Renewables now make up 30% of US power capacity – FERC
Renewables – solar, wind, biomass, geothermal, hydropower – are now 30% of total US electrical generating capacity, according to analysis of FERC’s mid-year data.
The Federal Energy Regulatory Commission (FERC)’s latest monthly “Energy Infrastructure Update” (with data through June 30, 2024), which was reviewed by the SUN DAY Campaign, also reported that June was the 10th month in a row in which solar was the largest source of new capacity. That puts solar on track to become the US’s second-largest source of capacity – behind only natural gas – within three years.
FERC says renewables were 99% of new generating capacity in June and 91% in H1 2024. 37 “units” of solar totaling 2,192 megawatts (MW) were placed into service in June along with one unit of hydropower (34 MW). Combined, they accounted for 98.9% of all new generating capacity added during the month. Natural gas and oil provided the balance: 20 MW and 5 MW, respectively. (Generating capacity is not the same as actual generation.)
During the first half of 2024, solar and wind added 13,072 MW and 2,129 MW, respectively. Combined with 212 MW of hydropower and 3 MW of biomass, renewables were 91.2% of capacity added. The balance consisted of the 1,100 Vogtle-4 nuclear reactor in Georgia plus 369 MW of gas, 11-MW of oil, and 3-MW of “other.”
Solar was 97% of new capacity in June and 77% during H1 2024. The new solar capacity added in the first half of 2024 was more than double the solar capacity (6,446 MW) added year-over-year. Solar accounted for 77.4% of all new generation placed into service in the first half of 2024.
New wind capacity in the same period accounted for most of the balance – 12.6% – which was slightly less than that added year-over-year (2,761 MW).
In June alone, solar comprised 97.4% of all new capacity added, followed by hydropower (1.5%). Solar has now been the largest source of new generating capacity for ten months straight: September 2023 – June 2024. For seven of those 10 months, wind took second place.
Solar plus wind are now more than a one-fifth of US generating capacity. The combined capacities of just solar and wind now constitute more than 20.7% of the US’s total available installed utility-scale generating capacity.
However, a third or more of US solar capacity is in the form of small-scale (e.g., rooftop) systems that isn’t reflected in FERC’s renewables data. Including that additional solar capacity would bring the share provided by solar + wind closer to a quarter of the US’s total.
Solar’s share of US generating capacity advances it to fourth place. The latest capacity additions have brought solar’s share of total available installed utility-scale (that is, >1 MW) generating capacity up to 9%, further expanding its lead over hydropower (7.8%). Wind is currently at 11.8%. With the inclusion of biomass (1.1%) and geothermal (0.3%), renewables now claim a 30% share of total US utility-scale generating capacity.
Installed utility-scale solar has now moved into fourth place – behind natural gas (43.3%), coal (15.8%), and wind – for its share of generating capacity after having recently surpassed that of nuclear power (8%).
Solar will soon become the second largest source of US generating capacity. FERC reports that net “high probability” additions of solar between July 2024 and June 2027 total 88,526 MW – an amount almost four times the forecast net “high probability” additions for wind (23,851 MW), the second fastest growing resource.
FERC also foresees growth for hydropower (1,240 MW), geothermal (400 MW), and biomass (90 MW). There’s no new nuclear capacity in FERC’s three-year forecast, and coal, natural gas, and oil are projected to contract by 20,542 MW, 3,106 MW, and 1,629 MW, respectively.
If FERC’s current “high probability” additions materialize, by July 1, 2027, solar will account for more than one-seventh (14.8%) of the nation’s installed utility-scale generating capacity. That would be greater than either coal (13.3%) or wind (12.7%), and substantially more than either nuclear power (7.5%) or hydropower (7.4%). That means the installed capacity of utility-scale solar would move into the No. 2 spot behind natural gas (40.3%).
Meanwhile, the mix of all renewables would account for 36.3% of total available installed utility-scale generating capacity – rapidly approaching that of natural gas – with solar and wind constituting more than three-quarters of the installed renewable energy capacity.
If small-scale solar systems are taken into account, within three years, total US solar capacity is likely to approach – and very possibly surpass – 300 GW. In turn, the mix of all renewables would then exceed 40% of total installed capacity, while the share of natural gas share would drop to about 37%.
Ken Bossong, the executive director of nonprofit research and educational organization SUN DAY Campaign, said:
With each passing month, renewables – led by solar – expand their contribution to the nation’s electrical capacity.
Growing from just a fraction of one percent a decade ago, solar is now nearly a tenth of US utility-scale generating capacity and poised to reach 15% within three years.
Read more: US power grid boosts capacity by 20.2 GW in the first half of 2024
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Last week, Parker Hannifin launched what they’re calling the industry’s first certified Mobile Electrification Technology Center to train mobile equipment technicians make the transition from conventional diesel engines to modern electric motors.
The electrification of mobile equipment is opening new doors for construction and engineering companies working in indoor, environmentally sensitive, or noise-regulated urban environments – but it also poses a new set of challenges that, while they mirror some of the challenges internal combustion faced a century ago, aren’t yet fully solved. These go beyond just getting energy to the equipment assets’ batteries, and include the integration of hydraulic implements, electronic controls, and the myriad of upfit accessories that have been developed over the last five decades to operate on 12V power.
At the same time, manufacturers and dealers have to ensure the safety of their technicians, which includes providing comprehensive training on the intricacies of high-voltage electric vehicle repair and maintenance – and that’s where Parker’s new mobile equipment training program comes in, helping to accelerate the shift to EVs.
“We are excited to partner with these outstanding distributors at a higher level. Their commitment to designing innovative mobile electrification systems aligns perfectly with our vision to empower machine manufacturers in reducing their environmental footprint while enhancing operational efficiency,” explains Mark Schoessler, VP of sales for Parker’s Motion Systems Group. “Their expertise in designing mobile electrification systems and their capability to deliver integrated solutions will help to maximize the impact of Parker’s expanding METC network.”
The manufacturing equipment experts at Nott Company were among the first to go through the Parker Hannifin training program, certifying their technicians on Parker’s electric motors, drives, coolers, controllers and control systems.
“We are proud to be recognized for our unwavering dedication to advancing mobile electrification technologies and delivering cutting-edge solutions,” says Nott CEO, Markus Rauchhaus. “This milestone would not have been possible without our incredible partners, customers and the team at Nott Company.”
In addition to Nott, two other North American distributors (Depatie Fluid Power in Portage, Michigan, and Hydradyne in Fort Worth, Texas) have completed the Parker certification.
Electrek’s Take
With the rise of electric equipment assets like Bobcat’s T7X compact track loader and E10e electric excavator that eliminate traditional hydraulics and rely on high-voltage battery systems, specialized electrical systems training is becoming increasingly important. Seasoned, steady hands with decades of diesel and hydraulic systems experience are obsolete, and they’ll need to learn new skills to stay relevant.
Certification programs like Parker’s are working to bridge that skills gap, equipping technicians with the skills to maximize performance while mitigating risks associated with high-voltage systems. Here’s hoping more of these start popping up sooner than later.
SOURCE | IMAGES: Parker Hannifin.
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Based on a Peterbilt 579 commercial semi truck, the ReVolt EREV hybrid electric semi truck promises 40% better fuel economy and more than twice the torque of a conventional, diesel-powered semi. The concept has promise – and now, it has customers.
Austin, Texas-based ReVolt Motors scored its first win with specialist carrier Page Trucking, who’s rolling the dice on five of the Peterbilt 579-based hybrid big rigs — with another order for 15 more of the modified Petes waiting in the wings if the initial five work out.
The deal will see ReVolt’s “dual-power system” put to the test in real-world conditions, pairing its e-axles’ battery-electric torque with up to 1,200 miles of diesel-extended range.
ReVolt Motors team
The ReVolt team starts off with a Peterbilt, then removes the transmission and drive axle, replacing them with a large genhead and batteries. As the big Pete’s diesel engine runs (that’s right, kids – the engine stays in place), it creates electrical energy that’s stored in the trucks’ batteries. Those electrons then flow to the truck’s 670 hp e-axles, putting down a massive, 3500 lb-ft of Earth-moving torque to the ground at 0 rpm.
The result is an electrically-driven semi truck that works like a big BMW i3 or other EREV, and packs enough battery capacity to operate as a ZEV (sorry, ZET) in ports and urban clean zones. And, more importantly, allows over-the-road drivers to hotel for up to 34 hours without idling the engine or requiring a grid connection.
That ability to “hotel” in the cab is incredibly important, especially as the national shortage of semi truck parking continues to worsen and the number of goods shipped across America’s roads continues to increase.
And, because the ReVolt trucks can hotel without the noise and emissions of diesel or the loss of range of pure electric, they can immediately “plug in” to existing long-haul routes without the need to wait for a commercial truck charging infrastructure to materialize.
“Drivers should not have to choose between losing their longtime routes because of changing regulatory environments or losing the truck in which they have already made significant investments,” explains Gus Gardner, ReVolt founder and CEO. “American truckers want their trucks to reflect their identity, and our retrofit technology allows them to continue driving the trucks they love while still making a living.”
If all of that sounds familiar, it’s probably because you’ve heard of Hyliion.
Hyliion electric semi truck
Before it changed its focus to develop Carnot-cycle generators and gensets, Austin-based Hyliion built a number of EREV Peterbilts using the then-new 15L Cummins diesel as a generator and employing the same sort of battery and e-axle-arrangement as ReVolt.
In addition to being located in the same town and employing the same idea in the same Peterbilt 579 tractor, ReVolt even employs some of the same key players as Hyliion: both the company’s CTO, Chandra Patil, and its Director of Engineering, Blake Witchie, previously worked at Hyliion’s truck works.
Still, Hyliion made their choice when they shut down their truck business. ReVolt seems to have picked up the ball – and their first customer is eager to run with it.
“Our industry is undergoing a major transition, and fleet owners need practical solutions that make financial sense while reducing our environmental impact,” said Dan Titus, CEO of Page Trucking. “ReVolt’s hybrid drivetrain lowers our fuel costs, providing our drivers with a powerful and efficient truck, all without the need for expensive charging infrastructure or worrying about state compliance mandates. The reduced emissions also enable our customers to reduce their Scope 2 emissions.”
Page Trucking has a fleet of approximately 500 trucks in service, serving the agriculture, hazardous materials, and bulk commodities industries throughout Texas. And, if ReVolt’s EREV semis live up to their promise, expect them to operate a lot more than 20 of ’em.
SOURCES | IMAGES: ReVolt; via Power Progress, TTNews.
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With 272 miles of range and more room inside its walls than your first apartment, GM’s Chevy Brightdrop electric van is one of the best commercial EVs you can buy. And if you’re a Costco Executive member, you can get one for yourself or your business with an absolutely incredible $31,500 discount. (!)
Fleet electrification expert Tony Nisam took to LinkedIn yesterday to post a deal that he ran across at a Washington State Costco that stacks a $25,500 manufacturer rebate with $3,000 in “regular” Costco Member Savings, $2,750 in “LIMITED-TIME” Manufacturer to Member Incentives, plus an additional $250 for Costco Executive members.
Do a bit of math (add up 25,500 + 3,000 + $2,750 + 250), and you’ll calculate an almost unheard of $31,500 discount on one of the best, most capable commercial vans on the market – ICE or electric. And that’s before you factor in the 0% interest financing (72 mo.) being advertised at Blade Chevrolet, the Mount Vernon, Washington, where VIN 2G58J2TY6S9104313 (the exact van shown, below) is shown as stock number 16757.
If you’re not a Costco member yet and you’re looking for a new truck for your business or even a unique #vanlife ride with zero emissions, modern tech, and a nationwide dealer network, GM makes that $130 Executive membership seem like a no-brainer.
Kind of a big deal
“But wait,” says the floating, disembodied ghost of the great Billy Mays. “There’s more!” In addition to the $31,500 worth of discounts Costco Executive members get, there are deals to be had on chargers AND a number of other state and local utility incentives your business might qualify for, bringing the cost of adding a new Chevy Brightdrop to your fleet even lower. In northern Illinois, for example, ComEd commercial customers can get up to $7,500 in rebates for a new Brightdrop Zevo van.
Is a $39,000 price cut enough to get you to take a look at a new Brightdrop? At $45,235 (from a starting price of $84,235), can you afford not to? Head down to the comments and let us know.
SOURCE | IMAGES: Tony Nisam.
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