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Tuesday, April 30, 2024

States rethink data centers as 'electricity hogs' strain the grid • Stateline - Stateline

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State Sen. Norm Needleman championed the 2021 legislation designed to lure major data centers to Connecticut.

The Democratic lawmaker hoped to better compete with nearby states, bring in a growing industry, and provide paychecks for workers tasked with building the sprawling server farms.

But this legislative session, he’s wondering if those tax breaks are appropriate for all data centers, especially those with the potential to disrupt the state’s clean energy supply.

Particularly concerning to him are plans for a mega data center on the site of the state’s only nuclear power plant. The developer is proposing an arrangement that would give it priority access to electricity generated at the plant, which would mean less carbon-free power for other users.

“That affects our climate goals,” he said. “It’s additional demand of renewable energy that we would have to replace.”

Needleman, co-chair of the Senate Energy and Technology Committee, is now reconsidering details of the state incentive program as he works on legislation to study the impact of data centers on the state’s electric grid. Mistakes now, he said, could lead to “a real crisis.”

Compared with other employers that states compete for, such as automotive plants, data centers hire relatively few workers. Still, states have offered massive subsidies to lure data centers — both for their enormous up-front capital investment and the cachet of bringing in big tech names such as Apple and Facebook. But as the cost of these subsidy programs balloons and data centers proliferate coast to coast, lawmakers in several states are rethinking their posture as they consider how to cope with the growing electricity demand.

From the outside, data centers can resemble ordinary warehouses. But inside, the windowless structures can house acres of computer servers used to power everything from social media to banking. The centers suck up massive amounts of energy to keep data moving and water to keep servers from overheating.

Data centers are the backbone of the increasingly digital world, and they consume a growing share of the nation’s electricity, with no signs of slowing down. The global consultancy McKinsey & Company predicts these operations will double their U.S. electric demands from 17 gigawatts in 2022 to 35 gigawatts by 2030 — enough electricity to power more than 26 million average homes.

Some states, including Maryland and Mississippi, continue to pursue incentives to land new data centers. But in other states, the growth of the industry is raising alarms over the reliability and affordability of local electric grids, and fears that utilities will meet the demand by leaning more heavily on fossil fuel generation rather than renewables.

‘Panicked rush to gas’ could hike energy costs, report warns regulators

In South Carolina, lawmakers have started to question whether these massive power users should continue to receive tax breaks and preferential electric rates.

In Virginia, home to the world’s largest concentration of data centers, a legislative study is underway to learn more about how those operations are affecting electric reliability and affordability.

And Georgia lawmakers just passed legislation that would halt the state’s tax incentives for new data centers for two years. Georgia is home to more than 50 data centers, including those supporting AT&T, Google and UPS, according to the state commerce department.

Georgia Republican state Sen. John Albers, a sponsor of the Senate bill, said the significant growth of data centers in his state has helped communities and schools by boosting property tax revenues. But, considering factors such as water and electric use, he said the return on the state’s investment “is not there” and that “initial findings do not support credits from the state level.”

Nationwide, data center subsidies were costing state and local governments about $2 million per job created, according to a 2016 study by Good Jobs First, a nonprofit watchdog group that tracks economic development incentives. That figure has certainly ballooned in recent years, said Kasia Tarczynska, the organization’s senior research analyst, who authored the report.

The Georgia bill now sits on the desk of Republican Gov. Brian Kemp, whose office did not respond to a request for comment.

The Data Center Coalition, a trade group representing tech giants including Amazon, Google and Meta, is urging a veto.

Josh Levi, president of the organization, said data center companies are investing billions in new Georgia data centers, making metro Atlanta one of the nation’s biggest industry hubs.

Levi noted that lawmakers in 2022 extended the state’s tax credit program through 2031.

“The abrupt suspension of an incentive that not only has been on the books, but that was extended two years ago, I think signals tremendous uncertainty, not just for the data center industry, but more broadly,” he said.

Levi said the data center industry has been at the forefront of pushing clean energy. As of last year, data center providers and customers accounted for two-thirds of American wind and solar contracts, according to an S&P Global Market Intelligence report.

“Fundamentally, data is now the lifeblood of our modern economy,” he said. “Everything that we do in our personal and professional lives really points back to data generation, processing and storage.”

‘Electricity hogs’

In fast-growing South Carolina, lawmakers have pointed to data centers as a major factor in rising electricity demand.

As part of a broader energy bill, the legislature considered a measure that would prevent data centers from receiving discounted power rates.

Tech breakthrough could boost states’ use of geothermal power

Republican state Rep. Jay West said inducements such as reduced power rates are appropriate for major, transformational endeavors. He pointed to the BMW factory in Spartanburg, which employs 11,000 people, draws in major suppliers and pumps millions into the state economy.

While data centers boost local property taxes receipts, they don’t do much for the state, he said, and shouldn’t receive preferential rates. And they are being built faster than new energy generation can be added.

“I do not speak for my caucus or the [legislative] body in saying this,” he said, “but I don’t think South Carolina can handle more data centers.”

The House provision on data center utility rates was quickly struck in a Senate committee, the South Carolina Daily Gazette reported.

Lynn Teague, vice president of the League of Women Voters of South Carolina, said that change was made with no public discussion.

Teague, who lobbies the legislature, said South Carolinians, including more than 700,000 people living in poverty, shouldn’t have to pick up the tab for tax or utility breaks for major data center firms.

“We have companies like Google with over $300 billion in revenues a year wanting these folks to subsidize their profit margin at the same time that they’re putting intense pressure on not just our energy, but our water,” she said.

Lawmakers saw data centers as a possible successor to South Carolina’s declining textile industry when they approved the data center incentives in 2012, The State reported at the time. One Republican bill sponsor, then-state Rep. Phyllis Henderson, also cited North Carolina’s success with data center incentives, saying South Carolina was “just losing projects right and left to them.”

But on the Senate floor earlier this month, Senate Majority Leader Shane Massey, a Republican, described data centers as “electricity hogs that aren’t really providing a whole lot of jobs.”

‘Rippling effects’

Virginia has been a hub for data centers for decades, touting its proximity to the nation’s capital, inexpensive energy, a robust fiber network and low risk of natural disasters. Now, Virginia lawmakers are increasingly scrutinizing the industry.

That’s in part because data centers have moved into traditionally residential areas, said Republican state Del. Ian Lovejoy, who represents a Northern Virginia district.

There’s no way to power the data center inventory that’s being proposed and is likely to be built without substantial increases to the power infrastructure and power generation.

– Virginia Republican state Del. Ian Lovejoy

He sponsored two pieces of legislation this year affecting data center land use issues. One would have prevented data centers from building too close to parks, schools or neighborhoods; another would have altered land use disclosure rules for developers.

“There’s no way to power the data center inventory that’s being proposed and is likely to be built without substantial increases to the power infrastructure and power generation,” he said. “And that’s going to have rippling effects far away from where the data centers are being sited.”

Aaron Ruby, spokesperson for Dominion Energy in Virginia, the state’s predominant electric provider, said data centers, like other classes of customers, pay for the costs of their electric generation and transmission.

He said the company forecasts consumers’ monthly bills to grow by less than 3% annually over the next 15 years. That increase, he said, is due to the company’s significant investment in renewable energy projects. While Dominion is “all in” on renewables, Ruby said it doesn’t foresee being able to meet increasing demand with only renewables.

“That’s just not physically possible,” he said.

States Debate Whether to Restrict — Or Invite — Crypto Mining

Dominion has pointed to data center growth as a key driver of its increasing electricity demand. In one state filing, the company said Virginia’s data centers had a peak load of almost 2.8 gigawatts in 2022.That was 1.5 times the capacity of the company’s North Anna nuclear plant, which powers about 450,000 homes.

“It is heart-stopping — just the scale at which these things are growing and the power they’re sucking up,” said Kendl Kobbervig, the advocacy and communications director at Clean Virginia, a well-funded advocacy group pushing for renewable energy, campaign finance reform and greater oversight of utilities.

She said the state must address how data centers could undercut its clean energy goals and how the industry is affecting the utility bills of everyday households and small businesses.

Over the past two years, Clean Virginia has tracked more than 40 proposed bills related to data centers.

Most of those efforts stalled this session as some lawmakers elected to wait on the results of a study announced in December by the state’s Joint Legislative Audit and Review Commission.

The lack of action frustrated many lawmakers and residents.

“I don’t know exactly what the study is going to say that we don’t already know,” said Democratic state Sen. Suhas Subramanyam, who sponsored a bill that would have required data centers to meet certain energy efficiency and clean energy standards to be eligible for the state’s lucrative sales tax exemptions.

“I think we already know that data centers take up a lot of power and present a lot of challenges to our grid.”

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Here’s how to find the cheapest electric cars in America - The Washington Post

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I purchased my last car, a used 2010 Honda Fit with 60,000 miles on it, for a few thousand dollars. After years of ferrying my family on California road trips, my purple workhorse, “Blackberry,” was still humming more than a decade after leaving the factory.

Does such a deal exist for the all-electric crowd?

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New WA rebate program could get you an electric car with payments cheaper than phone bills - Tri-City Herald

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Electric vehicle charging port.
Electric vehicle charging port. Getty Images

Want a new electric car for less than the price of your monthly cell phone bill? A new Washington program could make that a reality.

Last week, the state announced an instant rebate program for low-income individuals and households looking to lease an electric vehicle. The $45 million program, which opens in August, is the first of its kind in any U.S. state, according to the Washington State Department of Commerce.

“Washington state is already a leader in EV adoption, but many more people interested in ditching the gas pump may think they can’t afford to do it,” Governor Jay Inslee said in the announcement. “With these new rebates, we’re significantly lowering the entry point, opening the door to EVs for people of modest incomes as we continue paving the way to a clean transportation future for all.”

The rebates range from up to $5,000 on two-year leases to $9,000 on leases that last three or more years. Used EVs qualify for the program too, but the rebates are capped at $2,500.

How can you qualify?

People with incomes at or below 300% of the federal poverty line are eligible for the program. That’s $45,180 for an individual and $93,600 for a family of four.

The program reimburses car dealerships for the amount of your rebate, so you don’t have to apply through the state. Instead, you just have to go to the dealership and ask about the program. If the dealer can determine that you meet the income criteria, and if your credit score is high enough to secure a lease, you’ll get your rebate up front when you sign the lease.

All fully-electric cars with a retail price under $90,000 qualify. The Department of Commerce estimates 6,500 to 8,000 rebates will be given out between the program’s start and June 2025, when the funding expires.

How much does an EV cost with a rebate?

While EV prices vary greatly depending on the model, plenty of EVs will be available for under $150 a month under the new program, according to the Department of Commerce. Based on April 2024 prices, the Department of Commerce estimated that a Toyota bZ4X would cost $56 a month with the maximum rebate. A Hyundai Konda would be $78 a month, while a Nissan Leaf and Hyundai Ioniq 6 would both cost around $90 a month. Those prices are based off of the current advertised rate of each model, and aren’t guaranteed.

Commerce estimates that rebates will lower the monthly cost of six popular models to beneath $150 a month once the program launches in August.
Commerce estimates that rebates will lower the monthly cost of six popular models to beneath $150 a month once the program launches in August. Courtesy: Washington State Department of Commerce

EV accessibility in WA

The program is just the latest effort to increase electric vehicle accessibility across the state through the Washington Interagency Electric Vehicle Coordinating Council. The council was created through legislation in 2022 and is co-chaired by the state’s Commerce and Transportation departments.

“Transportation is the biggest contributor to greenhouse gas emissions and harmful air pollution,” stated Department of Commerce Director Mike Fong said in a press release. “It is important that people who live in our most-impacted communities, which tend to be urban and lower income, have access to cleaner transportation options, including the choice of EV ownership.”

In February 2024, the council announced more than $85 million in grants would fund close to 5,000 new charging stations in communities throughout Washington, with a focus on underserved areas.

This brought more options to all of Washington, to areas with few existing chargers and in areas with high pollution levels. There was also emphasis on publicly accessible locations, options on multifamily housing properties and stations in tribal communities.

The council released a Transportation Electrification Strategy earlier this year as well, a product of statewide surveys and collaboration with industry and contracting partners. The strategy is focused on reducing greenhouse gas emissions in Washington through the transportation sector, the state’s largest contributor.

So far, the state Department of Commerce has invested $100 million in electric vehicle infrastructure using funding from the Climate Commitment Act, according to a press release from the department.

At this point, one in five vehicles sold in the Evergreen State is electric. The council’s goal is for all passenger and light duty vehicles sold in the state to be electric by model year 2035.

This story was originally published April 29, 2024, 12:35 PM.

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New WA rebate program could get you an electric car with payments cheaper than phone bills - Tri-City Herald

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Electric vehicle charging port.
Electric vehicle charging port. Getty Images

Want a new electric car for less than the price of your monthly cell phone bill? A new Washington program could make that a reality.

Last week, the state announced an instant rebate program for low-income individuals and households looking to lease an electric vehicle. The $45 million program, which opens in August, is the first of its kind in any U.S. state, according to the Washington State Department of Commerce.

“Washington state is already a leader in EV adoption, but many more people interested in ditching the gas pump may think they can’t afford to do it,” Governor Jay Inslee said in the announcement. “With these new rebates, we’re significantly lowering the entry point, opening the door to EVs for people of modest incomes as we continue paving the way to a clean transportation future for all.”

The rebates range from up to $5,000 on two-year leases to $9,000 on leases that last three or more years. Used EVs qualify for the program too, but the rebates are capped at $2,500.

How can you qualify?

People with incomes at or below 300% of the federal poverty line are eligible for the program. That’s $45,180 for an individual and $93,600 for a family of four.

The program reimburses car dealerships for the amount of your rebate, so you don’t have to apply through the state. Instead, you just have to go to the dealership and ask about the program. If the dealer can determine that you meet the income criteria, and if your credit score is high enough to secure a lease, you’ll get your rebate up front when you sign the lease.

All fully-electric cars with a retail price under $90,000 qualify. The Department of Commerce estimates 6,500 to 8,000 rebates will be given out between the program’s start and June 2025, when the funding expires.

How much does an EV cost with a rebate?

While EV prices vary greatly depending on the model, plenty of EVs will be available for under $150 a month under the new program, according to the Department of Commerce. Based on April 2024 prices, the Department of Commerce estimated that a Toyota bZ4X would cost $56 a month with the maximum rebate. A Hyundai Konda would be $78 a month, while a Nissan Leaf and Hyundai Ioniq 6 would both cost around $90 a month. Those prices are based off of the current advertised rate of each model, and aren’t guaranteed.

Commerce estimates that rebates will lower the monthly cost of six popular models to beneath $150 a month once the program launches in August.
Commerce estimates that rebates will lower the monthly cost of six popular models to beneath $150 a month once the program launches in August. Courtesy: Washington State Department of Commerce

EV accessibility in WA

The program is just the latest effort to increase electric vehicle accessibility across the state through the Washington Interagency Electric Vehicle Coordinating Council. The council was created through legislation in 2022 and is co-chaired by the state’s Commerce and Transportation departments.

“Transportation is the biggest contributor to greenhouse gas emissions and harmful air pollution,” stated Department of Commerce Director Mike Fong said in a press release. “It is important that people who live in our most-impacted communities, which tend to be urban and lower income, have access to cleaner transportation options, including the choice of EV ownership.”

In February 2024, the council announced more than $85 million in grants would fund close to 5,000 new charging stations in communities throughout Washington, with a focus on underserved areas.

This brought more options to all of Washington, to areas with few existing chargers and in areas with high pollution levels. There was also emphasis on publicly accessible locations, options on multifamily housing properties and stations in tribal communities.

The council released a Transportation Electrification Strategy earlier this year as well, a product of statewide surveys and collaboration with industry and contracting partners. The strategy is focused on reducing greenhouse gas emissions in Washington through the transportation sector, the state’s largest contributor.

So far, the state Department of Commerce has invested $100 million in electric vehicle infrastructure using funding from the Climate Commitment Act, according to a press release from the department.

At this point, one in five vehicles sold in the Evergreen State is electric. The council’s goal is for all passenger and light duty vehicles sold in the state to be electric by model year 2035.

This story was originally published April 29, 2024, 12:35 PM.

Related stories from Tri-City Herald

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Michigan's Consumers Energy to install iron electric poles this year - Detroit Free Press

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Jackson-based Consumers Energy announced Monday it plans to install more than 1,000 iron electric poles in parts of Michigan this year. Company officials say the iron poles are stronger and more resilient to adverse weather than traditional wooden poles and will help deliver more consistent electric service for customers.

In a news release, the company said it has spent $3.5 million on 1,200 iron poles, with plans to install the first poles in the Kalamazoo, Greenville and Tawas areas. Mass power outages in Michigan in recent years have sparked customers to call on Consumers, along with Detroit-based DTE Energy, to take steps to strengthen their electric grids to ensure more reliable service.

In this provided photo, storm damage is shown to electric poles. Jackson-based Consumers Energy announced Monday, April 29, 2024, it aims to install more than 1,000 iron electric poles in parts of Michigan this year.

“Installing these initial iron poles is another meaningful step toward modernizing the grid and improving reliability for our customers," Chris Laird, Consumers Energy’s vice president of electric operations, said in a statement. “When the weather is good, you’ll see our crews busy at work this year installing poles safely and quickly to make sure we’re ready for storms.” 

The company states the first poles will be installed in areas accessible to bucket trucks — trucks equipped with hydraulic lifts and a "bucket" for workers to stand in at the end of the lift.

Officials say the iron poles are expected to last "upwards of 80 years," and have double the lifespan of their wooden counterparts, partly due to being able to resist fire, withstand harsher weather and generally not being subject to the same decay that wood is.

Consumers provides electric service to 1.8 million customers in Michigan's Lower Peninsula. In March, state regulators signed off on Consumers raising its electric rates by $92 million, a $1.53 increase to the average monthly bill for a typical residential customer.

Along with implementing new iron electric poles, Consumers this year is spending $3.7 million to bury power lines, a process known as undergrounding, in six Michigan counties. By burying power lines, the company hopes to shield them from inclement weather, falling tree branches and other hazards that could result in lost power for customers.

Both the iron poles and the undergrounding pilots are part of a five-year "Reliability Roadmap" unveiled by Consumers last year, as it says it's working to deliver more reliable electric service.

Contact Arpan Lobo: alobo@freepress.com. Follow him on X (Twitter) @arpanlobo.

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Monday, April 29, 2024

China Is Doubling Down on Electric Vehicle Subsidies - Reason

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When it comes to spending government money in the private sphere, China is second to none. Now, the country is doubling down on subsidies for the production of electric vehicles (E.V.s). The U.S. should make sure not to follow suit.

As Yoko Kubota and Clarence Leong wrote in The Wall Street Journal this week, China is "encouraging unprofitable carmakers to keep producing as officials try to boost economic growth, preserve jobs and expand China's role in the global electric-vehicle business." The authors detail Zhido, a shuttered Chinese E.V. manufacturer that has reentered the market. "State-backed funds and dozens of other investors pumped fresh capital into the company late last year—despite widespread signs that China has too many carmakers to serve its needs."

In fact, "China spent roughly $173 billion in subsidies to support the new energy-vehicle sector, which encompasses electric and plug-in hybrid vehicles, between 2009 and 2022," write Kubota and Leong. By 2019, there were 500 E.V. manufacturers in China. But that same year, the government started paring back those incentives, and by 2023, the number of automakers had shrunk by 80 percent.

Now, though, the country is ready to throw good money after bad: "Chinese leader Xi Jinping has called on local leaders to promote 'new productive forces'—a buzzword in Chinese policy circles for the need to promote high-value manufacturing industries." Local leaders responded by pumping money into struggling companies—in one case, giving the equivalent of $27.5 million to a company that had sold fewer than 2,000 cars in the first quarter of 2024.

"China currently has the capacity to produce some 40 million vehicles a year, though it sells only around 22 million cars domestically," the Journal authors warn. As a result, the country's largesse "is adding cars to a global market that risks becoming more oversupplied."

Of course, E.V.s are not inherently a bad idea—especially in China, whose cities have a history of such severe pollution that it lowers the nation's life expectancy. A 2023 report found that air pollution in the country had fallen 42 percent between 2013 and 2021, adding two years to the average Chinese person's life—before a separate study the same year found that since 2021, the problem was getting worse again.

But as with anything, the advent of clean-energy technology should be driven by market forces. The Chinese government spent more than a decade subsidizing the production of electric vehicles, no matter whether consumers wanted to buy them. When the spigot of free money finally shut off, and manufacturers had to stand on their own, the country saw the rise of "E.V. graveyards," in which entire fields were covered in unsold or abandoned vehicles.

America would do well to heed China's example as a cautionary tale about industrial policy. China averaged 9.8 percent annual economic growth for 35 years starting in 1978; in 2013, officials pledged to keep growth at 7.5 percent—a two-decade low for the country, even if it would have been an enviable figure for any other nation.

But much of that expansion was driven by government spending, not market forces: For much of the 21st century, China embarked upon a construction binge, building residential and commercial developments as fast as possible with no regard for whether there were any tenants to fill them.

The result was China's "ghost cities," full of high-rise apartments and shopping centers in which nobody lived. Worried about rising debt, the Chinese government finally started drawing back its building spree in 2020. Since then, the country's real estate market has cratered, and its debt load has only deepened.

China's example provides further proof of why it's important to let consumers, not central planners, steer the marketplace. "China has a long history of auto overcapacity, with more than 100 domestic brands churning out more vehicles than the country's drivers buy each year," the Journal noted.

And yet, even though China's citizens largely aren't buying the cars that its companies are building, they're still paying for it indirectly through their tax money. And the automakers have no incentive to stop, so long as the money from the government keeps flowing.

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AI Data Centers Drive Electricity Demand: Goldman Sachs Picks 16 Stocks To Play The Trend - Yahoo Finance

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AI Data Centers Drive Electricity Demand: Goldman Sachs Picks 16 Stocks To Play The Trend
AI Data Centers Drive Electricity Demand: Goldman Sachs Picks 16 Stocks To Play The Trend

Escalating electricity needs from running AI data centers will create downstream investment benefits in the utilities, renewable energy generation, and industrial sectors, according to Goldman Sachs.

In a recently published study, equity analyst Carly Davenport has listed a basket of stocks positioned to benefit from the potential massive surge in U.S. power demand.

The investment bank forecasts that data center power demand will grow at 15% compound annual growth rate from 2023-2030. This growth trajectory is expected to elevate data centers’ share of total US power demand to 8% by 2030, up from the current level of approximately 3%.

The “U.S. power demand (is) likely to experience growth not seen in a generation. Not since the start of the century has US electricity demand grown 2.4% over an eight-year period, with US annual power generation over the last 20 years averaging less than 0.5% growth,” Goldman Sachs highlights.

Analysts estimate that about 47 GW of additional power generation capacity will be necessary to accommodate the growth in U.S. data center power demand by 2030. This demand is anticipated to be met by approximately 60% gas and 40% renewable sources.

The projection suggests that this trend will drive approximately $50 billion in capital investment in U.S. power generation capacity by 2030.

Goldman Sachs has pinpointed 16 stocks rated as “buy” across various sectors, including Utility, Clean Technology, Midstream, Energy Services, Industrials, and Industrial Tech.

The highlighted stocks are as follows:

Power Demand Growth Beneficiaries

  • Vertiv Holdings Plc (NASDAQ:VRT): Solid market presence in thermal cooling and power management offerings.

  • NextEra Energy Inc. (NYSE:NEE): Renewable sector strategically positioned for AI data loads and available interconnection queues.

  • Cameco Corporation (NYSE:CCJ): Provider of clean energy storage solutions for data centers’ backup power needs.

  • EQT Corporation (NYSE:EQT): Beneficiary of rising nuclear power capacity as a uranium producer and nuclear fuel supplier.

  • Fluence Energy Inc. (NASDAQ:FLNC): Natural gas producer poised to capitalize on heightened demand resulting from electric load expansion.

Power Generation Capacity Additions

  • Xcel Energy Inc. (NASDAQ:XEL): Regulated utility exposed to power generation needs to support data center growth in Midwest Independent Transmission System Operator.

  • First Solar Inc. (NASDAQ:FSLR): Primary manufacturer and supplier of solar panels for utility-scale solar farms across the United States.

  • Southern Company (NYSE:SO): Regionally positioned regulated utility poised to meet the escalating demand from data centers through strategic investment in generation.

  • GE Vernova (NYSE:GEV): Positioned to profit from sustained growth trends as a supplier of power generation assets.

Power Infrastructure Investment Needs

  • Quanta Services Inc. (NYSE:PWR): Specialty contractor specializing in utilities construction, poised to reap rewards from increased electricity demand.

  • MYR Group Inc. (NASDAQ:MYRG): Involved in data centers through transmission and distribution (T&D) projects, establishing prominence as a key player in electrical contracting.

  • DBA Sempra (NYSE:SRE): Utility allocating substantial capital expenditure on T&D infrastructure to bolster the expansion of data centers in Texas.

  • Kinder Morgan (NYSE:KMI): The leading operator of natural gas pipelines in the United States, set to profit from the rising demand for gas-fired generation.

Industrial Supply Chain Beneficiaries

  • Eaton Corporation (NYSE:ETN): Manufacturer of electrical components poised to capitalize on the sustained increase in power demand.

  • nVent Electric plc (NYSE:NVT): Key player in liquid cooling technology, forecasting double-digit business growth within the Data Solutions sector.

  • Caterpillar Inc. (NYSE:CAT): Construction equipment company capable of supplying generator sets to data centers for backup power needs.

AI Data Centers’ Demand Set To Triple By 2030: After experiencing relatively flat growth from 2015 to 2019, Goldman Sachs anticipates that power demand from data centers will more than triple by 2030 compared to 2020 levels.

According to analyst estimates, there is an upside scenario where demand could more than double the base case, influenced partly by improvements in product efficiencies and increased demand for AI-related technologies.

“There could be meaningful upside to our base case if appetite for purchase and utilization of servers is unconstrained,” Davenport stated.

“There could be downside to our base case if power efficiency is higher than expected or if power/compute speed efficiencies lead to fewer servers purchased than expected,” the analyst added.

Read now: Japan Intervenes To Support Struggling Yen: Why Did It Trigger Nikkei 225 Dip? 4 Charts To Watch

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Sunday, April 28, 2024

Electric vehicle charging infrastructure to get a jump-start in California - CBS News

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SAN FRANCISCO -- With more Californians switching to electric vehicles and car manufacturers releasing more EV options, some drivers are saying the infrastructure needs are changing substantially.

"All of these things are kind of increasing the demand for charging so the supply has to rise to match that," longtime EV owner Jerry Pohorsky said. "Right now, they're actually behind. I think there is a shortage of chargers."

That's why he was thrilled when he heard about a public-private partnership development that will pump up the EV charging infrastructure.

"It's a good thing and it's about time," he said.

Tesla is opening its fast chargers to non-Tesla vehicles.

"This is all in an effort to build out the infrastructure in the state of California that currently totals 105,000 electric vehicle chargers for public use and about 10,000 of these supercharging stations," Gov. Newsom said in a video posted to X.

California Natural Resources Secretary Wade Crowfood called the move a "game changer' in a video posted to X.

"We've exceeded our targets to bring on these non-polluting vehicles much faster than originally anticipated," he said. "Given this partnership, the future is very bright for electric vehicles."

"If you have an EV -- let's say you live in an apartment where they don't have EV charging in the parking facilities they have there -- then you do rely on the public charging stations," Pohorsky said.

Of the public charging options out there, he tipped his hat to Tesla's infrastructure.

"The Tesla ones are in great shape. They're well maintained, they're very fast and they have a lot of them in many locations," he said.

It's an important step, he said, as California surges toward an EV future.

"Having more chargers available is a great thing," he said.

California has a plan in place to phase out the sale of new gasoline-only vehicles by 2035. The process begins in 2026 with a mandate taking effect that requires 35 percent of new cars sold to be electric or plug-in hybrids.

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California reaches electric vehicle charger milestone - KTLA Los Angeles

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With the rise in popularity of electric vehicles in California, it’s no surprise that the number of EV chargers across the state has increased too, but new data from Gov. Gavin Newsom’s office suggests the Golden State is miles ahead of others when it comes to keeping electric cars going. 

Newsom’s office touted a “stat most Californians have likely never heard” in a press release on Saturday morning: For every five gas stations in California, there is now one electric vehicle fast charging station. 

California’s rapid charger network growth is part of a multi-billion investment plan approved in February that “accelerates progress” on the state’s EV charging and hydrogen refueling goals, especially in low-income communities.  

Electric vehicle chargers are seen in the parking lot of South El Monte High School in South El Monte, Calif., Friday, Aug. 26, 2022. (AP Photo/Jae C. Hong)

The plan will help deploy 40,000 new public chargers statewide to create the most extensive charging and refueling network in America; additional federal funding is also being provided to help California install 250,000 public EV chargers along highway corridors and near shopping centers across the state. 

A total of 105,000 public or shared private chargers have been installed throughout California on top of more than 500,000 at-home chargers, Newsom’s office said on Saturday.

Low-income Californians looking to buy an electric vehicle may be eligible for grants and rebates through California Climate Action’s Zero emission vehicle programs. More information can be found here

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Tesla among electric carmakers forced to cut prices as market stalls - The Guardian

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Elon Musk became the world’s richest man by evangelising about electric cars – and delivering them by the million. Yet in recent months his company, Tesla, has struggled to maintain its momentum: sales have dropped this year, and so has its share price.

Those struggles have become emblematic of a broader reckoning facing the electric vehicle (EV) industry. After the soaring demand and valuations of the coronavirus pandemic years, the pace of sales growth has slowed. The industry has entered a new phase, with questions over whether the switch from petrol and diesel to cleaner electric is facing a troublesome stall or a temporary speed bump.

Musk acknowledged the difficulties this week, telling investors: “The EV adoption rate globally is under pressure, and a lot of other auto manufacturers are pulling back on EVs and pursuing plug-in hybrids instead.” Musk, of course, insisted that was the wrong decision.

Charging station for electric cars in Norway, where EVs make up 90% of the market.

The sales slowdown is real, however. Tesla and its nearest rival in electric car volumes, China’s BYD, have both reported lower electric car sales. Across Europe, battery electric cars slipped to a 13% share of all sales, down from last year’s 13.9%, while sales of hybrids – which combine a battery with an internal combustion engine – rose to 29% from 24.4%. In the UK, electric cars accounted for 15.5% of total car sales in the first three months of 2024, only marginally up from the same time last year.

In recent years electric car manufacturers have been able easily to sell every electric car they have made. Yet now, businesses across much of the world are struggling with the end of the era of rock-bottom interest rates, which has left less money in household pockets.

“The economic headwinds are quite ugly in general, so it doesn’t surprise me that we’re having a slowdown,” said Ian Henry, whose AutoAnalysis consultancy works with several carmakers.

Buyers must still pay more upfront for battery cars (although most would save money by owning an electric vehicle because of cheaper energy). And electric car repair costs and insurance costs can be higher in some places because of a shortage of mechanics. Another important factor is the very patchy introduction of public electric chargers, which is giving some potential buyers cause to pause. All of that has been leapt upon by sceptics of the EV industry – and made them a battleground in the culture wars.

The hand of government

Rico Luman, a senior sector economist covering automotive at ING, an investment bank, said that EV sales had hit a “plateau”, and that it would get harder to sell electric cars after the initial rush of early adopters comfortable with switching from petrol and diesel.

However, there is more going on with the showdown than purely economic factors. Governments are also a playing a major role. That is particularly evident across Europe, where EV sales are taking diverging paths even though buyers face similar pressures. Norway is an outlier. With heavily subsidised electric car sales, EVs now make up 90% of the market. The EV market share has also increased this year in Denmark, Belgium and France.

However, it has declined in Germany, once the biggest electric car market, for one simple reason: the government has withdrawn subsidies.

As well as affecting demand, regulation is also playing a big role in what cars are on offer. Matthias Schmidt, a Berlin-based electric cars analyst, has long expected European electric sales growth to slump during 2024. That is because 1 January 2025 is the date on which the EU takes its next big step towards zero-emissions vehicles: the average carbon dioxide emissions of cars sold by each manufacturer must fall by 15% compared with 2021.

The Ford Puma.

The rules therefore provide a major incentive for carmakers to focus their electric car efforts on next year. Schmidt argues that the European industry is going through a “replication” of the situation experienced in 2019, when manufacturers held back their electric cars, before launching a barrage of new models in 2020.

Sure enough, carmakers are releasing new mass-market models just in time. Renault’s electric 5 hatchback will cost less than €25,000 (£21,430) when sales begin this autumn, while Ford is due to launch an electric version of the UK’s bestselling car, the Ford Puma, later this year.

Moaning manufacturers

A man helps assemble an Opel Grandland X SUV car at Opel’s plant in Eisenach, eastern Germany.

Stellantis, the owner of the Vauxhall, Peugeot Fiat and Chrysler brands, is also joining the rush: it unveiled its electric Vauxhall/Opel Grandland SUV on Tuesday. But that has not stopped its chief executive, Carlos Tavares, from complaining bitterly about how regulations are enforcing the pace of the switch to electric.

This week he harangued the UK’s transport minister, Mark Harper, over the government’s zero emission vehicle (ZEV) mandate, which will force carmakers to sell an increasing proportion of electric cars. He then claimed to journalists that the mandate was a “terrible” policy because it was forcing carmakers to introduce electric models too quickly.

He said: “The consequence of this is that everybody will start pushing the BEV [battery electric vehicle], pushing the metal into the market, which then totally destroys profitability, which then destroys the companies.”

Schmidt said carmakers’ complaints may have an ulterior motive. The EU rules will ban most internal combustion sales by 2035, but they are due for review in 2026.

“Lots of manufacturers complaining now that it’s unrealistic to meet those targets is a lobbying message by stealth,” Schmidt said. “They’ve done it so often it’s almost a case of the boy that cried wolf. There’s definitely a hidden agenda in their moaning.”

But other manufacturers have already slowed their shift, which will mean selling petrol models – which are still more profitable – for longer. In the US, General Motors last year delayed production from a factory in Michigan, while Ford postponed construction of a plant in Kentucky. And in the UK, the luxury carmaker Bentley last month said it would delay its first battery car for a year to 2026.

“Manufacturers are definitely struggling at the moment strategically,” said Luman. “They’re now playing around with the timing of models, but not postponing it too far. Otherwise they’ll miss the boat in terms of market share.”

Perhaps the biggest reason European and US carmakers are unlikely to reverse course on EVs is China. Growth in Chinese sales may have slowed in the first quarter of 2024 compared with last year, but they still topped a million, according to industry data cited by Reuters. A host of Chinese carmakers – including the leader BYD and new, well-funded entrants such as phone maker Xiaomi – are battling to dominate their home market and win a new role as the world’s biggest car exporter.

The German chancelllor, Olaf Scholz, on his recent trip to China, argued against protectionism and said Chinese manufacturers must still have access to the European market – acutely aware that penalising Chinese EVs would meet swift retaliation against Germany’s carmakers.

For electric carmakers, the huge competition is biting – forcing even Tesla to cut prices to keep selling its cars. That competition will cause car executives sleepless nights – and could force some to merge or face bankruptcy, which could cause job losses. But it could also push prices down further, making electric cars cheaper than petrol equivalents.

“It’s potentially a good thing for consumers,” said Ian Henry. “Whether it’s a good thing for manufacturers who are trying to make money is a different question.”

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Saturday, April 27, 2024

A small EV tax credit change makes going electric more enticing - The Washington Post

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For nearly 90,000 car buyers, one small change in U.S. tax policy meant thousands of dollars off the sticker price of their new EVs.

As of Jan. 1, Americans who buy certain electric cars can request the federal electric vehicle tax credit as an upfront discount. The government created the tax credit in 2022, but before this year, car buyers had to wait until tax season to get their money. Now they can just pay up to $7,500 less for certain new EVs, or $4,000 less for used EVs, at dealerships that have signed up to offer the discount.

“It makes a huge difference,” said Gil Tal, who heads the Plug-in Hybrid & Electric Vehicle Research Center at the University of California at Davis. Although the size of the tax credit hasn’t changed, applying it as an upfront discount means car buyers can take out smaller loans and make lower monthly payments.

Car buyers and dealers were quick to take advantage of the change. More than 13,000 of the country’s roughly 17,000 car dealerships signed up for the program, according to the Treasury Department. Since Jan. 1, roughly 90 percent of new EV buyers and 75 percent of used-EV buyers who claimed a tax credit asked for an upfront discount.

The value of an upfront discount

Simply turning the tax credit into an upfront discount makes the incentive about $1,500 more valuable to car buyers, according to a 2022 study from researchers at George Washington University who surveyed Americans about the kinds of EV incentives they found most appealing.

In other words, a $7,500 upfront discount is about as enticing to potential EV buyers as a $9,000 tax credit they won’t get until later.

“If you’re getting a tax credit, you still have to pay the full price and your monthly bill could be higher,” said John Helveston, the lead author of the study. “Even though you get that money later when you file your taxes, it doesn’t hit the same way as, ‘What’s my monthly payment going to be?’”

“Almost every stakeholder in the ecosystem benefits from doing it this way,” Helveston added.

For car dealers struggling to sell EVs, a discount on the sticker price is a better sales tool than a tax credit. “Before they always would have to say, ‘Yeah, well, you’ve got to pay this high price now — but just wait six months to get that money back!’” he said. “That does not sell well.”

And taxpayers get more bang for every buck the government spends on EV discounts. “The government spends the same $7,500, and they get more value out of that than if they did it as a tax credit,” Helveston said.

If you want to find out which cars qualify for the credit, you can check the federal government’s up-to-date list of new and used EVs.

Many early EV buyers were wealthy Americans who could afford to spend more on a car they felt would help the planet or be a status symbol. Now, carmakers are releasing more affordable EVs to appeal to the middle class.

“We are moving toward the mainstream market, to lower-cost vehicles and people who are more price-sensitive,” Tal said. “So the impact of this $7,500 is now higher than what it used to be when it was very high-end cars and very early adopters.”

Plus, as prices drop, the federal subsidy erases a bigger percentage of the car’s price. Today, a $7,500 discount would take 14 percent off the average EV sale price of $54,000. But if carmakers start rolling out EVs for $30,000, as Honda and GM once promised, that same subsidy would be a 25 percent discount. “It’s a much larger percent and a bigger impact on the buyer,” Tal said.

But the incentive hasn’t translated into higher sales as buyers remain worried about the high cost of electric cars and the challenge of finding charging stations, according to Stephanie Valdez Streaty, director of Industry Insights at the car industry analysis firm Cox Automotive.

“The upfront discount is going to help, but it’s not going to completely drive adoption,” she said.

Americans bought fewer electric cars in the first quarter of this year than they did in the previous quarter — the first quarterly drop in EV sales since the pandemic tanked the global economy in 2020, according to Cox Automotive data.

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Ford just reported a massive loss on every electric vehicle it sold - CNN

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New York CNN  — 

Ford’s electric vehicle unit reported that losses soared in the first quarter to $1.3 billion, or $132,000 for each of the 10,000 vehicles it sold in the first three months of the year, helping to drag down earnings for the company overall.

Ford, like most automakers, has announced plans to shift from traditional gas-powered vehicles to EVs in coming years. But it is the only traditional automaker to break out results of its retail EV sales. And the results it reported Wednesday show another sign of the profit pressures on the EV business at Ford and other automakers.

The EV unit, which Ford calls Model e, sold 10,000 vehicles in the quarter, down 20% from the number it sold a year earlier. And its revenue plunged 84% to about $100 million, which Ford attributed mostly to price cuts for EVs across the industry. That resulted in the $1.3 billion loss before interest and taxes (EBIT), and the massive per-vehicle loss in the Model e unit.

The losses go far beyond the cost of building and selling those 10,000 cars, according to Ford. Instead the losses include hundreds of millions being spent on research and development of the next generation of EVs for Ford. Those investments are years away from paying off.

And that means this is not the end of the losses in the unit - Ford said it expects Model e will have EBIT losses of $5 billion for the full year.

The company said it is its “intention” to be have EV pricing cover the actual costs of building each EV, rather than covering all the research and development costs, within the next 12 months. But a price war among EVs for about a year and a half has made even that measure of profitability very difficult said Ford CFO John Lawler. He said while Ford has removed about $5,000 in cost on each Mustang Mach-E, “revenue is dropping faster than we can take out the cost.”

In 2023, Ford Model e reported a full-year EBIT loss of $4.7 billion on sales of 116,000 EVs, or an average of $40,525 per vehicle, just more than a third of the first quarter loss.

Model e doesn’t handle all of the company’s electric vehicle sales. Some are also sold in its Ford Pro unit, which handles fleet sales to businesses and government buyers. And Ford said it had strong demands for electric vehicle sales in that unit, including an order for 9,250 E-Transit vans from the US Postal Service, which are to be delivered through the end of this year, and an order for more than 1,000 of its F-150 Lightning pickups and Mustang Mach-E SUVs from Ecolab, a global sustainability company.

Despite the EV losses, Ford CEO Jim Farley said in a call with investors the company is making changes in its EV business, and that the company’s planned next generation of EVs will allow it to be profitable on that business in the near future.

Ford Pro, which primarily sells traditional internal combustion vehicles, was the primary profit driver for Ford in the quarter, posting EBIT of $3 billion, or more than double what it made a year ago, as revenue from the unit rose 36% to $18 billion. The number of vehicles sold by Ford Pro was up 21% to 409,000.

But Ford Blue, which handles sales of gasoline-powered cars to consumers, reported that sales fell 11% to 626,000, and revenue dropped 13% to $21 billion. That resulted in EBIT in those traditional sales falling by nearly two-thirds to $905 million.

Together Ford Blue and Ford Pro produced roughly the same level of profits as a year earlier, but the increased losses at the Model e unit meant that Ford’s overall net income fell 20% to $1.3 billion, while its adjusted earnings per share fell to 49 cents, down 21% from a year earlier, but slightly better than analyst forecasts of 44 cents a share.

Ford rival General Motors reported earlier this week that it remains on track to have its North American EV business turn profitable in the second half of this year, while Stellantis, which makes cars and trucks in North America under the Jeep, Ram, Dodge and Chrysler brands, said its European EV business was already profitable last year.

On Tuesday Tesla, the world’s largest EV maker, reported that its adjusted earnings plunged 48% in the first quarter as revenue fell 9%, after it reported the first year-over-year drop in sales since the pandemic.

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