Tesla prepares to bring its electric cars to South America

California Iron-Air Battery Storage Project delivers 100-hour long-duration energy storage, supported by a $30 CEC grant, using Form Energy technology at a PG&E substation to boost grid reliability, integrate renewables, and cut fossil reliance.

Key Points

California's 5 MW/500 MWh iron-air battery delivers 100-hour discharge, boosting reliability and renewable integration.

✅ 5 MW/500 MWh iron-air system at a PG&E substation

✅ 100-hour multiday storage enhances grid reliability

✅ CEC $30M grant backs non-lithium, long-duration tech

The California Energy Commission (CEC) has given the green light to a $30 million grant to Form Energy for the construction of an extraordinary long-duration energy storage project that will offer an unparalleled 100 hours of continuous grid discharge.

This ambitious endeavor involves the development of a 5-megawatt (MW) / 500 megawatt-hour iron-air battery storage project, representing the largest long-duration energy storage initiative in California. It also marks the state's inaugural utilization of this cost-effective technology, and joins ongoing procurements by utilities such as San Diego Gas & Electric to expand storage capacity statewide. The project's location is set at a substation owned by the Pacific Gas and Electric Company in Mendocino County, where it will supply power to local residents. The system is scheduled to commence operation by the conclusion of 2025, contributing to grid reliability and showcasing solutions aligned with the state's climate and clean energy objectives.

CEC Chair David Hochschild commented, "A multiday battery system is transformational for California's energy mix. This project will enhance our ability to harness excess renewables during nonpeak hours for use during peak demand, especially as we work toward a goal of 100 percent clean electricity."

This grant award represents one of three approvals within the framework of the CEC's Long-Duration Energy Storage program, a part of Governor Gavin Newsom's historic multi-billion-dollar commitment to combat climate change. This program fosters investment in the demonstration of non-lithium-ion technologies across the state, including green hydrogen microgrids, contributing to the creation of a diverse portfolio of energy storage technologies.

As of August, California had 6,600 MW of battery storage actively deployed statewide, a trend mirrored in regions like Ontario as well, operating within the prevailing industry standard of 4 to 6 hours of discharge. By year-end, this figure is projected to expand to 8,600 MW. Longer-duration storage, spanning from 8 to 100 hours, holds the potential to expedite the state's shift away from fossil fuels while reinforcing grid stability. California estimates that more than 48 gigawatts (GW) of battery storage and 4 GW of long-duration storage will be requisite to achieve the objective of 100 percent clean electricity by 2045.

Energy storage serves as a cornerstone of California's clean energy future, offering a means to capture and store surplus power generated by renewable resources, including emerging virtual power plant models that aggregate distributed assets. The state's battery infrastructure plays a pivotal role during the summer when electricity demand peaks in the early evening hours as solar resources decline, preceding the later surge in wind energy.

Iron-air battery technology operates on the principle of reversible rusting. These battery cells contain iron and air electrodes and are filled with a water-based, nonflammable electrolyte solution. During discharge, the battery absorbs oxygen from the air, converting iron metal into rust. During the charging phase, the application of an electrical current converts the rust back into iron, releasing oxygen. This technology is cost-competitive compared to lithium-ion battery production and complements broader clean energy BESS initiatives seen in New York.

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Nova Scotia EV charging infrastructure remains limited, with only 14 fast chargers across the province. As electric vehicle adoption grows, urgent upgrades are needed to support long-distance travel and public charging convenience.

Nova Scotia EV charging infrastructure

Nova Scotia EV charging infrastructure refers to the province’s public and private network of stations that power electric vehicles (EVs).

✅ Limited availability of fast-charging stations for long-distance travel

✅ Growing demand as EV adoption increases province-wide

✅ Key factor in reducing range anxiety and promoting clean transportation

Nova Scotia’s EV charging network is struggling to keep pace with a growing fleet of electric vehicles. As of today, only 14 public DC fast chargers are operational across the province, a significant shortfall for drivers navigating long distances. This creates not only logistical hurdles but also growing consumer hesitation — particularly as EV sales continue to surge across Canada.

In response, the Canadian government has announced a $1.1 million (US$0.88 million) investment into a new smart-charging pilot program. Led by Nova Scotia Power, this initiative will explore how electric vehicles can better integrate with the local grid using a centralized, utility-managed control system. Up to 200 participants are expected to join the program, which aims to test both smart charging and vehicle-to-grid (V2G) technologies.

These systems allow EVs to act as distributed energy storage, helping to manage electricity demand and improve renewable energy integration — a strategy already being tested in other jurisdictions. For example, Ontario’s charging network expansion has provided a model for scaling fast-charging accessibility. Similarly, British Columbia has recently accelerated its rollout of faster charging stations to support mass EV adoption.

The Nova Scotia pilot will assess local EV charging behaviors, including drivers’ willingness to participate in V2G services based on incentives, driving patterns, and access to clean power. “We know customers want clean, affordable, reliable energy for their homes and businesses,” says Dave Landrigan, VP Commercial at Nova Scotia Power. “Through our electric vehicle smart charging pilot, we will test these technologies to learn how they can benefit all customers, creating clean, smarter options without changing a person’s driving habits.”

The funding comes through Natural Resources Canada’s Electric Vehicle Infrastructure Demonstration program, which supports the development of cutting-edge charging and hydrogen refueling solutions across the country. To date, the federal government has invested over $600 million to support EV affordability and infrastructure deployment, with a particular focus on a coast-to-coast fast-charging network.

At the same time, other provinces are stepping up their leadership roles. In Québec, Hydro-Québec is expanding its EV ecosystem through a strategic partnership with Propulsion Québec, a key industry cluster for sustainable mobility. Their focus includes reliable public charging, clean grid integration, and stakeholder collaboration — all essential factors for scalable transportation electrification.

“In Québec, we are fortunate to be able to make transportation electrification possible by easily replacing gas imported from outside with our clean energy,” said France Lampron, Director – Transportation Electrification at Hydro-Québec. “To do this, we need to develop synergies between various stakeholders in the sustainable mobility sector.”

While Nova Scotia’s current fast-charging availability is limited, the province now has an opportunity to follow a similar trajectory. With funding in place, stakeholder alignment, and public interest growing, the expansion of Nova Scotia EV charging infrastructure could soon match the pace of rising EV demand. As governments and utilities nationwide focus on electrification, Nova Scotia’s pilot may lay the groundwork for a more connected, cleaner transportation future.

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UK Petrol Shortages Drive EV Adoption as fuel crisis spurs electric vehicles, plug-in car demand, home charging, lower running costs, zero-emission mobility, ULEZ compliance, accelerating the shift from diesel to battery EVs.

Key Points

Fuel shortages push drivers to EVs, boosting inquiries and sales while highlighting the convenience of home charging.

✅ Surge in EV dealer inquiries and test drives

✅ Home charging avoids queues and fuel shortages

✅ Policy signals: ULEZ expansion, 2030 ICE ban

Sellers of plug-in vehicles say petrol shortages are driving people to adopt the new technology as the age of electric cars accelerates worldwide.

As petrol stations in parts of the UK started running out of fuel on Friday, business at Martin Miller’s electric car dealership in Guildford, Surrey, started soaring.

After what ended up being his company EV Experts busiest day ever, interest does not appear to be dying down. This week the diary is booked up with test drives and the business is low on stock amid supply constraints.

“People buy electric cars for environmental reasons, for cost-saving reasons and because the technology’s great, even though higher upfront prices remain a concern,” he said. “But Friday was one of those moments where people said, ‘Do you know what, this is a sign that we need to go electric’.”

While scenes of chaos play out at petrol stations across the country amid shortages, for many electric vehicle (EV) dealers the fuel crisis has led to an unexpected surge in inquiries and sales, even as some question an electric-car revolution narrative today.

EVA England, a non-profit representing new and prospective EV drivers, reports a rise in electric car inquiries and in interest at EV dealers, particularly in the last week.

“Saturday was bonkers but Friday even surpassed that, it was very strange,” said Miller, who founded his company four years ago. “I’ve now got trade-in cars with no petrol to move them.”

Along with existing factors such as the expansion of London’s ultra-low emission zone, the fuel crisis has proved to be another trigger point, he said. “People were using it as ‘this is the moment where I’m not going to put this off any longer’.”

The EV market is no longer the preserve of innovators and early adopters, he said, with the most popular models the Nissan Leaf, Volkswagen ID 3 and Jaguar I-Pace.

Ben Strzalko, the owner of Electric Cars UK in Leyland, Lancashire, said that as a small business it would take a few months to feel the knock-on effect of the fuel crisis on sales.

But every time there are problems with petrol or diesel, he said they acted as “one more tick for people making that transition to electric cars”.

He said “a lot of electric car owners will be chuffed to bits this last week” being able to plug in their cars at home. And as an EV driver himself, he admitted feeling a little smug as he drove past queues of 20 cars outside petrol stations over the weekend in his Tesla.

Matt Cleevely, the owner of Cleevely Electric Vehicles in Cheltenham, Gloucestershire, which specialises in used EVs, had a surge of inquiries over the weekend and on Monday morning from customers citing the fuel crisis as a reason for switching to electric.

He expects enthusiasm to continue rising, with petrol shortages adding “fuel to the fire”.

Although he feels sorry for non-EV drivers who have been unable to get fuel, he said as an electric car owner it was “very nice” not to have to worry about where to get petrol at the weekend.

“It’s very convenient that we’ve been able to just fuel up on our driveway. It’s one of the biggest pros of having an electric vehicle.”

The National Franchised Dealers Association also said multiple dealers have reported a spike in EV enquiries since the start of the crisis.

The Society of Motor Manufacturers and Traders reported “bumper growth” in the sale of plug-in cars in July, reflecting broader global market growth in recent years, with battery electric vehicles comprising 9% of sales. Plug-in hybrids accounted for 8% of sales and hybrid electric vehicles nearly 12%. Also in July, more electric vehicles were registered than diesel for the second consecutive month.

The UK has pledged to ban the sale of new petrol and diesel cars by 2030 and of new hybrids by 2035, a timeline that aligns with expectations that within a decade most driving could be electric.

Warren Philips, the volunteer communities director at EVA England, said the tipping point for EVs had already been reached but the fuel crisis “underlines how electric cars could work for the majority of people”.

He added: “The interest is already there, this just adds to it. And going forward with things like Cop26, with the climate crisis, with the cost of fuel probably going to rise … people will start looking at electric cars where you just skip that entire step.”

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CAISO Renewable Curtailments reflect grid balancing under transmission congestion and oversupply, reducing solar and wind output while leveraging WEIM trading, battery storage, and transmission expansion to integrate renewables and stabilize demand-supply.

Key Points

CAISO renewable curtailments are reductions in wind and solar output to balance grid amid congestion or oversupply.

✅ Driven mainly by transmission congestion, less by oversupply.

✅ Peaks in spring when demand is low and solar output is high.

✅ Mitigated by WEIM trades, new lines, and battery storage growth.

The California Independent System Operator (CAISO), the grid operator for most of the state, is increasingly curtailing solar- and wind-powered electricity generation, as reported in rising curtailments, as it balances supply and demand during the rapid growth of wind and solar power in California.

Grid operators must balance supply and demand to maintain a stable electric system as advances in solar and wind continue to scale. The output of wind and solar generators are reduced either through price signals or rarely, through an order to reduce output, during periods of:

Congestion, when power lines don’t have enough capacity to deliver available energy
Oversupply, when generation exceeds customer electricity demand

In CAISO, curtailment is largely a result of congestion. Congestion-related curtailments have increased significantly since 2019 because California's solar boom has been outpacing upgrades in transmission capacity.

In 2022, CAISO curtailed 2.4 million megawatthours (MWh) of utility-scale wind and solar output, a 63% increase from the amount of electricity curtailed in 2021. As of September, CAISO has curtailed more than 2.3 million MWh of wind and solar output so far this year, even as the US project pipeline is dominated by wind, solar, and batteries.

Solar accounts for almost all of the energy curtailed in CAISO—95% in 2022 and 94% in the first seven months of 2023. CAISO tends to curtail the most solar in the spring when electricity demand is relatively low (because moderate spring temperatures mean less demand for space heating or air conditioning) and solar output is relatively high, although wildfire smoke impacts can reduce available generation during fire season as well.

CAISO has increasingly curtailed renewable generation as renewable capacity has grown in California, and the state has even experienced a near-100% renewables moment on the grid in recent years. In 2014, a combined 9.0 gigawatts (GW) of wind and solar capacity had been built in California. As of July 2023, that number had grown to 17.6 GW. Developers plan to add another 3.0 GW by the end of 2024.

CAISO is exploring and implementing various solutions to its increasing curtailment of renewables, including:

The Western Energy Imbalance Market (WEIM) is a real-time market that allows participants outside of CAISO to buy and sell energy to balance demand and supply. In 2022, more than 10% of total possible curtailments were avoided by trading within the WEIM. A day ahead market is expected to be operational in Spring 2025.

CAISO is expanding transmission capacity to reduce congestion. CAISO’s 2022–23 Transmission Planning Process includes 45 transmission projects to accommodate load growth and a larger share of generation from renewable energy sources.

CAISO is promoting the development of flexible resources that can quickly respond to sudden increases and decreases in demand such as battery storage technologies that are rapidly becoming more affordable. California has 4.9 GW of battery storage, and developers plan to add another 7.6 GW by the end of 2024, according to our survey of recent and planned capacity changes. Renewable generators can charge these batteries with electricity that would otherwise have been curtailed.

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Electrified Trucking Grid Integration explores vehicle-to-grid (V2G) strategies where rolling batteries backfeed power during peak demand, optimizing charging infrastructure, time-of-use pricing, and IESO market operations for Ontario shippers like Nature Fresh Farms.

Key Points

An approach using V2G-enabled electric trucks to support the grid, cut peak costs, and add revenue streams.

✅ Models charging sites, timing, and local grid impacts.

✅ Evaluates V2G backfeed economics and IESO pricing.

✅ Uses Nature Fresh Farms data for logistics and energy.

A University of Windsor project will study whether an electrified trucking industry might not only deliver the goods, but help keep the lights on with the timely off-loading of excess electrons from their powerful batteries via vehicle-to-grid approaches now emerging.

The two-year study is being overseen by Environmental Energy Institute director Rupp Carriveau and associate professor Hanna Moah of the Cross-Border Institute in conjunction with the Leamington-based greenhouse grower Nature Fresh Farms.

“The study will look at what happens if we electrified the transport truck fleet in Ontario to different degrees, considering the power demand for truck fleets that would result,” Carriveau said.

“Where trucks would be charging and how that will affect the electricity grid grid coordination in those locations at specific times. We’ll be able to identify peak times on the demand side.

“On the other side, we have to recognize these are rolling batteries. They may be able to backfeed the grid, sell electricity back to prop the grid up in locations it wasn’t able to in the past.”

The national research organization Mathematics of International Technology and Complex Systems (Mitacs) is funding the $160,000 study, and the Independent Electricity Systems Operator, a Crown corporation responsible for operating Ontario’s electricity market, amid an electricity supply crunch that is boosting storage efforts, is also offering support for the project.

Because of the varying electricity prices in the province based on usage, peak demand and even time of year, Carriveau said there could be times where draining off excess truck battery power will be cheaper than the grid, and vehicle-to-building charging models show how those savings can be realized.

“It could offer the truck owner another revenue stream from his asset, and businesses a cheaper electricity alternative in certain circumstances,” he said.

The local greenhouse industry was a natural fit for the study, said Carriveau, based on the amount of work the university does with the sector along with the fact it is both a large consumer and producer of electricity.

The study will be based on assumptions for electric truck capacity and performance because the low number of such vehicles currently on the road, though large electric bus fleets offer operational insights.

How will an electrified trucking industry affect Ontario’s electricity grid? University of Windsor engineering professor Rupp Carriveau is part of a new study on trucks being used to help deliver electricity as well as their products around Ontario. He is shown on campus on Tuesday, July 6, 2021.

How will an electrified trucking industry affect Ontario’s electricity grid? University of Windsor engineering professor Rupp Carriveau is part of a new study on trucks being used to help deliver electricity as well as their products around Ontario. He is shown on campus on Tuesday, July 6, 2021.

Nature Fresh Farms will supply all its data on power use, logistics, utility costs and shipping schedules to determine if switching to an electrified fleet makes sense for the company.

“As an innovative company, we are always thinking, ‘What is next?’, whether its developments in product varieties, technology or sustainability,” said company CEO Peter Quiring. “Green transportation is the next big focus.

“We were given the opportunity to work closely on this project and offer our operations as a case study to see how we can find feasible alternatives, not only for Nature Fresh Farms or even for companies in agriculture, but for every industry that relies on the transportation of their goods.”

Currently, Nature Fresh Farms doesn’t have any electrified trucks. Carriveau said the second phase of the study might actually involve an electric truck in a pilot project.

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Canada ZEV Availability Standard sets EV sales targets and zero-emission mandates, using compliance credits, early credits, and charging infrastructure investments under CEPA to accelerate affordable ZEV supply and meet 2035 net-zero goals.

Key Points

A federal ZEV policy setting 2026-2035 sales targets, using tradable credits and infrastructure incentives under CEPA.

✅ Applies to automakers; compliance via tradable ZEV credits under CEPA.

✅ Targets: 20% by 2026, 60% by 2030, 100% by 2035.

✅ Early credits up to 10% for 2026; charging investments earn credits.

Canadian Automobile manufacturers are on the brink of significant changes as Ottawa prepares to introduce its long-awaited electric vehicle regulations. A reliable source within the government says final regulations are aimed at ensuring that all new passenger vehicles sold in Canada by 2035 are zero-emission vehicles, a goal some critics question through analyses of the 2035 EV mandate in Canada.

These regulations, known as the Electric Vehicle Availability Standard, are designed to encourage automakers to produce more affordable zero-emission vehicles to meet the increasing demand. One of the key concerns for Canada is the potential dominance of zero-emission vehicle supply by other countries, particularly the United States, where several states have already implemented sales targets for such vehicles, and new EPA emission limits are expected to boost EV sales nationwide as well.

It's important to note that these regulations will apply primarily to automakers, rather than dealerships. Under this legislation, manufacturers will be required to accumulate sufficient credits to demonstrate their compliance with the established targets.

Automakers will be able to earn credits based on their sales of low- and no-emissions vehicles. The number of credits earned will depend on how close these vehicles come to meeting a zero-emissions standard. Additionally, manufacturers could earn early credits, amounting to a maximum of 10 percent of their total compliance requirements for 2026, by introducing more electric vehicles to the market ahead of schedule, even amid recent EV shortages and wait times reported across Canada.

Automakers can also increase their credit balance by contributing to the development of electric vehicle charging infrastructure, recognizing that fossil fuels still powered part of Canada's grid in 2019 and that charging availability remains a key enabler. In cases where companies exceed or fall short of their compliance targets, they will have the option to buy or sell credits to other manufacturers or use previously accumulated credits.

Further details regarding these regulations, which will be enacted under the Canadian Environmental Protection Act, are set to be unveiled soon and will intersect with provincial approaches such as Quebec's, where experts have questioned the push for EV dominance as policies evolve.

These regulations will become effective starting with the model year 2026, and sales targets will progressively rise each year until 2035. The federal government's ambitious EV goals are to have 20 percent of all vehicles sold in Canada be zero-emission vehicles by 2026, with that figure increasing to 60 percent by 2030 and reaching 100 percent by 2035.

According to a government analysis conducted in 2022, the anticipated total cost to consumers for zero-emission vehicles and chargers over 25 years is estimated at $24.5 billion, though cost remains a primary barrier for many Canadians considering an EV. However, it is projected that Canadians will save approximately $33.9 billion in net energy costs over the same period. Please note that these estimates are part of a draft and may be subject to change upon the government's release of its final analysis.

In terms of environmental impact, these regulations are expected to prevent the release of an estimated 430 million tonnes of greenhouse gas emissions, according to regulatory analysis. Environmental Defence, a Canadian environmental think-tank, has estimated that the policy would also result in a substantial reduction in gasoline consumption, equivalent to filling approximately 73,000 Olympic-sized swimming pools with gasoline.

Nate Wallace, the program manager for clean transportation at Environmental Defence, emphasized the significance of these regulations, stating, "2035 really needs to be the last year that we are selling gasoline cars in Canada brand new if we're going to have any chance of actually, by 2050, reaching net-zero carbon emissions."

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