Renewables Projected to Soon Be One-Fourth of US Electricity Generation


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U.S. Renewable Energy Forecast 2024 will see wind and solar power surpass one-fourth of electricity generation, EIA projects, as coal declines, natural gas dips, and clean energy capacity, grid integration, and policy incentives expand.

 

Key Points

EIA outlook: renewables at 26% of U.S. power in 2024, led by wind and solar as coal declines and gas share dips.

✅ Wind and solar hit 18% combined, surpassing coal's 17%.

✅ Natural gas dips to 37% as demand rebounds modestly.

✅ Coal plant closures accelerate amid costs, emissions, and age.

 

Renewable energy is poised to reach a milestone, after a record 28% in April this year, as a new government report projects that wind, solar and other renewable sources will exceed one-fourth of the country’s electricity generation for the first time, in 2024.

This is one of the many takeaways from the federal government’s Short Term Energy Outlook, a monthly report whose new edition is the first to include a forecast for 2024. The report’s authors in the Energy Information Administration are expecting renewables to increase in market share, while natural gas and coal would both decrease.

From 2023 to 2024, renewables would rise from 24 percent to 26 percent of U.S. electricity generation; coal’s share would drop from 18 percent to 17 percent; gas would remain the leader but drop from 38 percent to 37 percent; and nuclear would be unchanged at 19 percent.

It was a big deal in 2020 when generation from renewables passed coal for the first time in 130 years over a full year. Coal made a comeback in 2021 and then retreated again in 2022 as renewables surpassed coal in generation. The ups and downs were largely the result of fluctuations in electricity demand during and then after the Covid-19 pandemic.

The new report indicates that coal doesn’t have another comeback in the works. This fuel, which was the country’s leading electricity source less than a decade ago, is declining as many coal-fired power plants are old and economically uncompetitive. Coal plants continue to close, and developers aren’t building new ones because of concerns about high costs and emissions, a trend underscored when renewables became the second-most prevalent source in 2020 across the U.S.

The growth in renewable energy is coming from wind and solar power, with wind responsible for about one-third of the growth and solar accounting for two-thirds, the report says, and combined output from wind and solar has already exceeded nuclear for the first time in the U.S. Other renewable sources, like hydropower and biomass, would be flat.

In fact, the growth of wind and solar is projected to be so swift that the combination of just those two sources would be 18 percent of the U.S. total by 2024, which would surpass coal’s 17 percent.

A key variable is overall electricity consumption. EIA is projecting that this will fall 1 percent in 2023 compared to 2022, due a mild summer. Then, consumption will increase 1 percent in 2024.

If demand was rising more, then natural gas power would likely gain market share because of gas power plants’ ability to vary their output as needed to respond to changes in demand.

I asked Eric Gimon, a senior fellow at the think tank Energy Innovation, what he thinks of these latest numbers.

He said wind and solar have gotten so big that it almost makes sense to track them as their own categories as opposed to lumping them into the larger category of renewables. He expects that the government will do this sometime soon.

Also, he thinks the projected increases for wind and solar, while substantial, are still smaller than those resources are likely to grow.

“My experience over the last 10 years is that the EIA tends to have flattish forecasts,” he said, meaning the federal office has underestimated the actual growth.

Some energy analysts have criticized EIA for being slow to recognize the growth of renewables. But much of the criticism is about the Annual Energy Outlook, which has numbers going out to mid-century, even as the U.S. is moving toward 30% from wind and solar by the end of the decade. The Short Term Energy Outlook, with numbers going one year into the future, has been more reliable.

Gimon said EIA is “kind of like your conservative uncle” in its forecasts, so it’s notable that the office expects to see a significant uptick in wind and solar.

Even so, he thinks the latest Short Term Energy Outlook should be read as the lower end of the range of potential increase for wind and solar.

For him to be right, the wind and solar industries will need to figure out solutions to the challenges they’ve been having in obtaining parts; they will need to make progress in dealing with local opposition to many projects and in having enough interstate power lines to deliver the electricity. And, new policies like the Inflation Reduction Act will need to have their desired effect of encouraging projects through the use of tax incentives.

It’s not much of a stretch to imagine that clean energy industries will make some progress on all of those fronts.

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Most planned U.S. battery storage additions in next three years to be paired with solar

U.S. Solar-Plus-Storage Growth 2021-2024 highlights rising battery storage co-location with solar PV, grid flexibility, RTO/ISO market signals, and ITC incentives, enabling peak shaving, firming renewable output, and reliable night-time power.

 

Key Points

Summary of U.S. plans pairing battery storage with solar PV, guided by RTO/ISO markets, grid needs, and ITC policy.

✅ 9.4 GW (63%) co-located with solar PV by 2024

✅ 97% of standalone capacity sited in RTO/ISO regions

✅ ITC improves project economics and grid services revenue

 

Of the 14.5 gigawatts (GW) of battery storage power capacity planned to come online amid anticipated growth in solar and storage in the United States from 2021 to 2024, 9.4 GW (63%) will be co-located with a solar photovoltaic (PV) solar-plus-storage power plant, based on data reported to us and published in our Annual Electric Generator Report. Another 1.3 GW of battery storage will be co-located at sites with wind turbines or fossil fuel-fired generators, such as natural gas-fired plants. The remaining 4.0 GW of planned battery storage will be located at standalone sites.

Historically, most U.S. battery systems have been located at standalone sites. Of the 1.5 GW of operating battery storage capacity in the United States at the end of 2020, 71% was standalone, and 29% was located onsite with other power generators.

Most standalone battery energy storage sites have been planned or built in power markets that are governed by regional transmission organizations (RTOs) and independent system operators (ISOs). RTOs and ISOs can enforce standard market rules that lay out clear revenue streams for energy storage projects in their regions, which promotes the deployment of battery storage systems. Of the utility-scale pipeline battery systems announced to come online from 2021 to 2024, 97% of the standalone battery capacity and 60% of the co-located battery capacity are in RTO/ISO regions.

Over 90% of the planned battery storage capacity outside of RTO and ISO regions will be co-located with a solar PV plant. At some solar PV co-located plants, the batteries can charge directly from the onsite solar generator when electricity demand and prices are low. They can then discharge electricity to the grid when peak demand is higher or when solar generation is unavailable, such as at night.

Although factors such as cloud cover can affect solar generation output, solar generators, now the number three renewable source in the U.S., in particular can effectively pair with battery storage because of their relatively regular daily generation patterns. This predictability works well with battery systems because battery systems are limited in how long they can discharge their power capacity before needing to recharge. If paired with a wind turbine, for example, a battery system could go days before having the opportunity to fully recharge.

Another advantage of pairing batteries with renewable generators is the ability to take advantage of tax incentives such as the Investment Tax Credit (ITC), which is available for solar projects, and other favorable government plans supporting deployment.

 

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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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Vancouver seaplane airline completes first point-to-point flight with prototype electric aircraft

Harbour Air Electric Seaplane completes a point-to-point test flight, showcasing electric aircraft innovation, zero-emission short-haul travel, H55 battery technology, and magniX propulsion between Vancouver and Victoria, advancing sustainable aviation and urban air mobility.

 

Key Points

Retrofitted DHC-2 Beaver testing zero-emission short-haul flights with H55 batteries and magniX propulsion.

✅ 74 km in 24 minutes, Vancouver to Victoria test route

✅ H55 battery pack and magniX electric motor integration

✅ Aims to certify short-haul, zero-emission commercial service

 

A seaplane airline in Vancouver says it has achieved a new goal in its development of an electric aircraft.

Harbour Air Seaplanes said in a release about its first electric passenger flights timeline that it completed its first direct point-to-point test flight on Wednesday by flying 74 kilometres in 24 minutes from a terminal on the Fraser River near Vancouver International Airport to a bay near Victoria International Airport.

"We're really excited about this project and what it means for us and what it means for the electric aviation revolution to be able to keep pushing that forward," said Erika Holtz, who leads the project for the company.

Harbour Air, founded in 1982, uses small propeller planes to fly commercial flights between the Lower Mainland, Seattle, Vancouver Island, the Gulf Islands and Whistler.

In the last few years it has turned its attention to becoming a leader in green urban mobility, as seen with electric ships on the B.C. coast, which would do away with the need to burn fossil fuels, a major contributor to climate change, for air travel.

In December 2019, a pilot flew one of Harbour Air's planes — a more than 60-year-old DHC-2 de Havilland Beaver floatplane that had been outfitted with a Seattle-based company's electric propulsion system, magniX — for three minutes over Richmond.

Since then, the company has continued to fine-tune the plane and conduct test flights in order to meet federally regulated criteria for Canada's first commercial electric flight, showing it can safely fly with passengers.

Harbour Air's new fully electric seaplane flew over the Fraser River for three minutes today in its debut test flight.
Holtz said flying point-to-point this week was a significant step forward.

"Having this electric aircraft be able to prove that it can do scheduled flights, it moves us that step closer to being able to completely convert our entire fleet to electric," she said.

All the test flights so far have been made with only a pilot on board.

Vancouver seaplane company to resume test flights with electric commercial airplane
The ePlane will stay in Victoria for the weekend as part of an open house put on by the B.C. Aviation Museum before returning to Richmond.

A yellow seaplane flies over a body of water with the Vancouver skyline visible in the background.
A prototype all-electric floatplane made by B.C.'s Harbour Air Seaplanes on a test flight in Vancouver in 2021. (Harbour Air Seaplanes)
Early in Harbour Air's undertaking to develop an all-electric airplane, experts who study the aviation sector said Harbour Air would have to find a way to make the plane light enough to carry heavy lithium batteries and passengers, without exceeding weight limits for the plane.

Werner Antweiler, a professor of economics at UBC's Sauder School of Business who studies the commercialization of novel technologies around mobility, said in 2021 that Harbour Air's challenge would be proving to regulators that the plane was safe to fly and the batteries powerful enough to complete short-haul flights with power to spare.

In April 2021 Harbour Air partnered with Swiss company H55 to incorporate its battery technology, reflecting ongoing research investment to limit weight and improve the distance the plane could fly.

Shawn Braiden, a vice-president with Harbour Air, said the company is trying to get as much power as possible from the lightest possible batteries, a challenge shared by BC Ferries' hybrid ships as well. 

"It's a balancing act," he said.

In December, Harbour Air announced it had begun work on converting a second de Havilland Beaver to an all-electric airplane, copying the original prototype.

The plan is to retrofit version two of the ePlane with room for a pilot plus three passengers. If certified for commercial use, it could become one of the first all-electric commercial passenger planes operating in the world.

Seth Wynes, a post-doctoral fellow at Concordia University who has studied how to de-carbonize the aviation industry, said Harbour Air's progress on its eplane project won't solve the pollution problem of long-haul flights, but could inspire other short-haul airlines to follow suit, alongside initiatives like electric ferries in B.C. that expand low-carbon transportation. 

"It's also just really helpful to pilot these technologies and get them going where they can be scaled up and used in a bunch of different places around the world," he said. "So that's why Harbour Air making progress on this front is exciting."

 

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This Thin-Film Turns Heat Waste From Electronics Into Electricity

Pyroelectric Energy Harvesting captures low-grade heat via thin-film materials, converting temperature fluctuations into power for waste heat recovery in electronics, vehicles, and industrial machinery, offering a thermoelectric alternative for microelectronics and exascale systems.

 

Key Points

Thin-film pyroelectric harvesting turns temperature changes into electricity, enabling low-grade waste heat recovery.

✅ Converts low-grade heat fluctuations into usable power

✅ Thin-film design suits microelectronics and edge devices

✅ Alternative to thermoelectrics for waste heat recovery

 

The electronic device you are reading this on is currently producing a modest to significant amount of waste heat that emerging thermoelectric materials could help recover in principle. In fact, nearly 70% of the energy produced annually in the US is ultimately wasted as heat, much of it less than 100 degrees Celsius. The main culprits are computers and other electronic devices, vehicles, as well as industrial machinery. Heat waste is also a big problem for supercomputers, because as more circuitry is condensed into smaller and smaller areas, the hotter those microcircuits get.

It’s also been estimated that a single next-generation exascale supercomputer could feasibly use up to 10% of the energy output of just one coal-fired power station, and that nearly all of that energy would ultimately be wasted as heat.

What if it were possible to convert that heat energy into a useable energy source, and even to generate electricity at night from temperature differences as well?

#google#

It’s not a new idea, of course. In fact the possibility of thermoelectric energy generation, where thermal energy is turned into electricity was recognised as early as 1821, around the same time that Michael Faraday developed the electric motor.

Unfortunately, when the heat source is ‘low grade’, aka less than 100 degrees Celsius, a number of limitations arise, and related approaches for nighttime renewable generation face similar challenges as well. For it to work well, you need materials that have quite high electrical conductivity, but low thermal conductivity. It’s not an easy combination to come by.

Taking a different approach, researchers at the University of California, Berkeley, have developed thin-film that uses pyroelectric harvesting to capture heat-waste and convert heat to electricity in prototype demonstrations. The findings were published today in Nature Materials.

 

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Enabling storage in Ontario's electricity system

OEB Energy Storage Integration advances DERs and battery storage through CDM guidelines, streamlined connection requirements, IESO-aligned billing, grid modernization incentives, and the Innovation Sandbox, providing regulatory clarity and consumer value across Ontario's electricity system.

 

Key Points

A suite of OEB initiatives enabling storage and DERs via modern rules, cost recovery, billing reforms, and pilots.

✅ Updated CDM guidelines recognize storage at all grid levels.

✅ Standardized connection rules for DERs effective Oct 1, 2022.

✅ Innovation Sandbox supports pilots and temporary regulatory relief.

 

The energy sector is in the midst of a significant transition, where energy storage is creating new opportunities to provide more cost-effective, reliable electricity service. The OEB recognizes it has a leadership role to play in providing certainty to the sector while delivering public value, and a responsibility to ensure that the wider impacts of any changes to the regulatory framework, including grid rule changes, are well understood. 

Accordingly, the OEB has led a host of initiatives to better enable the integration of storage resources, such as battery storage, where they provide value for consumers.

Energy storage integration – our journey 
We have supported the integration of energy storage by:

Incorporating energy storage in Conservation and Demand Management (CDM) Guidelines for electricity distributors. In December 2021, the OEB released updated CDM guidelines that, among other things, recognize storage – either behind-the-meter, at the distribution level or the transmission level – as a means of addressing specific system needs. They also provide options for distributor cost recovery, aligning with broader industrial electricity pricing discussions, where distributor CDM activities also earn revenues from the markets administered by the Independent Electricity System Operator (IESO).
 
Modernizing, standardizing and streamlining connection requirements, as well as procedures for storage and other DERs, to help address Ontario's emerging supply crunch while improving project timelines. This was done through amendments to the Distribution System Code that take effect October 1, 2022, as part of our ongoing DER Connections Review.
 
Facilitating the adoption of Distributed Energy Resources (DERs), which includes storage, to enhance value for consumers by considering lessons from BESS in New York efforts. In March 2021, we launched the Framework for Energy Innovation consultation to achieve that goal. A working group is reviewing issues related to DER adoption and integration. It is expected to deliver a report to the OEB by June 2022 with recommendations on how electricity distributors can assess the benefits and costs of DERs compared to traditional wires and poles, as well as incentives for distributors to adopt third-party DER solutions to meet system needs.
 
Examining the billing of energy storage facilities. A Generic Hearing on Uniform Transmission Rates is underway. In future phases, this proceeding is expected to examine the basis for billing energy storage facilities and thresholds for gross-load billing. Gross-load billing demand includes not just a customer’s net load, but typically any customer load served by behind-the-meter embedded generation/storage facilities larger than one megawatt (or two megawatts if the energy source is renewable).
 
Enabling electricity distributors to use storage to meet system needs. Through a Bulletin issued in August 2020, we gave assurance that behind-the-meter storage assets may be considered a distribution activity if the main purpose is to remediate comparatively poor reliability of service.
 
Offering regulatory guidance in support of technology integration, including for storage, through our OEB Innovation Sandbox, as utilities see benefits across pilot deployments. Launched in 2019, the Innovation Sandbox can also provide temporary relief from a regulatory requirement to enable pilot projects to proceed. In January 2022, we unveiled Innovation Sandbox 2.0, which improves clarity and transparency while providing opportunities for additional dialogue. 
Addressing the barriers to storage is a collective effort and we extend our thanks to the sector organizations that have participated with us as we advanced these initiatives. In that regard, we provided an update to the IESO on these initiatives for a report it submitted to the Ministry of Energy, which is also exploring a hydrogen economy to support decarbonization.

 

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Is it finally time to buy an electric car?

Electric Vehicles deliver longer range, faster charging, and broader price options, with incentives and lease deals reducing costs; evaluate performance, home charging, road trip needs, and vehicle types like SUVs, pickups, and vans.

 

Key Points

Electric vehicles are battery-powered cars that cut costs, boost performance, and charge at home or at fast stations.

✅ Longer range and faster charging reduce range anxiety

✅ Lower operating costs vs gas: fuel, maintenance, incentives

✅ Home Level 2 charging recommended; plan for road trips

 

Electric cars now drive farther, charge faster and come in nearly every price range. But when GMC began promoting its Hummer EV pickup truck to be released this year, it became even clearer that electric cars are primed to go mainstream for many buyers.

Once the domain of environmentalists, then early adopters, electric vehicles may soon have even truck bros kicking the gasoline habit, though sales are still behind gas cars in many markets.

With many models now available or coming soon — and arriving ahead of schedule for several automakers — including a knockoff of the lovable Volkswagen Microbus — you may be wondering if it’s finally time to buy or lease one.

Here are the essential questions to answer before you do.

(Full disclosure: I’m a convert myself after six years and 70,000 gas-free miles.)


1. Can you afford an electric car?
Electric vehicles tend to be pricy to buy but can be more affordable to lease. Finding federal, state and local government incentives can also reduce sticker shock. And, even if the monthly payment is higher than a comparable gas car, operating costs are lower.

Gas vehicles cost an average of $3,356 per year to fuel, tax and insure, while electric cost just $2,722, according to a study by Self Financial, and Consumer Reports finds EVs save money in the long run too. Find out how much you can save with the Department of Energy calculator.

 

2. How far do you need to drive on a single charge?
Although almost 60 percent of all car trips in America were less than 6 miles in 2017, according to the Department of Energy, the phrase “range anxiety” scared many would-be early adopters.

Teslas became popular in part because they offered 250 miles of range. But the range of many electric vehicles between charges is now over 200 miles; even the modestly priced Chevrolet Bolt can travel 259 miles on a single charge.

Still, electric vehicles have a “road trip problem,” according to Josh Sadlier, director of content strategy for car site Edmunds.com. “If you like road trips, you almost have to have two cars — one for around town and one for longer trips,” he says.

 

3. Where will you charge it?
If you live in an apartment without a charging station, this could be a deal breaker.

The number of public chargers increased by 60 percent worldwide in 2019, according to the International Energy Agency. While these stations — some of which are free — are more available, most electric vehicle owners install a home station for faster charging.

Electric vehicles can be charged by plugging into a common 120-volt household outlet, but it’s slow, and understanding charging costs can help you plan home use. To speed up charging, many electric vehicle owners wind up buying a 240-volt charging station and having an electrician install it for a total cost of $1,200, according to the home remodeling website Fixr.

4. What will you use the car for?
While there are a few luxury electric SUVs on the market, most electric vehicles are smaller sedans or hatchbacks with limited cargo capacity. However, the coming wave of electric cars are more versatile, and many experts expect that within a decade these options will be commonplace, including vans, such as the Microbus, and trucks, such as an electric version of the popular Ford F-150 pickup.

5. Do you enjoy performance?
This is where electric vehicles really shine. According to automotive experts, electric cars beat their gas counterparts in these ways:

Immediate response with great low-end acceleration, particularly in the 0-30 mph range.
Sure-footed handling due to the heavy battery mounted under the car, giving it a low center of gravity.
No “shift shock” from changing gears in a conventional gas car’s transmission.
Little noise except from the wind and tires.

 

Other factors
Once you consider the big questions, here are other reasons to make an electric car your next choice:

Reduced environmental guilt. There is a persistent myth that electric vehicles simply move the emissions from the tailpipe to the power generating station. Yes, producing electricity produces emissions, but many electric vehicle owners charge at night when much of the electricity would otherwise be unused. According to research published by the BBC and evidence that they are better for the planet in many scenarios electric cars reduce emissions by an average of 70 percent, depending on where people live.

Less time refueling. It takes only seconds to plug in at home, and the electric vehicle will recharge while you’re doing other things. No more searching for gas stations and standing by as your tank gulps down gasoline.

No oil changes. Dealers like a constant stream of drivers coming in for oil changes so they can upsell other services. Electric vehicles have fewer moving parts and require fewer trips to the dealership for maintenance.

Carpool lanes and other perks. Check your state regulations to see if an electric vehicle gets you access to the carpool lane, free parking or other special advantages.

Enjoy the technology. Yes, electric vehicles are more expensive, but they also tend to offer top-of-the-line comfort, safety features and technology compared with their gas counterparts.

 

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