10 Bold Predictions for Cleantech in 2025

10 Bold Predictions for Cleantech in 2025

The clean-tech landscape is always evolving, shaped by market forces, innovation, and policy changes. Despite the uncertainties of the past year, we’re putting forth 10 daring (yet optimistic) predictions for 2025. See if you agree!

1.  US Lithium prices will fall below $8,000/MT.

There was much hand-wringing when lithium carbonate hit $68,000/MT in 2022 and seemingly imperiled the popularity of EVs.  As usual, people ignored that high prices bring forward more supply.  In 2023, prices were down to $46,000/MT on average.  By the end of 2024, the price dipped to $9,540/MT. The addition of more supply and softening of demand due to the change in US policy toward subsidizing EVs will drive prices below $8,000/MT in the coming year, getting close to the $6,000/MT paid in 2017.  (Source:  Statista.com)

2.  Battery prices will dip below $90/kWh 

Lithium-ion battery pack prices for EVs have been a bellwether indicator of the momentum toward replacing ICE vehicles.  These prices have been on a steep 92% decline since 2010 when they stood at $1,439/kWh.  Their costs have dropped every time the number of batteries deployed in the real world has doubled. With the upsurge in batteries used in stationary storage, this learning curve effect has been amplified.  According to Bloomberg NEF, the average cost in 2024 was $115/kWh, with a dip under $100/kWh by year end.  With the drop in lithium prices and the introduction of non-lithium batteries, we see this curve continuing to decline.

Drop in Battery Pack Prices ($/kWh)
2010 1,439
2015 463
2020 165
2023 144
2024 115

Source:  BloombergNEF 2024

3.  The nuclear-AI mega-data center connection will fade

Last year saw a burst in enthusiasm by AI data center developers to invest in nuclear power as a way to satisfy their voracious appetite for clean power.  But they will soon discover that contrary to their current opinion, nuclear options are not available in time to meet their needs.  Nuclear fission plants have always involved more delays and costs than expected, which will still be true even for restarting idle nuclear plants. Other options will gain momentum.  Google has chosen to go with hydrogen and fuel cells.  Solar/wind plus storage is still in play.  Now, the oil majors want to put forward a carbon-neutral solution using natural gas and cogeneration plants that have carbon capture and sequestration as part of the plan.  Making data centers more efficient with a new generation of less power-hungry chips or more precise demand management will also figure into the solution.  The one to watch will be the restart Unit 1 of the Three Mile Island plant, owned by Constellation Energy.  It seems a simple proposition on the surface, but we predict many surprises will chill enthusiasm for proceeding with it.  

4.  Carbon pricing in North America will remain very volatile

The total amount of carbon offsets traded is relatively low and one of the reasons seems to be that their prices swing too widely over the year.  It creates risks for buyers.  Many analysts see carbon markets stabilizing in 2025.  We do not. The turmoil created by the US elections will continue to swing carbon prices by a factor of 2 from low to high.  We would love to be wrong about this, but our heads say it won’t happen.  We do think, however, that the actions by CARB to tighten restrictions on emissions and on the allowable amount of fossil carbon in fuels will lift both prices.

 5.  30% of new vehicle sales will be ZEV.

In 2023 we went from 20% to 25%, but in the third quarter of 2024, we were only at 26.4%. As ZEVs become more and more standardized and chargers become more widely available, we’re seeing these vehicles’ adoption rapidly. With the introduction of options across all price ranges, we believe that commuters looking for a new car will inevitably give in to the increased efficiency of ZEVs. We also believe that the incentives for those leasing EVs will remain, despite the negative attitudes from the new administration.

6.  The cost of building solar will be lower to 55% of its cost per MW from 2014. 

According to SEIA, the cost in 2024 was 63% of what it was in 2014. With the aid of intelligent design software to cut installation costs, we’ll see explosive growth in solar technologies and ease/cost of manufacturing, particularly in residential solar and small-scale installations.

7.  We’ll have only 225,000 out of the 250,000 chargers that Governor Newsom planned on.

As of August 2024, California had installed over 150,000 electric vehicle (EV) chargers statewide, including 137,648 Level 2 chargers and 14,708 fast chargers. This was a huge jump compared to the 105,012 of 2023.  In December 2024, the California Energy Commission (CEC) approved a $1.4 billion investment plan to accelerate progress on the state’s EV charging and hydrogen refueling goals. This plan aims to deploy infrastructure for light, medium, and heavy-duty zero-emission vehicles across California. Still, we’re not confident that the available labor will allow them to double annual charger installations.

8.  Global Carbon Trading will be announced in 2025, but not started.

The mechanisms for a global carbon market have been agreed upon.  At COP29 countries agreed on how carbon markets will operate under the Paris Agreement, making country-to-country trading of carbon credits possible. However, this doesn’t mean anything will happen right away. The agreement is there, but the technical work is still needed. A global carbon trading market won’t happen in 2025. Expect big carbon trading announcements late in 2025 after the technicals are hammered out.  https://www.whitecase.com/insight-alert/cop-29-global-carbon-market-making

9.  SMUD will announce a significant geothermal expansion

Geothermal is now getting renewed interest as a source of 24/7 carbon-free power.  New technologies are on the market to develop new or expand existing geothermal plants.  Fervo Energy has been in the news for its new use of fracking and water injection to expand the areas that could exploit shallow hot spots that do not generate steam.  More traction is being gained as well with successful demo projects to validate their technology in the past year.   Our candidate for doing something significant is SMUD.   They already use geothermal in The Geysers for >14% of their power supply and seem able to move faster than their colleagues.  The California Public Utilities Commission adopted a procurement strategy that includes adding up to 1 GW of geothermal.  However, geothermal projects in California have an additional obstacle, overcoming opposition to drilling projects that involve techniques similar to those in oil and gas development that have generated restrictions on their use.  But look for SMUD as the first to move to announce an expansion of its geothermal capacity in 2025.

10.  Offshore wind will pick up worldwide, but adoption will falter in California.

Around the world offshore wind is being pursued, because it allows for bigger turbines and has consistent wind, meaning more generation and higher capacity factors. However, offshore wind will make little progress in California in the next few years.   California’s difficult ocean floor and inevitable environmental reviews require significant innovation and care.  Without the continued push from the federal government, the big plans for 25 GW of floating offshore systems will wilt.  Much of the state push for deep offshore wind farms was based on the premise that sitting on land with the equivalent capacity in solar plus storage would be too difficult.  However, we expect that premise to be challenged.  Solar + plus storage is too fast and low priced and will get even faster and lower priced. The primary thing slowing down the slowing down of renewables on the grid is the grid interconnection, which FERC, CAISO, and WECC are working on accelerating. The same grid problem plagues offshore wind.  It’s a race to see who has the best options and will think Big Wind will falter.   But small wind, more appropriate in sites nearer shore, and unit sizes of 10 MW or less may find a way to thread the needle and get a foothold. 

What’s Your Take?
Do you agree with our predictions? Join the conversation and share your thoughts on the future of cleantech! Subscribe to our newsletter for exclusive updates, event invites, and industry news!

Gary Simon

ABOUT THE AUTHOR

Gary Simon chairs the CleanStart Board, bringing with him a wealth of experience from over 45 years in business, government, and non-profit sectors. Gary applies his deep understanding and experience to support the growth of clean energy initiatives and startups. His work is instrumental in guiding the organization towards achieving its goals of promoting sustainable energy solutions.

Sponsors

SMUD
ChicoSTART
RiverCity Bank

Revrnt, Witanlaw, Eco-Alpha, Momentum

The Race for Alternate Net Zero Carbon Fuels

The Race for Alternate Net Zero Carbon Fuels

At our November 7 MeetUp, we reviewed the state of the race for alternate net zero carbon fuels for the transportation market, the largest source of harmful carbon dioxide emissions.  Consequently, the market for alternative fuels is huge, measured in the billions of gallons per day.  

We had three speakers:  Dr. Dennis Schuetzle, CTO of Infinium, Deepak Aswani Supervising Principal Engineer, Research & Development from SMUD, and Elaine O’Byrne, Director of Operations from Fuse.  We discussed 4 paths forward.  Three depend on lowering the price of green hydrogen.  The fourth depends on getting better fuel-producing energy crops.  None of the paths are yielding fuels at a price equivalent to those derived from petroleum.   However, there are some bright spots.

Using hydrogen directly is by no means the simplest path, according to Dr. Schuetzle.  It would require a massive investment in new infrastructure and conversion equipment (like engines and fuel cells) to use this elusive fuel.  He advocated hooking the hydrogen to another atom, in his case a carbon atom coming from captured carbon dioxide.  Deepak said SMUD is looking at that plus hooking hydrogen to a nitrogen molecule to create ammonia as the energy carrier.  The question is what happens to the nitrogen at the point of use.  If the ammonia goes directly into an engine or turbine, it could result in production of a lot of nitrogen oxides, one of the key components in the reaction to create smog and a harmful chemical on its own affecting respiration.  And ammonia is itself a toxic chemical that need to be handled with care.  SMUD is also looking at “renewable natural gas”—basically methane from digesters, gasifiers, or landfills.  Liquid fuels from organic sources like plant oils are clearly already in the commercial market as biodiesel, but with doubts about the total amount that can be supplied being able to shrink the use of petroleum-based fuels much.  There is more hope the synthetic fuels could achieve this goal.

In terms of commercial success, ammonia and the “E-fuels” like those from Infinium are making some progress.  Dr. Schuetzle offered these milestones:  With subsidies and incentives, Infinium can sell its clean diesel in California for $6-7 per gallon, barely profitable, but in Europe where subsidies for Sustainable Aviation Fuels (or SAF) are more generous, the sales price is equivalent to $22 per gallon.  Unsurprisingly, Infinium has targeted Europe for some of its biggest commercial projects with plans underway for large plants (on the order of 50,000 barrels per day) in France and Norway.  Infinium has already scaled itself up from a 50 bpd plant to 500 and now shortly to 5,000 bpd.  In addition, Infinium has found that better markets are also available if it orients its facilities to make naphtha or waxes.  Still Dr. Schuetzle does not see SAF in the aggregate from multiple suppliers as satisfying more than about 2% of the market in the next decade.  He does see hope that by adjusting its product stream to favor the high-margin goods, Infinium could be profitable.  It might be one of the first to do so.

Elaine talked about the incentives offered in California through the Low Carbon Fuel Standard.  While the LCFS credits have drifted up to $200 per ton of carbon removed, they have now settled back down to around $70.  This is not a level which encourages much production of these more abundant low and zero carbon fuels.  However, the level of the credit is a function of where the ARB sets the target for the carbon content of fuels.  If, as seems likely from its recent proposed rulemaking, the allowable amount of carbon in fuels is lowered, the credit price will increase.  A higher credit price may entice more low-carbon fuel producers into the market.

So, while the race is underway, it will be a marathon.  It will create business opportunities for those who can master how to maximize the use of the credits and those who find better catalysts to lower production costs.  

Gary Simon

ABOUT THE AUTHOR

Gary Simon chairs the CleanStart Board, bringing with him a wealth of experience from over 45 years in business, government, and non-profit sectors. Gary applies his deep understanding and experience to support the growth of clean energy initiatives and startups. His work is instrumental in guiding the organization towards achieving its goals of promoting sustainable energy solutions.

Sponsors

SMUD
ChicoSTART
RiverCity Bank

Revrnt, Witanlaw, Eco-Alpha, Momentum

Whats New with Hydrogen

Whats New with Hydrogen

Wondering where things stand on the transition to the greater use of hydrogen as part of the clean energy revolution?  We had a great discussion last night (October 28) with three individuals right at the center of activity.  We hosted Jennifer Hamilton of the California Fuel Cell Partnership, Roxanna Bekemohammadi, Executive Director of the Western States Hydrogen Alliance, and Leslie Goodbody of the Air Resources Board.  

We heard lots of interesting tidbits:

  •  The CEC has begun approving larger clusters of new fueling stations, rather than just a few at a time in an effort to pick up the pace.  About 50 stations are in operation and 60 in the pipeline, with a goal of having about 155 in operation by 2025.  Details are found in the latest AB 8 report from CARB.  Some of the details found there include new production facilities, the number of FCEVs deployed to date (7,993) and the impact of COVID on the roll out program.  The goal remains having 200 stations by 2025.
  • The difference between the wholesale price of hydrogen (around $3 per kilogram which equivalent energy to a gallon of gasoline) and the retail pump price (about $12 per kg) will likely come down with more competition.  The pump price for larger stations for heavy duty fleets (buses, trucks) is more like $8 right now.  Economies of scale help.
  • The goal for hydrogen price for the commercial and industrial sector is parity with diesel.  (Not sure whether that is price per gallon equivalent or cost per mile.  Fuel cells are much more efficient than diesel engines so that narrows the difference substantially if accounted for.)
  • The hope for hydrogen is reaching a wholesale price of $1 per kg.
  • FCEV manufacturers provide “gift cards” for hydrogen to those that lease their vehicles.  The amount on the card is intended to provide for three years’ worth of fuel.  That was news to those who are not that close to issue.
  • There are many competing ways to use hydrogen as a clean fuel (blending with renewable natural gas or conventional natural gas, using pure hydrogen or blends in conventional gas turbines, producing synthetic renewable conventional fuels) and probably several options will be needed to meet aggressive goals to reduce fossil carbon emissions.
  • The competition between hydrogen plus fuel cells for vehicles or storage and batteries is serious.  The panelists offered that hydrogen has advantages in long-duration storage and in lighter-weight drive trains for long distance trucks.  As we have heard from similar discussions with battery advocates, they do not concede these differences and point out that the kWhs that can be stored per kg is markedly improving (lighter weight per mile of range) and that energy density also improves the long-duration performance.  In addition, the battery advocates note that the “round-trip” efficiency of storing electricity as hydrogen and converting it back to electricity in a fuel cell is much lower than the in/out for batteries.  
  • Figuring out where the lowest carbon footprint for hydrogen vs. batteries depends on lots of details about where the hydrogen and the electricity come from.  Hydrogen from renewable gas has a particular advantage by avoiding emissions of methane from decaying biomass.  The amount of carbon per kWh of electricioty is dramatically changing due to the transition to zero carbon sources.  

The panelists were each asked where the opportunities are for innovators in the areas they watch.  Roxanna made a big point about the need for financial innovations to make the purchase and use of hydrogen easier.  Jennifer and Leslie saw more competition as an important element, along with ways to reduce the cost of pure “green” hydrogen, avoiding the collateral carbon emissions from the supply chain.  In addition, the entire logistics chain is in need of improvement, with opportunities in reducing the energy lost in compression and leakage, and in using pipelines vs. trucks.

This was one of the more fascinating discussions we have had, thanks to the experts we had on our panel and the active participation of the audience.  The session was recorded and is available on our YouTube channel.

Follow us on Social Media to keep upto date!

Thomas Hall

ABOUT THE AUTHOR

Gary Simon is the Chair of CleanStart’s Board. A seasoned energy executive and entrepreneur with 45 years of experience in business, government, and non-profits.

CleanStart Sponsors

Weintraub | TobinBlueTech Valley, Revrnt, 

Moss AdamsPowerSoft.biz, Greenberg Traurig, Momentum,

College of Engineering & Computer Science at Sacramento State

California Investing over $100 Million in Hydrogen

California Investing over $100 Million in Hydrogen

There are many technologies on the horizon that are helping with sustainability. One that California is funding and has recognized as part of the mix is hydrogen. The cost of hydrogen is expected to fall in the next decade as new clean production technologies mature and industries reach economies of scale.

Three reasons we need to consider hydrogen could have an impact on our daily life are storage, customer behavior, and long haul freight.

  1. Storage, with current technology we do not have enough battery storage.  There are not enough batteries on earth for just California to go 100% renewable.  So investing in additional storage options is prudent, with the looming threat of climate change. Hydrogen stores excess wind, solar, hydro, and geothermal energy to be used later when demand is high. Hydrogen has already been deployed as storage in Utah, Scotland, Norway, South Korea, and other places.  to balance the grid and using hydrogen as storage could be supported by this California Grant.
  2. Customer Behavior. Having promoted Electric Vehicles (EV) for years, I still see people stuck in the “Fill up” mindset. Fast EV charging that matches the speed of refueling costs more than just the stations, they also require major grid investment in power generation, distribution, and storage. Hydrogen stations currently cost less to build on a per-car basis than DC fast charging, and one hydrogen station can fill hundreds of cars daily. The fuel station model might be the answer to providing Zero Emissions Vehicle (ZEV) fueling in areas that can’t accommodate overnight charging and be better suited to people who drive 100 or more miles a day
  3. Freight. Trucks, buses, ships, and trains create more pollution and GHG emissions than single-passenger cars and, thanks to Amazon Prime, are a growing sector of vehicles on the road. Short-haul, return-to-base trucks may be well-served by batteries, and freight vehicles that use hydrogen will simply increase the number of clean trucks on the road. 

The numbers of ZEVs on the roads is not enough. Just as we need solar, wind, and hydropower to meet our renewable energy goals, we need investment batteries and fuel cells to meet our goals for vehicle electrification. We need to bring as many options to bear fighting climate change.

California is Investing in both storage and hydrogen refueling stations in California.  The California Fuel Cell Partnership is a great resource to stay up to date on funding opportunities. Including the over $100 Million is available for Hydrogen projects and the road map to hydrogen technologies being delivered across the US.

If you want to learn more and get involved with hydrogen make sure you come to our Meetup at Frontier Energy on January 30th.  Frontier has been operating the California Fuel Cell Partnership for 30 years as well as projects with battery EVs, autonomous vehicles, and new mobility. There you can connect with people leading the Zero Emission charge with Hydrogen.

Thomas Hall

ABOUT THE AUTHOR

Thomas is the Executive Director of CleanStart. Thomas has a strong background in supporting small businesses, leadership, financial management and is proficient in working with nonprofits. He has a BS in Finance and a BA in Economics from California State University, Chico. Thomas has a passion for sustainability and a commitment to supporting non-profits in the region.

Sponsors

SMUD
ChicoSTART
RiverCity Bank

California Mobility Center, Revrnt, HumanBulb, Witanlaw, Eco-Alpha, Momentum