South Fork Wind offers a glimpse at what’s possible as offshore wind power projects struggle to gain traction

Published

9 months ago

October 13, 2024

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Pippa Stevens | CNBC

GREENPORT, N.Y. – Roughly 35 miles off the east coast of Montauk, New York, 12 turbines gently spin in the wind at Orsted’s newly developed South Fork Wind farm. The project, which connected to the grid earlier this year, is the first commercial-scale offshore wind farm in the U.S., providing enough power for 70,000 homes annually.

It’s a needed bright spot for the U.S. offshore wind industry, which has faced a number of challenges getting off the ground. Rising interest rates and supply chain snags have changed project economics, forcing some developers to return to the market in search of higher contracted prices. Other projects have been canceled entirely.

Soren Lassen, head of offshore wind research at Wood Mackenzie, said the U.S. offshore wind industry is going through a needed readjustment, and that while the long-term outlook remains intact, progress has been pushed out. South Fork Wind offers tangible evidence that wind projects can work.

A long-term investment

Traveling by way of a high-speed ferry from Greenport, New York, it takes about two hours to get to South Fork Wind. It’s hard to get a sense of just how large these turbines are until you’re right under one: they tower 460 feet above the water, with blades that are each longer than a football field. And that’s just what the eye can see. Underwater, each tower sits atop a custom foundation drilled into the seabed. Apart from the gentle “swoosh” of the blades – only audible when right next to the turbine – the wind farm is otherwise quiet in the middle of the ocean.

South Fork Wind’s substation, which is connected to the power grid in East Hampton via a subsea and then underground cable.

Pippa Stevens | CNBC

Each turbine is connected to an offshore substation – the first of its kind built in the U.S. – which is connected to the local power grid in East Hampton, New York, via a 65-mile subsea and underground cable.

South Fork Wind was not without opposition. The waters off the Long Island coast have long been a place for recreational and commercial fisherman alike, some of whom opposed the project. Residents in Wainscott – the summer community where the cable comes ashore – also fought it. This led to Orsted adding extra space between each turbine so that the area remains open both to transit by pleasure and fishing boats, and the company buried the onshore cable beneath the beach and local roads.

Denmark-based Orsted is not new to the area. The company developed the five-turbine Block Island Wind Farm, which is northwest of South Fork Wind, in 2016. And northeast of South Fork Wind sits Revolution Wind – a 65-turbine project that Orsted broke ground on in 2023. In July, Orsted began construction on Sunrise Wind, which is also in federal waters off the New York coast.

Offshore wind projects are long-term investments, with work starting years before a single foundation is even drilled into the seabed. Securing the necessary permits is a lengthy process.

The Bureau of Ocean Energy Management first awarded the leases for South Fork Wind in 2013, which where acquired by Deepwater Wind. Orsted acquired the company in 2018 and partnered with Eversource Energy to start building the project. Onshore construction began in February 2022, with offshore construction following in 2023. In September, Skyborn Renewables, a Global Infrastructure Partners portfolio company, acquired Eversource’s 50% stake in both South Fork Wind and Revolution Wind.

South Fork Wind, which is 35 miles East of Montauk, New York.

Pippa Stevens | CNBC

Offshore wind developers typically use power purchase agreements, which are signed ahead of construction. Put simply, it’s a long-term agreement between the owner and a third party who agrees to pay a specific price for the power – oftentimes for 20 years or more. At South Fork Wind, the power is being sold to Long Island Power Authority.

While this model provides long-term certainty, it can also be a huge obstacle if project costs balloon. Orsted is developing Revolution Wind and Sunrise Wind, but last year it walked away from Ocean Wind 1 and 2, which were slated to be built off the coast of Atlantic City, New Jersey.

“Macroeconomic factors have changed dramatically over a short period of time, with high inflation, rising interest rates, and supply chain bottlenecks impacting our long-term capital investments,” David Hardy, CEO Americas at Ørsted, said in October 2023. “As a result, we have no choice but to cease development of Ocean Wind 1 and Ocean Wind 2.”

In May, Orsted agreed to pay New Jersey a $125 million settlement.

The financial problems are not unique to Orsted. Equinor and BP ended a joint venture to develop a project in waters off the coast of New York in January. Equinor took sole ownership of the project and re-entered the market in search of better prices – securing a deal for Empire Wind 1, but not for Empire Wind 2, which remains on pause.

High rates, supply chain struggles

The two main obstacles around building offshore wind farms are interest rates and the supply chain. Offshore wind is capital intensive: it takes a lot of money to build one of these projects in the middle of the sea, and as interest rates rose companies’ cost of capital surged. At the same time, raw material and labor costs accelerated out of the pandemic. It’s hard to begin construction without a PPA locked in, but if costs rise significantly above initial estimates, the PPA might not be high enough for the project to be feasible.

Each turbine at South Fork Wind rises 460 feet above the water.

Pippa Stevens | CNBC

Much of the supply chain is also highly specialized. There are only a few vessels in the world, for example, that can lay the underwater cables. Turbine installation vessels are also industry-specific. The offshore wind industry is not new globally, but it is in the U.S., meaning just a few years ago a domestic supply chain was virtually nonexistent.

But some of those supply chain constraints are beginning to ease as more and more projects get off the ground. Dominion Energy is building the first Jones Act-compliant turbine installation ship in Brownsville, Texas, which will be used to transport supplies to its Coastal Virginia Offshore Wind project. Once the project is completed, the ship will be contracted out to other companies.

‘Not disappearing’

Offshore wind port hubs are also popping up, including the South Brooklyn Marine Terminal, the Port of Virginia and Connecticut’s Port of New London. Orsted’s domestic supply chain now spans more than 40 states, and work for South Fork Wind took place in New York, South Carolina, Texas, Rhode Island and Connecticut, among other states.

The U.S. Department of the Interior recently approved its tenth offshore wind project – this one in Maryland – in what it called a “major milestone.” But the Biden administration’s goal of 30 gigawatts of offshore wind power by the end of this decade remains far off.

South Fork Wind’s offshore substation is the first-of-its-kind built in the U.S.

Pippa Stevens | CNBC

Vineyard Wind, off the coast of Martha’s Vineyard and Nantucket, Massachusetts, is the only other commercial-scale offshore wind project currently powering homes. Developer Avangrid had to pause construction over the summer after a blade broke off and fell into the ocean, with parts ultimately washing ashore on Nantucket beaches. GE Vernova, which made the blade, called it a “manufacturing deviation” related to “insufficient bonding” in the blade.

Two other projects – Block Island Wind Farm and Dominion’s two-turbine Coastal Virginia Offshore Wind Pilot Project – are operational, although they are much smaller, powering 17,000 and 3,000 homes, respectively.

The U.S. does have 58 gigawatts of capacity under development, according to American Clean Power, but some of those projects won’t come online for years, and there is no guarantee all of them will be built. The industry group estimates that $65 billion will be invested in offshore wind by 2030, supporting 56,000 jobs – up from 1,000 today.

“There are cycles in everything, and now we’re going through a negative cycle,” said Wood Mackenzie’s Lassen, in an interview. “That means that what is now driving the adjustments to price are, instead of success, failures.”

But Lassen is encouraged projects are pushing forward.

“The positive thing is that then there is some readjustment,” he said. “That means the sector is not disappearing. It’s bouncing back, but it is different.”

Orsted’s Block Island Wind Farm. The turbines are supported by jacket foundations, rather than the monopiles used at South Fork Wind.

Pippa Stevens | CNBC

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Environment

Bojangles adds EV chargers to its fried chicken and biscuit menu

Published

4 hours ago

July 14, 2025

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Bojangles adds EV chargers to its fried chicken and biscuit menu

Bojangles EV chargers — Image: Bojangles

Bojangles, the North Carolina-based chain known for its fried chicken and biscuits, is joining the growing list of fast food chains installing EV chargers in their parking lots.

The restaurant chain is working with Smart Big Box, Alyath EV, and Energy and Environmental Design Services to install turnkey EV charging stations at a “wide range” of its 800 restaurants, which are concentrated heavily in the southeast US. The rollout starts in late 2025, with most chargers expected to be available by sometime in 2026.

Each Bojangles location getting EV chargers will offer at least four ports. The stations will vary between Level 2 and DC fast chargers.

Bojangles CIO Richard Del Valle said, “Working with Alyath and Smart Big Box allows us to introduce a new convenience that aligns with evolving customer needs.”

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It’s a smart move. The charging stations will let people plug in and power up, and they’re more likely to dine at Bojangles while they’re doing so. Plus, Bojangles will get a reputation for having charging stations, so EV drivers will be more inclined to head toward the restaurants as a reliable power source.

Cristiane Rosul, CEO of Alyath, said the partnership “not only benefits EV drivers but also positions Bojangles as a leader in the future of quick-service dining.”

Smart Big Box has contracted with Energy and Environmental Design Services as the exclusive installer and maintenance partner for all EV chargers.

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Toyota cuts bZ4X lease price to just $199 a month, even cheaper than a Corolla

Published

5 hours ago

July 14, 2025

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Toyota cuts bZ4X lease price to just 9 a month, even cheaper than a Corolla

Toyota’s electric SUV is now its cheapest vehicle to lease. After slashing lease prices again, the Toyota bZ4X is listed for lease at just $199 per month in some states. That’s even cheaper than a Corolla right now, even though it’s nearly double the price.

Toyota bZ4X is now cheaper to lease than a Corolla

The 2025 Toyota bZ4X already starts at $6,000 cheaper than the previous model year, but with a new promotion this month, it’s even more affordable.

Toyota is at it again, having cut lease prices once more this month following the Fourth of July holiday. The 2025 Toyota bZ4X XLE is now listed at just $199 per month for 36 months. With $3,999 due at signing, you’ll end up paying an effective cost of $310 per month.

The offer is $42 less than before the new promo, or about a 12% price cut. It’s hard enough to find any lease nowadays around $300, but for an electric SUV, it’s a pretty good deal.

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According to online auto research firm CarsDirect, it’s even cheaper to lease a bZ4X now in some states than a Toyota Corolla. The 2025 Corolla LE Sedan is available for $229 for 36 months. With $2,999 due at signing, the effective monthly rate is $312, or $2 more than the bZ4X.

Although $2 might not seem like much in the grand scheme of things, it’s pretty significant, given that the bZ4X is $16,000 more expensive.

The 2025 Toyota bZ4X XLE has an MSRP of $38,465, compared to the Corolla LE Sedan, which starts at $22,325. That’s a $16,140 cost difference alone.

Toyota’s electric SUV is slightly longer than a RAV4 at 184.6″ in length, but it has a longer wheelbase, which opens up more interior space.

Toyota is also throwing in a free year of unlimited charging (at EV-go-operated public charging stations) for those who buy or lease a new 2025 bZ4X. You can also add a ChargePoint home charger to the cost.

Although the bZ4X is available for just $199 per month, the 2025 Hyundai IONIQ 5 is listed at $179 nationwide this month. With more range, style, and an NACS port for charging at Tesla Superchargers, the 2025 IONIQ 5 offer is hard to pass up right now.

2025 Toyota bZ4X trim	Starting Price (excluding $1,395 DPH fee)	Price reduction (vs 2024MY)	Range (mi)
XLE FWD	$37,070	-$6,000	252
XLE AWD	$39,150	-$6,000	228
Limited FWD	$41,800	-$5,380	236
Limited AWD	$43,880	-$5,380	222
Nightshade	$40,420	N/A	222

2025 Toyota bZ4X prices and range by trim

Like many carmakers, Toyota is currently offering significant incentives on electric vehicles, with the federal tax credit set to expire at the end of September. Accordingly, Toyota’s promotion ends on September 30. Although the bZ4X doesn’t qualify for the credit through purchase, Toyota is passing it on through leasing.

In some areas, like LA, Toyota is currently offering $12,000 off bZ4X leases. With the loss of the tax credit, the savings would drop to just $4,500, which would add over $100 a month to the lease price.

Looking to take advantage of the savings while they are still here? You can use our link to find deals on the 2025 Toyota bZ4X in your area today.

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Environment

It turns out Tesla Canada’s shady $43m incentive grab was above-board after all

Published

5 hours ago

July 14, 2025

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It turns out Tesla Canada's shady m incentive grab was above-board after all

Transport Canada has finished its investigation into Tesla’s questionable filing of $43 million worth of EV incentives in a single day, finding that the claims did indeed represent cars sold before the deadline to file for incentives – still raising questions about disorganization within Tesla.

To recap, Canada suddenly sunsetted its electric vehicle incentives back in January, as the program ran out of money. It caught a lot of EV dealers by surprise, and there was a sudden rush to sell cars and to file for incentives, given that the end of the program was announced with just three days notice.

One of these dealerships that showed a rush was a single Tesla dealership in Quebec, which recorded 4,000 rebate requests in a single weekend, an impossible number at the relatively small location. Other Tesla locations also filed for suspiciously high numbers of incentive claims on the same weekend.

This raised alarm bells, and other Canadian auto dealers pointed it out to Transport Canada, with Huw WIlliams, head of the Canadian Auto Dealers Association (CADA) claiming that Tesla “gamed the system” to hog an illegitimate number of incentive claims out of the limited money left. The total amount was $43 million, which was more than half of the amount left in the Canadian government’s coffers.

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Even accounting for Tesla delivery pushes, and for increased sales as the credit rapidly sunset, these numbers did not seem possible.

This – perhaps combined with Tesla’s unpopular position in Canada at the time given CEO Elon Musk’s participation in a US government which was attacking Canada’s sovereignty at the time – led to Transport Canada announcing an investigation into Tesla’s incentive claims (Canadian Transport Minister Chrystia Freeland even said at the time that future Canadian ZEV incentives should exclude Tesla until the US’ “illegitimate and illegal” tariffs were lifted).

Tesla responded to the investigation in a typically standoffish manner, claiming in a letter that it was “shocked” to hear about the investigation, threatening legal action if payments weren’t resumed, and blaming Transport Canada for causing Tesla’s negative public perception and exposing Tesla’s Canadian employees to harassment (the letter did not, however, mention anything about CEO Musk’s government activities, or his recent actions attempting to spread white supremacy around the globe, and how those are much more responsible for negative public perception of the company).

Well now, the result of that investigation is back, and Freeland said on Friday that Tesla’s claims “were determined to legitimately represent cars sold before January 12.”

Transport Canada also pledged to CADA that all cars delivered before January 12 will have their incentive claims fulfilled, regardless of the program’s budget. CADA estimates it’s owed around $11 million in past-due claims, and Williams still wonders how Tesla knew to file those claims so suddenly.

Electrek’s Take

Questions still remain about this incentive. As pointed out by the Canadian Press, it’s still not clear whether Tesla’s incentive claims were for cars sold on that weekend, or for cars sold prior to that weekend and delivered all in a lump.

Given the physical limitations of the locations involved, it’s likely the latter. Which raises a different kind of alarm bell: that of disorganization within Tesla, as I pointed out as my main concern over this situation in a previous article.

I just don’t see how Tesla Canada can justify leaving tens of millions of dollars on the table for potentially several months, when all it took was the filing of some pieces of paper for them to get it. That’s capital that Tesla could have used to do business, and letting it sit in someone else’s bank account doesn’t benefit Tesla at all.

Now, disorganization is nothing new for Tesla, but businesses usually don’t like leaving money laying around for no reason. And Tesla, with its focus on quarterly results and end-of-quarter pushes, surely would have enjoyed having that extra cash in December, the end of a fiscal quarter/year, rather than the beginning of January when they filed for these incentives.

So regardless of the now proven legitimacy of these claims, this aspect should be cause for some amount of concern. It’s a reflection of a longtime problem in Tesla, where things tend to fall through the cracks until there’s some sort of emergency, and then it’s all-hands-on-deck from whoever happens to be closest to the problem at the time. But this has been an issue within Tesla for so long that it’s hard to see it being fixed at this point – and certainly not under its longtime CEO who seems far more interested in using Tesla to bail out his private companies or turning Twitter into “MechaHitler” than on making actual good decisions for Tesla.

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