A Chicago-based utility has moved closer to building the largest urban solar power plant in the United States, the Chicago-based Exelon Corporation said.
Exelon is one of the nations's largest electric utilities. The Exelon solar power plant would consist of more than 30,000 solar panels on a site in Chicago's West Pullman neighborhood.
Exelon says it would generate enough electricity to power about 1,200 homes.
The Chicago city council has approved a lease for the vacant industrial site, which is considered a brownfield.
The plant may have local support, but it will still take a major federal commitment to make it happen.
Exelon says the project depends on government guarantees for some 50 million dollars in loans, about 80 percent of the cost.
Arizona Energy Conservation Alert urges APS and TEP customers to curb usage during a heatwave, preventing rolling blackouts, easing peak demand, and supporting grid reliability by raising thermostats, delaying appliances, and pausing pool pumps.
Key Points
A utility request during extreme heat to cut demand and protect grid reliability, helping prevent outages.
✅ Raise thermostats to 80 F or higher during peak hours
✅ Delay washers, dryers, dishwashers until after 8 p.m.
✅ Pause pool pumps; switch off nonessential lights and devices
After excessive heat forced rolling blackouts for thousands of people across California Friday and Saturday, Arizona Public Service Electric is asking customers to conserve energy this afternoon and evening.
“Given the extended heat wave in the western United States and climate-related grid risks that utilities are monitoring, APS is asking customers to conserve energy due to extreme energy demand that is driving usage higher throughout the region with today’s high temperatures,” APS said in a statement.
Tucson Electric Power has made a similar request of customers in its coverage area.
APS is asking customers to conserve energy in the following ways Tuesday until 8 p.m.:
Raise thermostat settings to no lower than 80 degrees.
Turn off extra lights and avoid use of discretionary major appliances such as clothes washers, dryers and dishwashers.
Avoid operation of pool pumps.
The request from APS also came just hours after Arizona Corporation Commission Chairman Bob Burns sent a letter to electric utilities under the commission's umbrella, like APS, to see if they are in good shape or anticipate any problems given looming shortages in California. He requested the companies respond by noon Friday.
"The whole plan is to take a look at the system early in the Summer," Burns said. "Early May we look at the system, make sure we're ready and able to serve the public throughout the entire heat cycle."
Burns told ABC15 the Summer Preparedness workshop with utilities took place in May and the regulated utilities reported they were well equipped to meet the anticipated peaks of the Summer, even as supply-chain pressures mount across the industry. Tuesday's letter to the electric companies seeks to see if they are still able to "adequately, safely and reliably" serve customers through the heatwave, or if what happened in California could take place here.
"With the activities that are occurring over in California, including tight grid conditions that have repeatedly tested operators, we just want to double check," Burns said.
An APS representative told ABC15 they have adequate supply and reserve and don't anticipate any problems.
However, the rolling blackouts in California also caught the attention of Commissioner Lea Marquez Peterson. She is calling on the chairman to hold an emergency meeting amid wildfire concerns across California and the region.
"The risk to Arizonans and the fact that energy could be interrupted, that we had some kind of rolling blackout like California would have, would be really a public health issue," Peterson said. "It could be life and death in some cases for vulnerable populations."
Alberta Last-Resort Power Rate Reform outlines consumer protection against market volatility, price spikes, and wholesale rate swings, promoting fixed-rate plans, price caps, transparency, and stable pricing mechanisms within Alberta's deregulated power market.
Key Points
Alberta Last-Resort Power Rate Reform seeks stable, transparent pricing and stronger consumer protections.
✅ Caps or hedges shield bills from wholesale price spikes
✅ Expand fixed-rate options and enrollment nudges
✅ Publish clear, real-time pricing and market risk alerts
Alberta’s electricity market is facing growing instability, with rising prices leaving many consumers struggling. The province's rate of last resort, a government-set price for people who haven’t chosen a fixed electricity plan, has become a significant concern. Due to volatile market conditions, this rate has surged, causing financial strain for households. Experts, like energy policy analyst Blake Shaffer, argue that the current market structure needs reform. They suggest creating more stability in pricing, ensuring better protection for consumers against unexpected price spikes, and addressing the flaws that lead to market volatility.
As electricity prices climb, many consumers are feeling the pressure. In Alberta, where energy deregulation is the norm in the electricity market, people without fixed-rate plans are automatically switched to the last-resort rate when their contracts expire. This price is based on fluctuating wholesale market rates, which can spike unexpectedly, leaving consumers vulnerable to sharp price increases. For those on tight budgets, such volatility makes it difficult to predict costs, leading to higher financial stress.
Blake Shaffer, a prominent energy policy expert, has been vocal about the need to address these issues. He has highlighted that while some consumers benefit from fixed-rate plans, with experts urging Albertans to lock in rates when possible, those who cannot afford them or who are unaware of their options often find themselves stuck with the unpredictable last-resort rate. This rate can be substantially higher than what a fixed-plan customer would pay, often due to rapid shifts in energy demand and supply imbalances.
Shaffer suggests that the province’s electricity market needs a restructuring to make it more consumer-friendly and less vulnerable to extreme price hikes. He argues that introducing more transparency in pricing and offering more stable options for consumers through new electricity rules could help. In addition, there could be better incentives for consumers to stay informed about their electricity plans, which would help reduce the number of people unintentionally placed on the last-resort rate.
One potential solution proposed by Shaffer and others is the creation of a more predictable and stable pricing mechanism, though a Calgary electricity retailer has urged the government to scrap an overhaul, where consumers could have access to reasonable rates that aren’t so closely tied to the volatility of the wholesale market. This could involve capping prices or offering government-backed insurance against large price fluctuations, making electricity more affordable for those who are most at risk.
The increasing reliance on market-driven prices has also raised concerns about Alberta’s energy policy changes and overall direction. As a province with a large reliance on oil and gas, Alberta’s energy sector is tightly connected to global energy trends. While this has its benefits, it also means that Alberta’s electricity prices are heavily influenced by factors outside the control of local consumers, such as geopolitical issues or extreme weather events. This makes it hard for residents to predict and plan their energy usage and costs.
For many Albertans, the current state of the electricity market feels precarious. As more people face unexpected price hikes, calls for a market overhaul continue to grow louder across Alberta. Shaffer and others believe that a new framework is necessary—one that balances the interests of consumers, the government, and energy companies, while ensuring that basic energy needs are met without overwhelming households with excessive costs.
In conclusion, Alberta’s last-resort electricity rate system is an increasing burden for many. While some may benefit from fixed-rate plans, others are left exposed to market volatility. Blake Shaffer advocates for reform to create a more stable, transparent, and affordable electricity market, one that could better protect consumers from the high risks associated with deregulated pricing. Addressing these challenges will be crucial in ensuring that energy remains accessible and affordable for all Alberta residents.
Boeing 787 More-Electric Architecture replaces pneumatics with bleedless pressurization, VFSG starter-generators, electric brakes, and heated wing anti-ice, leveraging APU, RAT, batteries, and airport ground power for efficient, redundant electrical power distribution.
Key Points
An integrated, bleedless electrical system powering start, pressurization, brakes, and anti-ice via VFSGs, APU and RAT.
✅ VFSGs start engines, then generate 235Vac variable-frequency power
✅ Bleedless pressurization, electric anti-ice improve fuel efficiency
✅ Electric brakes cut hydraulic weight and simplify maintenance
The 787 Dreamliner is different to most commercial aircraft flying the skies today. On the surface it may seem pretty similar to the likes of the 777 and A350, but get under the skin and it’s a whole different aircraft.
When Boeing designed the 787, in order to make it as fuel efficient as possible, it had to completely shake up the way some of the normal aircraft systems operated. Traditionally, systems such as the pressurization, engine start and wing anti-ice were powered by pneumatics. The wheel brakes were powered by the hydraulics. These essential systems required a lot of physical architecture and with that comes weight and maintenance. This got engineers thinking.
What if the brakes didn’t need the hydraulics? What if the engines could be started without the pneumatic system? What if the pressurisation system didn’t need bleed air from the engines? Imagine if all these systems could be powered electrically… so that’s what they did.
Power sources
The 787 uses a lot of electricity. Therefore, to keep up with the demand, it has a number of sources of power, much as grid operators track supply on the GB energy dashboard to balance loads. Depending on whether the aircraft is on the ground with its engines off or in the air with both engines running, different combinations of the power sources are used.
Engine starter/generators
The main source of power comes from four 235Vac variable frequency engine starter/generators (VFSGs). There are two of these in each engine. These function as electrically powered starter motors for the engine start, and once the engine is running, then act as engine driven generators.
The generators in the left engine are designated as L1 and L2, the two in the right engine are R1 and R2. They are connected to their respective engine gearbox to generate electrical power directly proportional to the engine speed. With the engines running, the generators provide electrical power to all the aircraft systems.
APU starter/generators
In the tail of most commercial aircraft sits a small engine, the Auxiliary Power Unit (APU). While this does not provide any power for aircraft propulsion, it does provide electrics for when the engines are not running.
The APU of the 787 has the same generators as each of the engines — two 235Vac VFSGs, designated L and R. They act as starter motors to get the APU going and once running, then act as generators. The power generated is once again directly proportional to the APU speed.
The APU not only provides power to the aircraft on the ground when the engines are switched off, but it can also provide power in flight should there be a problem with one of the engine generators.
Battery power
The aircraft has one main battery and one APU battery. The latter is quite basic, providing power to start the APU and for some of the external aircraft lighting.
The main battery is there to power the aircraft up when everything has been switched off and also in cases of extreme electrical failure in flight, and in the grid context, alternatives such as gravity power storage are being explored for long-duration resilience. It provides power to start the APU, acts as a back-up for the brakes and also feeds the captain’s flight instruments until the Ram Air Turbine deploys.
Ram air turbine (RAT) generator
When you need this, you’re really not having a great day. The RAT is a small propeller which automatically drops out of the underside of the aircraft in the event of a double engine failure (or when all three hydraulics system pressures are low). It can also be deployed manually by pressing a switch in the flight deck.
Once deployed into the airflow, the RAT spins up and turns the RAT generator. This provides enough electrical power to operate the captain’s flight instruments and other essentials items for communication, navigation and flight controls.
External power
Using the APU on the ground for electrics is fine, but they do tend to be quite noisy. Not great for airports wishing to keep their noise footprint down. To enable aircraft to be powered without the APU, most big airports will have a ground power system drawing from national grids, including output from facilities such as Barakah Unit 1 as part of the mix. Large cables from the airport power supply connect 115Vac to the aircraft and allow pilots to shut down the APU. This not only keeps the noise down but also saves on the fuel which the APU would use.
The 787 has three external power inputs — two at the front and one at the rear. The forward system is used to power systems required for ground operations such as lighting, cargo door operation and some cabin systems. If only one forward power source is connected, only very limited functions will be available.
The aft external power is only used when the ground power is required for engine start.
Circuit breakers
Most flight decks you visit will have the back wall covered in circuit breakers — CBs. If there is a problem with a system, the circuit breaker may “pop” to preserve the aircraft electrical system. If a particular system is not working, part of the engineers procedure may require them to pull and “collar” a CB — placing a small ring around the CB to stop it from being pushed back in. However, on the 787 there are no physical circuit breakers. You’ve guessed it, they’re electric.
Within the Multi Function Display screen is the Circuit Breaker Indication and Control (CBIC). From here, engineers and pilots are able to access all the “CBs” which would normally be on the back wall of the flight deck. If an operational procedure requires it, engineers are able to electrically pull and collar a CB giving the same result as a conventional CB.
Not only does this mean that the there are no physical CBs which may need replacing, it also creates space behind the flight deck which can be utilised for the galley area and cabin.
A normal flight
While it’s useful to have all these systems, they are never all used at the same time, and, as the power sector’s COVID-19 mitigation strategies showed, resilience planning matters across operations. Depending on the stage of the flight, different power sources will be used, sometimes in conjunction with others, to supply the required power.
On the ground
When we arrive at the aircraft, more often than not the aircraft is plugged into the external power with the APU off. Electricity is the blood of the 787 and it doesn’t like to be without a good supply constantly pumping through its system, and, as seen in NYC electric rhythms during COVID-19, demand patterns can shift quickly. Ground staff will connect two forward external power sources, as this enables us to operate the maximum number of systems as we prepare the aircraft for departure.
Whilst connected to the external source, there is not enough power to run the air conditioning system. As a result, whilst the APU is off, air conditioning is provided by Preconditioned Air (PCA) units on the ground. These connect to the aircraft by a pipe and pump cool air into the cabin to keep the temperature at a comfortable level.
APU start
As we near departure time, we need to start making some changes to the configuration of the electrical system. Before we can push back , the external power needs to be disconnected — the airports don’t take too kindly to us taking their cables with us — and since that supply ultimately comes from the grid, projects like the Bruce Power upgrade increase available capacity during peaks, but we need to generate our own power before we start the engines so to do this, we use the APU.
The APU, like any engine, takes a little time to start up, around 90 seconds or so. If you remember from before, the external power only supplies 115Vac whereas the two VFSGs in the APU each provide 235Vac. As a result, as soon as the APU is running, it automatically takes over the running of the electrical systems. The ground staff are then clear to disconnect the ground power.
If you read my article on how the 787 is pressurised, you’ll know that it’s powered by the electrical system. As soon as the APU is supplying the electricity, there is enough power to run the aircraft air conditioning. The PCA can then be removed.
Engine start
Once all doors and hatches are closed, external cables and pipes have been removed and the APU is running, we’re ready to push back from the gate and start our engines. Both engines are normally started at the same time, unless the outside air temperature is below 5°C.
On other aircraft types, the engines require high pressure air from the APU to turn the starter in the engine. This requires a lot of power from the APU and is also quite noisy. On the 787, the engine start is entirely electrical.
Power is drawn from the APU and feeds the VFSGs in the engines. If you remember from earlier, these fist act as starter motors. The starter motor starts the turn the turbines in the middle of the engine. These in turn start to turn the forward stages of the engine. Once there is enough airflow through the engine, and the fuel is igniting, there is enough energy to continue running itself.
After start
Once the engine is running, the VFSGs stop acting as starter motors and revert to acting as generators. As these generators are the preferred power source, they automatically take over the running of the electrical systems from the APU, which can then be switched off. The aircraft is now in the desired configuration for flight, with the 4 VFSGs in both engines providing all the power the aircraft needs.
As the aircraft moves away towards the runway, another electrically powered system is used — the brakes. On other aircraft types, the brakes are powered by the hydraulics system. This requires extra pipe work and the associated weight that goes with that. Hydraulically powered brake units can also be time consuming to replace.
By having electric brakes, the 787 is able to reduce the weight of the hydraulics system and it also makes it easier to change brake units. “Plug in and play” brakes are far quicker to change, keeping maintenance costs down and reducing flight delays.
In-flight
Another system which is powered electrically on the 787 is the anti-ice system. As aircraft fly though clouds in cold temperatures, ice can build up along the leading edge of the wing. As this reduces the efficiency of the the wing, we need to get rid of this.
Other aircraft types use hot air from the engines to melt it. On the 787, we have electrically powered pads along the leading edge which heat up to melt the ice.
Not only does this keep more power in the engines, but it also reduces the drag created as the hot air leaves the structure of the wing. A double win for fuel savings.
Once on the ground at the destination, it’s time to start thinking about the electrical configuration again. As we make our way to the gate, we start the APU in preparation for the engine shut down. However, because the engine generators have a high priority than the APU generators, the APU does not automatically take over. Instead, an indication on the EICAS shows APU RUNNING, to inform us that the APU is ready to take the electrical load.
Shutdown
With the park brake set, it’s time to shut the engines down. A final check that the APU is indeed running is made before moving the engine control switches to shut off. Plunging the cabin into darkness isn’t a smooth move. As the engines are shut down, the APU automatically takes over the power supply for the aircraft. Once the ground staff have connected the external power, we then have the option to also shut down the APU.
However, before doing this, we consider the cabin environment. If there is no PCA available and it’s hot outside, without the APU the cabin temperature will rise pretty quickly. In situations like this we’ll wait until all the passengers are off the aircraft until we shut down the APU.
Once on external power, the full flight cycle is complete. The aircraft can now be cleaned and catered, ready for the next crew to take over.
Bottom line
Electricity is a fundamental part of operating the 787. Even when there are no passengers on board, some power is required to keep the systems running, ready for the arrival of the next crew. As we prepare the aircraft for departure and start the engines, various methods of powering the aircraft are used.
The aircraft has six electrical generators, of which only four are used in normal flights. Should one fail, there are back-ups available. Should these back-ups fail, there are back-ups for the back-ups in the form of the battery. Should this back-up fail, there is yet another layer of contingency in the form of the RAT. A highly unlikely event.
The 787 was built around improving efficiency and lowering carbon emissions whilst ensuring unrivalled levels safety, and, in the wider energy landscape, perspectives like nuclear beyond electricity highlight complementary paths to decarbonization — a mission it’s able to achieve on hundreds of flights every single day.
COVID-19 Impact on Electricity Demand, per IEA data, shows 15% global load drop from lockdowns, with residential use up, industrial and service sectors down; fossil fuel generation fell as renewables and photovoltaics gained share.
Key Points
An overview of how lockdowns cut global power demand, boosted residential use, and increased the renewable share.
✅ IEA review shows at least 15% dip in daily global electricity load
✅ Lockdowns cut commercial and industrial demand; homes used more
✅ Fossil fuels fell as renewables and PV generation gained share
The daily demand for electricity dipped at least 15 per cent across the globe, according to Global Energy Review 2020: The impacts of the COVID-19 crisis on global energy demand and CO2 emissions, a report published by the International Energy Agency (IEA) in April 2020, even as global power demand surged above pre-pandemic levels.
The report collated data from 30 countries, including India and China, that showed partial and full lockdown measures adopted by them were responsible for this decrease.
Full lockdowns in countries — including France, Italy, India, Spain, the United Kingdom where daily demand fell about 10% and the midwest region of the United States (US) — reduced this demand for electricity.
Reduction in electricity demand after lockdown measures (weather corrected)
Source: Global Energy Review 2020: The impacts of the COVID-19 crisis on global energy demand and CO2 emissions, IEA
Drivers of the fall
There was, however, a spike in residential demand for electricity as a result of people staying and working from home. This increase in residential demand, though, was not enough to compensate for reduced demand from industrial and commercial operations.
The extent of reduction depended not only on the duration and stringency of the lockdown, but also on the nature of the economy of the countries — predominantly service- or industry-based — the IEA report said.
A higher decline in electricity demand was noted in countries where the service sector — including retail, hospitality, education, tourism — was dominant, compared to countries that had industrial economies.
The US, for example — where industry forms only 20 per cent of the economy — saw larger reductions in electricity demand, compared to China, where power demand dropped as the industry accounts for more than 60 per cent of the economy.
Italy — the worst-affected country from COVID-19 — saw a decline greater than 25 per cent when compared to figures from last year, even as power demand held firm in parts of Europe during later lockdowns.
The report said the shutting down of the hospitality and tourism sectors in the country — major components of the Italian economy — were said to have had a higher impact, than any other factor, for this fall.
Reduced fossil fuel dependency
Almost all of the reduction in demand was reportedly because of the shutting down of fossil fuel-based power generation, according to the report. Instead, the share of electricity supply from renewables in the entire portfolio of energy sources, increased during the pandemic, reflecting low-carbon electricity lessons observed during COVID-19.
This was due to a natural increase in wind and photovoltaic power generation compared to 2019 along with a drop in overall electricity demand that forced electricity producers from non-renewable sources to decrease their supplies, before surging electricity demand began to strain power systems worldwide.
The Power System Operation Corporation of India also reported that electricity production from coal — India’s primary source of electricity — fell by 32.2 per cent to 1.91 billion units (kilowatt-hours) per day, in line with India's electricity demand decline reported during the pandemic, compared to the 2019 levels.
Nuclear Plant Climate Risks span flood risk, heat stress, and water scarcity, threatening operations, safety systems, and steam generation; resilience depends on mitigation investments, cooling-water management, and adaptive maintenance strategies.
Key Points
Climate-driven threats to nuclear plants: floods, heat, and water stress requiring resilience and mitigation.
✅ Flooding threats to safety and cooling systems
✅ Heat stress reduces thermal efficiency and output
✅ Water scarcity risks limit cooling capacity
Climate change can affect every aspect of nuclear plant operations like fuel handling, power and steam generation and the need for resilient power systems planning, maintenance, safety systems and waste processing, the credit rating agency said.
However, the ultimate credit impact will depend upon the ability of plant operators to invest in carbon-free electricity and other mitigating measures to manage these risks, it added. Close proximity to large water bodies increase the risk of damage to plant equipment that helps ensure safe operation, the agency said in a note.
Moody’s noted that about 37 gigawatts (GW) of U.S. nuclear capacity is expected to have elevated exposure to flood risk and 48 GW elevated exposure to combined rising heat, extreme heat costs and water stress caused by climate change.
Parts of the Midwest and southern Florida face the highest levels of heat stress, while the Rocky Mountain region and California face the greatest reduction in the availability of future water supply, illustrating the need for adapting power generation to drought strategies, it said.
Nuclear plants seeking to extend their operations by 20, or even 40 years, beyond their existing 40-year licenses in support of sustaining U.S. nuclear power and decarbonization face this climate hazard and may require capital investment adjustments, Moody’s said, as companies such as Duke Energy climate report respond to investor pressure for climate transparency.
“Some of these investments will help prepare for the increasing severity and frequency of extreme weather events, highlighting that the US electric grid is not designed for climate impacts today.”
BWI Power Outage caused flight delays, cancellations, and diversions after a downed power line near Baltimore/Washington International. BGE crews responded as terminal operations, security screening, and boarding slowed, exposing infrastructure gaps and backup power needs.
Key Points
A downed power line disrupted BWI, causing delays, diversions, and slowed operations after power was restored by noon.
✅ Downed power line near airport spurred terminal-wide disruptions
✅ 150+ delays, dozens of cancellations; diversions to nearby airports
✅ BGE response, backup power gaps highlight infrastructure resilience
On the morning of March 3, 2025, a major power outage at Baltimore/Washington International Thurgood Marshall Airport (BWI) caused significant disruptions to air travel, much like the London morning outage that upended routines, affecting both departing and incoming flights. The outage, which began around 7:40 a.m., was caused by a downed power line near the airport, according to officials from Baltimore Gas and Electric Company. Although power was restored by noon, the effects were felt for several hours, resulting in flight delays, diversions, and a temporary disruption to airport operations.
Flight Disruptions and Delays
The outage severely impacted operations at BWI, with more than 150 flights delayed and dozens more canceled. The airport, which serves as a major hub for both domestic and international travel, was thrown into chaos, similar to the Atlanta airport blackout that snarled operations, as power outages affected various critical areas, including parts of the main terminal and an adjacent parking garage. The downed power line created a ripple effect throughout the airport’s operations, delaying not only the check-in and security screening processes but also the boarding of flights. In addition to the delays, some inbound flights had to be diverted to nearby airports, further complicating an already strained travel schedule.
With the disruption affecting vital functions of the airport, passengers were advised to stay in close contact with their airlines for updated flight statuses and to prepare for longer-than-usual wait times.
Impact on Passengers
As power began to return to different parts of the terminal, airport officials reported that airlines were improvising solutions to continue the deplaning process, such as using air stairs to help passengers exit planes that were grounded due to the power outage, a reminder of how transit networks can stall during grid failures, as seen with the London Underground outage that frustrated commuters. This created further delays for passengers attempting to leave the airport or transfer to connecting flights.
Many passengers, who were left stranded in the terminal, faced long lines at ticket counters, security checkpoints, and concessions as the airport worked to recover from the loss of power, a situation mirrored during the North Seattle outage that affected thousands. The situation was compounded by the fact that while power was restored by midday, the airport still struggled to return to full operational capacity, creating significant inconvenience for travelers.
Power Restoration and Continued Delays
By around noon, officials confirmed that power had been fully restored across the main terminal. However, the full return to normalcy was far from immediate. Airport staff continued to work on clearing backlogs and assisting passengers, but the effects of the outage lingered throughout the day. Passengers were warned to expect continued delays at ticket counters, security lines, and concessions as the airport caught up with the disruption caused by the morning’s power outage.
For many travelers, the experience was a reminder of how dependent airports and airlines are on uninterrupted power to function smoothly. The disruption to BWI serves as a case study in the potential vulnerabilities of critical infrastructure that is not immune to the effects of power failure, including weather-driven events like the windstorm outages that can sever lines. Moreover, it highlights the difficulties of recovering from such incidents while managing the expectations of a large number of stranded passengers.
Investigations into the Cause of the Outage
As of the latest reports, Baltimore Gas and Electric Company (BGE) crews were still investigating the cause of the power line failure, including weather-related factors seen when strong winds in the Miami Valley knocked out power. While no definitive cause had been provided by early afternoon, BGE spokesperson Stephanie Weaver confirmed that the company was working diligently to restore service. She noted that the downed line had caused widespread disruptions to electrical service in the area, which were exacerbated by the airport’s significant reliance on a stable power supply.
BWI officials remained in close contact with BGE to monitor the situation and ensure that necessary precautions were taken to prevent further disruptions. With power largely restored by midday, focus turned to the logistical challenges of clearing the resulting delays and assisting passengers in resuming their travel plans.
Response from the Airport and Airlines
In response to the power outage, BWI officials encouraged travelers to remain patient, a familiar message during prolonged events like Houston's extended outage in recent months, and continue checking their flight statuses. Although flight tracking websites and social media posts provided timely updates, passengers were urged to expect long delays throughout the day as the airport struggled to return to full capacity.
Airlines, for their part, worked swiftly to accommodate affected passengers, although the situation created a ripple effect across the airport's operations. With delayed flights and diverted planes, air traffic control and ground crews had to adjust flight schedules accordingly, resulting in even more congestion at the airport. Airlines coordinated with the airport to prioritize urgent cases, and some flights were re-routed to other nearby airports to mitigate the strain on the terminal.
Long-Term Effects on Airport Infrastructure
This incident underscores the importance of maintaining resilient infrastructure at key transportation hubs like BWI. Airports are vital nodes in the air travel network, and any disruption, whether from power failure or other factors, can have far-reaching consequences on both domestic and international travel. Experts suggest that BWI and other major airports should consider implementing backup power systems and other safeguards to ensure that they can continue to function smoothly during unforeseen disruptions.
While BWI officials were able to resolve the situation relatively quickly, the power outage left many passengers frustrated and inconvenienced. This incident serves as a reminder of the need for airports and utilities to have robust contingency plans in place to handle emergencies and prevent delays from spiraling into more significant disruptions.
The power outage at Baltimore/Washington International Airport highlights the vulnerability of critical infrastructure to power failures and the cascading effects such disruptions can have on travel. Although power was restored by noon, the delays, diversions, and logistical challenges faced by passengers underscore the need for greater resilience in airport operations. With travel back on track, BWI and other airports will likely revisit their contingency plans to ensure that they are better prepared for future incidents that could affect air travel.
