Con Ed’s vision of a nuclear future – circa 1962

By New York Times


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The year was 1962, and nuclear power was in the ascendant.

A handful of atomic plants had opened across the country, with many more in the pipeline. Across the ocean, a depressed coal town in the Japanese prefecture of Fukushima had welcomed overtures from Tokyo Electric to build a nuclear generating station, and the utility was surveying the site.

Thirty miles north of New York City, the Consolidated Edison CompanyÂ’s Indian Point plant, the first fully private nuclear power plant to be licensed, had just achieved a sustained chain reaction and was about to go online.

But Con Ed had bigger plans. On Dec. 10, it applied to the Atomic Energy Commission to build the worldÂ’s largest nuclear plant, with a capacity of a thousand megawatts, more power than all the other atomic plants in the United States put together.

The plant, Con Ed said, would rise on the East River waterfront in Long Island City, Queens, less than two miles from Times Square.

The idea of siting a mammoth nuclear generator in the heart of New York City seems preposterous now, and increasingly so.

At the time, while controversial, it was not unthinkable.

Around the world, governments were contemplating nuclear plants in or near big cities, weighing the remote risk of catastrophe against the higher long-run cost and air pollution associated with conventional plants: the unknown devil against the known.

And the world watched as the yearlong struggle, now all but forgotten, over Con EdÂ’s proposed Ravenswood nuclear plant played out.

On a snowy night in February 1963, more than 250 people crowded into a church auditorium a few blocks from the plant site in the middle-and-working-class neighborhood of Ravenswood for the first community meeting on the project. The Queens borough president, Mario J. Cariello, set the tone, thundering, to cheers and applause, “I was opposed to this project, I am opposed, and I will continue in that stand until convinced otherwise.”

If Con Ed was cowed, it did not let on. In April, the utility’s chairman, Harland C. Forbes, told a Congressional committee that “one or two people have raised some question about the genetic effects of radiation and so forth.” Such concerns were “rather silly,” Mr. Forbes said.

“It seems to me,” he said, “that the public in general has reached the point where it has accepted nuclear plants as a matter of course.”

But a former chairman of the Atomic Energy Commission, David E. Lilienthal, told the same committee, “I would not dream of living in the borough of Queens if there were a large atomic power plant in that region, because there is an alternative — a conventional thermal power plant as to which there are no risks.”

Con Ed officials noted that there were already two large oil-fired plants at its Ravenswood site building another would worsen air pollution. If nuclear power were to compete with conventional power, Con Ed said, plants had to be built in the areas they served. Building a nuclear reactor the size of Ravenswood at Indian Point, the utility said, required transmission lines that would tack $75 million onto the reactorÂ’s $175 million price, an increase of 40 percent.

In May, the Democratic leader of the City Council introduced a bill to ban commercial nuclear power in New York City. At a hearing on the bill, six women and a man picketed outside. One carried a sign that read, “Atomic power plants increase the toll of deformed, stillborn and mentally retarded children.”

In June, the City Council heard more than seven hours of testimony on the ban. A city utility commissioner called it “repressive and shortsighted.” The chairman of the Atomic Energy Commission, Glenn T. Seaborg, questioned the measure’s legality. A state senator from Queens, Seymour R. Thaler, told the Council, “The mind of man has not yet invented an accident-proof piece of mechanical equipment.”

All told, 29 people testified against the ban 30 testified in favor. Out in City Hall Plaza, the growing crowd of picketers now had a name: Canpop, the Committee Against a Nuclear Power Plant in New York City.

In Washington, the Atomic Energy Commission harbored doubts. In August, it sent Con Ed a list of safety questions about the plant. The commission’s 1962 siting guidelines were deliberately ambiguous. On one hand, they called for a one-mile unpopulated zone around a nuclear plant, and low population density within a 16-mile radius. More than five million people lived or worked within five miles of the Ravenswood site. But the guidelines also noted that applicants were “free — and indeed encouraged” to argue for exceptions.

Con Ed had boasted that the shielding for its pressurized water reactor, featuring a concrete igloo 167 feet high and 7 feet thick, encased in another shell of thick concrete, could withstand a complete meltdown or a jetliner crash.

The plant’s neighbors remained unimpressed. “We think one of the threats is a decline in property values, and that is a factor,” Irving Katz, a founder of Canpop and a biochemist, told The Times in an October 1963 article. “But really it comes down to this — when we look out of our windows and see those two stacks up there, we are frightened. And our women are frightened.”

On Dec. 9, Con Edison told the commission it would modify its plans to include “additional engineering safeguards.”

Instead, on Jan. 6, 1964, Con Ed withdrew its Ravenswood application. It said it had made arrangements to buy hydroelectric power from Canada instead, a move that “had absolutely nothing to do with the public opposition to the proposal.” The cost of building transmission lines was suddenly not a factor.

Con Ed was not done trying to build a nuclear plant in the city, though. In 1968, it floated a plan to build an underground reactor — “because it would provide the nth degree of safety” — beneath an abandoned hospital site at the south end of Welfare Island, now Roosevelt Island, a few hundred feet from the Ravenswood plants and that much closer to the East Side of Manhattan. It went nowhere.

In 1970, the utility proposed nuclear plants on man-made islands several miles off Coney Island and Staten Island, built of solid waste and each crowned with four thousand-megawatt reactors.

That proposal, too, was blocked by public opposition. But J. Samuel Walker, a former historian for the Nuclear Regulatory Commission, said that neither one ever had a chance of getting approved.

“Ravenswood was kind of a test case,” Mr. Walker said. After that, the atomic commission “agreed on kind of an informal rule. They wouldn’t allow a plant any closer to a city than Indian Point.”

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Nelson, B.C. Gets Charged Up on a New EV Fast-Charging Station

Nelson DC Fast-Charging EV Station delivers 50-kilowatt DCFC service at the community complex, expanding EV infrastructure in British Columbia with FortisBC, faster than Level 2 chargers, supporting clean transportation, range confidence, and highway corridor travel.

 

Key Points

A 50 kW public DC fast charger in Nelson, BC, run by FortisBC, providing rapid EV charging at the community complex.

✅ 50 kW DCFC cuts charge time to about 30 minutes

✅ $9 per half hour session; convenient downtown location

✅ Funded by NRCan, BC government, and FortisBC

 

FortisBC and the City of Nelson celebrated the opening of Nelson's first publicly available direct current fast-charging (DCFC) electric vehicle (EV) station on Friday.

"Adopting EV's is one of many ways for individuals to reduce carbon emissions," said Mayor John Dooley, City of Nelson. "We hope that the added convenience of this fast-charging station helps grow EV adoption among our community, and we appreciate the support from FortisBC, the province and the federal government."

The new station, located at the Nelson and District Community Complex, provides a convenient and faster charge option right in the heart of the commercial district and makes Nelson more accessible for both local and out-of-town EV drivers. The 50-kilowatt station is expected to bring a compact EV from zero to 80 per cent charged in about a half an hour, as compared to the four Level-2 charging stations located in downtown Nelson that require from three to four hours. The cost for a half hour charge at the new DC fast-charging station is $9 per half hour.

This fast-charging station was made possible through a partnership between FortisBC, the City of Nelson, Nelson Hydro, the Province of British Columbia and Natural Resources Canada. As part of the partnership, the City of Nelson is providing the location and FortisBC will own and manage the station.

This is the latest of 12 fast-charging stations FortisBC has built over the last year with support from municipalities and all levels of government, and adds to the five FortisBC-owned Kootenay stations that were opened as part of the accelerate Kootenays initiative in 2018.

All 12 stations were 50 per cent funded by Natural Resources Canada, 25 per cent by BC Ministry of Energy, Mines and Petroleum Resources and the remaining 25 per cent by FortisBC. The funding is provided by Natural Resources Canada's Electric Vehicle and Alternative Fuel Infrastructure Deployment Initiative, which aims to establish a coast-to-coast network of fast-chargers along the national highway system, natural gas refueling stations along key freight corridors and hydrogen refueling stations in major metropolitan areas. It is part of the Government of Canada's more than $180-billion Investing in Canada infrastructure plan. The Government of British Columbia is also contributing $300,000 towards the fast-chargers through its Clean Energy Vehicle Public Fast Charging Program.

This station brings the total DCFC chargers FortisBC owns and operates to 17 stations across 14 communities in the southern interior. FortisBC continues to look for opportunities to expand this network as part of its 30BY30 goal of reducing emissions from its customers by 30 per cent by 2030. For more information about the FortisBC electric vehicle fast-charging network, visit: fortisbc.com/electricvehicle.

"Electric vehicles play a key role in building a cleaner future. We are pleased to work with partners like FortisBC and the City of Nelson to give Canadians greener options to drive where they need to go, " said The Honourable Seamus O'Regan, Canada's Minister of Natural Resources.

"Nelson's first public fast-charging EV station increases EV infrastructure in the city, making it easier than ever to make the switch to cleaner transportation. Along with a range of rebates and financial incentives available to EV drivers, it is now more convenient and affordable to go electric and this station is a welcome addition to our EV charging infrastructure," said Michelle Mungall, BC's Minister of Jobs, Economic Development and Competitiveness, and MLA for Nelson Creston.

"Building the necessary DC fast-charging infrastructure, such as the Lillooet fast-charging site in British Columbia, close to highways and local amenities where drivers need them most is a critical step in growing electric vehicle adoption. Collaborations like this are proving to be an effective way to achieve this, and I'd like to thank all the program partners for their commitment in opening this important station, " said Mark Warren, Director of Business Innovation, FortisBC.

 

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Alberta breaks summer electricity record, still far short of capacity

Alberta Electricity Peak Demand surged to 10,638 MW, as AESO reported record summer load from air conditioning, Stampede visitors, and heatwave conditions, with ample generation capacity, stable grid reliability, and conservation urged during 5-7 p.m.

 

Key Points

It is the record summer power load in Alberta, reaching 10,638 MW, with evening conservation urged by AESO.

✅ Record 10,638 MW at 4 pm; likely to rise this week

✅ Drivers: A/C use, heat, Stampede visitors

✅ AESO reports ample capacity; conserve 5-7 pm

 

Consumer use hit 10,638 MW, blowing past a previous high of 10,520 MW set on July 9, 2015, said the Alberta Electric System Operator (AESO).

“We hit a new summer peak and it’s likely we’ll hit higher peaks as the week progresses,” said AESO spokeswoman Tara De Weerd.

“We continue to have ample supply, and as Alberta's electricity future trends toward more wind, our generators are very confident there aren’t any issues.”

That new peak was set at 4 p.m. but De Weerd said it was likely to be exceeded later in the day.

Heightened air conditioner use is normally a major driver of such peak electricity consumption, said De Weerd.

She also said Calgary’s big annual bash is also likely playing a role.

“It’s the beginning of Stampede, you have an influx of visitors so you’ll have more people using electricity,” she said.

Alberta’s generation capacity is 16,420 MW, said the AESO, with wind power increasingly outpacing coal in the province today.

There are no plans, she said, for any of the province’s electricity generators to shut down any of their plants for maintenance or other purposes in the near future as demand rises.

The summer peak is considerably smaller than that reached in the depths of Alberta’s winter.

Alberta’s winter peak usage was recorded last year and was 11,458 MW.

Though the province’s capacity isn’t being strained by the summer heat, De Weerd still encouraged consumers to go easy during the peak use time of the day, between 5 and 7 p.m.

“We don’t have to be running all of our appliances at once,” she said.

Alberta exports an insignificant amount of electricity to Montana, B.C. and Saskatchewan, where demand recently set a new record.

The weather forecast calls for temperatures to soar above 30C through the weekend.

In northern Canada, Yukon electricity demand recently hit a record high, underscoring how extreme temperatures can strain systems.

 

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US NRC streamlines licensing for advanced reactors

NRC Advanced Reactor Licensing streamlines a risk-informed, performance-based, technology-inclusive pathway for advanced non-light water reactors, aligning with NEIMA to enable predictable regulatory reviews, inherent safety, clean energy deployment, and industrial heat, hydrogen, and desalination applications.

 

Key Points

A risk-informed, performance-based NRC pathway streamlining licensing for advanced non-light water reactors.

✅ Aligned with NEIMA: risk-informed, performance-based, tech-inclusive

✅ Predictable licensing for advanced non-light water reactor designs

✅ Enables clean heat, hydrogen, desalination beyond electricity

 

The US Nuclear Regulatory Commission (NRC) voted 4-0 to approve the implementation of a more streamlined and predictable licensing pathway for advanced non-light water reactors, aligning with nuclear innovation priorities identified by industry advocates, the Nuclear Energy Institute (NEI) announced, and amid regional reliability measures such as New England emergency fuel stock plans that have drawn cost scrutiny.

This approach is consistent with the Nuclear Energy Innovation and Modernisation Act (NEIMA), a nuclear innovation act passed in 2019 by the US Congress calling for the development of a risk-informed, performance-based and technology inclusive licensing process for advanced reactor developers.

NEI Chief Nuclear Officer Doug True said: “A modernised regulatory framework is a key enabler of next-generation nuclear technologies that, amid ACORE’s challenge to DOE subsidy proposals in energy market proceedings, can help us meet our energy needs while protecting the climate. The Commission’s unanimous approval of a risk-informed and performance-based licensing framework paves the way for regulatory reviews to be aligned with the inherent safety characteristics, smaller reactor cores and simplified designs of advanced reactors.”

Over the last several years the industry’s Licensing Modernisation Project, sponsored by US Department of Energy, led by Southern Nuclear, and supported by NEI’s Advanced Reactor Regulatory Task Force, and influenced by a presidential order to bolster uranium and nuclear energy, developed the guidance for this new framework. Amid shifts in the fuel supply chain, including the U.S. ban on Russian uranium, this approach will inform the development of a new rule for licensing advanced reactors, which NEIMA requires.

“A well-defined licensing path will benefit the next generation of nuclear plants, especially as regions consider New England market overhaul efforts, which could meet a wide range of applications beyond generating electricity such as producing heat for industry, desalinating water, and making hydrogen – all without carbon emissions,” True noted.

 

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GM president: Electric cars won't go mainstream until we fix these problems

Electric Vehicle Adoption Barriers include range anxiety, charging infrastructure, and cost parity; consumer demand, tax credits, lithium-ion batteries, and performance benefits are accelerating EV uptake, pushing SUVs and self-driving tech toward mainstream mobility.

 

Key Points

They are the key hurdles to mainstream EV uptake: range anxiety, sparse charging networks, and high upfront costs.

✅ Range targets of 300+ miles reduce anxiety and match ICE convenience

✅ Expanded home, work, and public charging speeds adoption

✅ Falling battery costs and incentives drive price parity

 

The automotive industry is hurtling toward a future that will change transportation the same way electricity changed how we light the world. Electric and self-driving vehicles will alter the automotive landscape forever — it's only a question of how soon, and whether the age of electric cars arrives ahead of schedule.

Like any revolution, this one will be created by market demand.
Beyond the environmental benefit, electric vehicle owners enjoy the performance, quiet operation, robust acceleration, style and interior space. And EV owners like not having to buy gasoline. We believe the majority of these customers will stay loyal to electric cars, and U.S. EV sales are soaring into 2024 as this loyalty grows.

But what about non-EV owners? Will they want to buy electric, and is it time to buy an electric car for them yet? About 25 years ago, when we first considered getting into the electric vehicle business with a small car that had about 70 miles of range, the answer was no. But today, the results are far more encouraging.

We recently held consumer clinics in Los Angeles and Chicago and presented people with six SUV choices: three gasoline and three electric. When we asked for their first choice to purchase, 40% of the Chicago respondents chose an electric SUV, and 45% in LA did the same. This is despite a several thousand-dollar premium on the price of the electric models, and despite that EV sales still lag gas cars nationally today, consumer interest was strong (but also before crucial government tax credits that we believe will continue to drive people toward electric vehicles and help fuel market demand).

They had concerns, to be sure. Most people said they want vehicles that can match gasoline-powered vehicles in range, ease of ownership and cost. The sooner we can break down these three critical barriers, the sooner electric cars will become mainstream.

Range
Range is the single biggest barrier to EV acceptance. Just as demand for gas mileage doesn't go down when there are more gas stations, demand for better range won't ease even as charging infrastructure improves. People will still want to drive as long as possible between charges.

Most consumers surveyed during our clinics said they want at least 300 miles of range. And if you look at the market today, which is driven by early adapters, electric cars have hit an inflection point in demand, and the numbers bear that out. The vast majority of electric vehicles sold — almost 90% — are six models with the highest range of 238 miles or more — three Tesla models, the Chevrolet Bolt EV, the Hyundai Kona and the Kia Niro, according to IHS Markit data.

Lithium-ion batteries, which power virtually all electric cars on the road today, are rapidly improving, increasing range with each generation. At GM, we recently announced that our 2020 Chevrolet Bolt EV will have a range of 259 miles, a 21-mile improvement over the previous model. Range will continue to improve across the industry, and range anxiety will dissipate.

Charging infrastructure
Our research also shows that, among those who have considered buying an electric vehicle, but haven't, the lack of charging stations is the number one reason why.

For EVs to gain widespread acceptance, manufacturers, charging companies, industry groups and governments at all levels must work together to make public charging available in as many locations as possible. For example, we are seeing increased partnership activity between manufacturers and charging station companies, as well as construction companies that build large infrastructure projects, as the American EV boom approaches, with the goal of adding thousands of additional public charging stations in the United States.

Private charging stations are just as important. Nearly 80% of electric vehicle owners charge their vehicles at home, and almost 15% at work, with the rest at public stations, our research shows. Therefore, continuing to make charging easy and seamless is vital. To that end, more partnerships with companies that will install the chargers in consumers' homes conveniently and affordably will be a boon for both buyers and sellers.

Cost
Another benefit to EV ownership is a lower cost of operation. Most EV owners report that their average cost of operation is about one-third of what a gasoline-powered car owner pays. But the purchase price is typically significantly higher, and that's where we should see change as each generation of battery technology improves efficiency and reduces cost.

Looking forward, we think electric vehicle propulsion systems will achieve cost parity with internal combustion engines within a decade or sooner, and will only get better after that, driving sticker prices down and widening the appeal to the average consumer. That will be driven by a number of factors, including improvements with each generation of batteries and vehicles, as well as expected increased regulatory costs on gasoline and diesel engines.

Removing these barriers will lead to what I consider the ultimate key to widespread EV adoption — the emergence of the EV as a consumer's primary vehicle — not a single-purpose or secondary vehicle. That will happen when we as an industry are able to offer the utility, cost parity and convenience of today's internal combustion-based cars and trucks.

To get the electric vehicle to first-string status, manufacturers simply must make it as good or better than the cars, trucks and crossovers most people are used to driving today. And we must deliver on our promise of making affordable, appealing EVs in the widest range of sizes and body styles possible. When we do that, electric vehicle adoption and acceptance will be widespread, and it can happen sooner than most people think.

Mark Reuss is president of GM. The opinions expressed in this commentary are his own.

 

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No deal Brexit could trigger electricity shock for Northern Ireland

Northern Ireland No-Deal Power Contingency outlines Whitehall plans to deploy thousands of generators on barges in the Irish Sea, safeguard the electricity market, and avert blackouts if Brexit disrupts imports from the Republic of Ireland.

 

Key Points

A UK Whitehall plan to prevent NI blackouts by deploying generators and protecting cross-border electricity flows.

✅ Barges in Irish Sea to host temporary power generators

✅ Mitigates loss of EU market access in a no-deal Brexit

✅ Ensures NI supply if Republic cuts electricity exports

 

Such a scenario could see thousands of electricity generators being requisitioned at short notice and positioned on barges in the Irish Sea, even as Great Britain's generation mix shapes wider supply dynamics, to help keep the region going, a Whitehall document quoted by the Financial Times states.

An emergency operation could see equipment being brought back from places like Afghanistan, where the UK still has a military presence, the newspaper said.

The extreme situation could arise because Northern Ireland shares a single energy market with the Irish Republic, where Irish grid price spikes have heightened concern about stability.

The region relies on energy imports from the Republic because it does not have enough generating capacity itself, and the UK is aiming to negotiate a deal to allow that single electricity market on the island of Ireland to continue post-EU withdrawal, while virtual power plant proposals for UK homes are explored to avoid outages, the FT stated.

However, if no Brexit deal is agreed Whitehall fears suppliers in the Irish Republic could cut off power because the UK would no longer be part of the European electricity market, and a recent short supply warning from National Grid underscores the risk.

In a bid to prevent blackouts in Northern Ireland in a worse case situation the Government would need to put thousands of generators into place, even as an emergency energy plan has reportedly not gone ahead nationwide, according to the report.

And officials fear they may need to commandeer some generators from the military in such a scenario, the FT reports.

An official was quoted by the newspaper as saying the preparations were “gob-smacking”.

 

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UK's Energy Transition Stalled by Supply Delays

UK Clean Energy Supply Chain Delays are slowing decarbonization as transformer lead times, grid infrastructure bottlenecks, and battery storage contractors raise costs and risk 2030 targets despite manufacturing expansions by Siemens Energy and GE Vernova.

 

Key Points

Labor and equipment bottlenecks delay transformers and grid upgrades, risking the UK's 2030 clean power target.

✅ Transformer lead times doubled or tripled, raising project costs

✅ Grid infrastructure and battery storage contractors in short supply

✅ Firms expand capacity cautiously amid uncertain demand signals

 

The United Kingdom's ambitious plans to transition to clean energy are encountering significant obstacles due to prolonged delays in obtaining essential equipment such as transformers and other electrical components. These supply chain challenges are impeding the nation's progress toward decarbonizing its power sector by 2030, even as wind leads the power mix in key periods.

Supply Chain Challenges

The global surge in demand for renewable energy infrastructure, including large-scale storage solutions, has led to extended lead times for critical components. For example, Statera Energy's storage plant in Thurrock experienced a 16-month delay for transformers from Siemens Energy. Such delays threaten the UK's goal to decarbonize power supplies by 2030.

Economic Implications

These supply chain constraints have doubled or tripled lead times over the past decade, resulting in increased costs and straining the energy transition as wind became the main source of UK electricity in a recent milestone. Despite efforts to expand manufacturing capacity by companies like GE Vernova, Hitachi Energy, and Siemens Energy, the sector remains cautious about overinvesting without predictable demand, and setbacks at Hinkley Point C have reinforced concerns about delivery risks.

Workforce and Manufacturing Capacity

Additionally, there is a limited number of companies capable of constructing and maintaining battery sites, adding to the challenges. These issues underscore the necessity for new factories and a trained workforce to support the electrification plans and meet the 2030 targets.

Government Initiatives

In response to these challenges, the UK government is exploring various strategies to bolster domestic manufacturing capabilities and streamline supply chains while supporting grid reform efforts underway to improve system resilience. Investments in infrastructure and workforce development are being considered to mitigate the impact of global supply chain disruptions and advance the UK's green industrial revolution for next-generation reactors.

The UK's energy transition is at a critical juncture, with supply chain delays posing substantial risks to achieving decarbonization goals, including the planned end of coal power after 142 years for the UK. Addressing these challenges will require coordinated efforts between the government, industry stakeholders, and international partners to ensure a sustainable and timely shift to clean energy.

 

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