3Degrees Group, Inc.’s Post

So purchasing an electric vehicle contributes to the “green” movement and reducing our individual carbon footprint.🤔 I always thought determining the root cause and correcting that first was the best way to solve a problem.🙄🤪 https://lnkd.in/eAf4sRTx

The business case for #hydrogen in medium- and heavy-duty fleets. Seriously: when I was in California earlier this year with Tim Echols and Cory Hewett we heard from multiple organizations that had decided on hydrogen that they did so because they couldn't get the utility to provide power quickly enough to meet California's clean fleet policies. California is certainly the flashpoint for this right now, but utilities nationally need to figure out how to accelerate their timelines for building #EV charging capacity. https://lnkd.in/gnjAe6Ff

#WindPower “Making your next car an EV, swapping out your gas stove for an induction range, and installing a heat pump are all big changes that reduce your dependence on dirty energy and save you money in the long run.  However, if those options are out of your budget, you can even make a difference by walking more, taking public transportation, and reducing your single-use plastic usage.” #EnergyTransition #ElectricVehicles #HeatPumps #InductionRange #RenewableEnergy #EV #Sustainability

#ICYMI: A key feature of the federal Clean Fuel Regulations program is that EV charger operators and site hosts can opt into the program and generate credits from their infrastructure. The credits generate revenue for the operator/host while contributing to Canada’s emissions-reduction goals. #CarbonCredits #CleanFuelRegulations #CFR https://lnkd.in/eXuDAEZB

The lifetime extension of vehicles of all fuel types is effective for reducing LC-CO2. • Electrification and decarbonization of energy should be implemented simultaneously. • Shifting to the clean energy mix alone does not adequately reduce LC-CO2. • The government and automakers need to focus on decarbonizing the manufacturing phase.

Grid limitations are strangling EV charging deployment - What needs to happen to get things back on track? When Environmental Communication Strategies launched in 2023, we did a series of articles cautioning regulators and automotive manufacturers about how difficult it would be to connect trucking to the grid, how utilities might stall progress on infrastructure deployment, and how we might need hydrogen to help fill the deployment gaps: https://lnkd.in/ewYUWqSB https://lnkd.in/g5KUmXpF Unfortunately, those articles are proving prophetic! Results from a 2024 survey by Xendee, list electric grid limitations as the top pain point for EV charging developers for the second year in a row: https://lnkd.in/eeieykRv Should this continue, California and National Climate initiatives will be left floundering. Energy regulators need to step in now to push Investor Owned Utilities to stop foot dragging, inflating costs, and trying to pass the buck to rate payers.

It’s no longer a question of whether fleet owners will have to consider a transition to clean alternative fuels. Now the question is which alternative energy source makes the most sense for each fleet. Read more, here: https://lnkd.in/g4n3hgS8

For all my whole life carbon methodology wonks out there: While I eagerly await your opinions on the new ASHRAE 240p standard, I'd love to hear your opinions on a topic we haven't had much chance to debate yet. We all know building-integrated EV charging is highly likely to be a part of our decarbonized future. It is potentially going to be integrated into whole-life carbon analysis (EN15978 Module B8, anyone?), but...what's the best practice for doing this? What reference case do *you* use to compare against when adding the function of "providing energy to drive cars" into buildings? Do you compare it to a reference case where EVs are charged in private homes or at public chargers, similar to Zhang et al 2019 (https://lnkd.in/gr-Ab6f5)? or do we need to change our "per m2" functional unit of buildings to a per-person unit (e.g. https://lnkd.in/gdY5kY4Z)? Or should we be rethinking our boundaries entirely (https://lnkd.in/g3CFdbcu)?

Important article from Canary Media on the utility lead times that are a challenging bottleneck for Medium and Heavy Duty EV deployment and California's EV fleet rules implementation. Smart charging and behind-the-meter resources can help mitigate the problem, but we'll still need a lot of new power delivered to fleet depots to realize the vision.

This is troubling. Canary Media Inc. reports on the recent CPUC decision to add timeframes for large energization projects to build capacity for heavy-duty EV charging projects. Over 8 years to add a new substation? What am I missing here? Do we want electric transport in the heavy-duty sector? I am a firm believer in electric zero emission freight transportation; however, this is a signal that electric truck mandated schedules may be too idealistic for the reality of infrastructure build out. https://ow.ly/3eyX50Tt7JA