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Five smart policies can turbocharge clean US manufacturing

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Chart: Steelmaking is starting to go electric

After decades of stagnation, the U.S. is beginning to see new growth in domestic manufacturing, driven by investments in breakthrough industrial technologies in the Inflation Reduction Act and the Bipartisan Infrastructure Law. These two ambitious pieces of legislation — aiming to help companies cut their pollution, boost their competitiveness, and create jobs — are already paying dividends. But these investments are only a small down payment on the economic, security, and environmental benefits the U.S. could achieve by accelerating the transition to clean and competitive industry.

Industrial firms produce all the products and materials we rely on daily — the vehicles we drive, the concrete and steel that hold up our bridges and buildings, and even the food we eat. In doing so, they emit one out of every four tons of the climate pollution fueling storms, wildfires, and other dangerous effects of climate change. At the same time, global demand for industrial products is increasing, even as we seek to secure domestic supply chains for critical materials and shore up our energy infrastructure. To overcome these interconnected challenges, the U.S needs to pursue five smart policies to drive investments in industrial innovation:

First, Congress should enact a tax credit to reward the production of clean industrial heat. Eighty-five percent of the fossil fuels burned by industry produce heat for processes such as melting metals, molding plastics, and cooking food. A clean heat production tax credit would give a tax break to manufacturers that switch to non-polluting energy sources. This would mirror existing tax credits for clean electricity and clean hydrogen, filling a major gap in federal support for industrial innovation while accelerating the commercialization and scale-up of technologies like high-temperature heat pumps and electric boilers.

Second, the Federal Energy Regulatory Commission and state public utility commissions should reform electricity markets to value highly flexible energy-storage technologies. As industries replace fossil fuels with clean alternatives, they will demand more electricity. Fortunately, much of that electricity can be supplied by making better use of the spare capacity of existing power plants and transmission lines. As the grid adds more renewable energy to meet the U.S.’s clean electricity targets, there will be regular windy and sunny periods with an oversupply of electricity, which can be put to productive use powering the local economy. For instance, a factory with thermal batteries can purchase electricity when it is abundant and inexpensive, convert that electricity to heat, and store the heat until it is needed. Strategic use of low-cost electricity could save money for industry and help electric utilities balance the grid while lowering costs for all customers.



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Author Jeffrey Rissman


#smart #policies #turbocharge #clean #manufacturing

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A wind farm in Texas will help power Rivian’s Adventure Network

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A wind farm in Texas will help power Rivian’s Adventure Network

Rivian wind farm Texas
Photo: RWE

Rivian will power its DC fast-charging network with renewable energy company RWE’s Champion Wind farm in Texas.

The two companies just signed a 15-year power purchase agreement (PPA) for electricity from RWE’s repowered Champion Wind in Nolan and Mitchell counties, west of Abilene.

The 127-megawatt (MW) Champion Wind is getting new turbine nacelles and blades, which will extend the wind farm’s lifespan. Originally commissioned in 2008, the wind farm is expected to be fully upgraded by mid-2025. When the wind farm is back online, it’ll be capable of generating enough electricity to power nearly 1 billion miles of renewable driving every year for Rivian, or the equivalent of powering 36,000 homes annually in Texas.

This wind power is set to support Rivian’s DC fast-charging Adventure Network with renewable energy. Rivian has set a specific goal to enable 7 billion miles of renewable driving.

Paul Frey, Rivian’s VP of propulsion, charging & adventure products, said, “Champion Wind is a powerful enabler for Rivian drivers to become active participants in building a cleaner grid every time they charge their vehicle. This project shows the potential to meaningfully decarbonize the grid and support a more circular economy through reuse and recovery of existing infrastructure, all while maintaining highly competitive economics.”

Siemens Gamesa is supplying 41 turbines with new nacelles and blades on existing towers. The nacelles and blades are being manufactured in the US. In addition, as part of the repowering project, six new Siemens Gamesa turbines rated at 3.1 MW each will also be added to the wind farm.

The decommissioned wind turbine blades from Champion will be repurposed. RWE is working with REGEN Fiber, an Iowa-based company that recycles wind turbine blades to make reinforcement fibers for the construction industry. Those fibers are then used in concrete to add strength and durability, extending the lifespan of infrastructure.

RWE is the third-largest renewable energy company in the US.

Read more: This renewables giant is going to use wooden wind turbine towers

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Video: Cutting-edge conveyor systems for battery manufacturing

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Video: Cutting-edge conveyor systems for battery manufacturing

At this year’s Battery Show, Dorner and Garvey Corporation showcased the future of material handling solutions for EV and battery manufacturers. Dave Giffels, Dorner’s Business Development Manager, and Jacob Garvey from Garvey Corporation shared innovative systems poised to boost efficiency and productivity in the growing EV industry. These advanced conveyor and accumulation systems are designed to meet the specific challenges of modern battery and EV system production.

Dorner, under the Columbus McKinnon umbrella, showed us a range of products, including its standout DualMove Pallet System and Edge Roller Technology. These systems provide energy-efficient, cost-effective solutions for transporting materials throughout the manufacturing process. With customizable features like zoned stopping and precision positioning, they are perfect for battery manufacturers seeking to streamline their production lines.

A key highlight of Dorner’s offerings is Columbus McKinnon’s recent acquisition of montratec, a company specializing in fully autonomous shuttle-based transport systems. This advanced technology reduces the need for pneumatic stops, optimizes energy usage, and enhances safety with sensor-driven operations.

Meanwhile, Garvey Corporation’s Infinity accumulation system was designed to keep EV battery production moving without interruptions. By allowing products to flow continuously, this system has helped manufacturers increase efficiency by as much as 30%. Together, Dorner and Garvey are setting a new standard for how material handling can drive productivity and innovation in the electric vehicle space.

Find more info at:





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Author Charged EVs


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Solar is helping schools save big. Your district could be next.

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The climate law is helping bring solar to more apartment buildings

Canary Media’s Electrified Life column shares real-world tales, tips, and insights to demystify what individuals can do to shift their homes and lives to clean electric power. 

More than a decade ago, Denver Public Schools decided that it was time to go solar. There was just one problem: The district didn’t have the cash.

Buying solar arrays outright can cost schools upward of hundreds of thousands of dollars, a steep price most can’t afford. ​“At the time, we just didn’t have as much capital to put upfront for rooftop solar,” said LeeAnn Kittle, executive director of sustainability at Denver Public Schools.

So the district opted to use a power purchase agreement (PPA), a financing tool that can help schools adopt solar with no upfront costs. Rather than directly owning their panels, schools can find a solar developer or other third party to fund, install, and maintain them. In exchange, the school pays the developer a fixed price for the power produced by the system — often at a lower rate than what’s offered by the local utility. 

With a PPA, schools can see ​“immediate savings from day one,” said Tish Tablan, program director at the clean energy advocacy group Generation180.

So far, this model has enabled thousands of schools to access cheap, clean power. More than 80 percent of solar capacity installed at nearly 9,000 K-12 schools nationwide has been financed by PPAs and other third-party ownership models, according to Generation180, and many are seeing impressive savings.

For its part, Denver Public Schools has installed 8.8 megawatts of solar power across 47 different sites since 2010, using PPAs to finance 3.7 megawatts (the rest is funded through energy performance contracting, a Colorado program to promote renewable energy at public institutions). Solar now produces 9.5 percent of the school system’s electricity, and saves the district 7 percent annually on energy costs, said Kittle.

Elsewhere, PPAs have helped schools meet virtually all their power needs with solar: Wayne County, West Virginia, expects to cover 99 percent of its electricity demand by next year with a solar PPA and to trim its utility bills by 10 to 20 percent. School districts in other states, including California, Pennsylvania, and Virginia, expect to save tens of millions of dollars over the next few decades. These lower energy bills have helped schools redirect money toward chronic budget deficits, teacher salaries, and even clean energy job-training programs.

But PPAs and other forms of third-party solar ownership are legal in only 29 states and Washington, D.C., owing to a mix of utility pushback and state policy stagnation. For schools that can’t tap the sun this way, there are other ways to bring down the cost of buying solar, from federal tax credits to state grant programs.

Whether you’re a teacher, parent, or student, anyone interested in nudging their local schools to go solar can help kick things off, Tablan stressed. 

“A solar champion can really come from anywhere,” Tablan said. 

Here are three steps you can take to advocate for solar in your local school district.

1. Start the conversation 

The first step, Tablan advised, is to get solar on the agenda: Start talking about it with community members and school leaders, and see if going solar is possible. 



Source link by Canary Media

Author Akielly Hu


#Solar #helping #schools #save #big #district

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Aptera finally built a production-intent working 3-wheel EV

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Aptera finally built a production-intent working 3-wheel EV

Aptera on Wednesday announced that it had completed a working production-intent version of its high-efficiency, three-wheel solar EV.

This vehicle, the first in a series, is the first to combine a production-spec powertrain and carbon-fiber body with Aptera’s in-house designed software and battery pack, according to a company press release.

Aptera production-intent vehicle

Solar hardware, a production-intent thermal management system, and complete exterior surfaces will be added as part of the next phase of testing, according to Aptera. Vehicles will then undergo high-speed track testing to validate performance and efficiency characteristics, according to the company.

The production-intent process takes Aptera a step closer to an actual salable vehicle, for which the company claims to have more than 50,000 reservations. A $33,200 Launch Edition was revealed in January 2023 with a 4.0-second 0-60 mph acceleration time, a 42-kwh battery pack that would provide a range of up to 400 miles, and a solar power system that can provide 700 watts of continuous power good for 40 miles of range per day, the company has said.

Aptera has in the past discussed other versions with as much as 1,000 miles of range once power from the solar array is factored in, and 0-60 mph times as low as 3.5 seconds. The company also announced its use of the Tesla North American Charging Standard (NACS) port well ahead of the mass migration by U.S.-market EV brands last year. In recent months it’s also hinted that some design changes are coming to the three-wheeler for efficiency and cost-effectiveness.

Aptera earlier this year completed a crowdfunding program and moved on to seeking private capital on its way toward volume production. Over three years, Aptera raised more than $100 million from more than 17,000 investors across all phases of crowdfunding. The company said in May that, pending the necessary funding, it hoped to bring the three-wheeler to market “at scale” in 2025.

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Aptera completes low-speed drive in its first production-intent solar electric vehicle [Video]

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Aptera completes low-speed drive in its first production-intent solar electric vehicle [Video]

Aptera production vehicle

Spoiler Alert: The low-speed function test is short and sweet but a milestone nonetheless. Solar EV startup Aptera Motors has finally given the public a look at its “PI-2” production-intent vehicle, which will now be used for real-world validation and testing en route to production… hopefully.

Aptera’s most recent milestone is a welcomed one for fans of the startup, many of whom are investors with a stake in its success in trying to bring bonafide solar EVs to the masses.

The company has been (literally and figuratively) gearing up for production-intent builds for months now, and the first “PI” vehicle started to come to fruition last April when Aptera’s supply partner CPC Group shipped the first body over from Italy.

While the startup’s co-founders and co-CEOs worked to secure additional funding to reach scaled vehicle production, the Aptera team has been hard at work assembling production-intent builds that will be used for testing and validation.

The “PI-2,” Aptera’s first vehicle to feature its production components, started to come together physically in late August after the startup received a shipment of bodies in carbon (BinCs). At the time, three BinCs had been delivered safely to Aptera’s Carlsbad headquarters to support production intent builds 2, 3, and 4.

PI-2 is the first to roll out of the shop in Southern California and recently completed its first low-speed validation test, which you can view in the video below.

Aptera production vehicle
Source: Aptera Motors/YouTube

The PI2 vehicle inches Aptera closer to SEV production

As it does every month, Aptera shared its latest progress update, and it’s one of the more exciting ones we’ve seen in a while. PI-2 was successfully assembled and driven around the Aptera building at low speeds with its design team looking on.

She may look a little rough on the outside, but the inner workings should be the proper focus when it comes to Aptera’s initial production-intent vehicle. The cosmetic stuff will come later. Per Aptera:

This landmark vehicle incorporates Aptera’s recently adopted Vitesco Technologies EMR3 drivetrain, the in-board motor solution announced earlier this year. This initial test drive has validated Aptera’s proprietary battery pack, which is now functioning with the EMR3 powertrain—a critical combination that is now being tested together in real-world conditions. For the first time, Aptera’s production composite body structure, also known as its Body in Carbon or BinC, is spinning its production drivetrain under code developed in-house with power from a proprietary battery pack, a testament to the company’s engineering agility and innovative manufacturing approach.

It’s also a bit strange to see a production-intent build of a solar electric vehicle without any solar panels. Still, Aptera shared that technology will be implemented next alongside the SEV’s production-intent thermal management system and exterior surfaces.

When complete, PI-2 will undergo high-speed track testing to validate its general performance characteristics and core efficiency figures, including watt-hours per mile, solar charging rates, and estimated battery range. Those are some specs we are dying to learn more about.

As we’ve pointed out in the past, Aptera still has a long road ahead of it before it can scale to mass production and deliver solar electric vehicles to its nearly 50,000 current reservation holders. It still needs a lot of funding to get there, well beyond the $60 million capital raise it’s currently attempting with the help of US Capital Global.

Right here and now, however, Aptera’s development process remains on track, and its latest milestone should not be overlooked. We love to see physical evidence of its progress and look forward to the implementation of solar technology to grasp what these unique, sustainable vehicles are truly capable of.

You can view the full October update from Aptera, which includes test footage of the production-intent vehicle below:

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Author Scooter Doll

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Scout previews pet and camp modes in electric truck concepts

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Scout previews pet and camp modes in electric truck concepts

Scout will follow the lead of Tesla and Rivian in offering software-based modes and features for its Traveler electric SUV and Terra electric pickup truck.

A TikTok video by Jordan Sanford briefly showed a pet mode on a Scout EV’s infotainment display. Scout spokesperson Kathy Graham subsequently confirmed this mode, as well as a camp mode and night mode, to Green Car Reports. Graham noted that all three modes “are presented as concepts” and that “we look forward to sharing detailed software features as we get closer to production.”

Scout Traveler concept

Scout Traveler concept

Pet mode is designed to use climate controls to allow pets to be safely left in vehicles, similar to the Dog Mode Tesla rolled out in 2019, and the Pet Comfort mode available from Rivian. Both automakers have released numerous other niche modes via software updates, with Rivian offering its own Camp mode that uses air suspension to level vehicles and provide a flat sleeping surface.

Scout’s camp mode will “manage audible sounds, energy settings, lighting, and more when outdoors.” An air suspension and active damping will be offered as an option, but automatically leveling was not specifically mentioned. Night mode dims interior displays and exterior lighting to reduce light pollution and help drivers and passengers better enjoy the night sky.

Scout Terra concept

Scout Terra concept

Scout unveiled concept versions of the Traveler and Terra last week that the automaker says are 85% accurate to the production models. Those are scheduled to arrive in 2027, with assembly taking place at a new $2 billion factory in South Carolina.

Trading on nostalgia for the International Harvester Scout that ended production in 1980, Scout is a new brand under the aegis of the Volkswagen Group. It’s being run directly by the parent company rather than VW Group of America, creating space for a direct-sales model similar to Tesla and Rivian.



Source link by Green Car Reports
Author news@greencarreports.com (Stephen Edelstein)

#Scout #previews #pet #camp #modes #electric #truck #concepts
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Looking Back At My Craziest EV Trip Shows Us How Much Things Have Changed

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Looking Back At My Craziest EV Trip Shows Us How Much Things Have Changed

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Back in 2019, I took a ridiculous trip in Arizona and New Mexico. I was both in a vehicle ill-suited to road trips and driving on roads without good charging opportunities. In this article, I want to take a second look at that trip considering all that I’ve learned since then, and then take a look at how much things have changed in the last five and a half years.

1200 Miles In A Nissan LEAF

In March, 2019 I was looking at Craigslist and saw a post looking for photography work. A real estate investor needed some images of land near Petrified Forest National Park, and I was eager to get out and travel. So, I reached out and we negotiated on a good price for some photos and videos. My plan was a little crazy: to take my 40 kWh 2018 Nissan LEAF. Along the way, I’d visit Tucson, Phoenix, Flagstaff, the Grand Canyon, the Petrified Forest, and then go home next to the Gila on US-180.

The first leg of the trip went pretty well, with a short drive to a brand new Electrify America charging station that had just opened in Deming, New Mexico. I got a 43 kW charge, which was pretty close to the maximum charging rate of 50 kW. After charging to almost full, we headed into a charging desert that wouldn’t end until Tucson.

Our next charging stop was in Lordsburg, New Mexico, at one of the cheaper RV parks. We stayed there to top off again, eating lunch picnic style. After hanging out for a little while, we figured we had enough charge to get to the next RV park in Willcox. That next leg of the trip went fine, as did the charge in Willcox. Along the way, we checked to see if any new charging station construction had popped up in the little towns along I-10 (that hasn’t happened to this day).

Things started getting stressful and stupid as we headed toward Tucson. The LEAF ate up more power leaving Willcox than I expected, largely due to a steep climb. By the time it gave way to the downhill for most of the rest of the way to Tucson, I had less charge than I had anticipated, so I had to hypermile carefully and slowly for the rest of the way through Benson (there was no EA station there in 2019) and down to Tucson. I managed to arrive at an EVgo station at the bottom just after the vehicle went into “Turtle Mode,” which meant I had maybe a half mile to spare. Phew!

This was when it got really, really bad. I figured that with cooler April temperatures, all of the slower driving (I didn’t go 80 MPH), Level 2 charging, and going downhill that the LEAF’s battery wouldn’t get too hot. But, it was overheated, and fairly badly. I only got 22 kW of power, making for a very long charge before we could go on. The next station in Casa Grande gave even slower charging due to the hot battery, and we rolled into Chandler, Arizona, at 2:00 AM.

Originally, the plan had been to drive all the way to Cordes Junction and camp at the RV park there while charging, but we needed sleep and the car really needed to cool off. So, we got a cheap motel for the night.

The next day, we spent a few minutes seeing if a rumored firmware upgrade was available at the dealer. It wasn’t, and we weren’t in a position to switch vehicles, so we had to stay the course. Next, we stopped at a couple of interesting places to get photos and details for stories at CleanTechnica, and then decided to head on to Cordes Junction, because the LEAF couldn’t make it all the way to Flagstaff.

Despite only doing mild driving around the Phoenix area and cooling off overnight, the battery pack’s temperature was elevated as we climbed out of the valley on I-17. On these steepest sections of road, we saw semi-trucks going 30 MPH in the slow lane with hazards on. Several vehicles had broken down. Our own battery pack shot way up in temperature, even though the electric motor had no trouble pulling the car right up the steep hills. By the time we reached Cordes Junction, the vehicle was well into the red zone and there wasn’t much power left in the pack. The LEAF seemed like it let out a sigh of relief as we plugged it in and let it sit for 12 hours in the cool air.

The rest of the trip continued a lot like this. Fast charging stations, steep hills, and careful highway driving would overheat the pack. We’d hypermile to get from place to place. Then, at places like the Grand Canyon and Homolovi State Park, we’d show up later than we’d hoped and the car would get a chance to cool off. Near the Petrified Forest, we were tired, dirty, and had caught a cold, so we ended up getting a motel room that we ran the extension cord out of for more charging.

On the way home from the Petrified Forest, we found ourselves again having no charging. We stayed at a state park overnight with a cabin and a NEMA 14-50 plug, spent 3 hours in Alpine, Arizona, charging at an RV park many people lived at, and then struggled to go from there to a Level 2 charging station in Silver City, New Mexico. The LEAF did get a chance to chill out when I parked it in a cold stream that crossed a road near the Catwalk Recreation Area, though!

All in all, the trip took 3 days longer than I initially planned, and I learned a lot about the intricacies of EV trip planning. Every little detail matters, and you should always build in extra time in case anything goes wrong. You should also NEVER road trip in any EV that doesn’t have liquid battery cooling!

Things Have Changed A LOT Since 2019

If I took that same trip again today, it would be a lot easier. For one, I’ve since ditched that damned LEAF. By the time I got rid of it, the battery pack was having weird issues, range was atrocious, and I was only using it to drive around town on short trips. Right after a move to a house that didn’t have Level 2 charging yet, I had a dog chew the aging charging cord, making it tough to charge the car at home. During the last two weeks of ownership, I was charging it every few days at a new fast charging station at a nearby car dealership.

Chevy Bolts aren’t known for their fast charging prowess, but they are at least consistent. Instead of getting as low as 12 kilowatts when the battery overheats, my Bolt EUV gets around 50 kW on every single charge, no matter how much I’ve driven that day.

But, more importantly, the charging infrastructure has greatly improved. Even in a better EV, not having charging stations is still a huge drag that adds days to trips, if not weeks if you’re going to rural areas. This year, I had no real problems even pulling a small trailer across most of the continent. More charging stations are still needed, and I’ll eventually get something that charges faster, but the difference between then and now is still a drastic improvement.

Images by Jennifer Sensiba.
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Georgia Tech and Smart Wires to upgrade Georgia’s grid with grid-enhancing tech

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Georgia Tech and Smart Wires to upgrade Georgia’s grid with grid-enhancing tech

Georgia grid
Photo by Miguel Á. Padriñán on Pexels.com

Georgia utility Southern Company is teaming up with Georgia Tech and Smart Wires to roll out a US Department of Energy (DOE)-backed project aimed at boosting Georgia’s electric grid.

The initiative, which kicks off in 2025, will bring advanced power flow control (APFC) and dynamic line rating (DLR) technologies to the grid, making it easier to integrate renewable energy and more rapidly accommodate new demand.

Georgia Tech’s Center for Distributed Energy is heading up the project. The DOE chose it in November 2021 as one of four projects for grid-enhancing technology (GET) funding. GET is designed to improve grid reliability, maximize existing infrastructure, and speed up the connection of renewable power.

The project will use Smart Wires’ APFC, called SmartValve, alongside its DLR software, known as SUMO. Together, they’ll develop control algorithms to optimize grid usage and help these solutions work better in tandem.

Tim Lieuwen, interim executive vice president for research at Georgia Tech, called the project “an important step toward more efficient and reliable integration of cleaner energy sources.” He highlighted the collaboration’s potential to test innovative ways to manage the grid in Georgia by combining APFC and DLR technologies.

This will be the first large-scale deployment that combines both APFC and DLR, and the project will assess how they work together to improve efficiency. Basically, SUMO monitors real-time weather conditions to identify when power lines have extra capacity, while SmartValve can redirect power to those lines to take advantage of that extra space. On the flip side, if it’s a hot day and lines are strained, SmartValve can shift power to circuits with more room, reducing the risk of issues and keeping operations running smoothly.

What’s more, SmartValves are mobile and can be installed in just a week. That means they can be moved around to meet changing system needs, without long outages.

The project includes a one-year performance period to give Southern Company hands-on experience that could help other utilities adopt similar solutions and expand the use of grid-enhancing tech across the US.

Read more: A 350-mile electricity transmission line in Nevada is now approved

To limit power outages and make your home more resilient, consider going solar with a battery storage system. In order to find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. They have hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use and you won’t get sales calls until you select an installer and you share your phone number with them.

Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisers to help you every step of the way. Get started here. –trusted affiliate link*

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Video: The benefits and challenges of dry electrode coating technology for EV batteries

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Video: The benefits and challenges of dry electrode coating technology for EV batteries

The dry electrode process is transforming battery manufacturing by eliminating solvents and streamlining production. Unlike the traditional wet slurry method, the dry electrode coating process relies on the use of special binders that can form an electrode coating without being dissolved in a solvent, such as fluoropolymer binders with Teflon™ from specialty chemical company Chemours.

Charged recently chatted with Tejas Upasani, Global EV Technology Manager at Chemours to learn more about the benefits and challenges of dry electrode technology.

One of the key benefits of the dry electrode process is its positive impact on battery performance. By enabling thicker electrode layers without compromising structural integrity, this method allows for increased energy density, which can enhance EV range and efficiency. 

This approach not only improves the overall performance of lithium-ion batteries but also drastically lowers manufacturing costs, and many major players in the EV industry are exploring the adoption of dry electrode technology to streamline their battery production.

The dry process does come with its own set of technical challenges, particularly around adhesion and uniformity. Ensuring the electrode material bonds effectively to current collectors without solvents is a primary hurdle, as is achieving consistent mixing of components. In this video, Upasani explains how Chemours is addressing these challenges through advanced Teflon PTFE polymer formulations. 



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