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The Environment and Public Works Committee largely preserved the cuts made by the House, with one odd exception.
The Senate GOP began working through Trump’s “One Big, Beautiful” budget reconciliation bill this week, and at least so far, it’s hardly deviating from the stark cuts to the Inflation Reduction Act that have already passed the House.
Republicans on the Environment and Public Works Committee released their section of the bill on Wednesday evening, and it retains many of the policy repeals and funding rescissions that were in the House version.
To be clear, it does not touch the IRA’s clean energy tax credits, the most controversial climate-related parts of the package. Their fate will be up to the Senate Finance Committee, which is not expected to release text for its section of the bill until at least next week. There has been no indication that Republicans in the upper chamber intend to fight for any of the myriad grant programs the IRA created.
Still, I’m looking closely to see if some of it might yet be saved. For example, there is, oddly, one Environmental Protection Agency grant program targeted by the House bill that is absent from this first text from the Environment and Public Works Committee: $3 billion to reduce air pollution at ports.
Here’s what is in the text.
The text published Wednesday would repeal and rescind funding for more than two dozen programs, most of which are administered by the EPA, the Department of Transportation, and the General Services Administration. The Greenhouse Gas Reduction Fund, the now-infamous lending program for clean energy projects targeted by EPA Administrator Lee Zeldin as a wasteful, fraudulent scheme perpetrated by the Biden administration, is still on the out list. Same goes for funding for oil and gas producers to reduce their methane emissions, plus a related fee that would be levied on operators who did not reduce methane leakage below a certain threshold.
The full list of cuts:
The text would also rescind two new pots of money that were not touched by the House bill — funding for Endangered Species Act recovery plans, strategies developed by the U.S. Fish and Wildlife Service to help threatened species thrive again, and general funding for the White House Council on Environmental Quality to train staff, do environmental reviews, and improve stakeholder and community engagement.
Like the House bill, the Senate committee’s text includes instructions to repeal the latest update to the nation’s tailpipe emissions standards for cars. The regulations are required under the Clean Air Act and were strengthened under the Biden administration for model years 2027 through 2032, requiring automakers to sell an increasing proportion of electric vehicles over time.
It would not, however, repeal the latest Corporate Average Fuel Economy standards (also known as the CAFE standards), which regulate how far a vehicle must be able to travel on a gallon of fuel and were targeted by the House bill.
This provision is one I’ll be watching closely, as Democrats are likely to challenge its inclusion. If Republicans want to pass the budget bill with a simple majority, they can only include policies that affect the federal budget, and as the Environmental Defense Fund told me, these standards are “regulations, not budgetary provisions.”
The text proposes the same pay-to-play permitting scheme that was in the House bill and would allow energy infrastructure developers to pay for expedited permitting. Like the House bill, it also asserts that environmental assessments made under this program “shall not be subject to judicial review.”
Coming up, we’ll be on the lookout for a text from the Energy and Natural Resources committee, which will reveal whether Senate Republicans have any interest in saving the Department of Energy’s loan guarantee program, administered by the Loan Programs Office, which provides essential support for the nuclear industry.
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On a dead wind farm, a bankrupt solar company, and a possible rescue for energy funding
Current conditions: Tropical Storm Barbara has weakened from hurricane strength and is heading northwest, away from Mexico • A heat advisory is in place for the Sacramento Valley in California, with temps expected to top 100 degrees Fahrenheit Tuesday night • Severe thunderstorms will bring heavy rain to the Southeast today.
If the U.S. is going to lead on nuclear power, the “best way to get shovels in the ground” is for the Department of Energy’s Loan Programs Office to provide low-cost debt, Secretary of Energy Chris Wright said during an interview at a conference on Monday. The budget reconciliation bill that passed the House last month would gut the LPO’s budget to provide such loans. Wright accused the Biden administration of abusing its lending authority and giving the office a bad name. “I’m in a little bit of a negotiation trying to keep it around,” Wright said, adding that he saw opportunities to support transmission lines and critical mineral projects in addition to nuclear. “It will be around, the question is just going to be the scale and scope of how much we can do with the Loan Programs Office.” The Senate Energy committee is expected to release its own proposal for the LPO in the budget reconciliation bill as soon as today.
Wright at the White House in April.Andrew Harnik/Getty Images
Last fall, Heatmap named Atlantic Shores, a 2,800-megawatt proposed wind farm off the coast of northern New Jersey, one of the most at-risk projects of the energy transition. Eight months later, Atlantic Shores is officially dead. The developer submitted a filing to New Jersey regulators seeking to terminate its agreement to sell power into the state. The move came after the oil giant Shell pulled out of the project in January, and the Trump administration revoked its air permits in March. The administration’s anti-wind actions have forced the company “to materially reduce its personnel, terminate contracts, and cancel planned project investments,” the filing says.
A new report from the Clean Air Task Force argues that the “levelized cost of energy,” the dominant metric used to make financial comparisons between energy sources, is not fit for purpose in today’s discussions about meeting power demand. The calculation covers capital and operating costs, but it does not take into account increasingly important factors such as when the power is available (i.e. not at night, for solar without batteries, which represent an additional cost), and whether it will require new transmission lines or upgrades. While LCOE can illustrate that solar has gotten cheaper over time, it can’t say what will most economically serve the needs of the grid in a given region, my colleague Matthew Zeitlin explains.
Rooftop solar company Sunnova has filed for chapter 11 bankruptcy protection after laying off just over half its staff last week, its second major round of layoffs this year. The news came shortly after Solar Mosaic, a residential solar financing company, also filed for bankruptcy. Between high interest rates that are cratering demand and policy uncertainty due to proposals in Washington to kill solar subsidies, the industry is in turmoil. Sunnova asserted that the bankruptcy filing “is not expected to have a material effect on our servicing operations for existing customers.” More on what this all means for customers in my story from yesterday.
The Environmental Protection Agency on Monday proposed approving Texas’ application to regulate carbon dioxide injection wells, kicking off a 45-day comment period. If its application is approved, Texas would become the fifth state to be granted oversight of such “class VI” wells at the state level, following North Dakota, Wyoming, Louisiana, and West Virginia. Last year, a group of Texas Democrats sent a letter to the agency advising it to reject Texas’ application due to the state’s history of poor enforcement. The EPA had opened a probe into the state’s oversight of other types of injection wells after a petition from environmental groups said Texas had failed to protect groundwater. The agency will hold one virtual public hearing on the decision on July 24.
Automakers are pivoting en masse to hybrids as federal support for EVs is thrown in reverse. “The unprecedented EV head-fake has wreaked havoc on product plans,” Bank of America analysts wrote in a recent report. “The next four+ years will be the most uncertain and volatile time in product strategy ever.”
A new report from the Clean Air Task Force casts shade on “levelized cost of energy.”
Forgive me, for I have cited the levelized cost of energy.
That’s what I was thinking as I spoke with Kasparas Spokas, one of the co-authors of a new paper from the Clean Air Task Force that examines this popular and widely cited cost metric — and found it wanting.
Levelized cost of energy, or LCOE, is a simple calculation: You take a generator, like a solar panel (with a discount for future costs), and add up its operating and capital expenditures, and then divide by the expected energy output over the life of the project (also discounted).
LCOE has helped underline the economic and popular case for renewables, especially solar. And it’s cited everywhere. The investment bank Lazard produces an influential annual report comparing the LCOE of different generation sources; the latest iteration puts utility-scale solar as low as $29 per megawatt-hour, while nuclear can be as high as $222. Environmental groups cite LCOE in submissions to utilities regulators. Wall Street analysts use it to project costs. And journalists, including me, will cite it to compare the cost of, say, solar panels to natural gas.
We probably shouldn’t, according to Spokas — or at least we should be more clear about what LCOE actually means.
“We continue to see levelized cost of electricity being used in ways that we think are not ideal or not adequate to what its capabilities are,” Spokas told me.
The report argues that LCOE “is not an appropriate tool to use in the context of long-term planning and policymaking for deep decarbonization” because it doesn’t take into account factors that real-world grids and grid planners also have to consider, such as when the generator is available, whether the generator has inertia, and what supporting infrastructure (including transmission and distribution lines) a generator needs to supply power to customers.
We see these limitations and constraints on real-life grids all the time, for instance in the infamous solar “duck curve.” During the middle of the day, when the sun is highest, non-solar generation can become essentially unnecessary on a solar-heavy grid. But these grids can run into problems as the sun goes down but electricity demand persists. In this type of grid, additional solar may be low cost, but also low value — it gives you electricity when you need it the least.
“If you’re building a lot of solar in the Southwest, at some point you’ll get to the point where you have enough solar during the day that if you build an incremental amount of solar, it’s not going to be valuable,” Spokas said. To make additional panels useful, you’d have to add battery storage, increasing the electricity’s real-world cost.
Looking for new spots for renewables also amps up conflict over land use and provides more opportunities for political opposition, a cost that LCOE can’t capture. And a renewables-heavy grid can require investments in energy transmission capacity that other kinds of generation do not — you can put a gas-fired power plant wherever you can buy land and get permission, whereas utility-scale solar or wind has to be where it’s sunny or windy.
“The trend is, the more renewable penetration you have, the more costly meeting a firm demand with renewables and storage becomes,” Spokas said.
Those real-world pressures are now far more salient to grid planners than they were earlier this century, when LCOE became a popular metric to compare different types of generators.
“The rise of LCOE’s popularity to evaluate technology competitiveness also coincided with a period of stagnant load growth in the United States and Europe,” the report says. When there was sufficient generation capacity that could be ramped up and down as needed, “the need to consider various system needs and costs, such as additional transmission or firm capacity needs was relatively low.”
This is not the world we’re in today.
Demand for electricity is rising again, and the question for grid planners and policymakers now is less how to replace fossil generators going offline, and more how to meet new electricity demand in a way that can also meet society’s varied goals for cost and sustainability.
This doesn’t always have to mean maxing out new generation — it can also mean making large sources of electricity load more flexible — but it does mean making more difficult, more considered choices that take in the grid as a whole into account.
When I asked Spokas whether grid operators and grid planners needed to read this report, he chuckled and said no, they already know what’s in it. Electricity markets, as imperfect as they often are, recognize that not every megawatt is the same.
Electricity suppliers often get paid more for providing power when it’s most needed. In regions with what’s known as capacity markets, generators get paid in advance to guarantee they’ll be available when the grid needs them, a structure that ensures big payouts to coal, gas, and nuclear generators. In markets that don’t have that kind of advance planning, like Texas’ ERCOT, dispatchable generators (often batteries) can get paid for providing so-called “ancillary services,” meeting short term power needs to keep the grid in balance — a service that batteries are often ideally placed to provide.
When grid planners look at the entirety of a system, they often — to the chagrin of many renewables advocates — tend to be less enthusiastic about renewables for decarbonizing the energy system than many environmental groups, advocates, and lawmakers.
The CATF report points to Ontario, Canada where the independent system operator concluded that building a new 300-megawatt small modular nuclear reactor — practically the definition of high LCOE generation, not least because such a thing has never been deployed before in North America — would actually be less risky for electricity costs than building more battery-supported wind and solar, according to the Globe and Mail. Ontario regulators recently granted a construction license to the SMR project, which is part of a larger scheme to install four small reactors, for a total 1.2 gigawatts of capacity. To provide the equivalent supply of renewable energy would require adding between 5.6 and 8.9 gigawatts of wind and solar capacity, plus new transmission infrastructure, the system operator said, which could drive up prices higher than those for advanced nuclear.
None of this is to say that we should abandon LCOE entirely. The best use case, the report argues, is for comparing costs for the same technology over time, not comparing different technologies in the present or future. And here the familiar case for solar — that its cost has fallen dramatically over time — is borne out.
Broadly speaking, CATF calls for “decarbonization policy, industry strategy, and public debate” to take a more “holistic approach” to estimating cost for new sources of electricity generation. Policymakers “should rely on jurisdiction-specific system-level analysis where possible. Such analysis would consider all the system costs required to ensure a reliable and resilient power system and would capture infrastructure cost tradeoffs over long and uncertain-time horizons,” the report says.
As Spokas told me, none of this is new. So why the focus now?
CATF is catching a wave. Many policymakers, grid planners, and electricity buyers have already learned to appreciate all kinds of megawatts, not just the marginally cheapest one. Large technology companies are signing expensive power purchase agreements to keep nuclear power plants open or even revive them, diving into the development of new nuclear power and buying next-generation geothermal in the hope of spurring further commercialization.
Google and Microsoft have embraced a form of emissions accounting that practically begs for clean firm resources, as they try to match every hour of electricity they use with a non-emitting resource.
And it’s possible that clean firm resources could get better treatment than theycurrently get in the reconciliation bill working its way through Congress. Secretary of Energy Chris Wright recently called for tax credits for “baseload” power sources like geothermal and nuclear to persist through 2031, according to Foundation for American Innovation infrastructure director Thomas Hochman.
“It’s not our intention to try to somehow remove incentives for renewables specifically, but to the extent that we can preserve what we can, we’re happy if it would be used in that way,” Spokas said.
When I asked Spokas who most needed to read this report, he replied frankly, “I think climate advocates would be in that bucket. I think policymakers that have a less technical background would also be in that bucket, and media that have a less technical background would also be in there.”
I’ll keep that in mind.
The Rivian R1S’s sprawling touchscreen delivered the good news: After 40-plus minutes of charging at the halfway-point pit stop between San Francisco and L.A., we could easily make it the 220 miles home. Sure, fate might dictate an extra pit stop if the toddler collapsed into an inconsolable meltdown or one of the adults needed a bathroom break. But the math was clear: At a 95% charge, the big electric SUV’s battery could go an estimated 350 miles in Conserve Mode — more than enough to get home from Coalinga in one shot.
And then it happened. The baby held it together, thanks in part to the soothing power of pop song covers by a singing cat. We blew through the last leg of the journey over the mountains into greater Los Angeles.
For a fossil fuel vehicle, this would have been no big achievement; just about any old gas-burner could make a 400-mile highway trip with a single stop. In an EV, it’s a picture of what’s becoming possible as batteries get bigger and better, and more EVs have ranges that top 300 miles. Because believe me, if you want to road trip in an electric vehicle, you should buy all the range you can afford.
When my wife and I got a Tesla Model 3 six years ago, our simple single-motor edition came with a nominal 240 miles of Environmental Protection Agency-rated range. Pretty good, we thought. That’s nearly the distance to Las Vegas, and certainly enough to make the trip of 350 miles or so to San Francisco on one recharging stop.
How young I was. Range, remember, is a relative thing; an EPA miles rating doesn’t mean you’ll go that far. Compared to driving 50 miles per hour on some lonesome highway, range dips noticeably when you’re ignoring the 70 mile-per-hour speed limit on Interstate 5, just trying to get home. It is also impractical to use a battery’s entire capacity. Once you’ve passed 80% to 85% capacity, recharging slows dramatically, so much so that it’s annoying to sit there and accumulate a few extra miles unless you really need them. And when you’re driving, the miles below 10% aren’t usable unless you’re totally comfortable arriving at the next charger with just a percent or two left on the battery.
Because of these limitations, my little Tesla can’t really travel more than 140 to 150 real miles at freeway speed. As the battery has gotten older and its range has dwindled, the journey to San Francisco can be accomplished in two charging stops only if we begin with a full battery, carefully plan our stops, and don’t have to waste energy running the A/C on full blast because it’s obscenely hot. More commonly, the trip takes three full charging stops.
To be clear, this is not the worst thing in the world. It adds travel time, certainly, when compared to the Cannonball Run my wife used to make in college, stopping just once at the halfway point to get some gas. But with a baby in the back, we’re taking at least a couple breaks no matter what. The real problem driving long distances in an EV with low or fading range is that the trip becomes an exercise in logistics. You’re constantly aware of the car’s estimate for how much range will remain when you reach your destination — and alarmed if that number starts to decline. You also rarely stop just because you want to when there are so many stops you have to make.
To get a taste of the better life to come, I borrowed an R1S Tri Max Ascend for a long weekend trip to the Bay Area. A triple-motor, absurdly overpowered version of Rivian’s SUV, the Tri Max is a $105,000, nearly 7,000-pound behemoth that can outrace sports cars on a drag strip. Yet because of its enormous battery pack, the giant EV can still deliver more than 300 real-world miles on a charge, enough to fulfill my long-held fantasy of charging only once on the way to San Francisco.
The difference was apparent within the first two hours. As we crept through heavy traffic leaving Los Angeles on U.S. 101, the baby threw a fit. In my shorter-range EV, I would’ve powered through the ear-piercing misery for as long as it took to reach a Supercharger in Santa Barbara, then eaten whatever happened to be around. In the R1S, we knew we could make it comfortably all the way to Rivian’s fast charger in Pismo Beach, about halfway to S.F. So we pulled off in one of our favorite seaside towns, Carpinteria, for happy hour crab cakes to give the child a break from her seat.
It took a lengthy stop in Pismo to refill the Rivian’s gigantic battery, one we spent buying baby clothes at the outlet mall. But that got us to the Bay Area, where a quick pit stop at one of the Tesla Superchargers now open to non-Tesla cars provided plenty of electricity to bum around town all weekend. The only hitch in road-tripping in the Rivian is where you choose to stay — our hotel had one compatible slow-charging bay for overnight energy, but I never could snag it.
No, long range can’t duplicate the mad dash experience for the kind of drivers who want to stop only five minutes every four hours in order to “make good time.” And EV driving still requires more mental math than the old ways, where you would notice the fuel gauge is getting close to E and pull off at any of America’s multitude of gas stations. But extended range does give the EV driver more of the classic road trip experience, where stops are determined by life — bathroom breaks, coffee refills, backseat tantrums — and not solely by charging needs. And there’s nothing like having enough range to just get home when everybody in the family needs the trip to end.
The good news is that range is getting better across the board. A half-decade ago, a lot of pure EVs came with ranges that were barely above 200. Now, many more come with at least 240 to 250 miles in their entry-level versions, with battery upgrades available that take the figure north of 300.
The bad news is that range costs. No, you don’t have to splurge for a six-figure vehicle like the R1S Tri Max to get a big battery. Even with more affordable EVs, though, it costs thousands of dollars extra to get the larger battery, and with it, road trip peace of mind. An ideal solution to this problem is leasing, which gets people into better EVs for a lower monthly payment (and doesn’t leave them worrying about a battery’s long-term health as they would if they bought the car). But a lot of great lease deals are going to get a bit worse if the current government succeeds in undoing electric vehicle incentives.
For plenty of drivers, the extra cost won’t be practical or worthwhile — they could spend much less to stick with a hybrid vehicle, or settle for making a few extra road trip stops in a less expensive EV. But if I’m being honest, long range is a life-changer for anybody who loves the open road. EVs are already better than combustion cars in the city. Once driving range reaches well above 300 miles, they’re just about as good on the interstate, too.