include blue hydrogen in their plans, though the infrastructure law only mandated one.

That has drawn the ire of environmentalists, who argue blue hydrogen is not emissions-free, partly because of the potential for methane leaks during the production process.

“This is worse than expected,” Clean Energy Group President Seth Mullendore said after the recipients were announced Friday. “The fact that more than half the hubs will be using fossil gas is outrageous.”

Critics have also pointed out that many of the industry partners backing the hub projects include oil and gas companies. The coalitions are a mix of private-sector groups — often including renewable energy developers — and government stakeholders. Proposals have also looped in universities, utilities, environmental groups, community organizations, labor unions and tribal nations, among others.

“The massive build out of hydrogen infrastructure is little more than an industry ploy to rebrand fracked gas,” said Food & Water Watch Policy Director Jim Walsh in a statement Friday. “In a moment when every political decision that we make must reject fossil expansion, the Biden administration is going in the opposite direction.”

The White House has emphasized that roughly two-thirds of the $7 billion pot is “associated” with the production of “green” hydrogen, which uses electricity from renewable sources. Two of the chosen proposals — in California and the Pacific Northwest — are making green hydrogen their focus, reflecting advances such as offshore green hydrogen being pursued by industry leaders, while three other hubs plan to include green hydrogen alongside hydrogen made with natural gas (blue) or nuclear energy (pink).

Many hubs plan to use several methods for hydrogen production, and globally, projects like Brazil's green hydrogen plant highlight the scale of investment, but the exact mix may change depending on which projects make it through the DOE negotiations process. The Midwest hub, for example, told E&E News it’s pursuing an “all-of-the-above” strategy and has projects for green, blue and “pink” hydrogen. The mid-Atlantic hub in southeastern Pennsylvania, Delaware and New Jersey will also generate hydrogen with nuclear reactors.

Energy Secretary Jennifer Granholm has described clean hydrogen as a fresh business opportunity, especially for the natural gas industry, which has supported the concept of sending hydrogen to market through its pipeline network. Lawmakers like Sen. Joe Manchin (D-W.Va.) — who said the Appalachian hub will make West Virginia the “new epicenter of hydrogen” — have pushed for continuing to use natural gas to make hydrogen in his state.

“Natural gas utilities are committed to exploring all options for emissions reduction as demonstrated by the 39 hydrogen pilot projects already underway and are eager to participate in a number of the hubs,” said American Gas Association President and CEO Karen Harbert in a statement Friday.

Green hydrogen also has faced criticism. Some groups argue that the renewable resources needed to produce green hydrogen are limited, even with sources such as wind, solar and hydropower technology, so funding should be reserved for applications that cannot be easily electrified, mostly industrial processes. There also is uncertainty about how the Treasury Department will handle hydrogen made from grid electricity — which can include power from fossil fuel plants — in its upcoming guidance on the first-ever tax credit for clean hydrogen production.

“Even the cleanest forms of hydrogen present serious problems,” Walsh said. “As groundwater sources are drying up across the country, there is no reason to waste precious drinking water resources on hydrogen when there are cheaper, cleaner energy sources that can facilitate a real transition off fossil fuels.”

But Angelina Galiteva, CEO of the hub in drought-prone California, said hydrogen will enable the state “to increase renewable penetration to reach all corners of the economy,” noting parallel initiatives such as Dubai's solar hydrogen plans that illustrate the potential.

“Transitioning to renewable clean hydrogen will pose significantly less stress on water resources than remaining on the current fossil path,” she said.

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