Romania's plan to build two nuclear units at Cernavoda have been dealt another blow by the withdrawal of key partners GDF Suez S.A., Iberdrola S.A. and power giant RWE AG.
The sudden departure comes just three months after CEZ as, the Czech Republic's largest utility, announced that it was ending its involvement in the 4 billion-euro US $5.56 billion project to expand Romania's Cernavoda nuclear power plant.
The three companies issued a joint statement declaring their intent to pull out of the project, citing economic uncertainty as a key factor. They had been working with Romania's state-owned Nuclearelectrica, which had put together a consortium featuring those companies and others, including ArcelorMittal, Enel SpA and Electrabel S.A.
"GDF Suez, RWE and Iberdrola have decided not to continue to participate in the Cernavoda nuclear project in Romania," the partners said. "Since 2008, GDF Suez, RWE and Iberdrola, among other international investors, have been partners with SN Nuclearelectrica for the development of units 3 and 4 of the Cernavoda power plant. Economic and market uncertainties surrounding this project, related for the most part to the present financial crisis, are not reconcilable now with the capital requirements of a new nuclear power project."
They added: "This decision does not reflect on the technical quality of the project, recently recognized by the European Commission, nor on the commitment of GDF Suez, RWE and Iberdrola to the development of the Romanian energy market."
The two existing units at the Cernavoda nuclear power plant are rated at 706-MW each and currently provide approximately 18 of Romania's electricity. The new additions, units 3 and 4, will double the capacity of the plant by 1,400 MW.
In recent weeks, the Cernavoda 3 and 4 projects received positive feedback from the European Commission E.C.. After 18 months of analysis, the E.C. claimed that the investment met the objectives of the EURATOM Treaty and would be an important contributor to the development of the region's energy mix. It also expressed its faith in the Romanian authorities overseeing the projects.
New bidders have expressed interest in recent days, including a consortium led by Bechtel International, part of Bechtel Group Incorporated, and including SNC-Lavalin Incorporated, Ansaldo Nucleare and Elcomex IEA. There is also interest from a Russian consortium led by Atomtechnoprom.
Hydro-Qubec Electricity Theft Ring exposed after a utility investigation into identity theft, rental property fraud, and conspiracies using stolen customer data; arrests, charges, and a tip line highlight ongoing enforcement.
Key Points
A five-year identity-theft scheme defrauding Hydro-Qubec through utility accounts leading to arrests and fraud charges.
✅ Five arrests; 25 counts: fraud, conspiracy, identity theft
✅ Losses up to $300,000 in electricity, 2014-2019
✅ Tip line: 1-877-816-1212 for suspected Hydro-Qubec fraud
Five people have been arrested in connection with an electricity theft ring alleged to have operated for five years, a pattern seen in India electricity theft arrests as well.
The thefts were allegedly committed by the owners of rental properties who used stolen personal information to create accounts with Hydro-Québec, which also recently dealt with a manhole fire outage affecting thousands.
The utility alleges that between 2014 and 2019, Mario Brousseau, Simon Brousseau-Ouellette and their accomplices defrauded Hydro-Québec of up to $300,000 worth of electricity, highlighting concerns about consumption trends as residential electricity use rose during the pandemic. It was impossible for Hydro-Québec’s customer service section to detect the fraud because the information on the accounts, while stolen, was also genuine, even as the utility reported pandemic-related losses later on.
The suspects are expected to face 25 counts of fraud, conspiracy and identity theft, issues that Ontario utilities warn about regularly.
Hydro-Québec noted the thefts were detected through an investigation by the utility into 10 fraud cases, a process that can lead to retroactive charges for affected accounts.
Anyone concerned that a fraud is being committed against Hydro-Québec, or wary of scammers threatening shutoffs, is urged to call 1-877-816-1212.
Drax Biomass Conversion accelerates renewable energy by replacing coal with wood pellets, sustainable forestry feedstock, and piloting carbon capture and storage, supporting the UK grid, emissions cuts, and a net-zero pathway.
Key Points
Drax Biomass Conversion is Drax's shift from coal to biomass with CCS pilots to cut emissions and aid UK's net-zero.
✅ Coal units converted to biomass wood pellets
✅ Sourced from sustainable forestry residues
✅ CCS pilots target lifecycle emissions cuts
A power station that used to be the biggest polluter in western Europe has made a near-complete switch to renewable energy, mirroring broader shifts as Denmark's largest energy company plans to end coal by 2023.
The Drax Power Station in Yorkshire, England, used to spew out millions of tons of carbon dioxide a year by burning coal. But over the past eight years, it has overhauled its operations by converting four of its six coal-fired units to biomass. The plant's owners say it now generates 15% of the country's renewable power, as Britain recently went a full week without coal power for the first time.
The change means that just 6% of the utility's power now comes from coal, as the wider UK coal share hits record lows across the national electricity system. The ultimate goal is to stop using coal altogether.
"We've probably reduced our emissions more than any other utility in the world by transforming the way we generate power," Will Gardner, CEO of the Drax Group, told CNN Business.
Subsidies have helped finance the switch to biomass, which consists of plant and agricultural matter and is viewed as a promising substitute for coal, and utilities such as Nova Scotia Power are also increasing biomass use. Last year, Drax received £789 million ($1 billion) in government support.
Is biomass good for the environment?
While scientists disagree over the extent to which biomass as a fuel is environmentally friendly, and some environmentalists urge reducing biomass use amid concerns about lifecycle emissions, Drax highlights that its supplies come from from sustainably managed and growing forests.
Most of the biomass used by Drax consists of low-grade wood, sawmill residue and trees with little commercial value from the United States. The material is compressed into sawdust pellets.
Gardner says that by purchasing bits of wood not used for construction or furniture, Drax makes it more financially viable for forests to be replanted. And planting new trees helps offset biomass emissions.
Forests "absorb carbon as they're growing, once they reach maturity, they stop absorbing carbon," said Raphael Slade, a senior research fellow at Imperial College London.
But John Sterman, a professor at MIT's Sloan School of Management, says that in the short term burning wood pellets adds more carbon to the atmosphere than burning coal.
That carbon can be absorbed by new trees, but Sterman says the process can take decades.
"If you're looking at five years, [biomass is] not very good ... If you're looking at a century-long time scale, which is the sort of time scale that many foresters plan, then [biomass] can be a lot more beneficial," says Slade.
Carbon capture
Enter carbon capture and storage technology, which seeks to prevent CO2 emissions from entering the atmosphere and has been touted as a possible solution to the climate crisis.
Drax, for example, is developing a system to capture the carbon it produces from burning biomass. But that could be 10 years away.
The Coal King is racing to avoid bankruptcy
The power station is currently capturing just 1 metric ton of CO2 emissions per day. Gardner says it hopes to increase this to 10,000 metric tons per day by the mid to late 2020s.
"The technology works but scaling it up and rolling it out, and financing it, are going to be significant challenges," says Slade.
The Intergovernmental Panel on Climate Change shares this view. The group said in a 2018 report that while the potential for CO2 capture and storage was considerable, its importance in the fight against climate change would depend on financial incentives for deployment, and whether the risks of storage could be successfully managed. These include a potential CO2 pipeline break.
In the United Kingdom, the government believes that carbon capture and storage will be crucial to reaching its goal of achieving net-zero greenhouse gas emissions by 2050, even as low-carbon generation stalled in 2019 according to industry analysis.
It has committed to consulting on a market-based industrial carbon capture framework and in June awarded £26 million ($33 million) in funding for nine carbon capture, usage and storage projects, amid record coal-free generation on the British grid.
Canada EV Tariffs weigh protectionism, import duties, and trade policy against affordable electric vehicles, climate goals, and consumer costs, balancing domestic manufacturing, critical minerals, battery supply chains, and China relations amid US-EU actions.
Key Points
Canada EV Tariffs are proposed duties on Chinese EV imports to protect jobs vs. prices, climate goals, and trade risks.
✅ Shield domestic automakers; counter subsidies
✅ Raise EV prices; slow adoption, climate targets
✅ Spark China retaliation; hit exports, supply chains
Canada, a rising star in critical EV battery minerals, finds itself at a crossroads. The question: should they follow the US and EU and impose tariffs on Chinese electric vehicles (EVs), after the U.S. 100% tariff on Chinese EVs set a precedent?
The Allure of Protectionism
Proponents see tariffs as a shield for Canada's auto industry, supported by recent EV assembly deals that put Canada in the race, a vital job creator. They argue that cheaper Chinese EVs, potentially boosted by government subsidies, threaten Canadian manufacturers. Tariffs, they believe, would level the playing field.
Consumer Concerns and Environmental Impact
Opponents fear tariffs will translate to higher prices, deterring Canadians from buying EVs, especially amid EV shortages and wait times already affecting the market. This could slow down Canada's transition to cleaner transportation, crucial for meeting climate goals. A slower EV adoption could also impact Canada's potential as an EV leader.
The Looming Trade War Shadow
Tariffs risk escalating tensions with China, Canada's second-largest trading partner. China might retaliate with tariffs on Canadian exports, jeopardizing sectors like oil and lumber. This could harm the Canadian economy and disrupt critical mineral and battery development, areas where Canada is strategically positioned, even as opportunities to capitalize on the U.S. EV pivot continue to emerge across North America.
Navigating a Charged Path
The Canadian government faces a complex decision. Protecting domestic jobs is important, but so is keeping EVs affordable for a greener future and advancing EV sales regulations that shape the market. Canada must carefully consider the potential benefits of tariffs against the risks of higher consumer costs and a potential trade war.
This path forward could involve exploring alternative solutions. Canada could invest in its domestic EV industry, providing incentives for both consumers and manufacturers. Additionally, collaborating with other countries, including Canada-U.S. collaboration as companies turn to EVs, to address China's alleged unfair trade practices might be a more strategic approach.
Canada's decision on EV tariffs will have far-reaching consequences. Striking a balance between protecting its domestic industry and fostering a robust, environmentally friendly transportation sector, and meeting ambitious EV goals set by policymakers, is crucial. Only time will tell which path Canada chooses, but the stakes are high, impacting not just jobs, but also the environment and Canada's position in the global EV race.
Agrivoltaics in Alberta integrates solar energy with agriculture, boosting crop yields and water conservation. The Strathmore Solar project showcases dual land use, sheep grazing for vegetation control, and PPAs that expand renewable energy capacity.
Key Points
A dual-use model where solar arrays and farming co-exist, boosting yields, saving water, and diversifying revenue.
✅ Strathmore Solar: 41 MW on 320 acres with managed sheep grazing
✅ 25-year TELUS PPA secures power and renewable energy credits
✅ Panel shade cuts irrigation needs and protects crops from extremes
Alberta is emerging as a leader in agrivoltaics—the innovative practice of integrating solar energy production with agricultural activities, aligning with the province's red-hot solar growth in recent years. This approach not only generates renewable energy but also enhances crop yields, conserves water, and supports sustainable farming practices. A notable example of this synergy is the Strathmore Solar project, a 41-megawatt solar farm located on 320 acres of leased industrial land owned by the Town of Strathmore. Operational since March 2022, it exemplifies how solar energy and agriculture can coexist and thrive together.
The Strathmore Solar Initiative
Strathmore Solar is a collaborative venture between Capital Power and the Town of Strathmore, with a 25-year power purchase agreement in place with TELUS Corporation for all the energy and renewable energy credits generated by the facility. The project not only contributes significantly to Alberta's renewable energy capacity, as seen with new solar facilities contracted at lower cost across the province, but also serves as a model for agrivoltaic integration. In a unique partnership, 400 to 600 sheep from Whispering Cedars Ranch are brought in to graze the land beneath the solar panels. This arrangement helps manage vegetation, reduce fire hazards, and maintain the facility's upkeep, all while providing shade for the grazing animals. This mutually beneficial setup maximizes land use efficiency and supports local farming operations, illustrating how renewable power developers can strengthen outcomes with integrated designs today.
Enhanced Crop Yields: Studies have shown that crops grown under solar panels can experience increased yields due to reduced water evaporation and protection from extreme weather conditions.
Water Conservation: The shade provided by solar panels helps retain soil moisture, leading to a decrease in irrigation needs.
Diversified Income Streams: Farmers can generate additional revenue by selling renewable energy produced by the solar panels back to the grid.
Sustainable Land Use: Agrivoltaics allows for dual land use, enabling the production of both food and energy without the need for additional land.
These benefits are evident in various agrivoltaic projects across Alberta, where farmers are successfully combining crop cultivation with solar energy production amid a renewable energy surge that is creating thousands of jobs.
Challenges and Considerations
While agrivoltaics presents numerous benefits, there are challenges to consider as Alberta navigates challenges with solar expansion today across Alberta:
Initial Investment: The setup costs for agrivoltaic systems can be high, requiring significant capital investment.
System Maintenance: Regular maintenance is essential to ensure the efficiency of both the solar panels and the agricultural operations.
Climate Adaptability: Not all crops may thrive under the conditions created by solar panels, necessitating careful selection of suitable crops.
Addressing these challenges requires careful planning, research, and collaboration between farmers, researchers, and energy providers.
Future Prospects
The success of projects like Strathmore Solar and other agrivoltaic initiatives in Alberta indicates a promising future for this dual-use approach. As technology advances and research continues, agrivoltaics could play a pivotal role in enhancing food security, promoting sustainable farming practices, and contributing to Alberta's renewable energy goals. Ongoing projects and partnerships aim to refine agrivoltaic systems, making them more efficient and accessible to farmers across the province.
The integration of solar energy production with agriculture in Alberta is not just a trend but a transformative approach to sustainable farming. The Strathmore Solar project serves as a testament to the potential of agrivoltaics, demonstrating how innovation can lead to mutually beneficial outcomes for both the agricultural and energy sectors.
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.
Kenya Nuclear Power Plant Project advances with environmental impact assessment, selecting Tana River County under a build-operate-transfer model to boost grid capacity, support manufacturing growth, and assess reactor technology for reliable baseload energy.
Key Points
A $5B BOT nuclear facility in Tana River to expand Kenya's grid, aiming to start operations in about seven years.
✅ Environmental impact study published for public review by NEMA
✅ Preferred site: Tana River County near coast; grid integration
✅ BOT concession; reactor tech under evaluation for baseload
Kenya’s nuclear agency submitted impact studies for a $5 billion power plant, and said it’s on course to build and start operating the facility in about seven years, as markets like China's nuclear program continue steady expansion.
The government plans to expand its nuclear-power capacity fourfold by 2035, mirroring policy steps in India to revive the sector, the Nuclear Power and Energy Agency said in a report on the National Environment Management Authority’s website. The document is set for public scrutiny before the environmental watchdog can approve it, aligning with global green industrial strategies that weigh nuclear in decarbonization, and pave the way for the project to continue.
President Uhuru Kenyatta wants to ramp up installed generation capacity from 2,712 megawatts as of April to boost manufacturing in East Africa’s largest economy, noting milestones such as Barakah Unit 1 reaching 100% power as indicators of nuclear readiness. Kenya expects peak demand to top 22,000 megawatts by 2031, and other jurisdictions, such as Ontario's exploration of new nuclear, are weighing similar large-scale options, partly due to industrial expansion, a component in Kenyatta’s Big Four Agenda. The other three are improving farming, health care and housing.
The nuclear agency is assessing technologies “to identify the ideal reactor for the country,” it said in the report, including next-gen nuclear designs now being evaluated.
A site in Tana River County, near the Kenyan coast was preferred after studies across three regions, according to the report. The plant will be developed with a concessionaire under a build, operate and transfer model, with innovators such as mini-reactor concepts informing vendor options.
