UK sets new record for wind power generation


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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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Spread of Electric Cars Sparks Fights for Control Over Charging

Utility-Controlled EV Charging shapes who builds charging stations as utilities, regulators, and private networks compete over infrastructure, grid upgrades, and pricing, impacting ratepayers, competition, and EV adoption across states seeking cleaner transport.

 

Key Points

Utility-controlled EV charging is utilities building charging networks affecting rates, competition and grid costs.

✅ Regulated investment may raise rates before broader savings.

✅ Private firms warn monopolies stifle competition and innovation.

✅ Regulators balance access, equity, and grid upgrade needs.

 

Electric vehicles are widely seen as the automobile industry’s future, but a battle is unfolding in states across America over who should control the charging stations that could gradually replace fuel pumps.

From Exelon Corp. to Southern California Edison, utilities have sought regulatory approval to invest millions of dollars in upgrading their infrastructure as state power grids adapt to increased charging demand, and, in some cases, to own and operate chargers.

The proposals are sparking concerns from consumer advocates about higher electric rates and oil companies about subsidizing rivals. They are also drawing opposition from startups that say the successors to gas stations should be open to private-sector competition, not controlled by monopoly utilities.

That debate is playing out in regulatory commissions throughout the U.S. as states and utilities promote wider adoption of electric vehicles. At stake are charging infrastructure investments expected to total more than $13 billion over the next five years, as an American EV boom accelerates, according to energy consulting firm Wood Mackenzie. That would cover roughly 3.2 million charging outlets.

Calvin Butler Jr., who leads Exelon’s utilities business, said many states have grown more open to the idea of utilities becoming bigger players in charging as electric vehicles have struggled to take off in the U.S., where they make up only around 2% of new car sales.

“When the utilities are engaged, there’s quicker adoption because the infrastructure is there,” he said.

Major auto makers including General Motors Co. and Ford Motor Co. are accelerating production of electric vehicles, and models like Tesla’s Model 3 are shaping utility planning, and a number of states have set ambitious EV goals—most recently California, which aims to ban the sale of new gasoline-powered cars by 2035. But a patchy charging-station network remains a huge impediment to mass EV adoption.

Democratic presidential candidate Joe Biden has called for building more than 500,000 new public charging outlets in a decade as part of his plan to combat climate change, amid Biden’s push to electrify the transportation sector. But exactly how that would happen is unclear. The U.S. currently has fewer than 100,000 public outlets, according to the Energy Department. President Trump, who has weakened federal tailpipe emissions targets, hasn’t put forward an electric-vehicle charging plan, though he backed a 2019 transportation bill that would have provided $1 billion in grants to build alternative fueling infrastructure, including for electric vehicles.

Charging access currently varies widely by state, as does utility involvement, with many utilities bullish course on EV charging to support growth, which can range from providing rebates on home chargers to preparing sites for public charging—and even owning and operating the equipment needed to juice up electric vehicles.

As of September, regulators in 24 states had signed off on roughly $2.6 billion of utility investment in transportation electrification, according to Atlas Public Policy, a Washington, D.C., policy firm. More than half of that spending was authorized in California, where electric vehicle adoption is highest.

Nearly a decade ago, California blocked utilities from owning most charging equipment, citing concerns about potentially stifling competition. But the nation’s most populous state reversed course in 2014, seeking to spur electrification.

Regulators across the country have since been wrestling with similar questions, generating a patchwork of rules.

Maryland regulators signed off last year on a pilot program allowing subsidiaries of Exelon and FirstEnergy Corp. to own and operate public charging stations on government property, provided that the drivers who use them cover at least some of the costs.

Months later, the District of Columbia rejected an Exelon subsidiary’s request to own public chargers, saying independent charging companies had it covered.

Some charging firms argue utilities shouldn’t be given monopolies on car charging, though they might need to play a role in connecting rural customers and building stations where they would otherwise be uneconomical.

“Maybe the utility should be the supplier of last resort,” said Cathy Zoi, chief executive of charging network EVgo Services LLC, which operates more than 800 charging stations in 34 states.

Utility charging investments generally are expected to raise customers’ electricity bills, at least initially. California recently approved the largest charging program by a single utility to date: a $436 million initiative by Southern California Edison, an arm of Edison International, as the state also explores grid stability opportunities from EVs. The company said it expects the program to increase the average residential customer’s bill by around 50 cents a month.

But utilities and other advocates of electrification point to studies indicating greater EV adoption could help reduce electricity rates over time, by giving utilities more revenue to help cover system upgrades.

Proponents of having utilities build charging networks also argue that they have the scale to do so more quickly, which would lead to faster EV adoption and environmental improvements such as lower greenhouse gas emissions and cleaner air. While the investments most directly help EV owners, “they accrue immediate benefits for everyone,” said Jill Anderson, a Southern California Edison senior vice president.

Some consumer advocates are wary of approving extensive utility investment in charging, citing the cost to ratepayers.

“It’s like, ‘Pay me now, and maybe someday your rates will be less,’” said Stefanie Brand, who advocates on behalf of ratepayers for the state of New Jersey, where regulators have yet to sign off on any utility proposals to invest in electric vehicle charging. “I don’t think it makes sense to build it hoping that they will come.”

Groups representing oil-and-gas companies, which stand to lose market share as people embrace electric vehicles, also have criticized utility charging proposals.

“These utilities should not be able to use their monopoly power to use all of their customers’ resources to build investments that definitely won’t benefit everybody, and may or may not be economical at this point,” said Derrick Morgan, who leads federal and regulatory affairs at the American Fuel & Petrochemical Manufacturers, a trade organization.

Utility executives said their companies have long been used to further government policy objectives deemed to be in the public interest, drawing on lessons from 2021 to guide next steps, such as improving energy efficiency.

“This isn’t just about letting market forces work,” said Mike Calviou, senior vice president for strategy and regulation at National Grid PLC’s U.S. division.

 

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Electric Cars 101: How EV Motors Work, Tech Differences, and More

Electric Car Motors convert electricity to torque via rotor-stator magnetic fields, using AC/DC inverters, permanent magnets or induction designs; they power EV powertrains efficiently and enable regenerative braking for energy recovery and control.

 

Key Points

Electric car motors turn electrical energy into wheel torque using rotor-stator fields, inverters, and AC or DC control.

✅ AC induction, PMSM, BLDC, and reluctance architectures explained

✅ Inverters manage AC/DC, voltage, and motor speed via frequency

✅ Regenerative braking recovers energy and reduces wear

 

When was the last time you stopped to think about how electric cars actually work, especially if you're wondering whether to buy an electric car today? We superfans of the car biz have mostly developed a reasonable understanding of how combustion powertrains work. Most of us can visualize fuel and air entering a combustion chamber, exploding, pushing a piston down, and rotating a crankshaft that ultimately turns the wheels. We generally understand the differences between inline, flat, vee-shaped, and maybe even Wankel rotary combustion engines.

Mechanical engineering concepts such as these are comparatively easy to comprehend. But it's probably a fair bet to wager that only a minority of folks reading this can explain on a bar napkin exactly how invisible electrons turn a car's wheels or how a permanent-magnet motor differs from an AC induction one. Electrical engineering can seem like black magic and witchcraft to car nuts, so it's time to demystify this bold new world of electromobility, with the age of electric cars arriving ahead of schedule.

How Electric Cars Work: Motors
It has to do with magnetism and the natural interplay between electric fields and magnetic fields. When an electrical circuit closes allowing electrons to move along a wire, those moving electrons generate an electromagnetic field complete with a north and a south pole. When this happens in the presence of another magnetic field—either from a different batch of speeding electrons or from Wile E. Coyote's giant ACME horseshoe magnet, those opposite poles attract, and like poles repel each other.


 

Electric motors work by mounting one set of magnets or electromagnets to a shaft and another set to a housing surrounding that shaft. By periodically reversing the polarity (swapping the north and south poles) of one set of electromagnets, the motor leverages these attracting and repelling forces to rotate the shaft, thereby converting electricity into torque and ultimately turning the wheels, in a sector where the electric motor market is growing rapidly worldwide. Conversely—as in the case of regenerative braking—these magnetic/electromagnetic forces can transform motion back into electricity.

How Electric Cars Work: AC Or DC?
The electricity supplied to your home arrives as alternating current (AC), and bidirectional charging means EVs can power homes for days as needed, so-called because the north/south or plus/minus polarity of the power changes (alternates) 60 times per second. (That is, in the United States and other countries operating at 110 volts; countries with a 220-volt standard typically use 50-Hz AC.) Direct current (DC) is what goes into and comes out of the + and - poles of every battery. As noted above, motors require alternating current to spin. Without it, the electromagnetic force would simply lock their north and south poles together. It's the cycle of continually switching north and south that keeps a motor spinning.


 

Today's electric cars are designed to manage both AC and DC energy on board. The battery stores and dispenses DC current, but again, the motor needs AC. When recharging the battery, and with increasing grid coordination enabling flexibility, the energy comes into the onboard charger as AC current during Level 1 and Level 2 charging and as DC high-voltage current on Level 3 "fast chargers." Sophisticated power electronics (which we will not attempt to explain here) handle the multiple onboard AC/DC conversions while stepping the voltage up and down from 100 to 800 volts of charging power to battery/motor system voltages of 350-800 volts to the many vehicle lighting, infotainment, and chassis functions that require 12-48-volt DC electricity.

How Electric Cars Work: What Types Of Motors?
DC Motor (Brushed): Yes, we just said AC makes the motor go around, and these old-style motors that powered early EVs of the 1900s are no different. DC current from the battery is delivered to the rotor windings via spring-loaded "brushes" of carbon or lead that energize spinning contacts connected to wire windings. Every few degrees of rotation, the brushes energize a new set of contacts; this continually reverses the polarity of the electromagnet on the rotor as the motor shaft turns. (This ring of contacts is known as the commutator).

The housing surrounding the rotor's electromagnetic windings typically features permanent magnets. (A "series DC" or so-called "universal motor" may use an electromagnetic stator.) Advantages are low initial cost, high reliability, and ease of motor control. Varying the voltage regulates the motor's speed, while changing the current controls its torque. Disadvantages include a lower lifespan and the cost of maintaining the brushes and contacts. This motor is seldom used in transportation today, save for some Indian railway locomotives.

Brushless DC Motor (BLDC): The brushes and their maintenance are eliminated by moving the permanent magnets to the rotor, placing the electromagnets on the stator (housing), and using an external motor controller to alternately switch the various field windings from plus to minus, thereby generating the rotating magnetic field.

Advantages are a long lifespan, low maintenance, and high efficiency. Disadvantages are higher initial cost and more complicated motor speed controllers that typically require three Hall-effect sensors to get the stator-winding current phased correctly. That switching of the stator windings can result in "torque ripple"—periodic increases and decreases in the delivered torque. This type of motor is popular for smaller vehicles like electric bikes and scooters, and it's used in some ancillary automotive applications like electric power steering assist.


 

Permanent-Magnet Synchronous Motor (PMSM): Physically, the BLDC and PMSM motors look nearly identical. Both feature permanent magnets on the rotor and field windings in the stator. The key difference is that instead of using DC current and switching various windings on and off periodically to spin the permanent magnets, the PMSM functions on continuous sinusoidal AC current. This means it suffers no torque ripple and needs only one Hall-effect sensor to determine rotor speed and position, so it's more efficient and quieter.

The word "synchronous" indicates the rotor spins at the same speed as the magnetic field in the windings. Its big advantages are its power density and strong starting torque. A main disadvantage of any motor with spinning permanent magnets is that it creates "back electromotive force" (EMF) when not powered at speed, which causes drag and heat that can demagnetize the motor. This motor type also sees some duty in power steering and brake systems, but it has become the motor design of choice in most of today's battery electric and hybrid vehicles.


 

Note that most permanent-magnet motors of all kinds orient their north-south axis perpendicular to the output shaft. This generates "radial (magnetic) flux." A new class of "axial flux" motors orients the magnets' N-S axes parallel to the shaft, usually on pairs of discs sandwiching stationary stator windings in between. The compact, high-torque axial flux orientation of these so-called "pancake motors" can be applied to either BLDC or PMSM type motors.


 

AC Induction: For this motor, we toss out the permanent magnets on the rotor (and their increasingly scarce rare earth materials) and keep the AC current flowing through stator windings as in the PMSM motor above.

Standing in for the magnets is a concept Nikola Tesla patented in 1888: As AC current flows through various windings in the stator, the windings generate a rotating field of magnetic flux. As these magnetic lines pass through perpendicular windings on a rotor, they induce an electric current. This then generates another magnetic force that induces the rotor to turn. Because this force is only induced when the magnetic field lines cross the rotor windings, the rotor will experience no torque or force if it rotates at the same (synchronous) speed as the rotating magnetic field.

This means AC induction motors are inherently asynchronous. Rotor speed is controlled by varying the alternating current's frequency. At light loads, the inverter controlling the motor can reduce voltage to reduce magnetic losses and improve efficiency. Depowering an induction motor during cruising when it isn't needed eliminates the drag created by a permanent-magnet motor, while dual-motor EVs using PMSM motors on both axles must always power all motors. Peak efficiency may be slightly greater for BLDC or PMSM designs, but AC induction motors often achieve higher average efficiency. Another small trade-off is slightly lower starting torque than PMSM. The GM EV1 of the mid-1990s and most Teslas have employed AC Induction motors, despite skepticism about an EV revolution in some quarters.


 

Reluctance Motor: Think of "reluctance" as magnetic resistance: the degree to which an object opposes magnetic flux. A reluctance motor's stator features multiple electromagnet poles—concentrated windings that form highly localized north or south poles. In a switched reluctance motor (SRM), the rotor is made of soft magnetic material such as laminated silicon steel, with multiple projections designed to interact with the stator's poles. The various electromagnet poles are turned on and off in much the same way the field windings in a BLDC motor are. Using an unequal number of stator and rotor poles ensures some poles are aligned (for minimum reluctance), while others are directly in between opposite poles (maximum reluctance). Switching the stator polarity then pulls the rotor around at an asynchronous speed.


 

A synchronous reluctance motor (SynRM) doesn't rely on this imbalance in the rotor and stator poles. Rather, SynRM motors feature a more distributed winding fed with a sinusoidal AC current as in a PMSM design, with speed regulated by a variable-frequency drive, and an elaborately shaped rotor with voids shaped like magnetic flux lines to optimize reluctance.

The latest trend is to place small permanent magnets (often simpler ferrite ones) in some of these voids to take advantage of both magnetic and reluctance torque while minimizing cost and the back EMF (or counter-electromotive force) high-speed inefficiencies that permanent-magnet motors suffer.

Advantages include lower cost, simplicity, and high efficiency. Disadvantages can include noise and torque ripple (especially for switched reluctance motors). Toyota introduced an internal permanent-magnet synchronous reluctance motor (IPM SynRM) on the Prius, and Tesla now pairs one such motor with an AC induction motor on its Dual Motor models. Tesla also uses IPM SynRM as the single motor for its rear-drive models.


 

Electric motors may never sing like a small-block or a flat-plane crank Ferrari. But maybe, a decade or so from now, we'll regard the Tesla Plaid powertrain as fondly as we do those engines, even as industry leaders note that mainstream adoption faces hurdles, and every car lover will be able to describe in intimate detail what kind of motors it uses.
 

 

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Biden seen better for Canada’s energy sector

Biden Impact on Canadian Energy Exports highlights shifts in trade policy, tariffs, carbon pricing, and Keystone XL, with implications for aluminum, softwood lumber, electricity trade, fracking limits, and small modular nuclear reactors.

 

Key Points

How Biden-era trade, climate rules, and tariffs may reshape Canadian energy and exports.

✅ Reduced tariff volatility and friendlier trade policy toward allies

✅ Climate alignment: carbon pricing, clean power, cross-border electricity

✅ Potential gains for oil, gas, aluminum, and softwood lumber exporters

 

There is little doubt among industry associations, the Conference Board of Canada and C.D. Howe Institute that a Joe Biden White House will be better for Canadian resource and energy exporters – even Alberta’s beleaguered oil industry, despite Biden’s promise to kill the Keystone XL pipeline.

The consensus among industry observers in the lead-up to the November 3 U.S. presidential election was that a re-elected Donald Trump would become even more pugnacious on trade and protectionism, putting electricity exports at risk for Canadian utilities, which would be bad for Canadian exporters. The Justin Trudeau government would likely come under increased pressure to lower Canadian business taxes to compete with Trump’s low-tax climate.

“A Joe Biden victory would likely lead to higher taxes for both corporations and wealthy Americans to help pay down the gigantic fiscal deficit that is currently running at plus-US$5 trillion,” the conference board concluded in a recent analysis.

On trade and tariffs, the conference board said: “Many but not all of these ongoing trade disputes would wither away under a Joe Biden administration. He would likely run a broad trade policy favouring strategic allies like Canada.

While Canadian industries like forestry and aluminum smelting benefited from strong demand and prices in the U.S. under Trump, the forced renegotiation of the North American Free Trade Agreement failed end tariffs and duties on things like softwood lumber and aluminum ingots, even as Canadians backed tariffs on energy and minerals during the dispute.

The uncertainty over trade issues, and Trump’s tax cuts, which made Canada’s tax regime less competitive, have contributed to a period of low business investment in Canada during Trump's presidency.

“For Canada, we’ve seen a period, since this administration has been in power, where investment has eroded steadily,” conference board chief economist Pedro Antunes said. “We are not doing well at all, in terms of private capital investment in Canada.”

Alberta’s oil industry has been hit particularly hard, with a slew of divestments by big energy giants, and cancellations of major projects, like the $20 billion Frontier oilsands project, scrubbed by Teck Resources.

While domestic policies and global market forces are partly to blame for falling investments in Canada’s oil and gas sector, up until the pandemic hit, investment in oil and gas increased significantly in the U.S., while declining in Canada, during Trump’s first term.

Biden is also expected to level the playing field with respect to climate change policies. Canadian industries pay carbon taxes and face regulations that their counterparts in the U.S. don’t. That has disadvantaged energy-intensive, trade-exposed industries like mines and pulp mills in Canada.

“With Biden in office, Canada will once again have a partner at the federal level in the states in the transition to a decarbonized economy,” said Josha MacNab, national policy director for the Pembina Institute.

Biden’s policies might also favour importing aluminum, cross-laminated timber, fuel cells and other lower-carbon products and commodities from Canada.

At least one observer believes that Canada’s oil and gas sector might benefit more from a Biden White House, despite Biden’s pledge to kill the Keystone XL pipeline.

“I think Joe Biden could be very good for Alberta,” Christopher Sands, director of the Wilson International Center’s Canada Institute, said in a recent discussion hosted by the C.D. Howe Institute.

Sands added that the presidential permit Biden has promised to tear up on the Keystone XL pipeline project is a construction permit, not an operating permit.

“The segment of that pipeline that crosses the U.S.-Canada border, which is the only place that the presidential permit applies, has been built,” Sands said. “So I think that’s somewhat of an empty threat.”

He added that, if Biden bans fracking on federal lands, as he has promised, and implements other restrictions that make it more costly for American oil and gas producers, it might increase the demand for Canadian oil and gas in the U.S. The demand would be highest in the U.S. Midwest, which depends largely on Marcellus Shale production, notably in Pennsylvania, and Western Canada for its oil and gas.

One of the Canadian industries directly affected by the Trump administration was aluminum smelting, which is relevant for B.C. because Rio Tinto plc’s Kitimat smelter exports aluminum to the U.S.

Jean Simard, president of the Aluminum Association of Canada, said one of Trump’s legacies was the reactivation of a little-used mechanism – Section 232 of the Trade Expansion Act – to hit Canada and other countries, notably China, with import tariffs.

The 10 per cent tariffs on aluminum cost Canadian aluminum producers US$15 million in the month of August alone, Simard said.

The Trump administration eventually exempted Canadian aluminum exports from the tariffs, then reintroduced them, and then, one week before the election, exempted them again.

These on-again, off-again tariff threats create tremendous uncertainty, not just for Canadian producers, but also for U.S. buyers. That kind of uncertainty is likely to ease under a Biden presidency.

Simard said Biden’s track record suggests he is well-disposed towards Canada and less confrontational with allies and trade partners in general, and some in Washington have called for a stronger U.S.-Canada energy partnership as well.

Meanwhile, softwood lumber tariffs have been imposed by Democrats and Republicans alike. But there are compelling reasons for ending the Canada-U.S. softwood lumber war.

Home renovation and repair in the United States has done surprisingly well during the pandemic.

As a result of sawmill curtailments in the U.S. due to pandemic restrictions and high demand for lumber in the U.S. housing sector, North American lumbers prices broke records this summer, soaring as high as US$900 per thousand board feet.

“It shows that there’s very strong demand for our product,” said Susan Yurkovich, president of the Council of Forest Industries.

Ultimately, the duties Canadian lumber exporters pay are passed on to U.S. consumers.

Sands said Biden’s climate action pledges, including a clean electricity standard, could increase opportunities for trading electricity between Canada in the U.S., as the U.S. increasingly looks to Canada for green power, and could also be good for Canadian nuclear power technology.

Strong climate change policies necessarily result in an increased demand for low-carbon electricity, and advancing clean grids, which Canada has in abundance, thanks to both hydro and nuclear power.

“[Biden] does share the desire to act on climate change, but unlike some of his fellow party members who are more signed on to a Green New Deal, he’s open to pragmatic solutions that might get the job done quickly and efficiently,” Sands said.

“This is a huge opportunity for small, modular nuclear reactors, and Atomic Energy Canada has some great designs. There’s a real opportunity for a nuclear revival.” 

 

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UK Electric cars will cost more if Sunak fails to strike Brexit deal

UK-EU EV Tariffs 2024 threaten a 10% levy under Brexit rules of origin, raising electric vehicle prices, straining battery supply chains, and risking a price war for manufacturers, consumers, and climate targets across automotive market.

 

Key Points

Tariffs from Brexit rules of origin imposing 10% duties on EVs, raising UK prices amid battery and supply chain gaps.

✅ 10% tariffs if rules of origin thresholds are unmet

✅ Price hikes on UK EVs, led by Tesla Model Y

✅ Battery supply gaps strain UK and EU manufacturers

 

Electric cars will cost British motorists an extra £6,000 if Rishi Sunak fails to strike a post-Brexit deal with the EU on tariffs, industry bosses have told The Independent.

UK manufacturers warned of a “devastating price war” on consumers, echoing UK concern over higher EV prices across the market – threatening both the electric vehicle (EV) market and the UK’s climate change commitments – if tariffs are enforced in January 2024.

In the latest major Brexit row, the Sunak government is pushing the European Commission to agree to delay the costly new rules, even as the UK readies for rising EV adoption across the economy, set to come in at the start of next year as part of Boris Johnson’s Brexit trade deal.

But Brussels has shown no sign it is willing to budge – even as Washington has announced a 100% tariff on Chinese-made EVs this year – leaving business leaders in despair about the impact of 10 per cent tariffs on exports on Britain’s car industry.

The tariffs would increase the price of a new Tesla Model Y – the UK’s most popular electric vehicle – by £6,000 or more, according to a new report by the Independent Commission on UK-EU Relations.

“For the sake of our economy and our planet, the government has a responsibility to get round the table with the EU, fix this and fix the raft of other issues with the Brexit deal,” said commission director Mike Buckley.

The new rules of origin agreed in the Brexit trade and cooperation agreement (TCA) require 45 per cent of an electric car’s value, as the age of electric cars accelerates, to originate in the UK or EU to qualify for trade without tariffs.

The British auto industry has warned the 2024 rules pose an “existential threat” to sales because of the lack of domestic batteries to meet the rules, even as EV adoption within the decade is widely expected to surge – pleading for a delay until 2027.

The VDA – the lobby group for Germany’s car industry – has also called for an “urgent” move to delay, warning that the rules create a “significant competitive disadvantage” for European carmarkers in relation to China, where tariffs on Chinese EVs are reshaping global trade, and other Asian competitors.

The new report by the Independent Commission on UK-EU Relations – backed by the manufacturers’ body Make UK and the British Chamber of Commerce – warns that the January tariffs will immediately push up costs and hit electric vehicle sales, despite UK EV inquiries surging during the fuel supply crisis in recent years.

 

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Translation: Wind energy at sea in Europe

Nature-friendly offshore wind energy supports climate neutrality by reducing greenhouse gases while safeguarding marine biodiversity through EU marine spatial planning, ecosystem-based approaches, cross-border coordination, and zero-use zones for resilient seas.

 

Key Points

An approach to offshore wind that cuts emissions while respecting ecological limits and protecting marine biodiversity.

✅ Aligns buildout with ecological limits and marine spatial plans

✅ Minimizes noise, collision, and habitat loss for sensitive species

✅ Coordinates EU-wide monitoring, data, and cross-border siting

 

Offshore wind power can help reduce greenhouse gas emissions, but it poses risks for the seas. Germany will hold the EU Council Presidency and the North Sea Energy Cooperation Presidency in 2020. What must be done to contain the climate and species crises, as it were?

Offshore wind power is an important regenerative energy source with a $1 trillion market outlook in the coming decades. However, the construction, operation and maintenance of the systems put marine mammals, birds and fish at considerable risk. Photo: Siemens AG

In order to achieve the German and EU climate and energy goals by 2030 and climate neutrality by 2050, we need a nature-friendly energy transition. At present, the European energy system is largely based on fossil fuels. This is changing, as renewables surge across Europe for end consumers and industry and the large-scale electrification of the energy consumption sectors. Offshore wind energy is an element for future power generation.

A nature-friendly energy transition is only possible if energy consumption is reduced and energy efficiency is maximized in all applications and sectors. Emissions reductions through offshore wind energy In 2019, Europe had an installed offshore wind energy capacity of around 22 gigawatts from 5,047 grid-connected wind turbines in twelve countries. In Germany, the nominal output of the offshore wind turbines feeding into the German power grid was around 7.5 gigawatts, with clean energy accounting for about 50% of electricity nationwide. The wind blows much stronger and more steadily at sea than on land.

The power capacity of the turbines has also almost doubled in the last five years, which has led to a higher energy yield. Offshore wind energy is a building block for replacing fossil fuels, and markets like the U.S. offshore sector are about to soar as well. Wind turbines at sea provide electricity almost every hour of the year and have operating hours that are as high as conventional power plants. They can contribute to significant reductions in CO2 emissions and to mitigate the climate crisis.

It must be ensured that offshore wind turbines and parks as well as the grid infrastructure make a positive contribution to climate protection through their expansion and that the overall condition of marine ecosystems improves. The expansion of offshore wind energy is necessary from the point of view of climate science and must take place within the framework of the ecological load limits and under nature conservation aspects.

Seas and marine ecosystems suffer from years of overfishing, pollution and industrial use. The conservation status of sea birds, marine mammals and fish stocks is poor. Ecosystem services and productivity of the oceans are decreasing as a result of massive species extinction and unfavorable habitats. Changes in sea temperature, oxygen levels and acidification of the oceans reduce their resilience to the climate crisis.

The latest reports from the European Environment Agency show in black and white that the good environmental status and other goals of the Marine Strategy Framework Directive are not being achieved. The primary goal must therefore be to meet the obligations of the Marine Strategy Framework Directive and the EU nature conservation directives.

With the expansion of offshore wind energy, the pressure on the already polluted marine ecosystems is increasing. Offshore wind turbines also harbor risks for marine ecosystems, especially if they are built in unfavorable locations. Studies show harmful effects on marine mammals, birds, fish and the ocean floor. In Europe, where wind power investments hit $29.4 billion last year, a regulatory framework must be created for the expansion of offshore wind energy within the ecological limits and taking into account zero-use zones. The European Union urgently needs to take coherent measures for healthy and resilient seas.

New strategy of the European Commission The EU Commission plans to present a strategy for the expansion of renewable energies at sea on November 18, 2020.

The strategy will address the opportunities and challenges associated with the expansion of renewable energies at sea, such as effects on energy networks and markets, management of the maritime space, the technological transfer of research projects, regional and international cooperation and industrial policy dimensions, as well as political headwinds in some countries that can affect project pipelines. NABU welcomes the strategy, but worries about insufficient consideration of marine protection, ecological load-bearing capacity and the marine spatial planning that regulates interests in the use of the sea. All EU member states have to submit their marine spatial planning plans by March 2021.

Conclusions of the European Council Shortly before the end of 2020, the European Council plans to adopt conclusions for cooperation among European member states on the subject of offshore wind energy and other renewable energy sources at sea. It is important that the planning and development of offshore wind energy is coordinated across national borders, including alignment with the UK's offshore wind growth, also to protect marine ecosystems.

However, the ecosystem approach must not be left out. It must be ensured that the Council conclusions focus on the implementation of EU marine and nature conservation directives for the expansion of offshore wind energy within the load limits. EU-wide monitoring systems can help protect marine species and ecosystems. Germany holds the EU Council Presidency and the North Sea Energy Cooperation Presidency for 2020 and can make a decisive contribution.

NABU demands on offshore wind energy in Europe Expansion targets for offshore wind energy across Europe should be based on the ecological load limits of the seas. Development of concrete concepts for the ecological upgrading of areas in marine spatial planning and operationalization of the ecosystem-based approach.

For the nature-friendly expansion of offshore – Wind energy systems must take into account avoidance distances from seabirds to turbines, habitat loss, collision risks and cumulative effects. Implementation / obligation to sensitivity analyzes – they allow targeted conclusions about the best possible locations for offshore wind energy without conflicts with marine protection.

Targeted keeping of areas free for species and their Habitats of anthropogenic use – this increases planning security and can lower investment thresholds for EU funding programs. Ensuring regional cooperation between the European member states for nature Protection and with the involvement of nature conservation authorities – after all, the marine ecosystem does not stop at borders.

Adjustment of priorities: If offshore wind energy is prioritized over other renewable energy sources across Europe, other industrial forms of use of the seas must be given a lower priority.

 

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When We Lean Into Clean Energy, Rural America Thrives

USDA Rural Clean Energy Programs drive climate-smart infrastructure, energy efficiency, and smart grid upgrades, delivering REAP grants, renewable power, and cost savings that boost rural development, create jobs, and modernize electric systems nationwide.

 

Key Points

USDA programs funding renewable upgrades, efficiency projects, and grid resilience to cut costs and spur rural growth.

✅ REAP grants fund renewable and efficiency upgrades

✅ Smart grid loans strengthen rural electric resilience

✅ Projects cut energy costs and support good-paying jobs

 

When rural communities lean into clean energy, the path to economic prosperity is clear. Cleaner power options like solar and electric guided by decarbonization goals provide new market opportunities for producers and small businesses. They reduce energy costs for consumers and supports good-paying jobs in rural America.

USDA Rural Development programs have demonstrated strong success in the fight against climate change, as recent USDA grants for energy upgrades show while helping to lower energy costs and increase efficiency for people across the nation.

This week, as we celebrate Earth Day, we are proud to highlight some of the many ways USDA programs advance climate-smart infrastructure, including the first Clean Energy Community designation that showcases local leadership, to support economic development in rural areas.

Advancing Energy Efficiency in Rural Massachusetts

Prior to receiving a Rural Energy for America Program (REAP) grant from USDA, Little Leaf Farms in the town of Devens used a portable, air-cooled chiller to cool its greenhouses. The inefficient cooling system, lighting and heating accounted for roughly 20 percent of the farm's production costs.

USDA Rural Development awarded the farm a $38,471 REAP grant to purchase and install a more efficient air-cooled chiller. This project is expected to save Little Leaf Farms $51,341 per year and will replace 798,472 kilowatt-hours per year, which is enough energy to power 73 homes.

To learn more about this project, visit the success story: Little Leaf Farms Grows Green while Going Green | Rural Development (usda.gov).

In the Fight Against Climate Change, Students in New Hampshire Lead the Way

Students at White Mountains Regional High School designed a modern LED lighting retrofit informed by building upgrade initiatives to offset power costs and generate efficient energy for their school.

USDA Rural Development provided the school a $36,900 Economic Impact Initiative Grant under the Community Facilities Program to finance the project. Energy upgrades are projected to save 92,528 kilowatt-hours and $12,954 each year, and after maintenance reduction is factored in, total savings are estimated to be more than $20,000 annually.

As part of the project, the school is incorporating STEM (Science, Technology, Math and Engineering) into the curriculum to create long-term impacts for the students and community. Students will learn about the lighting retrofit, electricity, energy efficiency and wind energy as well as climate change.

Clean Energy Modernizes Power Grid in Rural Pennsylvania

USDA Rural Development is working to make rural electric infrastructure stronger, more sustainable and more resilient than ever before, and large-scale energy projects in New York reinforce this momentum nationwide as well. For instance, Central Electric Cooperative used a $20 million Electric Infrastructure Loan Program to build and improve 111 miles of line and connect 795 people.

The loan includes $115,153 in smart grid technologies to help utilities better manage the power grid, while grid modernization in Canada underscores North America's broader transition to cleaner, more resilient systems. Central Electric serves about 25,000 customers over 3,049 miles of line in seven counties in western Pennsylvania.

Agricultural Producers Upgrade to Clean Energy in New Jersey

Tuckahoe Turf Farms Inc. in Hammonton used a REAP grant to purchase and install a 150HP electric irrigation motor to replace a diesel motor. The project will generate 18.501 kilowatt-hours of energy.

In Asbury, North Jersey RCandD Inc. used a REAP grant to conduct energy assessments and provide technical assistance to small businesses and agricultural producers in collaboration with EnSave.

 

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