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Friday, September 30, 2022

4 things to know about Florida's wrecked electric grid - E&E News

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More than 2 million Florida customers remained without power Friday morning after the remnants of Hurricane Ian made their way out of the state and headed toward South Carolina.

Meanwhile, floods, widespread debris and life-threatening storm surge have served as obstacles to electric crews’ ability to restore power in some areas of Florida.

The state’s utilities have taken steps to make their electric systems more resilient to extreme weather, but Ian’s 150 mph winds and 12-foot storm surge destroyed the infrastructure in some areas.

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At least four people have been confirmed dead in Florida, but the exact death toll remains unclear. President Joe Biden said Thursday that the loss of life could be substantial (E&E News PM, Sept. 29).

“We’ve never seen storm surge of this magnitude,” Florida Gov. Ron DeSantis (R) told a news conference this week.

Utility companies aren’t saying how long it’ll take to restore power as they continue to encounter challenges. Duke Energy Florida said, for example, that wind was still too strong Thursday to deploy bucket trucks to help work on power lines.

Here are four things to know as Florida works to recover from the Category 4 hurricane.

Preparations aren’t enough

If there’s any state that’s arguably best prepared for hurricanes, it’s Florida. The peninsula-shaped state juts out into warm waters with the Atlantic Ocean on its east and the Gulf of Mexico on the west, making it a prime target for tropical storms and hurricanes spinning off the coast of Africa.

That means Florida, and those in charge of its infrastructure, have had plenty of experience in prepping for storms and cleaning up after them.

“Florida, because of the nature of the weather that they see, has a lot of experience with this, and as a result, is particularly well prepared,” said Scott Aaronson, a senior vice president of the Edison Electric Institute, the trade group for the nation’s investor-owned electric utilities.

It took a few hard lessons, however, before the state and its power companies began to make significant changes.

Back-to-back hurricanes in 2004 and 2005 pummeled Florida, drawing the ire of lawmakers.

That led state utility regulators to require electric companies to come up with storm-hardening plans that included a more succinct schedule for vegetation management and shoring up areas around hospitals, schools and other critical infrastructure. In some areas, that also meant burying power lines.

“Storm hardening has been a journey for us,” said Bryan Garner, a spokesperson for Florida Power & Light Co., during a Thursday afternoon media briefing from the electric company’s storm center. “We’ve been on this journey for well over a decade.”

FPL is the state’s largest electric company, serving almost all of Florida’s east coast, much of the southwest and the panhandle.

During a period roughly from 2005 to 2015, the utility, among others in the state, worked to replace wooden poles with concrete ones, buried power lines underground and made sure that its infrastructure was “one of the most resilient grids in America,” Garner said.

Eric Silagy, FPL’s chief executive, said earlier this week it is “indisputable” that the billions of dollars the company has spent on grid hardening since hurricanes in 2004 and 2005 has paid off “significantly” (Energywire, Sept. 28).

Then came Hurricane Irma. The Category 4 storm plowed through Florida in 2017, leaving millions without power. The storm also led to a number of deaths at a South Florida nursing home after it lost air conditioning.

FPL alone initially reported 2 million customer outages from Irma, and a spokesperson said the restoration would be the most complex in history for the company and the country (Energywire, Sept. 11, 2017).

The outcry led state lawmakers to file a number of bills targeting grid resiliency and clean energy policies designed to keep the lights on during worsening natural disasters. But few of those proposals actually gained traction, which has long been the case for the Republican-controlled Legislature in Florida.

But as the storms become more intense, the amount of improvements hasn’t been enough. Electricity officials have stressed this week that it is impossible to have a hurricane-proof power grid.

“A storm like this is devastating, and it’s going to impact thousands and thousands of people,” Garner said.

An eye on supplies

Irma was the first major test of the state’s electrical infrastructure in years, but Hurricane Michael, which slammed into Florida’s panhandle the following year, was a signal that the rapidly intensifying, catastrophic hurricanes were here to stay.

Florida’s electric companies started to take additional steps to build on their previous efforts to make their grids more resilient to natural disasters. For FPL, that has meant continuing to replace any remaining wooden poles with steel or concrete ones and working on cheaper ways to bury more of its distribution system.

Electric companies maintain what’s known in the industry as a “storm stock” — hundreds of thousands of poles, transformers and other supplies as they plan for major storms. The increase in intensity of hurricanes is just one reason the industry has raised concerns about a “misalignment” of supply and demand, Aaronson said (Energywire, Aug. 22).

Everything from investments in the clean energy transition and making the grid more resilient to labor issues and inflation to the war in Ukraine and recovering from a pandemic played into supply chain concerns, he said.

Indeed, the average lead time to procure distribution transformers jumped from roughly two to three months to a year between 2020 and 2022, according to municipal power providers that are members of the American Public Power Association.

This has led as many as one in five public power utilities to defer or cancel infrastructure projects, APPA said in an email to E&E News.

“What we’re hearing from our members is that when faced with a major outage event, things get tight,” said Tobias Sellier, an APPA spokesperson. “When you look at multiple events, it gets really concerning.”

Indeed, one-quarter of the public power utilities that responded to APPA’s survey reported “high risk” of running out of stock of at least one voltage class of transformers.

“With the long lead times we’re seeing, the concern is that even with sharing (resources), eventually the stock will run out before these long-lead orders come in,” Sellier said.

Restoration challenges

With Ian, Florida’s electric companies said flying debris, tornadoes, life-threatening storm surge and floods are significant challenges in repairing and rebuilding the grid.

DeSantis said this week that crews would be clearing debris and trees from roadways to allow utility trucks to pass through so they could get to restoration sites quickly

In addition to wind, Duke Energy Florida, which supplies electricity to St. Petersburg and much of central and northwestern Florida, said flooding in central Florida also has been a challenge.

Tampa Electric Co. said downed trees and debris presented obstacles in some places.

Electric companies began restoring electricity, when possible, as Ian’s winds were building Tuesday and continued after the storm made landfall Wednesday. Thursday was the first day it was safe to begin assessing damage to power plants, solar arrays and the rest of the power grid, however.

Heavy rain and flooding as well as the continued threat of tornadoes are “still challenges that we’re still grappling with across the state,” FPL’s Garner said Thursday.

Ian’s damage was catastrophic in some parts of Florida.

Along the coast in Fort Myers, homes and businesses were ripped off their foundations and reduced to rubble, and fires were burning in some of the wreckage. A section of a causeway leading to Sanibel Island, where more than 6,000 people normally live, collapsed into the water and left the community cut off.

As it surged inland, the storm dumped more than a foot of rain into areas that had already been saturated, leading to heavy flooding as far inland as Orlando, more than 100 miles from the landfall site on the Gulf Coast.

The National Weather Service said Ian was tied with other storms as the fifth-strongest hurricane to hit the U.S., and the data firm RMS said flooding tied to the storm will likely set records.

Tidal gauges near Naples recorded their highest levels in the 50 years that data has been collected, RMS said.

The Peace River reached a record-high level near the town of Zolfo Springs, which is more than 50 miles inland, and the water was still rising in some areas, Jeff Waters, a staff product manager at RMS, said in an interview.

“A lot of these rivers haven’t even crested yet, and some of them are already at records,” he said.

New normal

Waters cautioned that it’s difficult to tell if climate change is driving a trend of busy hurricane seasons in recent years, since a surge in hurricanes came after nearly a decade of relatively mild storms. Ian’s damage, though, fits with what scientists have predicted for a warmer world: stronger and wetter hurricanes, though not necessarily more of them.

“This business about very, very heavy rain is something we’ve expected to see because of climate change,” said Kerry Emanuel, an atmospheric scientist at the Massachusetts Institute of Technology. “We’ll see more storms like Ian.”

The storm could give Florida a chance to build a more resilient grid, said Christopher Burgess, a researcher at RMI, the clean energy firm formerly known as the Rocky Mountain Institute.

Utility companies could incorporate more solar power and batteries onto their systems, which can be turned on more quickly after a shutdown, he said. And they could divide the grid into smaller segments, which will allow them to bring homes and businesses back online faster.

The Inflation Reduction Act passed this year by Congress includes billions of dollars in funding for renewable energy and upgrades to electric transmission systems around the country.

“We’re going to be able to redesign the grid, put all kinds of other options in the grid,” Burgess said.

The drumbeat of stronger hurricanes should be a wake-up call, even for states like Florida that have a history of preparing for storms, said Alison Silverstein, a former staffer at the Federal Energy Regulatory Commission who studies grid issues.

Companies and governments should assess their vulnerabilities over a 20-to-40 year period and plan for the worst, she said.

“The stakes aren’t just about dollars here, they’re about human lives and misery and societal and economic well-being, and the cost of additional climate change preparation and mitigation pales next to the costs of failing to do so,” Silverstein said in email.

The Associated Press contributed to this report.

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Thursday, September 29, 2022

Duke Energy Indiana plans two-year electric transportation pilot programs - Duke Energy News Center

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  • Four new electric vehicle pilot programs will help prepare Duke Energy, customers for EV growth

  • National Drive Electric Week is Sept. 23-Oct. 2

PLAINFIELD, Ind. – Duke Energy is launching electric transportation pilot programs in Indiana for its residential and commercial customers, including businesses, schools and local governments.

On June 1, the Indiana Utility Regulatory Commission approved four two-year, customer-focused Duke Energy electric transportation pilot programs for the company’s Indiana customers. Each program is designed to better understand the effects of increasing adoption of EVs, customer EV charging preferences and behavior, and the potential benefits to Indiana.

The pilot programs will launch on Oct. 1 and run for 24 months each.

“As the adoption of electric vehicles accelerates, pilot programs such as these give us the opportunity to gain critical knowledge around what an electric automotive future will require and ensure we’re planning the system to reliably meet our customers’ needs,” said Duke Energy Indiana President Stan Pinegar.

The EV pilot programs include:

Off-Peak Charging Credit

Residential customers with a Level 2 EV charger can apply for an Off-Peak Credit program, which provides a quarterly bill credit for charging EVs during times of decreased energy demand. Up to 500 participants will be accepted on a first-come, first-served basis. The $50 quarterly credit is available for two years, totaling $400 per customer. The pilot will look at customer response to price incentives related to when they charge their vehicles. Those interested in participating should go to: www.duke-energy.com/home/products/ev-complete/off-peak-credit.

Commercial Charger Rebate

The Commercial Charger Rebate pilot program offers a financial incentive to Duke Energy commercial customers, including businesses, apartment dwelling units, and government or workplace fleet operators, to install electric vehicle chargers at their place of business. The purpose of this pilot is to better understand the needs of this customer segment and the effects on the electric grid.

Up to 1,200 charging stations are included in the pilot, and participants can receive $500 per charging station. Participants must install a minimum of four Level 2 EV charging stations, and the maximum available for an incentive per participant is 20.

Private fleet customers must own, lease or otherwise operate on a regular basis one or more plug-in EVs (plug-in hybrid electric vehicle or battery electric vehicle) per each incentive received. For more information about how to participate, go to: www.duke-energy.com/business/products/ev-complete/charger-rebate.

Ten percent of the pilot’s incentives – accounting for approximately 120 chargers – will be designated for commercial entities in low-income areas.

Fleet Advisory

The Fleet Advisory pilot program is an opportunity for fleet managers to assess the economics and sometimes complex logistical challenges of commercial fleets transitioning to electric vehicles. Duke Energy will provide comprehensive EV suitability analysis for eligible customers interested in switching their operating fleets to electric. The company plans to perform 45 consultations over two years Those interested in participating should go to: /www.duke-energy.com/energy-education/electric-vehicles/business/contact-us.

Electric School Bus

As part of the Electric School Bus pilot program, Duke Energy will work with school districts to provide partial funding – up to $197,000 per bus – and charging infrastructure for six electric school buses. The aim is to study the ability of the bus battery to dispatch energy to the electric grid – helping supply stored power for Indiana customers.

Half of the pilot’s participation will be allocated to schools with a student population greater than 30% receiving free or reduced-price lunches. The remainder of pilot participants will be enrolled on a first-come, first-served basis, subject to program goals.

Questions about participation should be sent to eschoolbusIN@duke-energy.com.

A Charged Path Forward

The week of Sept. 23-Oct. 2 marks National Drive Electric Week (NDEW), a nationwide celebration to raise awareness of the benefits of all-electric and plug-in hybrid cars, trucks, motorcycles and more. Coordinated by Plug In America and supported by the National Electric Highway Coalition, NDEW educates consumers about the benefits of EVs and offers in-person events across the country related to transportation electrification.

Recently, electric charging stations got a major boost when the Indiana Department of Transportation announced it is investing more than $100 million in federal infrastructure funds to build an EV fast-charging network at strategic locations across Indiana. Indiana’s effort is part of a national initiative to create a network of at least 500,000 reliable chargers across the U.S. to support the growing adoption of electric vehicles.

With support from the Indiana Department of Environmental Management, Duke Energy is working with other major Indiana utility companies, including AES Indiana, Indiana Michigan Power (AEP), CenterPoint Energy, NIPSCO, WVPA, Hoosier Energy and Crawfordsville Power & Light, to install 61 fast-charging stations across Indiana.

Known as the EV Crossroads of America, the initiative aims to ensure an EV fast-charging station is located every 30 to 50 miles throughout Indiana’s major interstates and highways.

Duke Energy Indiana

Duke Energy Indiana, a subsidiary of Duke Energy, provides about 6,300 megawatts of owned electric capacity to approximately 870,000 customers in a 23,000-square-mile service area, making it Indiana’s largest electric supplier.

Duke Energy (NYSE: DUK), a Fortune 150 company headquartered in Charlotte, N.C., is one of America’s largest energy holding companies. Its electric utilities serve 8.2 million customers in North Carolina, South Carolina, Florida, Indiana, Ohio and Kentucky, and collectively own 50,000 megawatts of energy capacity. Its natural gas unit serves 1.6 million customers in North Carolina, South Carolina, Tennessee, Ohio and Kentucky. The company employs 28,000 people.

Duke Energy is executing an aggressive clean energy transition to achieve its goals of net-zero methane emissions from its natural gas business and at least a 50% carbon reduction from electric generation by 2030 and net-zero carbon emissions by 2050. The 2050 net-zero goals also include Scope 2 and certain Scope 3 emissions. In addition, the company is investing in major electric grid enhancements and energy storage and exploring zero-emission power generation technologies such as hydrogen and advanced nuclear.

Duke Energy was named to Fortune’s 2022 “World’s Most Admired Companies” list and Forbes’ “America’s Best Employers” list. More information is available at duke-energy.com. The Duke Energy News Center contains news releases, fact sheets, photos and videos. Duke Energy’s illumination features stories about people, innovations, community topics and environmental issues. Follow Duke Energy on TwitterLinkedInInstagram and Facebook.

Duke Energy media contact: Angeline Protogere
800.559.3853

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Tuesday, September 27, 2022

Monday, September 26, 2022

Unitil requests electric price increase – New Hampshire Bulletin - New Hampshire Bulletin

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This article was updated at 4:14 p.m. on Sept. 26 to include comment from the consumer advocate.

Unitil customers can expect a significant rate increase in December, if the utility’s Friday request is granted.

Unitil requested to increase electric rates to 26 cents per kilowatt hour, which would take effect on Dec. 1 and last for eight months. That’s a 160 percent increase from the current rate of 10 cents. A typical household can expect its bill to increase 75 to 78 percent, or $85 to $100 depending on energy use.

Consumer Advocate Don Kreis said electric customers are at their breaking point and said he may challenge Unitil’s request. “When Eversource and Liberty raised their default energy service prices to a point north of 22 cents per kilowatt-hour on August 1, I felt I had no choice but to go along with it.  The alternatives were too unpleasant to contemplate,” he said in an email.

“But there comes a point where an electricity price becomes unconscionable – and this price, to be applied for a full eight months beginning on December 1, is difficult to square with the notion that in New Hampshire utility rates must be just and reasonable.  We may have to send Unitil back to the drawing board on this one,” said Kreis.

Of the state’s four utilities, Unitil is the last one to announce a dramatic rate increase, and its December rate would be higher than all of the other state utilities if approved by the Public Utilities Commission. Eversource’s rate is 22.6 cents, Liberty’s is 22.2 cents, and the New Hampshire Electric Co-op’s is 17 cents.

One reason utilities have different rates is their schedule for going to market.

Three of the state’s utilities – Eversource, Liberty, and Unitil – go to market twice a year to purchase energy. Of those, Eversource and Liberty split the winter months into two pay periods to try to prevent big price differences from the summer to the winter. Electricity is always more expensive in the winter because the demand for natural gas, used for both home power and heat, is higher.

Unitil currently has all of the winter months in one pay period, which will change next July when the utility switches to the same schedule as Eversource and Liberty with one rate from August to January and another from February to July. That will split the higher priced months of January and February into different pay periods, with the goal of creating a more stable rate.

The New Hampshire Electric Co-op can go to the market more often and shop for better deals for electricity. That’s one reason its rate is significantly lower than the other utilities. The Public Utilities Commission is investigating whether the other utilities should do something similar to help keep prices down for their customers.

Ratepayers always have the option of switching to a third-party competitive supplier. The New Hampshire Department of Energy has up-to-date information on third-party suppliers at https://www.energy.nh.gov/engyapps/ceps/shop.aspx.

Additional information on how to switch to a competitive supplier is available at https://www.energy.nh.gov/consumers/choosing-energy-supplier, including what to consider before switching, how to switch, frequently asked questions, and a comparison of energy supply prices. You can also call the department at 1-800-852-3793 with questions.  

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Sunday, September 25, 2022

GM's Commitment to Electric Cars Still Has Skeptics - Advisor Perspectives

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GM's Commitment to Electric Cars Still Has Skeptics  Advisor Perspectives

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How green are electric vehicles? Well, that depends. - WUSF News

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The federal government wants electric vehicles to make up half of car sales in the U. S. by 2030. In order to reach that goal, the Biden administration's infrastructure law provides funding for states to build more charging stations. Last week, Florida was approved for over $70 million in funding to expand EV infrastructure. Can electric vehicles help in our fight against climate change? It's not a simple answer.

According to the U.S. Department of Energy, electric cars are zero - emissions vehicles — based on what comes out of their tailpipes.

It's true. Electric vehicles don't run on gas. They don't emit carbon dioxide while they're on the road. But does that mean they're the green transportation climate solution?

Graham Conway is the principal engineer for the Southwest Research Institute, a San Antonio nonprofit that focuses on researching and developing new technologies. “The answer is, it depends. That’s the only answer I can give you , and stand behind 100 percent. It depends.”

He said an electric vehicle with a reasonably small battery pack that’s charged with solar panels is “absolutely without a question going to be cleaner than an internal combustion engine.”

But, Conway said it's important to consider the significant CO2 emissions generated during the process of manufacturing the vehicles — and how clean the grid is where they’re charged.

According to his research at the Southwest Research Institute, there’s still a large number of states where a hybrid is a better option. “Mainly , it just comes down to how clean the grid is and when people are able to charge,” Conway said.

So just how green an electric car is depends on how the electricity is generated where you live. Transportation generates the largest share of greenhouse gas emissions , and right behind it — electric power.

Today, about two - thirds of Florida’s energy comes from natural gas. Natural gas accounts for 35 % of all CO2 emissions in Florida.

Jessika Trancik, a professor at MIT’s Institute for Data, Systems and Society, conducts research on climate solutions. “If we’re comparing just coal, oil and natural gas, the three fossil fuels — natural gas would have the lowest carbon intensity of those three options,” she said.

Her research shows the greenhouse gas emissions over the life of electric vehicles are 30 to 50 percent lower than gas vehicles. But, she says, when factoring in the lifetime emissions savings for electric vehicles, it’s important to consider how the grid is powered. The source of electricity has an effect on the overall emissions. And although natural gas is cleaner than other fossil fuels — it’s not nearly as clean as solar. As the grid gets cleaner, electric vehicles get greener.

“If the grid transitions to a combination of solar energy, wind energy and other low carbon sources , then that’s going to make the electric vehicles that much greener than the internal combustion engine vehicles,” Trancik said.

Florida Power and Light announced plans to eliminate all of its carbon emissions over the next two decades. One of the ways the company hopes to get there is by increasing large-scale solar energy — with solar farms.

FPL has pushed legislation to slow residential rooftop solar — which allows customers to get their energy off the traditional grid. Only around 1% of homes in Florida are powered by rooftop solar.

Environmental considerations aren’t just how electric vehicles are charged and manufactured. How the batteries are made has an effect on the environment.

Electric vehicles use lithium batteries — and lots of them. They require huge amounts of cobalt, nickel and lithium. Mining for some of these minerals has catastrophic negative effects on the environment.

“It is very important to track all of these impacts. I think we need to try to do better in terms of really understanding the impacts of mining and extractive industries on the environment and communities,” Trancik said.

Only five percent of lithium batteries get recycled — compared to 99 percent of the type of batteries used in gas cars.

Eric Wachsman is the director of the Maryland Energy Innovation Institute, a research center focusing on energy innovation at the University of Maryland.

He said even though mining does cause damage to the environment, he believes the positives of electric cars outweigh the negatives.

“The carbon footprint is only in the manufacturing of the vehicle itself but not in its operation. There’s no maintenance. I mean, you think about that, never having to pull into a gas station, no oil changes,” Wachsman said.

Nick Bonardi, who lives in Boca Raton, agrees. His Tesla Model 3 has over 45,000 miles on it.

“There’s no oil changes. I really haven’t done anything with the car besides tires,” Bonardi said.

As the demand for electric vehicles goes up, the industry will face challenges , including battery recycling and grid infrastructure.

Copyright 2022 WLRN 91.3 FM. To see more, visit WLRN 91.3 FM.

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Saturday, September 24, 2022

What's Up With These Skyrocketing Electric Bills? - Honolulu Civil Beat

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Social media users have been on fire recently asking why their electric bills are skyrocketing with drastic increases over a short time period.

“Just wondering if other’s HECO bill went up as much as mine did? It has been steadily increasing with the gas prices but this last one we just received was $78 higher than last month’s $285! That seems like a lot and I thought I heard that the increase with the coal burning plant closing was going to be about $15 or so. I’m in shock!” one person posted on the social media platform NextDoor.com.

The response from other posters was immediate.

“Ours went up $85. Shocked, no A/C either. Really??”

“Same here. Went from $300 to $380 the previous month and this month went up to $445!!! And we don’t even have AC.”

In August, Hawaiian Electric warned Oahu households that they would see their monthly electricity bills increase by about 7% when the company shut down the state’s last remaining coal-fired power plant on Sept. 1. As oil prices dropped, that estimate was lowered to 4%.

AES Hawaii Power plant coal burning electric powerplant Kalaeloa pollution.
Hawaiian Electric recently shut down its coal-fired plant in West Oahu. But that’s not the only reason electric bills are climbing. Cory Lum/Civil Beat/2019

But many people are seeing their bills climb by much more than that. And, they say, they’re not using any more power than they had been.

James Kelly, vice president of government and community relations and corporate communications at Hawaiian Electric said some customers are seeing increased bills because it is so hot now, this is the time of year when most people’s electricity use peaks.

“You go from using the AC a couple of times a week for a couple of hours a day to having it on every day or every night when you go to sleep. That, on top of the increased rates, is absolutely going to drive the bill up,” Kelly said.

Hawaiian Electric has also been replacing its old mechanical electric meters with “smart” meters to more accurately record how much electricity is used by a customer.

“We are replacing mechanical meters that in some neighborhoods have been in service for 30 or 40 years,” he said. “In some areas those meters have slowed down and when you replace it with a digital meter that is just about 100% accurate, people have experienced higher bills.”

With a smart meter customers can connect to an online tool to see how their household uses electricity.

“You can see when you turn something on what the impact of that is on your bill,” Kelly said. “You can set energy alerts to get a text or email if you are using more energy. You can set a cap on how much you want to use a day to keep your bill manageable. The old meter really didn’t give any insight on how you use your electricity.”

HECO Vice President
Hawaiian Electric’s Jim Kelly Courtesy: HECO

According to the U.S. Energy Information Administration, Hawaii is the most expensive state in the nation for residential electricity costs at 44.81 cents per kilowatt hour compared to 33.21 cents per hour a year ago. The nationwide average is 15.46 cents per kilowatt hour.

“In the long term in Hawaii our forecast is that rates will go down and stabilize. But, that is completely dependent on actions of people and institutions and nations and markets that we don’t have any control over,” Kelly said. “I don’t think anybody was expecting in January of this year what we were going to see in oil prices.”

As far as the comments on social media goes, Kelly said his company sees it and hears about increased bills in their call centers on a daily basis.

“Everybody in the company, we pay our own electric bills so we are sympathetic. We are all in this together,” he said. “If somebody is really looking for some options, if they are really struggling to pay their bill, then we can have a conversation about things they can do about their bill.”

“People have to take a hard look at how they use electricity in their house,” he said. “The second fridge in the garage, the AC uses a lot of electricity. You have to be smart about how you use it. It doesn’t have to be on all night at super low temperatures. We have tips on the web site and rebates offered by Hawaii Energy. There are options that people have.”

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Convertibles drive into the sunset as automakers invest in electric vehicles - CNBC

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2024 Ford Mustang
Source: Ford

Convertibles — once a sign of open-air freedom, road trips and summer adventures — are fading away as the auto industry shifts to all-electric cars and more rugged sport utility vehicles.

Sales of traditional drop-tops such as the Chevrolet Camaro and Ford Mustang, as well as roadsters such as the Mazda Miata, have plummeted in the U.S. to fewer than 100,000 vehicles annually, according to S&P Global Mobility. That's down from a recent peak of nearly 320,000 vehicles, or 2% of all new U.S. vehicle sales, in 2006, and roughly 144,200, or 0.8%, in 2015.

Reasons for the decline of convertibles include practicality, durability, cost increases, and new panoramic sunroofs and glass tops, according to experts. Automakers are also investing capital in off-road models and electric vehicles.

"The trajectory has been down and there just isn't as strong of a consumer interest," said Stephanie Brinley, principal automotive analyst at S&P Global Mobility. "In the transition to electric vehicles, and where do automakers put their development money, it just isn't going to convertibles."

2022 Ford Bronco Raptor
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Including SUVs that are considered convertibles by federal safety standards, such as the Jeep Wrangler and Ford Bronco, doesn't help sales too much. Even counting those vehicles, sales last year were down by 26% since 2015. They were off 21% from then until 2019, which is the last year the automotive industry wasn't experiencing significant production or supply chain disruptions.

The decline in sales has occurred amid a drop in the number of convertibles and roadsters — two-seat vehicles with drop-tops or removable roofs — from 29 models in 2011 to 23 models in 2019. But many current vehicles are high-end or low-volume models from super premium automakers such as Ferrari, Lamborghini, and other luxury carmakers.

J.D. Power reports convertibles have represented 28% of the super premium vehicles so far this year while representing only 0.5% of the U.S. auto industry overall, including 0.3% of mainstream vehicles.

Discontinued models from more mainstream brands since the 2000s have included:

  • Chrysler Sebring, PT Cruiser and 200
  • Pontiac G6
  • Nissan Murano
  • Volkswagen Beetle
  • Toyota Camry
  • Smart ForTwo
  • Buick Cascada

Haartz Corp. — the global leader in materials for soft-top convertibles — reports its sales have recovered to pre-pandemic levels, but the downward trend in soft-top continues globally, not just in the U.S.

"What we're seeing right now is electrification is taking away, even more, from the convertible world," said Phil Hollenbeck, planning manager at Haartz.

2016 Beetle Dune
Credit: © Copyright Volkswagen of America, Inc.

The Massachusetts-based supplier, which is celebrating its centennial, developed its first "synthetic fiber topping" for cars in 1922.

In the early days of the automotive industry, nearly all cars were open-air vehicles or convertibles. Hardtop vehicles were introduced as a premium option — a trend that has switched in modern times. For example, the 2022 Ford Mustang hardtop starts at $27,470. The convertible version starts at about $33,000.

J.D. Power reports the average cost of a convertible has risen from about $45,000 in 2011 to $70,400 in 2021. For 2022, amid supply chain problems leading to higher prices, that has ballooned to $79,200. That makes SUVs such as the Jeep Wrangler and Ford Bronco among the least expensive, most available options.

"Bronco and Wrangler combined outsell all convertibles 5:1 and both start in the $30,000s, which make them among the cheapest ways to enjoy the open top experience," said Tyson Jominy, vice president of data and analytics at J.D. Power. "With SUVs 59% of retail sales in 2022, these two may be the face of convertibles in the future."

The top-selling convertibles over the past two years have included the Chevrolet Corvette, Mazda MX-5, BMW 4 Series and the Ford Mustang, according to J.D. Power.

Jim Owens, head of Ford Mustang marketing, said only about 15% of the car's sales to consumers — 72,500 units in 2019 — are convertibles. He said demand has slowly been declining. However, there's still a "predominant" demand in rental car fleets.

Polestar O2 electric roadster concept
Source: Polestar

Aside from rental cars and SUVs, there is still some hope for new convertible and roadster models in the coming years, including EVs. Ford last week unveiled a Mustang convertible as part of the seventh-generation car. Tesla has pledged to bring a new roadster to market. EV startup Polestar plans to produce an electric convertible.

S&P Global Mobility forecasts sales of convertibles and roadsters to increase to about 82,000 vehicles in 2024 and 2025, before once again falling to under 70,000 units by the end of this decade.

Haartz's Hollenbeck said once automakers have come out with EVs, they'll be looking for ways for the vehicles to stand out — and one will likely be drop-tops.

"We'll see what the market wants later. Could we see a possible convertible electric Challenger in the future? I don't see why not," he said. "I can't imagine they're all going to go away. People who are into convertibles love them."

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Friday, September 23, 2022

Mayor Adams Announces Major Progress in NYC's Transition to Electric Vehicles - nyc.gov

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September 23, 2022

City Has Accelerated the Expansion of Electric Vehicle Fleet, Meeting Electric Vehicle Goals Three Years Ahead of Schedule

Critical Investments in Public Electric Vehicle Charging Infrastructure and Discounts for TLC-Licensed Drivers Will Speed Up Electric Vehicle Adoption Among Privately-Owned Vehicles and Taxi Fleet

NEW YORK – To cap off Climate Week, New York City Mayor Eric Adams today announced a series of major milestones in three critical efforts to facilitate the transition to electric vehicles across the city. Through initiatives spearheaded by the New York City Department of Citywide Administrative Services (DCAS), the New York City Department of Transportation (DOT), and the New York City Taxi and Limousine Commission (TLC), the Adams administration is accelerating and facilitating the transition to electric vehicles among the city’s vehicle fleet, private vehicles, and the for-hire vehicle industry. 

As of September 2022, DCAS has reached its 2025-goal of transitioning 4,000 vehicles in the city fleet to electric vehicles — three years ahead of schedule. DOT has advanced projects to install publicly accessible electric vehicle charging stations in the Bronx and Brooklyn. And DOT, in partnership with the TLC, will offer discounts to TLC-licensed drivers for the use of fast charging hubs. The transition to electric vehicles is helping to improve air quality, reduce greenhouse gas emissions, and offer cost savings on maintenance and fuel costs for city government and New York City taxpayers. 

“As we mark the end of Climate Week, we are proud to announce a suite of investments in electric vehicles and charging infrastructure that cement New York City’s status as a global leader in fighting climate change,” said Mayor Adams. “By delivering on our goals ahead of schedule, we are not only taking steps to make our city greener and more sustainable — we are increasing the public’s faith that our city can ‘Get Stuff Done.’” 

“I applaud DCAS for working with all of our agency partners to reach this milestone today ahead of schedule,” said First Deputy Mayor Lorraine Grillo. “The transition to electric fleet is a major step forward in reducing pollution on our streets and shows this administration will continue to lead on addressing climate change.”
 
“New Yorkers deserve clean, livable streets and neighborhoods,” said Deputy Mayor for Operations Meera Joshi. “That starts with removing more polluting vehicles from the road and making it easier than ever to go electric. New York City is leading the way with this suite of investments in our electric city fleet and charging infrastructure.” 

“We are committed to making our city government greener by accelerating our transition to an all-electric fleet,” said DCAS Commissioner Dawn M. Pinnock. “At DCAS, we are elated to meet our goal of 4,000 electric vehicles three years early. That’s three more years of emissions-free driving to protect the health of our planet for future generations.” 

“Equity is a guiding principle as this administration works to expand access to electric vehicle charging,” said DOT Commissioner Ydanis Rodriguez. “Facilitating the adoption of electric Vehicles among New Yorkers is a critical step in fighting climate change and reducing emissions — and that’s why we’re making conscious efforts to expand charging access across the five boroughs where the private sector hasn’t invested.” 

“TLC is committed to transitioning all the vehicles we license to zero-emission electric vehicles,” said TLC Chair and Commissioner David Do. “Ample and affordable charging is key to making that transition, and we’re looking forward to building on the progress by our agency and our partner agencies to ensure the city has the infrastructure and programs to make electric vehicles the best option for TLC drivers.” 

City Electric Vehicle Fleet 

This month, the city surpassed 4,050 electric vehicles in the citywide fleet managed by DCAS, all replacing fossil-fuel powered models. This milestone surpasses the New York City Clean Fleet Plan goal of adding 4,000 electric vehicles by 2025 — three years ahead of schedule. 

The electric fleet includes a wide range of vehicle types and categories from over 200 Ford Mustang Mach Es (used mostly for law enforcement purposes) to nearly 850 GM Bolts. DCAS has also completed orders for almost 300 Ford E Transit cargo vans and submitted its first order for an all-electric Ford pickup truck. These units are expected to arrive this winter and will be the largest medium-duty purchase of electric vehicles for the fleet. DCAS expects to own and operate over 4,500 EVs as soon as June 2023. 

DCAS has also ordered seven electric garbage trucks for the New York City Department of Sanitation (DSNY); marking the city’s effort to transition these iconic trucks to an all-electric model. The agency plans to order seven all-electric sweepers and 30 plug-in hybrid electric sweepers for DSNY. The agency also plans to order all-electric buses for the New York City Department of Corrections, along with box trucks and pickup trucks, to carry out other critical services citywide. 

In addition to increasing the electric vehicle fleet, DCAS also operates the largest electric vehicle charging network in New York State, with nearly 1,300 charging ports available to fleet units. DCAS will deploy another 600 charging ports in the next 18 months. 

Electric Vehicle Charging Infrastructure 

DOT is advancing two major electric-vehicle charging initiatives that will speed the transition to electric vehicles among privately-owned vehicles across the city. First, the agency issued a contract for the installation of fast charging stations at the White Plains Road Municipal Parking Field in the Bronx and the Bensonhurst #1 Municipal Parking Field in Brooklyn. Each site will be equipped for four direct-current (DC) fast chargers, which will allow drivers to quickly charge their electric vehicles. 

Additionally, DOT is kicking off an effort with the New York Power Authority to procure over 150 Level 2 electric-vehicle chargers that will be installed across 12 municipal parking fields in the Bronx, Brooklyn, Queens, and Staten Island. 

These efforts represent progress towards the goals of DOT’s charging plan: “Electrifying New York,” including growing the city-operated fast charging network to over 80 plugs and equipping 20 percent of all spaces in municipal public parking lots and garages with Level 2 chargers by 2025. These projects also build on the city’s existing PlugNYC electric vehicle charging network, which provides affordable and convenient charging for New Yorkers at 100 curbside Level 2 chargers and fast charging stations at the Delancey-Essex and Court Square Municipal Parking Garages. 

Electric Vehicle Charging Discounts 

In an effort to support electric vehicle adoption, DOT is working in partnership with the TLC to offer discounted electric vehicle charging to TLC-licensed drivers at DOT’s fast charging hubs in different boroughs. DOT currently has two fast charging hubs, at the Court Square Municipal Garage in Queens and the Delancey-Essex Municipal Garage in Manhattan. 

Starting September 30, 2022, TLC-licensed drivers will be able sign to up for a 15-percent discount on charging at both locations via the TLC website. TLC-licensed drivers will have access to fast and affordable charging in convenient locations, with additional charging stations opening soon. 

“Thirty percent of greenhouse gas emissions in New York City come from the transportation sector. It comes in second only to buildings,” said New York City Chief Climate Officer and New York City Department of Environmental Protection Commissioner Rohit T. Aggarwala. “Reducing emissions from the transportation sector requires both shifting more trips to sustainable modes, like public transportation, walking, and cycling, and transitioning automobile trips to electric vehicles. I applaud our colleagues at DCAS, DOT, and TLC for implementing these bold steps to fight climate change by pursuing the transition to electric vehicles.”  
  
“Electrifying transportation, and doing so equitably, is crucial to meeting our climate goals,” said New York City Mayor’s Office of Climate and Environmental Justice Executive Director Kizzy Charles-Guzman. “This investment in electric vehicles and charging infrastructure is critical to ensure that New Yorkers have access to more sustainable and reliable transportation options, which will improve air quality and health, especially in communities most impacted by pollution from traffic.” 

“It’s amazing to see New York City leading in such a big way when it comes to decreasing our carbon emissions by growing our city’s electric vehicle fleet at an accelerated rate,” said New York City Department of Parks and Recreation Commissioner Sue Donoghue. “We are proud to support with nearly 80 percent of our fleet being comprised of alternative fuel units, showcasing the largest electric vehicle fleet and charging station network in the city.” 

“Zero-emission and electric vehicles are the future of transport,” said DCAS Deputy Commissioner for Fleet Management Keith Kerman. “City agencies are leading the way, showing that electric vehicles are ready to support critical and demanding city services. DCAS is completing our largest rollout of electric light duty replacement vehicles ever, taking the fleet to more than 4,000 electric vehicles and accelerating efforts to electrify medium and heavy-duty units. You’ll soon see DCAS powered electric vehicles in every neighborhood of the city.”

“The expanding influx of electric vehicles into the NYPD fleet will continue the department’s commitment to maintaining the greenest police fleet in the world as rated by the National Association of Fleet Administrators,” said New York City Police Department (NYPD) Deputy Commissioner for Support Services Robert S. Martinez. “At the same time, our NYPD pilot program is ongoing to continue determining how electric vehicles can best be used to advance the NYPD’s public safety mission.” 

### 

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New England residents to see 64% increase in electric bills this winter - Washington Examiner

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Massachusetts residents can expect to see 64% increases in electricity prices as the local power company announced rates set to begin on Nov. 1.

National Grid, which provides electricity and gas to Massachusetts, announced Wednesday that the average consumer using 600 kWh of electricity would pay $293 this winter, compared to $179 last winter.


Helen Burt, chief customer officer for National Grid, said the higher prices were due to a "sustained high market price environment" that was beyond the company's control.

"National Grid buys electricity on behalf of its customers from the wholesale power market through a regulatory approved process established 20 years ago. That process has served customers well over the years and provides flexibility for unforeseen events, like limited supplier response to solicitations. But things have fundamentally changed,” Burt said. “Today, under a sustained, high market price environment, it is challenging to maintain affordable prices."

MANCHIN UNVEILS PERMITTING REFORM BILL WITH FOSSIL FUEL PROVISIONS OPPOSED BY LEFT

The utility company also announced it was increasing its winter rates for gas, pending approval from the state's Department of Public Utilities. The proposal would mean customers of Boston Gas using the average 115 therms per month would pay 22% more than last winter and customers of Colonial Gas using the average 107 therms per month would pay 24% more than last winter.

The higher prices are a direct result of rising energy prices worldwide, as National Grid says it charges consumers commensurate with rates for the utilities from the market.

CLICK HERE TO READ MORE FROM THE WASHINGTON EXAMINER

Energy prices have remained high due to various factors, including the war in Ukraine. The most evident result of higher energy prices has been the high gas prices, which have gone down from their peak in June in most states .

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Thursday, September 22, 2022

An Electric Car Journey in the Wilds of Quebec - The New York Times

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A network of fast charging stations in the Canadian province could serve as a template for how to make road trips easier for drivers of electric cars.

Congress has allocated billions of dollars to build a network of electric vehicle charging stations along major U.S. highways. Quebec already has one, reaching deep into the province. The system offers a glimpse of how essential access to charging will be to the success of electric cars.

I decided recently to try Quebec’s network on my way to visit a lithium mine in La Corne, a small town about 350 miles northwest of Montreal, for an article about battery raw materials.

Getting to La Corne in my Ford Mustang Mach-E seemed like a stretch. But then I learned of the Electric Circuit, a chain of charging stations built by Hydro-Québec, the province’s public utility.

There are fast chargers at regular intervals along the highway leading to Val d’Or, the city where I stayed. Electric Circuit has 3,700 chargers in Quebec, including 700 high-voltage units that can recharge a car in less than an hour. That’s almost twice as many fast chargers as New York State has, even though Quebec has fewer than half as many people. (Quebec does have more than 10 times the land mass of New York.) Hydro-Québec plans to have 2,500 fast chargers by 2030.

“Our goal was to make sure that all of Quebec was accessible,” Jonathan Côté, spokesman for the utility, told me.

The network, fed almost entirely by hydroelectric plants, looked good on paper, but seven months of electric vehicle ownership had taught me that many public chargers don’t work. I hoped that the Electric Circuit would be different.

The network is not yet everywhere. There is a gap of about 150 miles along Route 117, the highway I would take to Val d’Or. The electrical grid in the area, site of a large game preserve, is too spotty to reliably support a high-performance fast charger.

My Mustang, the all-wheel-drive base model, has a range of about 210 miles, but that’s under ideal conditions with a full charge. Normally I charge to 80 percent to preserve battery life — something most automakers and battery experts recommend — which gives me a usable range of around 170 miles. Not a huge margin for error.

Some people who have taken long trips in electric vehicles have been disappointed to discover that doing so requires more planning and involves a lot more uncertainty. No question: Current batteries are not as convenient as a gas tank.

You can view that as an adventure, or a pain. Most of the time I charge at home, which means I don’t spend time at gas stations and save a lot of money. My utility charges the equivalent of about $1 a gallon. The extra time I spend charging on rare road trips seems like a good trade.

Still, I was nervous. At 840 miles, the round trip would be my longest trip in the electric Mustang. It didn’t make me feel any better when I was warned to keep an eye out for moose crossing the highway. Moose mating season was beginning in that part of Quebec, along with bow hunting season. I imagined getting stranded in woods teeming with sex-crazed moose being pursued by people with bows and arrows.

Brendan George Ko for The New York Times

To prepare, I packed the Mustang with a sleeping bag, a tent, and crackers and cheese if I needed to wait for a rescue party. To pay for charges, I downloaded the Electric Circuit app, and tried to order a smart card that allows charging where there is no cellphone coverage. But the Electric Circuit website wouldn’t allow me to enter a U.S. address. (Mr. Côté, the Hydro-Québec spokesman, said the utility would look into making the card available south of the border.)

About two hours into the trip, I stopped to charge at a rest area north of Montreal that had a shiny bank of blue-and-white Electric Circuit fast chargers. I had to fiddle with the app a little to get the charger to work — almost all charging stations function a little differently, which can be a headache. But soon it was pumping kilowatts into my battery at a satisfying rate.

The secret to electric vehicle road trips is to schedule charging stops to coincide with meals or other worthwhile uses of time. I checked email, dialed into a work conference call and ordered a chicken salad from a restaurant nearby. Before I had finished, the app signaled that the Mustang’s battery had reached an 80 percent charge.

North of the ski resort area of Mont-Tremblant the highway tapered to two lanes and signs of civilization dwindled. The drive was pleasant; I passed dozens of lakes and rivers. Trucks laden with freshly cut logs barreled down from the north.

The next charging stop, several hours later, was at a gas station and convenience store selling hunting knives, auto parts and beef jerky. The Electric Circuit chargers looked a little out of place.

A man heading south in a Tesla pulled up, and we chatted about our vehicles. He was topping up en route to a Tesla supercharger about 90 miles farther south. (Tesla’s network is concentrated in southern Quebec, where most people live.) A family of four arrived in an electric Hyundai.

Quebec has 150,000 electric vehicles on the road, compared with 113,000 in New York State, an indication of how ubiquitous charging can encourage ownership.

Then came a big gap in the charging network on the road to Val d’Or. I made it to the hotel with about 25 miles to spare, but the charger in the parking lot, not operated by Hydro-Québec, was broken. Luckily, there was an Electric Circuit fast charger next to the city hall a few miles away. In the gathering darkness, men were drinking beer at nearby picnic tables.

Chargers are plentiful in Val d’Or and the surrounding area, and there are a surprising number of electric vehicle owners. There is a free charger in the parking lot at city hall in the town of Amos, where I interviewed the mayor, Sébastien D’Astous, who drives a Nissan Leaf.

Sébastien Lemire, who represents the region in Parliament, owns a Chevrolet Bolt. Driving to Ottawa for legislative sessions is a challenge, he said, especially during bitter winters, when batteries can store much less energy. To maximize range, Mr. Lemire said, he turns off the heat and bundles up in thick mittens, a hat and boots.

There was an Electric Circuit charger across from the cafe where I met Mr. Lemire, but when I tried to plug in I got an unpleasant surprise. The charger was working, but I had used up all the roaming data in my cellphone plan. Without an internet connection, the Electric Circuit app wouldn’t work, and I wouldn’t be able to drive home.

I had enough juice to get back to the hotel in Val d’Or, where I was able to quickly upgrade my cellphone plan. I also discovered a battered but functional charger behind the hotel, where I fueled up for the return trip.

Again, I had to traverse the charging station desert, this time through frequent, heavy downpours. According to the Mustang’s display, I would be able to get to the next Electric Circuit station with 25 miles to spare. But that’s a fluid estimate. I watched as the car’s software recalculated while rain battered the windshield and the margin for error dwindled: 24 miles, then 23, 22 and so on.

I turned off the heat, which I didn’t really need, and the margin stabilized and even began to tick up. I made it with 30 miles to spare. Then, another scare. In the time it took me to walk from the chargers to the convenience store, the sky opened up and bolts of lightning flashed. The chargers went dark.

Fortunately, the blackout was short-lived. I made it home safely, having driven more than 1,000 miles and spent 63.79 Canadian dollars, or about $48, on charging, about a third of what gasoline would have cost me. I did not see any moose and am not planning to take up bow hunting, but if I were so inclined I know now that I could reach the stalking grounds emission free.

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Wednesday, September 21, 2022

Your electric bill may go up by more than 60 percent this winter. Here’s why. - The Boston Globe

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National Grid customers could be in for sticker shock this winter when they open their electric bills and find that costs have gone up by more than 60 percent from last year.

The utility filed its new electric rates for Massachusetts with the state Department of Public Utilities on Wednesday, and the outlook is not pretty: The monthly bill of the typical residential electric customer will rise from $179 last winter to $293 this winter, for a six-month stretch that begins on Nov. 1 — a 64 percent increase from the same time a year ago.

The reason? High natural gas prices.

Natural gas-fired power plants still provide at least half of New England’s electricity, despite efforts to shift the region toward renewable sources. Costs for obtaining gas have skyrocketed this year following Russia’s invasion of Ukraine and the subsequent natural gas shortage in Europe. As a regulated utility, National Grid passes through the cost of its electricity supplies from power plant owners to its customers with no markup. This winter, the cost of procuring the electricity will make up about two thirds of National Grid’s electric bills.

Helen Burt, National Grid’s chief customer officer, said National Grid procured its electricity supplies for the upcoming winter season in two tranches: one set of purchases took place in the spring, just as wholesale prices were starting to rise as a result of the Ukraine conflict; the other purchase happened earlier this month.

To help customers deal with the skyrocketing costs, National Grid has launched what it calls a “winter customer savings initiative.” Essentially, it’s an effort by the utility to highlight some of the options consumers have to mitigate the costs. They include programs for energy savings, flexible payments to spread out the expense, and discounted rates for customers with low incomes.

National Grid also filed with the state DPU last week for new natural gas heating rates last week; the British utility has nearly 960,000 natural gas accounts in Massachusetts. Typical residential customers should expect a 22 to 24 percent increase from last winter’s bills, or an additional $50 a month. The increase for heating costs is mitigated because National Grid uses a hedging strategy to buy natural gas over time, and a significant amount of the gas was procured before the Ukraine conflict began.

She said about half of National Grid’s 1.3 million electric customers in the state, roughly 665,000 customer accounts, still get basic service, meaning they rely on National Grid to procure the electricity supplies as opposed to shopping for a competitive supplier. Many households were switched in recent years amidst a trend of municipal aggregation, in which cities and towns make large purchases of electric supplies on behalf of residents, usually with a goal of increasing the amount of renewable electricity that they use.

National Grid and Eversource are by far the dominant providers of electricity and natural gas service in Massachusetts. It’s not yet clear what Eversource’s new electric rates will be for its January-June season in Massachusetts, though Eversource recently reported a huge rate increase for its electric customers in New Hampshire that took effect in August, reflecting the sharp run-up in natural gas prices this year.


Jon Chesto can be reached at jon.chesto@globe.com. Follow him on Twitter @jonchesto.

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Tuesday, September 20, 2022

How a Quebec Lithium Mine May Help Make Electric Cars Affordable - The New York Times

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About 350 miles northwest of Montreal, amid a vast pine forest, is a deep mining pit with walls of mottled rock. The pit has changed hands repeatedly and been mired in bankruptcy, but now it could help determine the future of electric vehicles.

The mine contains lithium, an indispensable ingredient in electric car batteries that is in short supply. If it opens on schedule early next year, it will be the second North American source of that metal, offering hope that badly needed raw materials can be extracted and refined close to Canadian, U.S. and Mexican auto factories, in line with Biden administration policies that aim to break China’s dominance of the battery supply chain.

Having more mines will also help contain the price of lithium, which has soared fivefold since mid-2021, pushing the cost of electric vehicles so high that they are out of reach for many drivers. The average new electric car in the United States costs about $66,000, just a few thousand dollars short of the median household income last year.

But the mine outside La Corne, operated by Sayona Mining, an Australian company, also illustrates the many hurdles that must be overcome to produce and process the materials needed to wean automobiles from fossil fuels. The mine has had several owners, and some of them filed for bankruptcy. As a result, some analysts and investors warn that many mines being developed now may never be viable.

Dozens of lithium mines are in various stages of development in Canada and the United States. Canada has made it a mission to become a major source of raw materials and components for electric vehicles. But most of these projects are years away from production. Even if they are able to raise the billions of dollars needed to get going, there is no guarantee they will yield enough lithium to meet the continent’s needs.

Amid a vast pine forest in Quebec sits a deep mining pit with walls of mottled rock. The rock contains lithium, an indispensable ingredient in electric car batteries that is in short supply.

Elon Musk, Tesla’s chief executive, said in July that being a lithium supplier was a “license to print money.” But it is also a risky, volatile business. Ore buried deep in the earth may have insufficient concentrations of lithium to be profitable. Opposition from environmental groups or nearby residents can delay or kill projects.

Mines tend to be in remote locations. By industry standards, Sayona’s mine, which is at the end of a 12-mile gravel road, is just around the corner. Many other projects are far more inaccessible.

After the price of lithium fell by half from 2017 to 2020, the mine’s previous owner, the Chinese battery maker CATL, shut down operations and sought protection from creditors for the subsidiary that owned the property. Sayona, working with Piedmont Lithium, a lithium mining and processing company based in Belmont, N.C., bought the operation last year.

Sayona site sits at the end of a 12-mile gravel road about 350 miles northwest of Montreal.

Some investors believe the hype around lithium is overblown and have been betting against mining companies. They believe that some of the companies lack the expertise to blast ore, haul it out of the earth and separate the lithium from the surrounding rock. Lithium projects often suffer delays and cost overruns.

The risk is reflected in the gyrations of Sayona shares traded on the Australian Securities Exchange in Sydney. They peaked at 36 Australian dollars ($24) in April, plunged to 13 dollars in June and have recently traded at around 28 dollars.

“Those of us in the industry are quite confident that lithium will be in short supply for the next decade,” said Keith Phillips, chief executive of Piedmont Lithium, which owns 25 percent of the Sayona’s Quebec project. He added, “Others are taking a contrarian view.”

For many people in government and the auto industry, the main concern is whether there will be enough lithium to meet soaring demand for electric vehicles.

The Inflation Reduction Act, which President Biden signed in August, has raised the stakes for the auto industry. To qualify for several incentives and subsidies in the law, which go to car buyers and automakers and are worth a total of $10,000 or more per electric vehicle, battery makers must use raw materials from North America or a country with which the United States has a trade agreement.

Lithium is the lightest known metal; its ability to store energy makes it attractive for batteries.

The world will also need more refineries, the plants where raw lithium is processed into a concentrated form of the metal that goes into batteries. Most lithium is processed in China, and Piedmont and other companies plan to build refineries in the United States. But lithium processing requires expertise that is in short supply, said Eric Norris, president of lithium at Albemarle, a mining and processing company in Charlotte, N.C.

Lithium is the lightest known metal, and its ability to store energy makes it attractive for batteries. But lithium deposits come embedded in other metals and minerals. That is why extracting lithium can be incredibly difficult.

The mining industry “has not honed its ability, broadly speaking, to build conversion capacity repeatedly and consistently,” Mr. Norris said, noting that even his company, which has extensive experience, has suffered delays building processing plants.

Albemarle operates the only active lithium mine in the United States, in Silver Peak, Nev., where the metal is extracted from brine, a liquid found beneath the ground. Some Tesla batteries contain lithium from Nevada, but the site’s total annual output is enough for about 80,000 vehicles. Americans bought 370,000 battery-powered cars in the first six months of 2022, according to Kelley Blue Book, and sales are rising fast.

Albemarle also produces lithium in Chile and Australia. The company is working to reopen a lithium mine in Kings Mountain, N.C., and plans to build a refinery in the Southeast.

Even those large projects will not be enough to satisfy demand as California and other states move to ban internal combustion engines. “It’s going to take everything we can do and our competitors can do over the next five years to keep up,” Mr. Norris said.

One of the first things that Sayona had to do when it took over the La Corne mine was pump out water that had filled the pit, exposing terraced walls of dark and pale stone from previous excavations. Lighter rock contains lithium.

After being blasted loose and crushed, the rock is processed in several stages to remove waste material. A short drive from the mine, inside a large building with walls of corrugated blue metal, a laser scanner uses jets of compressed air to separate light-colored lithium ore. The ore is then refined in vats filled with detergent and water, where the lithium floats to the surface and is skimmed away.

The end product looks like fine white sand but it is still only about 6 percent lithium. The rest includes aluminum, silicon and other substances. The material is sent to refineries, most of them in China, to be further purified.

Yves Desrosiers, an engineer and a senior adviser at Sayona, began working at the La Corne mine in 2012. During a tour, he expressed satisfaction at what he said were improvements made by Sayona and Piedmont. Those include better control of dust, and a plan to restore the site once the lithium runs out in a few decades.

“The productivity will be a lot better because we are correcting everything,” Mr. Desrosiers said. In a few years, the company plans to upgrade the facility to produce lithium carbonate, which contains a much higher concentration of lithium than the raw metal extracted from the ground.

The operation will get its electricity from Quebec’s abundant hydropower plants, and will use only recycled water in the separation process, Mr. Desrosiers said. Still, environmental activists are watching the project warily.

Long Point First Nation, an Indigenous group, wants to do its own environmental impact study of lithium mines that it says are on its ancestral territory.

Mining is a pillar of the Quebec economy, and the area around La Corne is populated with people whose livelihoods depend on extraction of iron, nickel, copper, zinc and other metals. There is an active gold mine near the largest city in the area, Val-d’Or, or Valley of Gold.

Mining “is our life,” said Sébastien D’Astous, a metallurgist turned politician who is the mayor of Amos, a small city north of La Corne. “Everybody knows, or has in the near family, people who work in mining or for contractors.”

Most people support the lithium mine, but a significant minority oppose it, Mr. D’Astous said. Opponents fear that another lithium mine being developed by Sayona in nearby La Motte, Quebec, could contaminate an underground river.

Rodrigue Turgeon, a local lawyer and program co-leader for MiningWatch Canada, a watchdog group, has pushed to make sure the Sayona mines undergo rigorous environmental reviews. Long Point First Nation, an Indigenous group that says the mines are on its ancestral territory, wants to conduct its own environmental impact study.

Sébastien Lemire, who represents the region around La Corne in the Canadian Parliament, said he wanted to make sure that the wealth created by lithium mining flowed to the people of Quebec rather than to outside investors.

Mr. Lemire praised activists for being “vigilant” about environmental standards, but he favors the mine and drives an electric car, a Chevrolet Bolt.

“If we don’t do it,” he said at a cafe in La Corne, “we’re missing the opportunity of the electrification of transport.”

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