Connect with us

Power

Algorand Tries to Solve Bitcoin’s Environmental Problem

Published

on

Depending on who you ask, Bitcoin is either a wretched abomination of worthless pseudo-money designed to help criminals and shape-shifting reptilian aliens trade tourists for guns and drugs in pizza shop basements or a perfect, idealistic cure-all for the evils that money and banking have wrought upon the world. While I happen to fall more-or-less in the latter camp, even I have to admit that Bitcoin (BTC) has a serious PR problem when it comes to its environmental impact — and it’s a problem that another cryptocurrency, Algorand, is working to solve.

Bitcoin’s Carbon Footprint Problem

Despite the fact that BTC’s carbon footprint is significantly less than conventional banking — and that it’s only getting cleaner after the Chinese banned Bitcoin mining and El Salvador began mining with geothermal “volcano” energy — the sensational headlines are too compelling to ignore. “Bitcoin mining consumes more electricity than Norway,” just has more bite than, “the fiat banking industry consumes more than 260 TWh of electricity per year,” you know?

The optics on BTC’s energy use are so bad that even Elon Musk, usually immune to public sentiment, felt like he had to step backward from his company’s $1.5 billion commitment to the digital coin. “Tesla has suspended vehicle purchases using Bitcoin,” said Musk, in a statement. “We are concerned about rapidly increasing use of fossil fuels for Bitcoin mining and transactions, especially coal, which has the worst emissions of any fuel … cryptocurrency is a good idea on many levels, and we believe it has a promising future, but this cannot come at great cost to the environment.”

They key line there, for anyone who would listen to something a guy who has led several companies to $100 billion valuations, is that one about crypto being a good idea. Tesla is still holding on to most of their Bitcoin, after all, and Elon Musk has been called “the Dogefather” more than once, for his public support of Dogecoin (DOGE), which has a significantly smaller carbon footprint than Bitcoin. Still, BTC and DOGE aren’t the only games in town — and Elon’s not the only smart guy.

Algorand Is Both A What & A Who

Algorand (ALGO) is a fully decentralized, secure, and scalable blockchain which provides a common platform for building products and services for a borderless economy that was founded in 2017 by Silvio Micali, and Silvio is a smart dude.

How smart? In addition to advanced mathematics degrees and PhDs in computer science at UC Berkeley, Silvio teaches at MIT. There, his research won him the Turing Award (in computer science), the Gödel Prize (in theoretical computer science), and the RSA prize (in cryptography), and he is credited with the invention of probabilistic encryption, Zero-Knowledge Proofs, Verifiable Random Functions, and many of the protocols that are the foundations of modern cryptography (emphasis mine).

With that kind of pedigree, you’d expect Algorand to be a solid alternative to other cryptocurrencies. Indeed, ALGO provides almost all of the benefits of Bitcoin — benefits like immutability, transparency, and decentralization — while adding smart contract functionality to its blockchain. It also operates on a proof-of-stake model, which is much more energy efficient consensus protocol than Bitcoin’s proof-of-work system.

“Sustainability has been a core component of Algorand since its inception,” reads a statement on the project’s website. “As the world’s first pure proof-of-stake blockchain, the Algorand network was designed from the ground up to minimally impact the environment. Because its consensus is not based on energy-intensive proof-of-work and requires minimal computational power or electricity … the energy required to run a node in the network is negligible, and can be done on a device as simple as a Raspberry Pi. Compared to other blockchains, digital asset creation and transactions on Algorand result in magnitudes less CO2 emissions, with initial analysis demonstrating around 2 million times less.”

Image courtesy Algorand.

That’s a powerful statement, but the commitment to low-carbon operation doesn’t end with lower power use. The team behind ALGO is doing something more, by buying carbon offsets.

Carbon-Negative Crypto

“We understand that the mechanics of measuring the environmental impact of a global, decentralized and widely used blockchain are nuanced and complex,” explains Silvio. “That’s why we are teaming up with ClimateTrade to continue and double-down on our eco-conscious efforts.”

ClimateTrade will implement a sustainability oracle that notes Algorand’s carbon footprint on the blockchain for a given period of time (called an “epoch,” when measured in units of transactions, or “blocks”). The amount of carbon measured is entered into a smart contract, which then locks the equivalent amount of carbon credits as an ASA (Algorand Standard Asset) in a “green treasury,” allowing Algorand to operate with a carbon negative ledger.

In addition to ClimateTrade, Algorand is also working with organizations like GaiaChain, PlanetWatch, Global Carbon Holding by offering grant support and a technical platform for them to build their technology on. That’s possible because of the nature of smart contracts.

What Smart Contracts DO

“Smart contracts are simply programs stored on a blockchain that run when predetermined conditions are met,” according to IBM’s blockchain resource. “They typically are used to automate the execution of an agreement so that all participants can be immediately certain of the outcome, without any intermediary’s involvement or time loss.”

The smart people are already imagining how a smart contract could revolutionize the mortgage and loan industries, but I need a simpler explanation. What that IBM quote basically means is that you can run a small program within a block that’s stored on ALGO’s blockchain — and, with clever coding, some surprisingly small programs can make a pretty big impact.

Growth & Promise

So, where does Algorand go from here? Recently, the city of Miami adopted Algorand as a platform to help local companies build platforms for payments and capital markets leveraging blockchain technology with $25 million in backing from an Atlanta-based company called Borderless Capital.

At the time, much was made of Algorand’s environmental advantages over Bitcoin. ALGO developers are still at work, though, and are projecting that they’ll be able to deliver all the transparency and security that blockchain promises with a total energy use that’s less than 1% of 1% of Bitcoin’s.

Image courtesy Algorand.

The real question is, will that matter? Will enough companies and individuals adopt Algorand — or any other cryptocurrency — to significantly disrupt “traditional money” in the US? In Canada? As I type this, ALGO has a market cap of about $13 billion. Sure, that’s a far cry from Tesla’s trillion dollar valuation, but $13 billion certainly isn’t nothing. Indeed, that market cap puts ALGO above Samsung, LG, Asus, Hertzeven Renault … and it’s still growing. As such, it seems safe to say that Algorand isn’t going anywhere, but what does that mean for you and me?

The Vanishing Case Against Crypto

The most effective weapon so far levied at cryptocurrencies and Bitcoin, at least in terms of public perception, has been the question of environmental impact. Like the oil companies who promote the idea that individuals should be responsible for their carbon footprints, but not the 100 companies that produce 71% of global carbon emissions, it is large establishments that are deeply invested in the strength of government-issued monies (think: banks, REITs, and governments, themselves) that seem most likely to be pushing the “Bitcoin bad for Earth” agenda while ignoring the impact of traditional banking (heck, most of those graphs even have “BofA” branding). With the “greening” of Bitcoin itself and the rise of carbon-neutral or carbon negative cryptos, though, how long will that paper-thin facade actually hold?

Image: Bank of America, via Fortune.

Perhaps a better question is, with no one shouting about the carbon footprint of major banks, how long will the perception that Bitcoin is worse for the planet than banks actually last?

You guys are smart, you tell us! Would you be more or less likely to accept or use Bitcoin if you found out that it had a smaller carbon footprint that your bank? Would you be swayed by a large-scale switch to renewable energy in the mining process? What about Algorand — with the drawbacks of harmful emissions effectively negated, do you think crypto’s natural advantages over fiat currencies will bring it to the forefront? Let us know in the comments!

Original content from CleanTechnica.


 

Appreciate CleanTechnica’s originality? Consider becoming a CleanTechnica Member, Supporter, Technician, or Ambassador — or a patron on Patreon.


 


 

Advertisement

 


Have a tip for CleanTechnica, want to advertise, or want to suggest a guest for our CleanTech Talk podcast? Contact us here.

LinkedIn

Facebook

Read More

Source: cleantechnica.com

Power

Electric Car FAQs: Do EVs All Use the Same Plug?

Published

on

Electric cars are mostly like regular cars. You step on the pedal on the right and the car goes, you turn the wheel and the car turns, and the only real difference is what kind of fuel goes in it. We say stuff like that all the time. If we’re being completely honest, though, that’s only mostly true. 99% of the time the only difference is what kind of fuel goes into the car, but that last 1% probably needs explaining.

To provide that explanation, we’ve launched a new segment called “Electric Car FAQs” that hopes to answer those oddball questions that come up 1% of the time. Today’s question: do EVs all use the same plug?

EV FAQs: Do EVs All Use the Same Plug?

Even if you don’t know anything about how electric cars work, you could probably guess that they run on some kind of battery. You’d be right! That battery acts like a gas tank in a conventional car, storing “electric fuel” in reserve until it’s needed. You even fill it up like a gas tank — the main difference is you’re plugging the car into an EV charging station, not a gas pump. Sounds easy, right?

The good news is that it is easy to plug in your EV! But one thing that many people don’t realize is that there are different types of electric car plugs, and different types of chargers. Each one has different capabilities, costs, and charging speeds, and that’s where some confusion can sneak into the conversation.

As ever, we’re here to clear things up for you — starting with the chargers.

EV Charging Levels

Image courtesy of GM.

Level 1 is basically a standard 3-prong outlet, like the kind you have your phone charger plugged into. These work the same way, providing a slow trickle of energy to your electric car battery to basically replace a few miles of driving. You’ll usually get 2-4 miles of range per hour of charging, and it usually won’t increase your monthly electric bill by a noticeable amount, making level 1 home charging an extremely cost-effective charging solution.

Level 2 charging stations use 208 or 240 volts of electricity — more like the big plug your clothes dryer is plugged into. These are to charge your vehicle up to 10 times faster than a level 1 station. If you drive more than a few miles per day and want the convenience of knowing you’re starting each day with “a full tank” from charging at home, installing a level 2 charger in your garage is the way to go, and you can expect to get up to 200 miles of range from an 8 hour, overnight charge.

Because level 2 power is usually available in most commercial locations, many businesses that want to incorporate EV charging stations into their parking lot deploy level 2 charging stations. Whether you’re putting a level 2 one in at your home or at your business, be sure to check with your local utility for rebates and incentives to help keep costs down.

Level 3 DC Fast-Charging

DC fast-charging plugs are typically considered “level 3” and have significantly faster charging speeds than the level 1 or level 2 “AC” chargers. With enough juice, a DC fast charger can charge an electric car battery to 80% from almost empty in about 20 minutes (depending on the vehicle) … but this is a good time to tell you that not all “level 3” charging is created equal.

“Level 3” is a generic term that used to be quite clear. As technology has advanced, though, it’s a term that has led to more confusion that anything else, because it could mean anything from around 25kW of power to more than 300kW (!?).

That’s why some electric car owner apps like Chargeway have “split” Level 3 charging into levels — 3, 4, 5, 6, and 7 — to highlight that difference. At a local (well, local to Chicago, anyway) “level 3” station in Chargeway, it would take about three and a half hours to go from 10% to a 90% charge in a car like the 2021 Ford Mustang Mach E

Screencap from Chargeway app.

… at another local charger, a “level 6” to use Chargeway’s naming system — the time drops significantly. You can get the exact same charge in under 40 minutes (below), instead of (quick math) 2015 minutes. That’s a lunch stop or a grocery run, and knowing ahead of time what to expect when you get to a fast charger is going to make a big difference in your experience.

Screencap from Chargeway app.

The National Auto Dealers’ Association recently partnered with Chargeway to help train electric car dealers to use this more intuitive “level 1–7” power system as they talk about EV chargers … but they also want to use Chargeway to help simplify the conversion about plugs, which we’ll get to next.

Different Types of EV Plugs

CHAdeMO was the first type of DC fast-charging system on the market, and helped early e-mobility adopters reduce range anxiety. Cars with CHAdeMO plugs can fast charge a battery to 80% in about 60 minutes at a rate of roughly 2 miles of range added per minute of charging.

Image by CleanTechnica.

Today, the Nissan LEAF and Mitsubishi Outlander PHEV (shown, above) are the most common CHAdeMO vehicles, but even they are switching to the more common J1772 with their next generation of electric cars. Still, there are hundreds of thousands of used EVs on the market that use this standard, so it’s worth knowing about.

Most “modern” electric vehicles (the notable exceptions being cars built by Tesla) use the J1772, and the J1772 plug can charge your car using 120, 208, or 240 volts of electricity, depending on the type of charger station you’re using. These are those “level 1” and “level 2” we talked about earlier, and it’s the most common type of charging you’ll find.

For fast charging, those same cars use the SAE Standard Combined Charging System, or CCS. Developed by the society of automotive engineers (SAE, natch), this is the most widely used fast charging standard globally, and works with most fast chargers — just not, currently, the Tesla Supercharger Network, will.

Tesla cars on the Tesla Supercharger network use proprietary standards that, while also called “level 3” by most networks, typically fall into the “level 6” or “level 7” range offered by Chargeway. Tesla drivers have exclusive access to the national network of Tesla Superchargers to charge their vehicles, but they have to use an adapter to charge at other DC fast-charging stations that use CCS or CHAdeMO plugs and at Level 1 and Level 2 charging stations.

Tesla Supercharger in Florida, by Zach Shahan/CleanTechnica.

Colors & Numbers

We already talked about the way that a charging app displays information can have a huge impact on your expected wait times while you’re charging. Chargeway also simplifies the process of finding charging stations that work for your car. Instead of showing a “generic” charging map that shows all the chargers in your neighborhood, Chargeway only shows you the stations that will work for your specific car, reducing anxiety and making it easier to “fill up faster” with electric fuel.

Blue for CHAdeMO, green for J1772/CCS, and red for Tesla.

Image courtesy of Chargeway.

Higher numbers equal faster charging, so if you have a Chevy Bolt, that’s a Green 4. A Mustang Mach-E? That’s a Green, too, but it will go up to level 6. A brand-new Tesla Model S? Red 7.

It’s intuitive, and it’s the language that many dealers will soon be using. “Because the 16,000+ NADA member dealers represent nearly all the major automotive brands, their adoption of Chargeway will create a de facto ‘standard dictionary’ of EV charging terms,” reads the official NADA press release. “‘Green’ plugs, ‘Level 6’ chargers, etc. That will make it easier for EV dealers and buyers to communicate, regardless of brand.”

With all that said, we hope we’ve made it clearer for you to understand the different types of EV charging and chargers. If you want to hear about more clever ways to visualize or talk about EVs, you can tune into Chargeway’s founder, Matt Teske, on the Electrify Expo podcast with CleanTechnica’s Jo Borras (me!) on Apple Podcasts, Spotify, or anywhere you get your podcasts.

Original content from CleanTechnica.


 

Appreciate CleanTechnica’s originality? Consider becoming a CleanTechnica Member, Supporter, Technician, or Ambassador — or a patron on Patreon.


 


 

Advertisement

 


Have a tip for CleanTechnica, want to advertise, or want to suggest a guest for our CleanTech Talk podcast? Contact us here.

LinkedIn

Facebook

Read More

Source: cleantechnica.com

Continue Reading

Power

Diess Survives Volkswagen Board Review — for Now

Published

on

Herbert Diess, CEO of the Volkswagen Group, was put under the microscope recently after he suggested publicly that as many as 30,000 manufacturing jobs at the company could be lost if it fails to meet the challenge from competitors, principally Tesla. His remarks were interpreted by some, especially Daniela Cavallo, the head of the works council, as a threat to fire 30,000 employees.

Diess further inflamed the passions of company insiders when he invited Elon Musk to call in to a meeting of 200 Volkswagen senior managers. That annoyed just about everyone in the company who wasn’t already annoyed by the job cuts thing and resulted in a call to convene the rarely use mediation committee of the Volkswagen management board. That committee is made up of representatives from the company’s largest shareholders as well as the head of the works council (worker union).

A meeting was held last Tuesday but no announcements were made afterwards. The only things Reuters could uncover about the meeting were two statements from anonymous sources. The first said, “This topic is so hot, it is on a knife edge. I can’t say anything further.” The other said, “As expected, there is nothing new.” The most that can be gleaned from this kerfuffle is that Diess has been called on the carpet and warned that he must change his management style or face possible termination.

Changing his management style appears to mean he should stop pissing off the works council. Cavallo is on record as saying, “We’re tired of hearing time and again that the works council is apparently only concerned with preserving the status quo.” She insists that all the workers and labor representatives are fully supportive of the proposals Diess has put forth to speed up the transition to electric vehicles, including a major rethink of how they build cars at its largest factory, in Wolfsburg.

The crux of Diess’ recent remarks is that Tesla will soon be building electric cars in Grünheide in much less time with fewer workers. Stripping away all the emotional content of his recent remarks, it should be intuitively obvious to the most casual observer that you can’t compete successfully if your cars cost more to build than the cars your competitor is making. It’s as plain as the face on your nose, and yet Diess has been called to account for saying out loud what should be evident to everyone.

Sources tell Reuters that the committee is working to craft a position that will satisfy all parties — which means it will probably satisfy no one. Diess will be asked to change his management style, which is a little like asking a leopard to change its spots, while new board members will be announced, new assurances on job prospects for employees will be given, and new investment plans for Volkswagen Group will be put forth.

There are rumors — unfounded, unconfirmed, and uncorroborated — that if Diess is tossed overboard, he could wind up being tapped to run the automotive division of Tesla, which would allow Musk to focus his considerable talents on other things like SpaceX, energy storage, and tangling with Bernie Sanders on Twitter.

Part of Diess’ problems may stem from the fact that he is an outsider. From 1996 to 2015, he worked at BMW, where he was a member of its management board. Volkswagen, like any major corporation, has a culture of promoting from within. No doubt, bringing Diess in from outside the company — and from a competitor in the German auto industry at that — rankled lots of loyal Volkswagen managers who maybe thought they should have been promoted when the diesel cheating scandal hit in 2015 and Martin Winterkorn was given the heave ho.

Sometimes it’s not what you say, it’s how you say it. Has Diess learned his lesson? “We’ll see,” said the Zen master.


 

Appreciate CleanTechnica’s originality? Consider becoming a CleanTechnica Member, Supporter, Technician, or Ambassador — or a patron on Patreon.


 


 

Advertisement

 


Have a tip for CleanTechnica, want to advertise, or want to suggest a guest for our CleanTech Talk podcast? Contact us here.

LinkedIn

Facebook

Read More

Article: cleantechnica.com

Continue Reading

Power

Hydro Versus Batteries: Tasmania Pushes Its Undersea Cable Plan

Published

on

There is no question that hydroelectric power is a wonderful thing. It’s green, it’s renewable, it’s emissions-free, and it’s relatively inexpensive.  There is also no question that water can be stored behind a dam for days, weeks, months, or even years before it is used to spin turbines that generate electricity.

Tasmania has an abundance of hydroelectric power — quite a bit more than it needs, actually. It would very much like to sell some of its excess electricity to the rest of Australia. The plan put forward by Hydro Tasmania and TasNetworks is known as the Marinus Link — a 500-kilometer-long undersea transmission line linking Tasmania to Melbourne. From there it would connect to the utility grid on the mainland, making Tasmania Australia’s national battery, so to speak.

But there’s a flaw in the Hydro Tasmania plan. According to a report written by the highly regarded Dr. Bruce Mountain for the Victoria Energy Policy Center, the Marinus Link is a money-losing proposition that will only make less economic sense in coming years as the cost of grid scale battery storage continues to decline. Here’s a quote from the Executive Summary that pretty much says it all.

“The main conclusions of that report are that 1,500 MW of four-hour battery can be provided for less than half the cost of Marinus Link; that the same capacity of six-hour battery can be provided for 79% of the cost of Marinus Link and that 1,500 MW of eight-hour battery storage is still cheaper than Marinus Link.

“In other words, even if Hydro Tasmania is able to provide, for no additional cost, 1,500 MW that it could export to Victoria day-in day-out for eight hours at a stretch for the foreseeable future, it will still be cheaper to build 1,500 MW of batteries in Victoria rather than to build Marinus Link. Of course the Tasmanian electrical system has no-where near the power or energy capability needed to provide 1,500 MW of supply to Victoria for 8 hours every day and so many billions will be needed to expand its storages and energy production in Tasmania in order to be able to provide the capacity that Marinus Link claims to offer.”

The ending of the report is just as brutal. “We now feel able to conclude that not only does Marinus Link have no chance of competing with battery alternatives but that if Hydro Tasmania develops pumped hydro capacity in Tasmania it is very likely that, like Snowy 2.0, it will be stranded from the outset.”

Cuanto Cuesta?

So how much would the Marinus Link cost? The proposal calls for building two new 750-megawatt undersea power cables between Tasmania and Victoria at a cost of about $3.5 billion. Hydro Tasmania, which is owned by the state of Tasmania, plans to store power in Tasmanian dams by releasing water to generate electricity for export to Victoria when prices are high, and pumping the water back into dams when power prices are low.

According to MSN, Mountain claims that if the Marinus Link is funded by the Tasmanian or Commonwealth governments, taxpayers will be left paying for an asset that would cost more to build than it can earn. “It would be placing a dead weight on the shoulders of the people of Tasmania, if indeed the people of Tasmania bear most of the cost. If it’s borne by the Commonwealth in some way, it’ll be placing a burden on all taxpayers and energy consumers depending on how the bid ends up, when you build an asset that can’t compete.”

Mountain also expressed skepticism about the the long term benefits of construction jobs associated with the projects. “It would be much better for the community if the government simply gave that money out — frankly, it would be less of a loss for the community. Building a white elephant, a dead weight loss, entrenches disadvantage.” No namby-pamby, wishy-washy words from the esteemed Dr. Mountain. Better to take that money and just throw it in the street.

The Case For Marinus Link

Hydro Tasmania and TasNetworks aren’t giving up the fight. TasNetworks general manager for Marinus Link Bess Clark says both batteries and pumped hydro storage will be needed as Australia’s energy market transitions away from fossil fuels. “Marinus Link presents a once in a generation opportunity to double Tasmania’s clean energy, helps combat climate change, puts downward pressure on power prices and creates thousands of local jobs,” she says, before adding that modeling by the Australian Energy Market Operator shows the Marinus Link will be a key part of Australia’s energy grid in the future.

A spokesman for Hydro Tasmania said batteries wouldn’t be able to meet all of Australia’s energy storage requirements and that deep storage like pumped hydro will be needed. “It’s not a question of having one or the other. We will need all the relevant, cost competitive technologies to play their part to ensure all Australians have a power system that is reliable, secure and affordable,” he said.

Last week the Tasmanian Chamber of Commerce and Industry threw its “wholehearted support” behind the Marinus Link project. “We know that this project will be fantastic not just for employment across the state over the next 50 years but also for the growth of business within Tasmania,” TCCI CEO Michael Bailey said.

All Of The Above

There are two sides to this debate and they both have points in their favor. Pumped hydro can supply power far longer than any grid storage battery in existence. A battery can react in milliseconds; pumped hydro cannot. One of the benefits of battery storage is its frequency and voltage regulation capability. Both save grid operators money but are services pumped hydro cannot provide.

Then there is the question of timing. Bruce Mountain tells the Sydney Morning Herald the Victorian Big Battery, composed of dozens of Tesla Megapacks, will be commissioned shortly, while a similar installation at Jeeralan should be ready by 2026. There are four more storage battery projects in the pipeline as well. A further four major batteries are likely to proceed. Those will all be in place and operational before the Marinus Link becomes operational.

“Battery storage capacity will be built and operational in Victoria long before Marinus Link and the Battery of the Nation developments in Tasmania are close to operational,” the VEPC report says. “Marinus Link continues to have no prospect of competing against battery alternatives in Victoria.” Mountain adds, “Considering the much higher efficiency and responsiveness of chemical batteries than pumped hydro, if pumped hydro is developed in Tasmania it is surely likely that it, not batteries, will sit idle.”

“It’s not a question of having one or the other,” Hydro Tasmania counters. “We will need all the relevant, cost-competitive technologies to play their part to ensure all Australians have a power system that is reliable, secure and affordable.” Tasmania also is investing heavily in the power of wind, something it also has in abundance.

The Trouble With Transmission

Solar power advocates like to say that a gigantic solar farm in a small corner of the Sahara desert could power all of Europe and the UK — if there were transmission lines connecting the two areas. In the US, some people dream of New Yorkers getting solar power from California after the sun sets on the Big Apple. That could happen if there were transcontinental high voltage transmission lines.

That being said, transmission lines can be hugely expensive to construct and maintain. They are also subject to disruption from any number of causes — wind, earthquakes, wild fires, even malicious damage. The world is learning a hard lesson about making stuff in one place for consumption in another place using a flotilla of cargo ships to connect the two. Anything that can go wrong often does go wrong and at the worst possible time. Just ask Puerto Rico about relying on distant generating stations to power its major cities.

Pumped hydro is an important piece of the energy storage puzzle but it can’t just be plunked down close to the places where demand for electrical energy is high. In theory, battery storage facilities can be sited almost anywhere. Ideally, they can go where retired thermal generating stations are located, places with the advantage of already having the connections needed to feed the stored power into the electrical grid.

Planning For The Future Is Hard

The objection is not to Tasmania’s abundant hydro power. The objection is the cost of getting it to distant markets at competitive cost. Then there a time considerations. What may seem like a good idea today may not look quite so appealing a few years down the road when the economics tilt more in favor of one solution than another. When there is not an unlimited supply of money, it is best to invest what you have in solutions that will be fiscally viable for the longest period of time, not one that will be come economically noncompetitive before the end of its useful life.

Perhaps Tasmania would be wise to invest its dollars in technologies that turn its excess electricity into green hydrogen or ammonia, which could then be exported at reasonable cost to anywhere in the world. The issue is not energy storage. The issue is energy transmission. It will be interesting to see how this plays out in Australia, where wise energy planning at the federal level appears to be an alien concept.


 

Appreciate CleanTechnica’s originality? Consider becoming a CleanTechnica Member, Supporter, Technician, or Ambassador — or a patron on Patreon.


 


 

Advertisement

 


Have a tip for CleanTechnica, want to advertise, or want to suggest a guest for our CleanTech Talk podcast? Contact us here.

LinkedIn

Facebook

Read More

Source: cleantechnica.com

Continue Reading

Trending

OMNT.com