Connect with us

Power

BMW’s EV Sales Double in 2021, but Still Can’t Catch Tesla

Published

on

During an earnings call on Wednesday, the BMW Group announced it had experienced a 42.4% increase in third quarter net profits to $2.99 billion, reflecting how higher prices and BMW’s EV sales have counterbalanced lower deliveries due to scarce chips. Net profit for the third quarter of 2021 amounted to €2.58 billion ($2.99 billion), a rise of 42.4%. This was despite deliveries in its automotive segment dropping by 12.2% compared to Q3 2020.

BMW’s EV Sales & Projections

BMW’s EV sales grew by 121.4% in the first 9 months of 2021, hitting 59,688 units. That achievement of positive business development “confirms our strategic course,” board finance member Nicolas Peter said during the earnings call. Peter noted the company was confident of exceeding its target for a 10% margin on pre-tax earnings this year, but also acknowledged that Q4 might be slightly less remarkable due to increased investment costs and tax liability. “We anticipate a further increase in capital expenditure in the fourth quarter, as well as significantly higher advance tax payments.”

The European Automobile Manufacturers’ Association said recently that new car registrations in September were down 25% from a year earlier, primarily because dealers don’t have enough cars to sell because of a shortage of semiconductors. In the third quarter 2021, BMW Group operations were increasingly impacted by similar global supply problems. “As expected, semiconductor supply bottlenecks slowed down sales in the third quarter,” Peter explained. “However, thanks to our ability to respond quickly and the high level of flexibility in our global production system, we were able to limit the impact on vehicle manufacturing.”

Automakers from Volkswagen to Stellantis to Renault also saw dampened third quarter sales due to scarce chip supply, as reported by Reuters. The consultancy BCG expects a total of 10 to 11 million fewer cars to be produced worldwide this year because of the shortage.

Importantly, the BMW Group sold 231,575 all-electric and plug-in hybrid vehicles between January and September, a jump of 98.9%. By comparison, in the third quarter of 2021 alone, Tesla CEO Elon Musk says it delivered 241,300 vehicles.

Tesla Continues to Top EV Global Sales

Tesla’s Q3 operating cash flow was $1.3 billion and achieved its best-ever net income, operating profit, and gross profit while also reaching an operating margin of 14.6%. This exceeded its medium-term guidance of “operating margin in low-teens.” The company added that this level of profitability was achieved while its ASP2 decreased 6% year over year in Q3. That was due to the continued mix trend toward lower-priced vehicles.

Tesla also noted that EV demand is going through a structural shift. As more and more Tesla brand EVs appear on roads, a whole new slew of Tesla owners seem to be sharing their positive experiences owning an EV, thus creating a cyclical effect where a whirl of Tesla positive buzz emerges.

Like other automakers at this time, Tesla addressed in the quarterly update deck that semiconductor shortages and congestion at ports were impacting the company’s full potential. “We believe our supply chain, engineering, and production teams have been dealing with these global challenges with ingenuity, agility, and flexibility that is unparalleled in the automotive industry. We would like to thank everyone who helps advance our mission.”

Tesla added that it plans to grow its manufacturing capacity as fast as possible and expects to achieve 50% average annual growth in vehicle deliveries over a multi-year horizon. It has enough cash to fund its product roadmap, long-term capacity expansion plans, and other expenses. The company anticipates that its operating margin will to continue to grow over time, reaching industry-leading levels. It’s a projection that many other automakers, like the BMW Group, would like to emulate.

Focusing on the Transportation Footprint

The BMW Group is in step with the prevailing zero emissions transportation zeitgeist. The company wants fully electric vehicles to represent at least 50% of its deliveries by the year 2030. The increasing importance of electric mobility comes at a time when major economies around the world are attempting to reduce the environmental footprint of transportation. Of the roughly 66,000 pounds of CO2e emitted over the lifetime of an internal combustion engine car (assuming 93,000 miles driven), 84% comes from the use phase.

The European Commission, the EU’s executive arm, is targeting a 100% reduction in CO2 emissions from cars and vans by 2035. The EU is requiring that automakers sell more efficient EVs or pay big fines. All of a sudden, automakers have discovered that consumers will, indeed, buy millions of EVs if they are produced and marketed well.

The Biden administration wants to reduce carbon pollution from the transportation sector by cutting tailpipe emissions and boosting the efficiency of cars and trucks; providing funding for charging infrastructure; and, spurring research, development, demonstration, and deployment efforts that drive forward very low carbon new-generation renewable fuels. These would fit for applications like aviation and other cutting-edge transportation technologies across modes.

The UK wants to stop the sale of new diesel and gasoline cars and vans by 2030. It will require, from 2035 onward, all new cars and vans to have zero tailpipe emissions.

The List Grows Longer: Legacy Companies Plan Transition to EVs

The plugin electric vehicle market has exploded in the past year. BMW is just one of several well-known companies pushing an electrification strategy. A record number of almost 100 pure battery electric vehicles are planned to debut by the end of 2024. Here are some companies to watch.

In March, Volvo Cars said it planned to become a “fully electric car company” by the year 2030.
In April, General Motors said it plans to stop selling gas and diesel vehicles by 2035, with the Cadillac line most deeply committed to 2030 full electrification goals. The first offering will be the Lyriq crossover SUV next year.
In July, the Volkswagen Group said half of its sales were expected to be battery-electric vehicles by 2030. By the year 2040, the company said almost 100% of its new vehicles in major markets should be zero-emission.
Jaguar has launched a plan for its all-electric models under the “Reimagine” slogan. By 2030, the company will devote a $3.4 billion annual investment in EVs. The Jaguar I-Pace is destined to perch on the company’s new Electric Modular Architecture (EMA) platform. There will be an electric Land Rover in 2024, then an electric Range Rover. In total, there will be 6 electric Land Rovers over the next 5 years.
By 2026, every Bentley will be a plug-in hybrid or all-electric model. And, according to CEO Adrian Hallmark, “The future of Bentley will be fully electric. By 2030, no more combustion engines. We are not only working on one electric car but a full family of electric cars.”

The falling cost of producing batteries for electric vehicles, combined with dedicated production lines in carmakers’ plants, will make EVs cheaper to buy than gas-powered cars, on average, within the next 6 years. And that’s even without any government subsidies. A study from BloombergNEF explains that the current average pre-tax retail price of a medium-sized electric car is €33,300 ($40,700) , compared with €18,600 ($22.800) for a petrol car, according to the research. In 2026, both are forecast to cost about €19,000 ($23,300).

The sales launch of the BMW iX and the BMW i4 in November, 2021 marked the beginning of a new era in the company’s purely electric premium mobility. With enhanced sustainable innovations in driver assistance systems and the BMW iDrive operating system, the BMW Group has seen the EV light shining on the future of “intuitive interaction between driver and vehicle.”

Image provided by BMW Group Media Kit


 

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

Original 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