InvestMacro

By James Morton Turner, Wellesley College 

Panasonic’s new US$4 billion battery factory in De Soto, Kansas, is designed to be a model of sustainability – it’s an all-electric factory with no need for a smokestack. When finished, it will cover the size of 48 football fields, employ 4,000 people and produce enough advanced batteries to supply half a million electric cars per year.

But there’s a catch, and it’s a big one.

While the factory will run on wind and solar power much of the time, renewables supplied only 34% of the local utility Evergy’s electricity in 2023.

In much of the U.S., fossil fuels still play a key role in meeting power demand. In fact, Evergy has asked permission to extend the life of an old coal-fired power plant to meet growing demand, including from the battery factory.

With my students at Wellesley College, I’ve been tracking the boom in investments in clean energy manufacturing and how those projects – including battery, solar panel and wind turbine manufacturing and their supply chains – map onto the nation’s electricity grid.

The Kansas battery plant highlights the challenges ahead as the U.S. scales up production of clean energy technologies and weans itself off fossil fuels. It also illustrates the potential for this industry to accelerate the transition to renewable energy nationwide.

The clean tech manufacturing boom

Let’s start with some good news.

In the battery sector alone, companies have announced plans to build 44 major factories with the potential to produce enough battery cells to supply more than 10 million electric vehicles per year in 2030.

That is the scale of commitment needed if the U.S. is going to tackle climate change and meet its new auto emissions standards announced in March 2024.

The challenge: These battery factories, and the electric vehicles they equip, are going to require a lot of electricity.

Producing enough battery cells to store 1 kilowatt-hour (kWh) of electricity – enough for 2 to 4 miles of range in an EV – requires about 30 kWh of manufacturing energy, according to a recent study.

Combining that estimate and our tracking, we project that in 2030, battery manufacturing in the U.S. would require about 30 billion kWh of electricity per year, assuming the factories run on electricity, like the one in Kansas. That equates to about 2% of all U.S. industrial electricity used in 2022.

Battery belt’s huge solar potential

A large number of these plants are planned in a region of the U.S. South dubbed the “battery belt.” Solar energy potential is high in much of the region, but the power grid makes little use of it.

Our tracking found that three-fourths of the battery manufacturing capacity is locating in states with lower-than-average renewable electricity generation today. And in almost all of those places, more demand will drive higher marginal emissions, because that extra power almost always comes from fossil fuels.

However, we have also been tracking which battery companies are committing to powering their manufacturing operations with renewable electricity, and the data points to a cleaner future.

By our count, half of the batteries will be manufactured at factories that have committed to sourcing at least 50% of their electricity demand from renewables by 2030. Even better, these commitments are concentrated in regions of the U.S. where investments have lagged.

Some companies are already taking action. Tesla is building the world’s largest solar array on the roof of its Texas factory. LG has committed to sourcing 100% renewable solar and hydroelectricity for its new cathode factory in Tennessee. And Panasonic is taking steps to reach net-zero emissions for all of its factories, including the new one in Kansas, by 2030.

More corporate commitments can help strengthen demand for the deployment of wind and solar across the emerging battery belt.

What that means for US electricity demand

Manufacturing all of these batteries and charging all of these electric vehicles is going to put a lot more demand on the power grid. But that isn’t an argument against EVs. Anything that plugs into the grid, whether it is an EV or the factory that manufacturers its batteries, gets cleaner as more renewable energy sources come online.

This transition is already happening. Although natural gas dominates electricity generation, in 2023 renewables supplied more electricity than coal for the first time in U.S. history. The government forecasts that in 2024, 96% of new electricity generating capacity added to the grid would be fossil fuel-free, including batteries. These trends are accelerating, thanks to the incentives for clean energy deployment included in the 2022 Inflation Reduction Act.

Looking ahead

The big lesson here is that the challenge in Kansas is not the battery factory – it is the increasingly antiquated electricity grid.

As investments in a clean energy future accelerate, America will need to reengineer much of its power grid to run on more and more renewables and, simultaneously, electrify everything from cars to factories to homes.

That means investing in modernizing, expanding and decarbonizing the electric grid is as important as building new factories or shifting to electric cars.

Investments in clean energy manufacturing will play a key role in enabling that transition: Some of the new advanced batteries will be used on the grid, providing backup energy storage for times when renewable energy generation slows or electricity demand is especially high.

In January, Hawaii replaced its last coal-fired power plant with an advanced battery system. It won’t be long before that starts to happen in Tennessee, Texas and Kansas, too.

About the Author:

James Morton Turner, Professor of Environmental Studies, Wellesley College

This article is republished from The Conversation under a Creative Commons license. Read the original article.

By ForexTime 

Article by ForexTime

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By Wesley Chang, Drexel University 

Rechargeable batteries are great for storing energy and powering electronics from smartphones to electric vehicles. In cold environments, however, they can be more difficult to charge and may even catch on fire.

I’m a mechanical engineering professor who’s been interested in batteries since college. I now lead a battery research group at Drexel University.

In just this past decade, I have watched the price of lithium-ion batteries drop as the production market has grown much larger. Future projections predict the market could reach thousands of GWh per year by 2030, a significant increase.

But, lithium-ion batteries aren’t perfect – this rise comes with risks, such as their tendency to slow down during cold weather and even catch on fire.

Behind the Li-ion battery

The electrochemical energy storage within batteries works by storing electricity in the form of ions. Ions are atoms that have a nonzero charge because they have either too many or not enough electrons.

When you plug in your electric car or phone, the electricity provided by the outlet drives these ions from the battery’s positive electrode into its negative electrode. The electrodes are solid materials in a battery that can store ions, and all batteries have both a positive and a negative electrode.

Electrons pass through the battery as electricity. With each electron that passes to one electrode, a lithium ion also passes into the same electrode. This ensures the balance of charges in the battery. As you drive your car, the stored ions in the negative electrode move back to the positive electrode, and the resulting flow of electricity powers the motor.

While AA or AAA batteries can power small electronics, they can be used only once and cannot be charged. Rechargeable Li-ion batteries can operate for thousands of cycles of full charge and discharge. For each cycle, they can also store a much higher amount of charge than an AA or AAA battery.

Since lithium is the lightest metal, it has a high specific capacity, meaning it can store a huge amount of charge per weight. This is why lithium-ion batteries are useful not just for portable electronics but for powering modes of transportation with limited weight or volume, such as electric cars.

Battery fires

However, lithium-ion batteries have risks that AA or AAA batteries don’t. For one, they’re more likely to catch on fire. For example, the number of electric bike battery fires reported in New York City has increased from 30 to nearly 300 in the past five years.

Lots of different issues can cause a battery fire. Poorly manufactured cells could contain defects, such as trace impurities or particles left behind from the manufacturing process, that increase the risk of an internal failure.

Climate can also affect battery operation. Electric vehicle sales have increased across the U.S., particularly in cold regions such as the Northeast and Midwest, where the frigid temperatures can hinder battery performance.

Batteries contain fluids called electrolytes, and cold temperatures cause fluids to flow more slowly. So, the electrolytes in batteries slow and thicken in the cold, causing the lithium ions inside to move slower. This slowdown can prevent the lithium ions from properly inserting into the electrodes. Instead, they may deposit on the electrode surface and form lithium metal.

If too much lithium deposits on the electrode’s surface during charging, it may cause an internal short circuit. This process can start a battery fire.

Making safer batteries

My research group, along with many others, is studying how to make batteries that operate more efficiently in the cold.

For example, researchers are exploring swapping out the usual battery electrolyte and replacing it with an alternative electrolyte that doesn’t thicken at cold temperatures. Another potential option is heating up the battery pack before charging so that the charging process occurs at a warmer temperature.

My group is also investigating new types of batteries beyond lithium ion. These could be battery types that are more stable at wider temperature ranges, types that don’t even use liquid electrolytes at all, or batteries that use sodium instead of lithium. Sodium-ion batteries could work well and cost less, as sodium is a very abundant resource.

Solid-state batteries use solid electrolytes that aren’t flammable, which reduces the risk of fire. But these batteries don’t work quite as well as Li-ion batteries, so it’ll take more research to tell whether these are a good option.

Lithium-ion batteries power technologies that people across the country use every day, and research in these areas aims to find solutions that will make this technology even safer for the consumer.

About the Author:

Wesley Chang, Assistant Professor of Mechanical Engineering and Mechanics, Drexel University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

By Ino.com

As a merger frenzy sweeps across the U.S. oil industry, pipeline operators are seizing the opportunity to join the fray. Fueled by ambitions to enhance scale, optimize assets, and capitalize on lucrative export markets, they’re making their mark by jumping on the merger bandwagon.

Natural gas pipeline operator Energy Transfer LP’s (ET) recent merger and acquisition endeavors stand out as a shining example in this dynamic landscape. Commanding a market cap of approximately $49 billion, ET is a powerhouse in the energy industry, boasting one of the most extensive and diverse portfolios of assets in the U.S.

Owning and operating over 125,000 miles of pipelines and vital infrastructure, ET’s strategic footprint covers 44 states, tapping into every major U.S. production basin.

Despite its vast footprint, ET made significant moves last year, securing two major deals. It acquired Lotus Midstream for close to $1.50 billion and merged with Crestwood Equity Partners, a fellow Master Limited Partnership (MLP), in a deal worth $7.10 billion.

ET’s Co-CEO Tom Long, in the fourth-quarter conference call, conveyed the company’s steadfast belief in the rationale behind consolidation within the energy sector and indicated that the company will continue assessing potential opportunities for further consolidation.

That said, ET’s acquisition of Lotus Midstream’s Centurion Pipeline assets marks a pivotal expansion for the company, amplifying its presence in the thriving heart of the Permian Basin. This strategic move bolsters ET’s capacity for transporting and storing crude oil and elevates its connectivity across key markets.

The Centurion assets, located across some of the most active areas of the Permian Basin, boast substantial gathering volumes from prominent producers, fortifying ET’s access to crucial downstream markets characterized by consistent demand. These assets serve as direct conduits to major hubs such as Cushing, Midland, Colorado City, Wink, and Crane, unlocking a network of unparalleled opportunities for ET to thrive and flourish.

Meanwhile, last year November, ET successfully completed its merger with Crestwood Equity Partners LP, solidifying its dominant position in the midstream sector. The transaction boosts ET’s distributable cash flow per unit, bringing in substantial cash flows from long-term contracts and acreage dedications.

In its fourth-quarter earnings release, the company emphasized the transformative impact of its merger with Crestwood, projecting an impressive $80 million in annual cost synergies by 2026, with an anticipated $65 million to be realized by 2024 alone.

These synergies, however, are just the tip of the iceberg, with further benefits expected to emerge from enhanced financial and commercial alignments in the near future. Moreover, during the fourth quarter, ET’s assets surged to unprecedented heights with the addition of new growth projects and acquisitions.

Notably, Natural Gas Liquids (NGL) fractionation volumes soared by a remarkable 16%, establishing a new record for ET. Similarly, NGL transportation volumes witnessed a substantial uptick of 10%, also setting a new benchmark.

Meanwhile, NGL exports experienced an impressive surge of over 13%, reflecting the company’s expanding global reach. Additionally, both crude oil transportation and terminal volumes witnessed substantial increases, soaring by 39% and 16%, respectively.

For the fiscal year 2024, the company expects its growth capital expenditures to range from $2.40 billion to $2.60 billion and maintenance capital expenditures are expected to be between $835 million and $865 million. The forecasted adjusted EBITDA for the same period is expected to hover somewhere between $14.50 billion and $14.80 billion.

Apart from mergers and acquisition endeavors, ET is dedicated to returning its unitholders’ value through quarterly distributions. The company’s annual dividend of $1.26 translates to an 8.58% yield on the prevailing price level, while its four-year average dividend yield is 10.24%. Its dividend payouts have grown at a CAGR of 10.8% over the past three years.

With a surge of roughly 14% over the past year, analysts on Wall Street are forecasting a potential increase in the stock’s value, estimating it to reach $18.22 within the next 12 months. This suggests a potential upside of 25.4%. The price target varies, ranging from a low of $15 to a high of $22.

Bottom Line

ET emerges as a formidable player in the energy industry, driven by its aggressive growth strategy and slew of acquisitions.

The company’s major deals, including the merger with Crestwood and the acquisition of Lotus Midstream’s Centurion Pipeline assets, demonstrate its commitment to expanding its footprint and enhancing its capabilities. Additionally, ET’s strong operational performance in the fourth quarter underscores its remarkable ability to capitalize on growth projects and acquisitions.

Moreover, the company’s attractive dividend yield, the potential for further acquisitions this year, analyst’s bullish forecasts for ET’s stock value, and its robust growth prospects all point toward promising opportunities for investors.

With these factors in mind, investors could closely monitor ET’s shares for potential gains in the future.

By Ino.com – See our Trader Blog, INO TV Free & Market Analysis Alerts

Source: Is Energy Transfer (ET) a Buy Opportunity Amidst Acquisition Momentum?

Source: Streetwise Reports  (2/8/24)

First Hydrogen Corp. announced it has started month-long trials of its hydrogen fuel-cell-powered light commercial vehicle (FCEV) with a utility company in Wales.

First Hydrogen Corp. (FHYD:TSX; FHYDF:OTC; FIT:FSE) announced it has started month-long trials of its hydrogen fuel-cell-powered light commercial vehicle (FCEV) with a utility company in Wales.

Wales & West Utilities (WWU) operates 24 hours a day year-round to deliver gas network services serving more than 7.5 million customers across Wales and Southwest England. The company is particularly interested in hydrogen power and has put forward a proposal for a hydrogen pipeline.

The trials are taking place during winter, WWU’s busiest period for callouts, First Hydrogen noted.

“Typically, cold temperatures can reduce the range for battery electric vehicles (BEVs), affecting fleet operators’ reliability,” First Hydrogen said in a release. “The trials could also generate data to indicate the FCEV’s advantage over BEVs in lower temperatures depending on the weather over the next month.”

First Hydrogen plans to demonstrate that its FCEVs have a greater range, towing power, and refueling capability than those conventional electric vehicles.

“Our FCEV has clear benefits for utility businesses such as WWU, and we’re keen to generate performance data during the trial that will further demonstrate how our vehicles can help decarbonize similar fleets while meeting everyday operational demands,” said First Hydrogen Executive Director Steve Gill. “This trial also pilots a hydrogen-as-a-service model to show operators how practically we can support the transition to FCEV fleets.”

Fuel Cell Emits Water Vapor, Warm Air

The most abundant molecule in the universe, hydrogen has the “potential for near-zero greenhouse gas emissions,” the U.S. Department of Energy has said.

“Hydrogen generates electrical power in a fuel cell, emitting only water vapor and warm air,” the agency wrote. “It holds promise for growth in both the stationary and transportation energy sectors.”

The world will need more hydrogen technology and projects to meet a net-zero emission scenario by 2050, according to the International Energy Agency.

Technical Analyst Clive Maund has rated First Hydrogen as a “Buy.”

“Faster action is required on creating demand for low-emission hydrogen and unlocking investment that can accelerate production scale-up and deployment of infrastructure,” the agency wrote.

It’s also a “uniquely versatile energy carrier,” according to a report by the Hydrogen Council. “It can be produced using different energy inputs and different production technologies. It can also be converted to different forms and distributed through different routes — from compressed gas hydrogen in pipelines through liquid hydrogen on ships, trains or trucks, to synthesized fuel routes.”

Global Market Insights estimates that the market size for hydrogen vehicles will grow by 28% annually from approximately US$2.8 billion in 2022 to US$33.2 billion in 2032. The report identified government initiatives to transition away from fossil fuels, as well as the general public’s desire for green transportation, as major drivers of the market.

Solution ‘Will Meet Our Fleet’s Future Needs’

WWU’s trials of the FCEV started with training for the drivers on the operation of the vehicle. Drivers performed maneuvers and even completed a callout to a customer’s residence.

“The drivers also practiced refueling the vehicle with green hydrogen, supplied by Protium Green Solutions, at Hyppo Hydrogen Solutions’ refueling unit,” First Hydrogen noted. “Both organizations have helped to develop a hydrogen ecosystem to support First Hydrogen’s trial with WWU.”

Newsletter writer Ron Struthers said there was support for hydrogen technology from governments across North America and Europe, which can be a major catalyst for the company.

Current light commercial electric vehicles on the market don’t offer full solutions for WWU and smaller businesses, WWU noted.

“Current battery electric vehicles do not provide the range, fast recharging time, payload capacity, and towing ability we require,” said WWU transport manager Stephen Offley. “They are also unsuitable for the installation of on-board power to power tools and equipment on site, which is critical for the operation of our network. Lack of suitable recharging infrastructure also poses a challenge. We see hydrogen-powered vehicles, such as First Hydrogen’s FCEV, as the potential zero-emission solution that will meet our fleet’s future needs.”

Hyppo Hydrogen Solutions Chief Executive Officer Chris Foxall said the trial is “demonstrating the readiness level of the hydrogen technology available today, but also how we’re leveraging so many companies to deliver a bespoke solution which can be scaled and repeated.”

Support From Governments Could Be Major Catalyst

Technical Analyst Clive Maund has rated First Hydrogen as a “Buy.”

“There has been some determined heavy buying in recent days, and with the 50-day moving average turning higher, it looks like it is starting to break out of the latest bull Flag shown into another upleg,” Maund wrote last July. He also commented that a short drop has made the company’s stock more accessible to new investors on the American market.

Newsletter writer Ron Struthers said there was support for hydrogen technology from governments across North America and Europe, which can be a major catalyst for the company.

“First Hydrogen is at the very beginning of its growth cycle,” Struthers said. “It will have revenues from selling FCEVs that have now reached acceptance, and I expect it will soon see major purchase orders.”

The company’s investor presentation reports a number of catalysts, including the rollout of its first generation of vehicles expected in 2026 and its next generation of large vehicles expected in 2028.

Ownership and Share Structure

Refinitiv provided a breakdown of the company’s ownership and share structure, where management and insiders own approximately 7.47% of the company. According to Refinitiv, Head of Strategy Nicholas Wrigley owns 6.04% of the company with 3 million shares and Chairman and Chief Executive Officer Balraj S. Mann owns 1.43% of the company with 0.71 million shares.

Refinitiv reports one institutional investor, Fuchs & Associés Finance, with 0.01% with 0.01 million shares.

There are 70.92 million shares outstanding with 67.11 million free float traded shares. The company has a market cap of CA$113.5million and trades in a 52-week range of CA$1.40 and CA$4.20.

Important Disclosures:

1. First Hydrogen Corp. has a consulting relationship with an affiliate of Streetwise Reports, and pays a monthly consulting fee between US$8,000 and US$20,000.
2. As of the date of this article, officers and/or employees of Streetwise Reports LLC (including members of their household) own securities of First Hydrogen Corp.
3. Steve Sobek wrote this article for Streetwise Reports LLC and provides services to Streetwise Reports as an employee.
4.  This article does not constitute investment advice and is not a solicitation for any investment. Streetwise Reports does not render general or specific investment advice and the information on Streetwise Reports should not be considered a recommendation to buy or sell any security. Each reader is encouraged to consult with his or her personal financial adviser and perform their own comprehensive investment research. By opening this page, each reader accepts and agrees to Streetwise Reports’ terms of use and full legal disclaimer. Streetwise Reports does not endorse or recommend the business, products, services or securities of any company.

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