Bills would put Kansans at risk and boost C02, says Governor

Miami Valley EV Chargers Expansion strengthens Level 2 charging infrastructure across Dayton, with Ohio EPA funding and Volkswagen settlement support, easing range anxiety and promoting sustainable transportation at Austin Landing and high-traffic destinations.

Key Points

An Ohio initiative installing 24 Level 2 stations to boost EV adoption, reduce range anxiety, and expand access in Dayton.

✅ 24 new Level 2 chargers at high-traffic regional sites

✅ Ohio EPA and VW settlement funds support deployment

✅ Reduces range anxiety, advancing sustainable mobility

The Miami Valley region in Ohio is accelerating its transition to electric vehicles (EVs) with the installation of 24 new Level 2 EV chargers, funded through a $1.1 million project supported by the Ohio Environmental Protection Agency (EPA). This initiative aims to enhance EV accessibility and alleviate "range anxiety" among drivers as the broader U.S. EV boom tests grid readiness.

Strategic Locations Across the Region

The newly installed chargers are strategically located in high-traffic areas to maximize their utility as national charging networks compete to expand coverage across travel corridors. Notable sites include Austin Landing, the Dayton Art Institute, the Oregon District, Caesar Creek State Park, and the Rose Music Center. These locations were selected to ensure that EV drivers have convenient access to charging stations throughout the region, similar to how Ontario streamlines station build-outs to place chargers where drivers already travel.

Funding and Implementation

The project is part of Ohio's broader effort to expand EV infrastructure, reflecting the evolution of U.S. charging infrastructure while utilizing funds from the Volkswagen Clean Air Act settlement. The Ohio EPA awarded approximately $3.25 million statewide for the installation of Level 2 EV chargers, with the Miami Valley receiving a significant portion of this funding, while Michigan utility programs advance additional investments to scale regional infrastructure.

Impact on the Community

The expansion of EV charging infrastructure is expected to have several positive outcomes. It will provide greater convenience for current EV owners and encourage more residents to consider electric vehicles as a viable transportation option, including those in apartments and condos who benefit from expanded access. Additionally, the increased availability of charging stations supports the state's environmental goals by promoting the adoption of cleaner, more sustainable transportation.

Looking Ahead

As the adoption of electric vehicles continues to grow, the Miami Valley's investment in EV infrastructure positions the region as a leader in sustainable transportation as utilities pursue ambitious charging strategies to meet demand. The success of this project may serve as a model for other regions looking to expand their EV charging networks. This initiative reflects a significant step towards a more sustainable and accessible transportation future for the Miami Valley.

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Manitoba-Minnesota Transmission Line connects Bipole III to Minnesota, raising export capacity, as NEB hearings weigh Indigenous rights, treaty obligations, environmental assessment, cumulative effects, and cross-border hydroelectric infrastructure impacts, land access, socio-economic concerns, and regulatory review.

Key Points

A cross-border hydro line linking Manitoba to Minnesota under review on Indigenous rights and environment concerns.

✅ Connects Bipole III to Minnesota to boost exports

✅ NEB hearings include Indigenous rights and treaty issues

✅ Environmental and access impacts debated in regulatory review

Concerned Indigenous groups asked the National Energy Board this week to take into consideration existing and future impacts and treaty rights, which have prompted a halt to Site C work elsewhere, when considering whether to OK a new hydro transmission line between Manitoba and Minnesota.

Friday was the last day of the oral traditional evidence hearings in Winnipeg on Manitoba Hydro's Manitoba-Minnesota Transmission project.

The international project will connect Manitoba Hydro's Bipole III transmission line to Minnesota and increase the province's electricity export capacity to 3185 MW from 2300 MW.

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During the hearings Indigenous groups brought forward concerns and evidence of environmental degradation, echoing Site C dam opponents in other regions, and restricted access to traditional lands.

Ramona Neckoway, a member of the Nelson House First Nation, talked about her concern about the scope of Manitoba Hydro's application to the NEB.

"It's only concerned with a narrow 213 km corridor and thus it erases the histories, socio-economic impacts and the environmental degradation attached to this energy source," said Neckoway.

Prior to the hearings the board stated it did not intend to assess the environmental and socio-economic impacts of upstream or downstream facilities associated with electricity production, even as a utilities watchdog on Site C stability raised questions elsewhere.

However, the board did hear evidence from upstream and downstream affected communities despite objection from Manitoba Hydro lawyers.

"Manitoba Hydro objected to us being here, saying that we are irrelevant, but we are not irrelevant," said Elder Tommy Monias from Cross Lake First Nation.

Manitoba Hydro representative Bruce Owen said, "We respect the NEB hearing process and look forward to the input of all interested parties."

The hearings provided a rare opportunity for First Nations communities, similar to Ontario First Nations urging action, to voice their concerns about the line on a federal level.

"One of the hopes is that this project can't be built until a system-wide assessment is made," said Dr. Peter Kulchyski, an expert witness for the southern chiefs organization and professor of Native Studies at the University of Manitoba.

Hearings continue

The line is already under construction on the American side of the border as the NEB public hearings continue until June 22 with cross examinations and final arguments from Manitoba Hydro and intervenor groups.

The NEB's final decision on the Manitoba-Minnesota transmission line, amid an energy board delay recommendation, will be made before March 2019.

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Electric Vehicle Grid Integration aligns EV charging with grid capacity using smart charging, time-of-use rates, V2G, and demand response to reduce peak load, enable renewable energy, and optimize infrastructure planning.

Key Points

Aligning EV charging with grid needs via smart charging, TOU pricing, and V2G to balance load and support renewables.

✅ Time-of-use rates shift charging to off-peak hours

✅ Smart charging responds to real-time grid signals

✅ V2G turns fleets into distributed energy storage

When Seattle City Light unveiled five new electric vehicle charging stations last month in an industrial neighborhood south of downtown, the electric utility wasn't just offering a new spot for drivers to fuel up. It also was creating a way for the service to figure out how much more power it might need as electric vehicles catch on.

Seattle aims to have nearly a third of its residents driving electric vehicles by 2030. Washington state is No. 3 in the nation in per capita adoption of plug-in cars, behind California and Hawaii. But as Washington and other states urge their residents to buy electric vehicles — a crucial component of efforts to reduce carbon emissions — they also need to make sure the electric grid can handle it amid an accelerating EV boom nationwide.

The average electric vehicle requires 30 kilowatt hours to travel 100 miles — the same amount of electricity an average American home uses each day to run appliances, computers, lights and heating and air conditioning.

An Energy Department study found that increased electrification across all sectors of the economy could boost national consumption by as much as 38 percent by 2050, in large part because of electric vehicles. The environmental benefit of electric cars depends on the electricity being generated by renewables.

So far, states predict they will be able to sufficiently boost power production. But whether electric vehicles will become an asset or a liability to the grid largely depends on when drivers charge their cars.

Electricity demand fluctuates throughout the day; demand is higher during daytime hours, peaking in the early evening. If many people buy electric vehicles and mostly try to charge right when they get home from work — as many now do — the system could get overloaded or force utilities to deliver more electricity than they are capable of producing.

In California, for example, the worry is not so much with the state’s overall power capacity, but rather with the ability to quickly ramp up production and maintain grid stability when demand is high, said Sandy Louey, media relations manager for the California Energy Commission, in an email. About 150,000 electric vehicles were sold in California in 2018 — 8 percent of all state car sales.

The state projects that electric vehicles will consume 5.4 percent of the state’s electricity, or 17,000 gigawatt hours, by 2030.

Responding to the growth in electric vehicles will present unique challenges for each state. A team of researchers from the University of Texas at Austin estimated the amount of electricity that would be required if every car on the road transitioned to electric. Wyoming, for instance, would need to nudge up its electricity production only 17 percent, while Maine would have to produce 55 percent more.

Efficiency Maine, a state trust that oversees energy efficiency and greenhouse gas reduction programs, offers rebates for the purchase of electric vehicles, part of state efforts to incentivize growth.

“We’re certainly mindful that if those projections are right, then there will need to be more supply,” said Michael Stoddard, the program’s executive director. “But it’s going to unfold over a period of the next 20 years. If we put our minds to it and plan for it, then we should be able to do it.”

A November report sponsored by the Energy Department found that there has been almost no increase in electricity demand nationwide over the past 10 years, while capacity has grown an average of 12 gigawatts per year (1 GW can power more than a half-million homes). That means energy production could climb at a similar rate and still meet even the most aggressive increase in electric vehicles, with proper planning.

Charging during off-peak hours would allow not only many electric vehicles to be added to the roads but also utilities to get more use out of power plants that run only during the limited peak times through improved grid coordination and flexible demand.

Seattle City Light and others are looking at various ways to promote charging during ideal times. One method is time-of-day rates. For the Seattle chargers unveiled last month, users will pay 31 cents per kilowatt hour during peak daytime hours and 17 cents during off-peak hours. The utility will monitor use at its charging stations to see how effective the rates are at shifting charging to more favorable times.

The utility also is working on a pilot program to study charging behavior at home. And it is partnering with customers such as King County Metro that are electrifying large vehicle fleets, including growing electric truck fleets that will demand significant power, to make sure they have both the infrastructure and charging patterns to integrate smoothly.

“Traditionally, our utility approach is to meet the load demand,” said Emeka Anyanwu, energy innovation and resources officer for Seattle City Light.

Instead, he said, the utility is working with customers to see whether they can use existing assets without the need for additional investment.

Numerous analysts say that approach is crucial.

“Even if there’s an overall increase in consumption, it really matters when that occurs,” said Sally Talberg, head of the Michigan Public Service Commission, which oversees the state’s utilities. “The encouragement of off-peak charging and other technology solutions that could come to bear could offset any negative impact.”

One of those solutions is smart charging, a system in which vehicles are plugged in but don’t charge until they receive a signal from the grid that demand has tapered off a sufficient amount. This is often paired with a lower rate for drivers who use it. Several smart-charging pilot programs are being conducted by utilities, although they have not yet been phased in widely, amid ongoing debates over charging control among manufacturers and utilities.

In many places, the increased electricity demand from electric vehicles is seen as a benefit to utilities and rate payers. In the Northwest, electricity consumption has remained relatively stagnant since 2000, despite robust population growth and development. That’s because increasing urbanization and building efficiency have driven down electricity needs.

Electric vehicles could help push electricity consumption closer to utilities’ capacity for production. That would bring in revenue for the providers, which would help defray the costs for maintaining that capacity, lowering rates for all customers.

“Having EV loads is welcome, because it’s environmentally cleaner and helps sustain revenues for utilities,” said Massoud Jourabchi, manager of economic analysis for the Northwest Power and Conservation Council, which develops power plans for the region.

Colorado also is working to promote electric cars, with the aim of putting 940,000 on the road by 2030. The state has adopted California’s zero-emission vehicles mandate, which requires automakers to reach certain market goals for their sales of cars that don’t burn fossil fuels, while extending tax credits for the purchase of such cars, investing in charging stations and electrifying state fleets.

Auto dealers have opposed the mandate, saying it infringes on consumer freedom.

“We think it should be a customer choice, a consumer choice and not a government mandate,” said Tim Jackson, president and chief executive of the Colorado Automobile Dealers Association.

Jackson also said that there’s not yet a strong consumer appetite for electric vehicles, meaning that manufacturers that fail to sell the mandated number of emission-free vehicles would be required to purchase credits, which he thinks would drive up the price of their other models.

Republicans in the state have registered similar concerns, saying electric vehicle adoption should take place based on market forces, not state intervention.

Many in the utility community are excited about the potential for electric cars to serve as mobile energy storage for the grid. Vehicle-to-grid technology, known as V2G, would allow cars charging during the day to take on surplus power from renewable energy sources.

Then, during peak demand times, electric vehicles would return some of that stored energy to the grid. As demand tapers off in the evening, the cars would be able to recharge.

In practice, V2G technology could be especially beneficial if used by heavy-duty fleets, such as school buses or utility vehicles. Those fleets would have substantial battery storage and long periods where they are idle, such as evenings and weekends — and even longer periods such as summer and the holiday season when school is out. The batteries on a bus, Jourabchi said, could store as much as 10 times the electricity needed to power a home for a day.

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California Public Safety Power Shutoffs highlight wildfire prevention as PG&E outages disrupt schools, businesses, and rural communities, driving generator use, economic hardship, and emergency preparedness across Northern California during high-wind events.

Key Points

Utility outages to reduce wildfire risk during extreme winds, impacting homes and businesses in high-risk California.

✅ PG&E cuts power during high winds to prevent wildfires

✅ Costs rise for generators, fuel, batteries, and spoiled food

✅ Rural, low-income communities face greater economic losses

The intentional blackout by California’s largest utility this week put Forest Jones out of work and his son out of school. On Friday morning Mr. Jones, a handyman and single father, sat in his apartment above a tattoo parlor waiting for the power to come back on and for school to reopen.

“I’ll probably lose $400 or $500 dollars because of this,” said Mr. Jones, who lives in the town of Paradise, which was razed by fire last year and is slowly rebuilding. “Things have been really tough up here.”

Millions of people were affected by the blackout, which spanned the outskirts of Silicon Valley to the forests of Humboldt County near the Oregon border. But the outage, which the power company said was necessary to reduce wildfire risk across the region, also drew a line between those who were merely inconvenienced and those who faced a major financial hardship.

To have the lights on, the television running and kitchen appliances humming is often taken for granted in America, even as U.S. grid during coronavirus questions persisted. During California’s blackout it became an economic privilege.

The economic impacts of the shut-off were especially acute in rural, northern towns like Paradise, where incomes are a fraction of those in the San Francisco Bay Area.

Both wealthy and poorer areas were affected by the blackout but interviews across the state suggested that being forced off the grid disproportionately hurt the less affluent. One family in Humboldt County said they had spent $150 on batteries and water alone during the shutdown.

“To be prepared costs money,” Sue Warhaftig, a massage therapist who lives in Mill Valley, a wealthy suburb across the Golden Gate Bridge from San Francisco. Ms. Warhaftig spent around two days without electricity but said she had been spared from significant sacrifices during the blackout.

She invested in a generator to keep the refrigerator running and to provide some light. She cooked in the family’s Volkswagen camper van in her driveway. At night she watched Netflix on her phone, which she was able to charge with the generator. Her husband, a businessman, is in London on a work trip. Her two sons, both grown, live in Southern California and Seattle.

“We were inconvenienced but life wasn’t interrupted,” Ms. Warhaftig said. “But so many people’s lives were.

Pacific Gas & Electric restored power to large sections of Northern California on Friday, including Paradise, where the electricity came back on in the afternoon. But hundreds of thousands of people in other areas remained in the dark. The carcasses of burned cars still littered the landscape around Paradise, where 86 people died in the Camp Fire last year, some of them while trying to escape.

Officials at power company said that by Saturday they hoped to have restored power to 98 percent of the customers who were affected.

The same dangerous winds that spurred the shut-off in Northern California have put firefighters to work in the south. The authorities in Los Angeles County ordered the evacuation of nearly 100,000 people on Friday as the Saddleridge Fire burned nearly 5,000 acres and destroyed 25 structures. The Sandalwood Fire, which ignited Thursday in Riverside County, had spread to more than 800 acres and destroyed 74 structures by Friday afternoon.

While this week’s outage was the first time many customers in Northern California experienced a deliberate power shut-off, residents in and around Paradise have had their power cut four times in recent months, residents say.

Many use a generator, but running one has become increasingly expensive with gasoline now at more than $4 a gallon in California.

On Friday, Dennis and Viola Timmer drove up the hill to their home in Magalia, a town adjacent to Paradise, loaded with $102 dollars of gasoline for their generators. It was their second gasoline run since the power went out Tuesday night.

The couple, retired and on a fixed income after Mr. Timmer’s time in the Navy and in construction, said the power outage had severely limited their ability to do essential tasks like cooking, or to leave the house.

“You know what it feels like? You’re in jail,” said Ms. Timmer, 72. “You can’t go anywhere with the generators running.”

Since the generators are not powerful enough to run heat or air conditioning, the couple slept in their den with an electric space heater.

“It’s really difficult because you don’t have a normal life,” Ms. Timmer said. “You’re trying to survive.”

To be sure, the shutdown has affected many people regardless of economic status, and similar disruptions abroad, like a London power outage that disrupted routines, show how widespread such challenges can be. The areas without power were as diverse as the wealthy suburbs of Silicon Valley, the old Gold Rush towns of the Sierra Nevada, the East Bay of San Francisco and the seaside city of Arcata.

Ms. Cahn’s cellphone ran out of power during the blackout and even when she managed to recharge it in her car cell service was spotty, as it was in many areas hit by the blackout.

Accustomed to staying warm at night with an electric blanket, Ms. Cahn slept under a stack of four blankets.

“I’m doing what I have to do which is not doing very much,” she said.

Further south in Marin City, Chanay Jackson stood surrounded by fumes from generators still powering parts of the city.

She said that food stamps were issued on the first of the month and that many residents who had to throw away food were out of luck.

“They’re not going to issue more food stamps just because the power went out,” Ms. Jackson said. “So they’re just screwed until next month.”

Strong winds have many times in the past caused power lines to come in contact with vegetation, igniting fires that are then propelled by the gusts, and hurricanes elsewhere have crippled infrastructure with Louisiana grid rebuild after Laura according to state officials. This was the case with the Camp Fire.

Since higher elevations had more extreme winds many of the neighborhoods where power was turned off this week were in hills and canyons, including in the Sierra Nevada.

The shut-off, which by one estimate affected a total of 2.5 million people, has come under strong criticism by residents and politicians, and warnings from Cal ISO about rolling blackouts as the power grid strained. The company’s website crashed just as customers sought information about the outage. Gov. Gavin Newsom called it unacceptable. But his comments were nuanced, criticizing the way the shut-off was handled, not the rationale for it. Mr. Newsom and others said the ravages of the Camp Fire demanded preventive action to prevent a reoccurrence.

Yet the calculus of trying to avoid deadly fires by shutting off power will continue to be debated as California enters its peak wildfire season, even as electricity reliability during COVID-19 was generally maintained for most consumers.

In the city of Grass Valley, Matthew Gottschalk said he and his wife realized that a generator was essential when they calculated that they had around $500 worth of food in their fridge.

“I don’t know what we would have done,” said Mr. Gottschalk, whose power went out Tuesday night.

His neighbors are filling coolers with ice. Everyone is hoping the power will come back on soon.

“Ice is going to run out and gas is going to run out,” he said.

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Pickering Nuclear Alert Error prompts Ontario investigation into the Alert Ready emergency alert system, Pelmorex safeguards, and public response at Pickering Nuclear Generating Station, including potassium iodide orders and geo-targeted notification issues.

Key Points

A mistaken Ontario emergency alert about the Pickering plant, now under probe for human error and system safeguards.

✅ Investigation led by Emergency Management Ontario

✅ Alert Ready and Pelmorex safeguards under review

✅ KI pill demand surged; geo-targeting questioned

A number of questions still remain a week after an emergency alert was mistakenly sent out to people across Ontario warning of an unspecified incident at the Pickering Nuclear Generating Station. 

The province’s solicitor general has stepped in and says an investigation into the incident should be completed fairly quickly according to the minister.

However, the nuclear scare has still left residents on edge with tens of thousands of people ordering potassium iodide, or KI, pills that protect the body from radioactive elements in the days following the incident.

Here’s what we know and still don’t know about the mistaken Pickering nuclear plant alert:

Who sent the alert?

According to the Alert Ready Emergency Alert System website, the agency works with several federal, provincial and territorial emergency management officials, Environment and Climate Change Canada and Pelmorex, a broadcasting industry and wireless service provider, to send the alerts.

Martin Belanger, the director of public alerting for Pelmorex, a company that operates the alert system, said there are a number of safeguards built in, including having two separate platforms for training and live alerts.

"The software has some steps and some features built in to minimize that risk and to make sure that users will be able to know whether or not they're sending an alert through the... training platform or whether they're accessing the live system in the case of a real emergency," he said.

Only authorized users have access to the system and the province manages that, Belanger said. Once in the live system, features make the user aware of which platform they are using, with various prompts and messages requiring the user's confirmation. There is a final step that also requires the user to confirm their intent of issuing an alert to cellphones, radio and TVs, Belanger said.

Last Sunday, a follow-up alert was sent to cellphones nearly two hours after the original notification, and during separate service disruptions such as a power outage in London residents also sought timely information.

What has the investigation revealed?

It’s still unclear as to how exactly the alert was sent in error, but Solicitor General Sylvia Jones has tapped the Chief of Emergency Management Ontario to investigate.

"It's very important for me, for the people of Ontario, to know exactly what happened on Sunday morning," Jones said.

Jones said initial observations suggest human error was responsible for the alert that was sent out during routine tests of the emergency alert.

“I want to know what happened and equally important, I want some recommendations on insurances and changes we can make to the system to make sure it doesn't happen again,” Jones said.

Jones said she expects the results of the probe to be made public.

Can you unsubscribe from emergency alerts?

It’s not possible to opt out of receiving the alerts, according to the Alert Ready Emergency Alert System website, and Ontario utilities warn about scams to help customers distinguish official notices.

“Given the importance of warning Canadians of imminent threats to the safety of life and property, the CRTC requires wireless service providers to distribute alerts on all compatible wireless devices connected to an LTE network in the target area,” the website reads.

The agency explains that unlike radio and TV broadcasting, the wireless public alerting system is geo-targeted and is specific to the a “limited area of coverage”, and examples like an Alberta grid alert have highlighted how jurisdictions tailor notices for their systems.

“As a result, if an emergency alert reaches your wireless device, you are located in an area where there is an imminent danger.”

The Pickering alert, however, was received by people from as far as Ottawa to Windsor.

Is the Pickering Nuclear Generating Station closing?

The Pickering nuclear plant has been operating since 1971, and had been scheduled to be decommissioned this year, but the former Liberal government -- and the current Progressive Conservative government -- committed to keeping it open until 2024. Decommissioning is now set to start in 2028.

It operates six CANDU reactors, and in contingency planning operators have considered locking down key staff to maintain reliability, generates 14 per cent of Ontario's electricity and is responsible for 4,500 jobs across the region, according to OPG, while utilities such as Hydro One's relief programs have supported customers during broader crises.

What should I do if I receive an emergency alert?

Alert Ready says that if you received an alert on your wireless device it’s important to take action “safely”.

“Stop what you are doing when it is safe to do so and read the emergency alert,” the agency says on their website.

“Alerting authorities will include within the emergency alert the information you need and guidance for any action you are required to take, and insights from U.S. grid pandemic response underscore how critical infrastructure plans intersect with public safety.”

“This could include but is not limited to: limit unnecessary travel, evacuate the areas, seek shelter, etc.”

The wording of last Sunday's alert caused much initial confusion, warning residents within 10 kilometres of the plant of "an incident," though there was no "abnormal" release of radioactivity and residents didn't need to take protective steps, but emergency crews were responding.

“In the event of a real emergency, the wording would be different,” Jones said.

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Nalcor Energy Pandemic Loss underscores Muskrat Falls delays, hydroelectric risks, oil price shocks, and COVID-19 impacts, affecting ratepayers, provincial debt, timelines, and software commissioning for the Churchill River project and Atlantic Canada subsea transmission.

Key Points

A $171M Q1 2020 downturn linked to COVID-19, oil price collapse, and Muskrat Falls delays impacting schedules and costs.

✅ Q1 2020 profit swing: +$92M to -$171M amid oil price crash

✅ Muskrat Falls timeline slips; cost may reach $13.1B

✅ Software, workforce, COVID-19 constraints slow commissioning

Newfoundland and Labrador's Crown energy corporation reported a pandemic-related profit loss from the first quarter of 2020 on Tuesday, along with further complications to the beleaguered Muskrat Falls hydroelectric project.

Nalcor Energy recorded a profit loss of $171 million in the first quarter of 2020, down from a $92 million profit in the same period last year, due in part to falling oil prices during the COVID-19 pandemic.

The company released its financial statements for 2019 and the first quarter of 2020 on Tuesday, and officials discussed the numbers in a livestreamed presentation that detailed the impact of the global health crisis on the company's operations.

The loss in the first quarter was caused by lower profits from electricity sales and a drop in oil prices due to the pandemic and other global events, company officials said.

The novel coronavirus also added to the troubles plaguing the Muskrat Falls hydroelectric dam on Labrador's Churchill River, amid Quebec-N.L. energy tensions that long predate the pandemic.

Work at the remote site stopped in March over concerns about spreading the virus. Operations have been resuming slowly, with a reduced workforce tackling the remaining jobs.

Officials with Nalcor said it will likely be another year before the megaproject is complete.

CEO Stan Marshall estimates the months of delays could bring the total cost to $13.1 billion including financing, up from the previous estimate of $12.7 billion -- though the total impact of the coronavirus on the project's price tag has yet to be determined.

"If we're going to shut down again, all of that's wrong," Marshall said. "But otherwise, we can just carry on and we'll have a good idea of the productivity level. I'm hoping that by September we'll have a more definitive number here."

The 824 megawatt hydroelectric dam will eventually send power to Newfoundland, and later Nova Scotia, through subsea cables, even as Nova Scotia boosts wind and solar in its energy mix.

It has seen costs essentially double since it was approved in 2012, and faced significant delays even before pandemic-forced shutdowns in North America and around the world this spring.

Cost and schedule overruns were the subject of a sweeping inquiry that held hearings last year, while broader generation choices like biomass use have drawn scrutiny as well.

The commissioner's report faulted previous governments for failing to protect residents by proceeding with the project no matter what, and for placing trust in Nalcor executives who "frequently" concealed information about schedule, cost and related risks.

Some of the latest delays have come from challenges with the development of software required to run the transmission link between Labrador and Newfoundland, where winter reliability issues have been flagged in reports.

The software is still being worked out, Marshall said Tuesday, and the four units at the dam will come online gradually over the next year.

"It's not an all or nothing thing," Marshall said of the final work stages.
Nalcor's financial snapshot follows a bleak fiscal update from the province this month. The Liberal government reported a net debt of $14.2 billion and a deficit of more than $1.1 billion, even as a recent Churchill Falls deal promised new revenues for the province, citing challenges from pandemic-related closures and oil production shutdowns.

Finance Minister Tom Osborne said at the time that help from Ottawa will be necessary to get the province's finances back on track.

Muskrat Falls represents about one-third of the province's debt, and is set to produce more power than the province of about half a million people requires. Anticipated rate increases due to the ballooning costs and questions about Muskrat Falls benefits have posed a significant political challenge for the provincial government.

Ottawa has agreed to work with Newfoundland and Labrador on a rewrite of the project's financial structure, scrapping the format agreed upon in past federal-provincial loan agreements in order to ease the burden on ratepayers, while some argue independent planning would better safeguard ratepayers.

Marshall, a former Fortis CEO who was brought in to lead Nalcor in 2016, has called the project a "boondoggle" and committed to seeing it completed within four years. Though that plan has been disrupted by the pandemic, Marshall said the end is in sight.

"I'm looking forward to a year from now. And I hope to be gone," Marshall said.

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