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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Centrica acquires battery storage project that could "unlock North Sea wind energy potential"

Centrica Dyce Battery Storage will deliver 30MW 2hr capacity in Aberdeenshire, capturing North Sea offshore wind to reduce curtailment, enhance grid flexibility, and strengthen UK energy independence with reliable renewable energy balancing.

 

Key Points

A 30MW 2hr battery in Dyce, Aberdeenshire, storing North Sea wind to cut curtailment and ease UK grid constraints.

✅ 30MW 2hr system near North Sea offshore wind connection

✅ Cuts curtailment and boosts grid flexibility and reliability

✅ Can power 70,000 homes for an hour with daily cycles

 

CENTRICA Business Solutions has secured the development rights for a fully consented 30MW 2hr battery storage plant in Aberdeenshire that will help maximise the use of renewable energy in the Scottish North Sea.

The site in Dyce, near Aberdeen is located near a connection for North Sea UK offshore wind farms and will contribute towards managing network constraints – by storing electricity when it is abundant for times when it is not, helping improve the energy independence of the UK and reduce our reliance on fossil fuels. 

Last year, the National Grid paid £244million to wind farm operators to shut down turbines, as they risked overloading the Scottish grid, a process known as curtailment. Battery storage is one method of helping to utilise that wasted energy resource, ensuring fewer green electrons are curtailed. 

Once built, the 30MW 2hr Dyce battery storage plant will store enough energy to power 70,000 homes for an hour. This discharge happens up to four hours per day, as seen in other large-scale deployments like France's largest battery platform that optimise grid balancing.

The project was developed by Cragside Energy Limited, backed by Omni Partners LLP, and obtained planning consent in November 2021. The go-live date for the project is mid-2024, construction should last eight months and will be aligned with the grid connection date.

“Battery storage can play a strategic role in helping to transition away from fossil fuels, by smoothing out the peak demand and troughs associated with renewable energy generation,” said Bill Rees, Director of Centrica Energy Assets. “We should treat renewable energy like a precious resource and projects like this can help to maximise its efficacy.” 

The project forms part of Centrica Energy Assets’ plan to deliver 900MW of solar and battery storage assets by 2026, increasingly paired with solar in global deployments. Centrica already owns and operates the 49MW fast response battery at Roosecote, Cumbria. 

Centrica Business Solutions Managing Director Greg McKenna, said: “Improving the energy independence of the UK is essential to help manage energy costs and move away from fossil fuels. The Government has set a target of a green electricity grid by 2035 – that’s only achievable if we build out the level of flexibility in the system, to help manage supply and demand.”

Centrica Energy Assets will work with Cragside Energy to identify new opportunities in the energy storage space. Cragside Energy’s growing pipeline exceeds 200MW, and focuses on low carbon and flexible assets, including energy storage, solar and peaking plant schemes, supported by falling battery costs across the sector.

Ben Coulston, Director of Cragside Energy, added: “Targeted investment into a complementary mix of diverse energy sources and infrastructure is crucial if the UK is to fully harness its renewable energy potential. Battery storage, such as the project in Dyce, will contribute to the upkeep of a stable and resilient network and we have enjoyed partnering with Centrica as the project transitions into the next phase”.

 

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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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Harbour Air eyes 2023 for first electric passenger flights

Harbour Air Electric Seaplanes pioneer zero-emission aviation with battery-powered de Havilland Beaver flights, pursuing Transport Canada certification for safe, fossil fuel-free service across Vancouver Island routes connecting Vancouver, Victoria, Nanaimo, and beyond.

 

Key Points

Battery-powered, zero-emission floatplanes by Harbour Air pursuing Transport Canada certification to carry passengers.

✅ 29-minute test flight on battery power alone

✅ New lighter, longer-lasting battery supplier partnership

✅ Aiming to electrify entire 42-aircraft Beaver/Otter fleet

 

Float plane operator Harbour Air is getting closer to achieving its goal of flying to and from Vancouver Island without fossil fuels, following its first point-to-point electric flight milestone.

A recent flight of the company’s electric de Havilland Beaver test plane saw the aircraft remain aloft for 29 minutes on battery power alone, a sign of an emerging aviation revolution underway.

Harbour Air president Randy Wright says the company has joined with a new battery supplier to provide a lighter and longer-lasting power source, a high-flying example of research investment in the sector.

The company hopes to get Transport Canada certification to start carrying passengers on electric seaplanes by 2023, as projects like the electric-ready Kootenay Lake ferry come online.

"This is all new to Transport, so they've got to make sure it's safe just like our aircraft that are running today,” Wright said Wednesday. “They're working very hard at this to get this certified because it's a first in the world."

Parallel advances in marine electrification, such as electric ships on the B.C. coast, are informing clean-transport goals across the province.

Before the pandemic, Harbour Air flew approximately 30,000 commercial flights annually, along corridors also served by BC Ferries hybrid ships today, between Vancouver, Victoria, Nanaimo, Whistler, Seattle, Tofino, Salt Spring Island, the Sunshine Coast and Comox.

Wright says the company plans to eventually electrify its entire fleet of 42 de Havilland Beaver and Otter aircraft, reflecting a broader shift that includes CIB-backed electric ferries in B.C.

 

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How much does it cost to charge an electric vehicle? Here's what you can expect.

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

 

Key Points

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

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

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

✅ Tax credits and utility rates impact total ownership.

 

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

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

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


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

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

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

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

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

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

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

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


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

 

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The American EV boom is about to begin. Does the US have the power to charge it?

EV Charging Infrastructure accelerates with federal funding, NEVI corridors, and Level 2/3 DC fast charging to cut range anxiety, support apartment dwellers, and scale to 500,000 public chargers alongside tax credits and state mandates.

 

Key Points

The network of public and private hardware, software, and policies enabling reliable Level 2/3 EV charging at scale.

✅ $7,500/$4,000 tax credits spur adoption and charger demand

✅ NEVI funding builds 500,000 public, reliable DC fast chargers

✅ Equity focus: apartment, curbside, bidirectional and inductive tech

 

Speaking in front of a line of the latest electric vehicles (EVs) at this month’s North American International Auto Show, President Joe Biden declared: “The great American road trip is going to be fully electrified.”

Most vehicles on the road are still gas guzzlers, but Washington is betting big on change, with EV charging networks competing to expand as it hopes that major federal investment will help reach a target set by the White House for 50% of new cars to be electric by 2030. But there are roadblocks – specifically when it comes to charging them all. “Range anxiety,” or how far one can travel before needing to charge, is still cited as a major deterrent for potential EV buyers.

The auto industry recently passed the 5% mark of EV market share – a watershed moment, arriving ahead of schedule according to analysts, before rapid growth. New policies at the state and local level could very well spur that growth: the Inflation Reduction Act, which passed this summer, offers tax credits of $4,000 to purchase a used EV and up to $7,500 for certain new ones. In August, California, the nation’s largest state and economy, announced rules that would ban all new gas-powered cars by 2035, as part of broader grid stability efforts in the state. New York plans to follow.

So now, the race is on to provide chargers to power all those new EVs.

The administration’s target of 500,000 public charging units by 2030 is a far cry from the current count of nearly 50,000, according to the Department of Energy’s estimate. And those new chargers will have to be fast – what’s known as Level 2 or 3 charging – and functional in order to create a truly reliable system, even as state power grids face added demands across regions. Today, many are not.

Last week, the White House approved plans for all 50 states, along with Washington DC, and Puerto Rico, to set up chargers along highways, unlocking $1.5bn in federal funding to that end, as US automakers’ charger buildout to complement public funds. The money comes from the landmark infrastructure bill passed last year, which invests $7.5bn for EV charging in total.

But how much of that money is spent is largely going to be determined at the local level, amid control over charging debates among stakeholders. “It’s a difference between policy and practice,” said Drew Lipsher, the chief development officer at Volta, an EV charging provider. “Now that the federal government has these policies, the question becomes, OK, how does this actually get implemented?” The practice, he said, is up to states and municipalities.

As EV demand spikes, a growing number of cities are adopting policies for EV charging construction. In July, the city of Columbus passed an “EV readiness” ordinance, which will require new parking structures to host charging stations proportionate to the number of total parking spots, with at least one that is ADA-accessible. Honolulu and Atlanta have passed similar measures.

One major challenge is creating a distribution model that can meet a diversity of needs.

At the moment, most EV owners charge their cars at home with a built-in unit, which governments can help subsidize. But for apartment dwellers or those living in multi-family homes, that’s less feasible. “When we’re thinking about the largest pieces of the population, that’s where we need to really be focusing our attention. This is a major equity issue,” said Alexia Melendez Martineau, the policy manager at Plug-In America, an EV consumer advocacy group.

Bringing power to people is one such solution. In Hoboken, New Jersey, Volta is working with the city to create a streetside charging network. “The network will be within a five-minute walk of every resident,” said Lipsher. “Hopefully this is a way for us to really import it to cities who believe public EV charging infrastructure on the street is important.” Similarly, in parts of Los Angeles – as in Berlin and London – drivers can get a charge from a street lamp.

And there may be new technologies that could help, exciting experts and EV enthusiasts alike. That could include the roads themselves charging EVs through a magnetizable concrete technology being piloted in Indiana and Detroit. And bidirectional charging, where, similar to solar panels, drivers can put their electricity back into the grid – or perhaps even to another EV, through what’s known as electric vehicle supply equipment (EVSE). Nissan approved the technology for their Leaf model this month.

 

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How France aims to discourage buying of Chinese EVs

France EV Bonus Eligibility Rules prioritize lifecycle carbon footprint, manufacturing emissions, battery sourcing, and transport impacts, reshaping electric car incentives and excluding many China-made EVs while aiming for WTO-compliant, low-emission industrial policy.

 

Key Points

France's EV bonus rules score lifecycle emissions to favor low-carbon models and limit incentives for China-made EVs.

✅ Scores energy, assembly, transport, and battery criteria

✅ Likely excludes China-made EVs with coal-heavy production

✅ Aims to align incentives with WTO-compliant climate goals

 

France has published new eligibility rules for electric car incentives to exclude EVs made in China, even though carmakers in Europe do not have more affordable rival models on the French market.


WHY IS FRANCE REVISING ITS EV BONUS ELIGIBILITY RULES?
The French government currently offers buyers a cash incentive of between 5,000 and 7,000 euros in cash for eligible models to get more electric cars on the road, at a total cost of 1 billion euros ($1.07 billion) per year.

However, in the absence of cheap European-made EVs, a third of all incentives are going to consumers buying EVs made in China, a French finance ministry source said. The trend has helped spur a Chinese EV push into Europe and a growing competitive gap with domestic producers.

The scheme will be revamped from Dec. 15 to take into account the carbon emitted in a model's manufacturing process.

President Emmanuel Macron and government ministers have made little secret that they want to make sure French state cash is not benefiting Chinese carmakers.


WHAT DO THE NEW RULES DO?
Under the new rules, car models will be scored against government-set thresholds for the amount of energy used to make their materials, in their assembly and transport to market, as well as what type of battery the vehicle has.

Because Chinese industry generally relies heavily on coal-generated electricity, the criteria are likely to put the bonus out of Chinese carmakers' reach.

The government, which is to publish in December the names of models meeting the new standards, says that the criteria are compliant with WTO rules because exemptions are allowed for health and environmental reasons, and similar Canada EV sales regulations are advancing as well.


WILL IT DO ANYTHING?
With Chinese cars estimated to cost 20% less than European-made competitors, the bonus could make a difference for vehicles with a price tag of less than 25,000 euros, amid an accelerating global transition to EVs that is reshaping price expectations.

But French car buyers will have to wait because Stellantis' (STLAM.MI) Slovakia-made e-C3 city car and Renault's (RENA.PA) France-made R5 are not due to hit the market until 2024.

Nonetheless, many EVs made in China will remain competitive even without the cash incentive, reflecting projections that within a decade many drivers could be in EVs.

With a starting price of 30,000 euros, SAIC group's (600104.SS) MG4 will be less expensive than Renault's equivalent Megane compact car, which starts at 38,000 euros - or 33,000 euros with a 5,000-euro incentive.

Since its 46,000-euro starting price is just below the 47,000-euro price threshold for the bonus, Tesla's (TSLA.O) Y model - one of the best selling electric vehicles in France - could in theory also be impacted by the new rules for vehicles made in China.

S&P Global Mobility analyst Lorraine Morard said that even if most Chinese cars are ineligible for the bonus they would probably get 7-8% of France's electric car market next year, even as the EU's EV share continues to rise, instead of 10% otherwise.

 

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