Rhode Island issues its plan to achieve 100% renewable electricity by 2030


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Rhode Island 100% Renewable Electricity by 2030 outlines pathways via offshore wind, retail solar, RECs, and policy reforms, balancing decarbonization, grid reliability, economics, and equity to close a 4,600 GWh supply gap affordably.

 

Key Points

A statewide plan to meet all electricity demand with renewables by 2030 via offshore wind, solar, and REC policies.

✅ Up to 600 MW offshore wind could add 2,700 GWh annually

✅ Retail solar programs may supply around 1,500 GWh per year

✅ Amend RES to retain RECs and align supply with real-time demand

 

A year ago, Executive Order 20-01 cemented in a place Rhode Island’s goal to meet 100% of the state’s electricity demand with renewable energy by 2030, aligning with the road to 100% renewables seen across states. The Rhode Island Office of Energy Resources (OER) worked through the year on an economic and energy market analysis, and developed policy and programmatic pathways to meet the goal.

In the most recent development, OER and The Brattle Group co-authored a report detailing how this goal will be achieved, The Road to 100% Renewable Electricity – The Pathways to 100%.

The report includes economic analysis of the key factors that will guide Rhode Island as it accelerates adoption of carbon-free renewable resources, complementing efforts that are tracking progress on 100% clean energy targets nationwide.

The pathway rests on three principles: decarbonization, economics and policy implementation, goals echoed in Maine’s 100% renewable electricity target planning.

The report says the state needs to address the gap between projected electricity demand in 2030 and projected renewable generation capacity. The report predicts a need for 4,600 GWh of additional renewable energy to close the gap. Deploying that much capacity represents a 150% increase in the amount of renewable energy the state has procured to date. The final figure could as much as 600-700 GWh higher or lower.

Addressing the gap
The state is making progress to close the gap.

Rhode Island recently announced plans to solicit proposals for up to 600 MW of additional offshore wind resources. A draft request for proposals (RFP) is expected to be filed for regulatory review in the coming months, aligning with forecasts that one-fourth of U.S. electricity will soon be supplied by renewables as markets mature. Assuming the procurement is authorized and the full 600 MW is acquired, new offshore wind would add about 2,700 GWh per year, or about 35% of 2030 electricity demand.

Beyond this offshore wind procurement, development of retail solar through existing programs could add another 1,500 GWh per year. That leaves a smaller–though still sizable–gap of around 400 GWh per year of renewable electricity.

All this capacity will come with a hefty price. The report finds that rate impacts would likely boost e a typical 2030 monthly residential bill by about $11 to $14 with utility-scale renewables, or by as much as $30 if the entire gap were to be filled with retail solar.

The upside is that if the renewable resources are developed in-state, the local economic activity would boost Rhode Island’s gross domestic product and local jobs, especially when compared to procuring out-of-state resources or buying Renewable Energy Credits (RECs), and comes as U.S. renewable electricity surpassed coal in 2022 across the national grid.

Policy recommendations
One policy item that has to be addressed is the state’s Renewable Energy Standard (RES), which currently calls for meeting 38.5% of electricity deliveries with renewables by 2035, even as the federal 2035 clean electricity goal sets a broader benchmark for decarbonization. For example, RES compliance at present does not require the physical procurement of power produced by renewable energy facilities. Instead, electricity providers meet their requirements by purchasing RECs.

The report recommends amending the state’s RES to seek methods by which Rhode Island can retain all of the RECs procured through existing policy and program channels, along with RECs resulting from ratepayer investment in net metered projects, while Nevada’s 50% by 2030 RPS provides a useful interim comparison.

The report also recognizes that the RES alone is unlikely to drive sufficient investment renewable generation and should be paired with programs and policies to ensure sufficient renewable generation to meet the 100% goal. The state also needs to address the RECs created by behind-the-meter systems that add mechanisms to better match the timing of renewable energy generation with real-time demand. The policy would have the 100% RES remain in effect beyond 2030 and also match shifts in energy demand, particularly as other parts of the economy electrify.

Fostering equity
The state also is putting a high priority on making sure the transition to renewables is an equitable one.

The report recommends partnering with and listening to frontline communities about their needs and goals in the clean energy transition. This will include providing traditionally underserved communities with expert consultation to help guide decision making. The report also recommends holding listening sessions to increase accessibility to and understanding of energy system basics.

 

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Electricity or hydrogen - What is the future of vehicles?

Hydrogen vs Battery-Electric Vehicles compare FCEV and BEV tech for range, charging and refueling, zero-emissions, infrastructure in Canada, highlighting urban commuting, heavy-duty use, fast 5-minute fills, 30-minute fast charging, and renewable hydrogen from surplus wind.

 

Key Points

Hydrogen FCEVs suit long range and heavy-duty use; BEVs excel in urban commutes with overnight charging.

✅ FCEVs refuel in about 5 minutes; ideal for long range and heavy duty.

✅ BEVs fit urban commuting with home or night charging; fewer stops.

✅ Hydrogen enables energy storage from surplus wind and hydro power.

 

We’re constantly hearing that battery-electric cars are the future, as automakers pursue Canada-U.S. collaboration on EVs across the industry, so I was surprised to see that companies like Toyota, Honda and Hyundai are making hydrogen fuel-cell cars. Which technology is better? Could hydrogen still win? – Pete, Kingston

They’re both in their electric youth, relatively speaking, but the ultimate winner in the race between hydrogen and battery electric will likely be both.

“It’s not really a competition – they’ll both co-exist and there will also be plug-in hydrogen hybrids,” said Walter Merida, director of the Clean Energy Research Centre at the University of British Columbia. “Battery-electric vehicles [BEVs] are better for an urban environment where you have time to recharge and fuel-cell electric vehicles [FCEVs] are better-suited for long range and heavy duty.”

Last year, there were 9,840 BEVs sold in Canada, up from 5,130 the year before. If you include plug-in hybrids, the number sold in 2017 grows to 18,560, though many buyers now face EV shortages and wait times amid high gasoline prices.

And how many hydrogen vehicles were sold in Canada last year?

#google#

None – although Hyundai leased out about a half-dozen hydrogen Tucsons in British Columbia for $599 a month, which included fuel from Powertech labs in Surrey.

In January, Toyota announced it will be selling the Mirai in Quebec later this year. And Hyundai said it will offer about 25 Nexos for sale.

“It’s chicken or egg,” said Michael Fowler, a professor of chemical engineering at the University of Waterloo. “Car manufacturers won’t release cars into the market unless there’s a refuelling station and companies won’t build a refuelling station unless there are cars to fuel.”

Right now, there are no retail hydrogen refuelling stations in Canada. While there are plans under way to add stations in B.C., Ontario and Quebec, we’re still behind Japan, Europe and California, though experts outline how Canada can capitalize on the U.S. EV pivot to accelerate progress.

“In 2007, Ontario had a hydrogen strategy and they were starting to develop hydrogen vehicles and they dropped that in favour of the Green Energy Act and it was a complete disaster,” Fowler said. “The reality is the government of the day listened to the wrong people.”

It’s tough to pinpoint a single reason why governments focused on building charging stations instead of hydrogen stations, Merida said.

“It’s ironic, you know – the fuel cell was invented in Vancouver. Geoffrey Ballard was one of the pioneers of this technology,” Merida said. “And for a while, Canada was a global leader, but eventually government programs were discontinued and that was very disruptive to the sector.”

 

HYDROGEN FOR THE MASSES?

While we tend to think of BEVs when we think of electric cars, fuel-cell vehicles are electric, too; the hydrogen passes through a fuel cell stack, where it mixes with oxygen from the atmosphere to produce an electric current.

That current powers electric motors to drive the wheels and extra energy goes to a battery pack that’s used to boost acceleration (it’s also charged by regenerative braking).

Except for water that drips out of the hydrogen car, they’re both zero-emission on the road.

But a big advantage for hydrogen is that, if you can find a station, you can pull up to a pump and fill up in five minutes or less – the same way we do now at nearly 12,000 gas stations.

Compare that with fast-charging stations that can charge a battery to 80 per cent in 30 minutes – each station only handles one car at a time. What if you get there and it’s busy – or broken? And right now, there are only 139 of them in Canada.

And at slower, Level 2 stations, cars have to be plugged in for hours to recharge.

In a 2018 KPMG survey of auto executives, 55 per cent said that moves to switch entirely to pure battery-electric vehicles will fail because there won’t be enough charging stations, and some critics argue the 2035 EV mandate is delusional given infrastructure constraints.

“Ontario just invested $20-million in public charging stations and that’s going to service 100 or 200 cars a day,” Fowler said. “If you were to invest that in hydrogen stations, you’d be able to service thousands of cars a day.”

And when you do charge at a station, you might not be using clean power, as 18% of Canada’s 2019 electricity came from fossil fuels according to national data, Fowler said.

“At least in Ontario, in order to charge at a public station during the day, you have to rev up a natural-gas plant somewhere,” Fowler said. “So the only way you’re getting zero emissions is when you can charge at night using excess nuclear, hydro or wind that’s not being used.”

But hydrogen can be made when surplus green energy is stored, Fowler said.

“In Ontario, we have lots of wind in the spring and the fall, when we don’t need the electricity,” he said.

And eventually, you’ll be able to connect your fuel-cell vehicle to the grid and sell the power it produces, Merida said.

“The amount of power generation you have in these moving platforms is quite significant,” Merida said.

There are other strikes against battery-electric, including reduced range by 30 per cent or more in the winter and the need to upgrade infrastructure such as electrical transformers so they can handle more than just a handful of cars on each street charging at night, Fowler said.

In that KPMG survey, executives predicted a nearly equal split between BEVs, FCEVs, hybrids and gasoline engines by 2040.

“Battery-electric vehicles will serve a certain niche – they’ll be small commuter vehicles in certain cities,” Fowler said. “But for the way we use cars today – the family car, the suburban car, buses and probably trucks – it will be the fuel cell.”

 

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ABB claims its Terra 360 is the "world's fastest electric car charger"

ABB Terra 360 EV Charger offers 360 kW DC fast charging, ultra-fast top-ups, and multi-vehicle capability for Ionity, Electrify America, and depot installations, adding 100 km in under 3 minutes with compact footprint.

 

Key Points

ABB's Terra 360 is a 360 kW DC fast charger for EVs, powering up to four vehicles simultaneously with a compact footprint.

✅ 360 kW DC output; adds 100 km in under 3 minutes

✅ Charges up to four vehicles at once; small footprint

✅ Rolling out in Europe 2021; US and beyond in 2022

 

Swiss company ABB, which supplies EV chargers to Ionity and Electrify America amid intensifying charging network competition worldwide, has unveiled what it calls the "world's fastest electric car charger." As its name suggests, the Terra 360 has a 360 kW capacity, and as electric-car adoption accelerates, it could fully charge a (theoretical) EV in 15 minutes. More realistically, it can charge four vehicles simultaneously, saving space at charging stations. 

The Terra 360 isn't the most powerful charger by much, as companies like Electrify America, Ionity and EVGo have been using 350 kW chargers manufactured by ABB and others since at least 2018. However, it's the "only charger designed explicitly to charge up to four vehicles at once," the company said. "This gives owners the flexibility to charge up to four vehicles overnight or to give a quick refill to their EVs in the day." They also have a relatively small footprint, allowing installation in small depots or parking lots, helping as US automakers plan 30,000 new chargers nationwide. 

There aren't a lot of EVs that can handle that kind of charge. The only two approaching it are Porsche's Taycan, with 270 kW of charging capacity and the new Lucid Air, which allows for up to 300 kW fast-charging. Tesla's Model 3 and Model Y EVs can charge at up to 250 kW, while Hyundai's Ioniq 5 is rated for 232 kW DC fast charging in optimal conditions. 

Such high charging levels aren't necessarily great for an EV's battery, and the broader grid capacity question looms as the American EV boom gathers pace. Porsche, for instance, has a battery preservation setting on its Plug & Charge Taycan feature that lowers power to 200 kW from the maximum 270 kW allowed — so it's essentially acknowledging that faster charging degrades the battery. On top of that, extreme charging levels don't necessarily save you much time, as Car and Driver found. Tesla recently promised to upgrade its own Supercharger V3 network from 250kW to 300kW, with energy storage solutions emerging to buffer high-power sites. 

ABB's new chargers will be able to add 100 km (62 miles) of range in less than three minutes. They'll arrive in Europe by the end of the year and start rolling out in the US and elsewhere in 2022.

 

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Canadian electricity associations aligning goals toward net-zero by 2050

Electricity Alliance Canada champions clean power, electrification, and net-zero, uniting renewable energy, hydropower, nuclear, wind, and solar to decarbonize Canada with sustainable, reliable, affordable electricity across sectors by 2050, economywide growth.

 

Key Points

A national coalition advancing clean power and electrification to help achieve Canada's net-zero by 2050.

✅ Coalition of six Canadian electricity associations

✅ Promotes electrification and clean, reliable power

✅ Aims net-zero by 2050, coal phase-out by 2030

 

Six of Canada’s leading electricity associations have created a coalition to promote clean power’s role, amid a looming power challenge for the country, in a sustainable energy future.

The Electricity Alliance Canada’s mandate is to enable, promote and advocate for increased low or no-carbon electricity usage throughout the economy to help achieve the nation’s net-zero emissions target of 100 percent by 2050, with net-zero electricity regulations permitting some natural gas generation along the way.

The founding members are the Canadian Electricity Association, the Canadian Nuclear Association, the Canadian Renewable Energy Association, Electricity Human Resources Canada, Marine Renewables Canada, and WaterPower Canada, and they aim to incorporate lessons from Europe's power crisis as collaboration advances.

“Electricity will power Canada’s energy transition and create many new well-paying jobs,” reads the joint statement by the six entities. “We are pleased to announce this enhanced collaboration to advance discussion and implement strategies that promote greater electrification in a way that is sustainable, reliable and affordable. Electricity Alliance Canada looks forward to working with governments and energy users to capture the full potential of electricity to contribute to Canada’s net-zero target.”

Canada is much further along than many nations when it comes decarbonizing its power generation sector, yet it is expected to miss 2035 clean electricity goals without accelerated efforts. More than 80 percent of its electricity mix is fueled by non-emitting hydroelectric and nuclear as well as wind, solar and marine renewable generation, according to the Alliance. By contrast, the U.S. portion of non-emitting electricity resources is closer to 40 percent or less.

The remainder of its coal-fired power plants are scheduled to be phased out by 2030, according to reports, though scrapping coal-fired electricity could be costly and ineffective according to one report.

Hydropower leads the way in Canada, with nearly 500 generating plant producing an average of 355 TWh per year, according to the Canadian Hydropower Association. Nuclear plants such as Ontario Power Generation’s Darlington station and Bruce Power also contribute massive-scale and carbon-free electricity capacity, as debates over Ontario's renewable future continue.

Observers note that clean, affordable electricity in Ontario should be a prominent election issue this year.

 

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4 European nations to build North Sea wind farms

North Sea Offshore Wind Farms will deliver 150 GW by 2050 as EU partners scale renewable energy, offshore turbines, grid interconnectors, and REPowerEU goals to cut emissions, boost energy security, and reduce Russian fossil dependence.

 

Key Points

A joint EU initiative to build 150 GW of offshore wind by 2050, advancing REPowerEU, decarbonization, and energy security.

✅ Targets at least 150 GW of offshore wind by 2050

✅ Backed by Belgium, Netherlands, Germany, and Denmark

✅ Aligns with REPowerEU, grid integration, and emissions cuts

 

Four European Union countries plan to build North Sea wind farms capable of producing at least 150 gigawatts of energy by 2050 to help cut carbon emissions that cause climate change, with EU wind and solar surpassing gas last year, Danish media have reported.

Under the plan, wind turbines would be raised off the coasts of Belgium, the Netherlands, Germany and Denmark, where a recent green power record highlighted strong winds, daily Danish newspaper Jyllands-Posten said.

The project would mean a tenfold increase in the EU's current offshore wind capacity, underscoring how renewables are crowding out gas across Europe today.

“The North Sea can do a lot," Danish Prime Minister Frederiksen told the newspaper, adding the close cooperation between the four EU nations "must start now.”

European Commission President Ursula von der Leyen, German Chancellor Olaf Scholz, Dutch Prime Minister Mark Rutte and Belgian Prime Minister Alexander De Croo are scheduled to attend a North Sea Summit on Wednesday in Esbjerg, 260 kilometers (162 miles) west of Copenhagen.

In Brussels, the European Commission moved Wednesday to jump-start plans for the whole 27-nation EU to abandon Russian energy amid the Kremlin’s war in Ukraine. The commission proposed a nearly 300 billion-euro ($315 billion) package that includes more efficient use of fuels and a faster rollout of renewable power, even as stunted hydro and nuclear output may hobble recovery efforts.

The investment initiative by the EU's executive arm is meant to help the bloc start weaning themselves off Russian fossil fuels this year, even as Europe is losing nuclear power during the transition. The goal is to deprive Russia, the EU’s main supplier of oil, natural gas and coal, of tens of billions in revenue and strengthen EU climate policies.

“We are taking our ambition to yet another level to make sure that we become independent from Russian fossil fuels as quickly as possible,” von der Leyen said in Brussels when announcing the package, dubbed REPowerEU.

The EU has pledged to reduce carbon dioxide emissions by 55% compared with 1990 levels by 2030, and to get to net zero emissions by 2050, with a recent German renewables milestone underscoring the pace of change.

The European Commission has set an overall target of generating 300 gigawatts of offshore energy of by 2050, though grid expansion challenges in Germany highlight hurdles.

Along with climate change, the war in Ukraine has made EU nations eager to reduce their dependency on Russian natural gas and oil. In 2021, the EU imported roughly 40% of its gas and 25% of its oil from Russia.

At a March 11 summit, EU leaders agreed in principle to phase out Russian gas, oil and coal imports by 2027.

 

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Ford Motor Co. details plans to spend $1.8B to produce EVs

Ford Oakville Electric Vehicle Complex will anchor EV production in Ontario, adding a battery plant, retooling lines, and assembly capacity for passenger models targeting the North American market and Canada's zero-emission mandates.

 

Key Points

A retooled Ontario hub for passenger EV production, featuring on-site battery assembly and modernized lines.

✅ Retooling begins Q2 2024; EV production slated for 2025.

✅ New 407,000 sq ft battery plant for pack assembly.

✅ First full-line passenger EV production in Canada.

 

Ford Motor Co. has revealed some details of its plan to spend $1.8 billion on its Oakville Assembly Complex to turn it into an electric vehicle production hub, a government-backed Oakville EV deal, in the latest commitment by an automaker transitioning towards an electric future.

The automaker said Tuesday that it will start retooling the Ontario complex in the second quarter of 2024, bolstering Ontario's EV jobs boom, and begin producing electric vehicles in 2025.

The transformation of the Oakville site, to be renamed the Oakville Electric Vehicle Complex, will include a new 407,000 square-foot battery plant, similar to Honda's Ontario battery investment efforts, where parts produced at Ford's U.S. operations will be assembled into battery packs.

General Motors is already producing electric delivery vans in Canada, and its Ontario EV plant plans continue to expand, but Ford says this is the first time a full-line automaker has announced plans to produce passenger EVs in Canada for the North American market.

GM said in February it plans to build motors for electric vehicles at its St. Catharines, Ont. propulsion plant, aligning with the Niagara Region battery investment now underway. The motors will go into its BrightDrop electric delivery vans, which it produces in part at its Ingersoll, Ont. plant, as well as its electric pickup trucks, producing enough at the plant for 400,000 vehicles a year.

Ford's announcement is the latest commitment by an automaker transitioning towards an electric future, part of Canada's EV assembly push that is accelerating.

"Canada and the Oakville complex will play a vital role in our Ford Plus transformation," said chief executive Jim Farley in a statement.

The company has committed to invest over US$50 billion in electric vehicles globally and has a target of producing two million EVs a year by the end of 2026 as part of its Ford Plus growth plan, reflecting an EV market inflection point worldwide.

Ford didn't specify in the release which models it planned to build at the Oakville complex, which currently produces the Ford Edge and Lincoln Nautilus.

The company's spending plans were first announced in 2020 as part of union negotiations, with workers seeking long-term production commitments and the Detroit Three automakers eventually agreeing to invest in Canadian operations in concert with spending agreements with the Ontario and federal governments.

The two governments agreed to provide $295 million each in funding to secure the Ford investment.

"The partnership between Ford and Canada helps to position us as a global leader in the EV supply chain for decades to come," said Industry Minister Francois-Philippe Champagne in Ford's news release.

Funding help comes as the federal government moves to require that at least 20 percent of new vehicles sold in Canada will be zero-emission by 2026, at least 60 per cent by 2030, and 100 per cent by 2035.

 

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Toronto to start trial run of 'driverless' electric vehicle shuttles

Toronto Olli 2.0 Self-Driving Shuttle connects West Rouge to Rouge Hill GO with autonomous micro-transit. Electric shuttle pilot by Local Motors and Pacific Western Transportation, funded by Transport Canada, features accessibility, TTC and Metrolinx support.

 

Key Points

An autonomous micro-transit pilot linking West Rouge to Rouge Hill GO, with accessibility and onboard staff.

✅ Last-mile link: West Rouge to Rouge Hill GO

✅ Accessible: ramp, wheelchair securement, A/V announcements

✅ Operated with attendants; funded by Transport Canada

 

The city of Toronto, which recently opened an EV education centre to support adoption, has approved the use of a small, self-driving electric shuttle vehicle that will connect its West Rouge neighbourhood to the Rouge Hill GO station, a short span of a few kilometres.

It’s called the Olli 2.0, and it’s a micro-shuttle with service provided by Local Motors, in partnership with Pacific Western Transportation, as the province makes it easier to build EV charging stations to support growing demand.

The vehicle is designed to hold only eight people, and has an accessibility ramp, a wheelchair securement system, audio and visual announcements, and other features for providing rider information, aligning with transit safety policies such as the TTC’s winter lithium-ion device restrictions across the system.

“We are continuing to move our city forward on many fronts including micro-transit as we manage the effects of COVID-19,” said Mayor John Tory. “This innovative project will provide valuable insight, while embracing innovation that could help us build a better, more sustainable and equitable transportation network.”

At the provincial level, the public EV charging network has faced delays, underscoring infrastructure challenges.


Although the vehicle is “self-driving,” it will still require two people onboard for every trip during the six- to 12-month trial; those people will be a certified operator from Pacific Western Transportation, and either a TTC ambassador from an agency introducing battery electric buses across its fleet, or a Metrolinx customer service ambassador.

Funding for the program comes from Transport Canada, as part of a ten-year pilot program to test automated vehicles on Ontario’s roads that was approved in 2016, and it complements lessons from the TTC’s largest battery-electric bus fleet as well as emerging vehicle-to-grid programs that engage EV owners.

 

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