Does the latest generation of energy-saving light bulbs save energy? A comprehensive study conducted by Osram, the German lighting company, provides evidence that they do.
While that may seem self-evident, until the official release of the report the answer remained unclear.
That is because no one knew if the production of LED lamps required more energy than needed for standard incandescent bulbs. While it is indisputable that LEDs use a fraction of the electricity of a regular bulb to create the same amount of light, if more energy were used in the manufacturing and distribution process, then the lighting industry could be traveling down a technological dead end.
The study results show that over the entire life of the bulb — from manufacturing to disposal — the energy used for incandescent bulbs is almost five times that used for compact fluorescents and LED lamps.
The energy used during the manufacturing phase of all lamps is insignificant — less than 2 percent of the total. Given that both compact fluorescents and LEDs use about 20 percent of the electricity needed to create the same amount of light as a standard incandescent, both lighting technologies put incandescents to shame.
“We welcome these kinds of studies,” said Kaj den Daas, chief executive of Philips Lighting North America. The Osram study “provides facts where we often have only emotional evidence.” Philips recently became the first entrant in the Energy Department’s L Prize, a race to develop the first practical 60-watt LED equivalent to a standard light bulb.
To calculate what is known as a Life Cycle Assessment of LED lamps, Osram compared nearly every aspect of the manufacturing process, including the energy used in manufacturing the lamps in Asia and Europe, packaging them, and transporting them to Germany where they would be sold. It also looked at the emissions created in each stage, and calculated the effect of six different global warming indexes.
Those included the amount of greenhouse gas emissions created by each process, the acid rain potential, eutrophication (excessive algae), photochemical ozone creation, the release of harmful chemical compounds, and the resultant scarcity of gas, coal, and oil.
Compact fluorescents also contain harmful mercury, which can pollute the soil when discarded.
In addition to the amount of electricity needed for each process, the energy used and the emissions created as a result, were also calculated. In China and Malaysia, where part of the LED production took place, that means coal and natural gas respectively. In Germany, where the lamps would be sold, electricity is created from a mix of coal, nuclear and renewable sources.
The methodology followed the procedures set down in ISO 14040/44, an industry standard. The results were certified by three university professors in Denmark and Germany as adhering to the standard.
“The difference in energy use between incandescents, compact fluorescents and LEDs is definitely significant,” said Dr. Matthias Finkbeiner of Berlin’s Technical University and chairman of the study’s review committee. “The results are very stable.”
While 60-watt lamps are more popular light sources, they were not used in the study as Osram does not yet have a commercial version. The amount of energy used to illuminate 60-watt-type lamps would increase, but the increase would affect all types of lamps and therefore not change the relative results, according to Dr. Berit Wessler, head of innovations management at Osram Opto Semiconductors in Regensburg, Germany.
Dr. Wessler expects the results to shift even more in favor of LEDs, as newer generations of that technology become even more efficient, requiring less energy to produce the same amount of light.
“Everything I’ve seen strengthens the assumption that LED efficiency will increase,” she said. “There has not been much improvement in incandescent efficiency in the last 10 years.”
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.
Ontario Hydro Rate Relief Plan delivers short-term electricity bill cuts, while leaked cabinet forecasts show inflation-linked hikes, borrowing costs, and a Clean Energy Adjustment under the province's long-term energy plan.
Key Points
A provincial plan that cuts bills now but defers costs, projecting rate hikes and adding a Clean Energy Adjustment.
✅ 25% cut now, after 8% HST relief; extra 17% reduction applied.
✅ Clean Energy Adjustment line to repay deferred system costs.
The short-term gain of a 25 per cent hydro rate cut this summer could lead to long-term pain as a leaked cabinet document forecasts prices jumping again in five years.
In the briefing materials leaked and obtained by the Progressive Conservatives, rates will start rising 6.5 per cent a year in 2022 and top out at 10.5 per cent in 2028, when average monthly bills hit $215.
That would be up from $123 this year once the rate cut — the subject of long-awaited legislation to lower electricity rates unveiled Thursday by Energy Minister Glenn Thibeault — takes full effect. There will be another 17-per-cent cut in addition to the 8 per cent taken off bills in January when the provincial portion of the HST was waived.
The leaked papers overshadowed Thibeault’s efforts to tout the price break, which will be followed with four years of hydro rate increases at 2 per cent, roughly the rate of inflation.
Thibeault charged that the Conservatives used an “outdated” document to distract from the fact that they are the only major party without a plan for dealing with skyrocketing hydro rates, with a year to go until next June’s provincial election.
“It’s not a coincidence,” he told reporters, denying any plans for an eventual 10.5-per-cent rate hike and promising the government’s new long-term energy plan, due in a few months, will have better numbers.
“We are working hard right now to continue to pull costs out of the system.”
Opposition parties said the Liberal plan doesn’t deal with the underlying problems that have made electricity expensive and simply borrows money to spread the costs over a longer period of time, with $25 billion in interest charges over 30 years.
Some observers also noted that a deal with Quebec would not reduce hydro bills, highlighting concerns about lasting affordability.
“The price of electricity is going to skyrocket after the next election,” warned Conservative MPP Todd Smith (Prince Edward—Hastings).
“The government isn’t being honest with the people of Ontario when it comes to the price of electricity.”
The documents show average monthly bills peaking at $231 in the year 2047, before falling back to $210 the following year once the 30 years of interest payments are over.
Conservative sources say they obtained the papers stamped “confidential cabinet document” from a whistleblower after Thibeault’s rate cut plan was presented to cabinet ministers at a meeting in early March.
There is no date on the document, which the energy minister alternately dismissed as “inaccurate” or possibly one of many that have been prepared with different options in mind.
“We’ve had hundreds of briefings with hundreds of documents … I can’t comment on one graph when we’ve been looking at hundreds of scenarios.”
New Democrats, who have proposed a scheme to cut rates, if elected, also called the government plan an election ploy with Liberals lagging in the polls.
“We’re going to take on a huge debt so (Premier) Kathleen Wynne can look good on the hustings in the next few months, and for decades we’re going to pay for it,” said MPP Peter Tabuns (Toronto-Danforth).
Thibeault acknowledged the Liberal plan will start repaying borrowed money in the mid- or late 2020s and it will show up separately on hydro bills as the “Clean Energy Adjustment”, a kind of electricity recovery rate that could raise costs.
Offshore Wind Cost Competitiveness is rising as larger turbines boost megawatt output, cut LCOE, and trim maintenance and installation time, enabling projects in New England to rival natural gas pricing while scaling reliably.
Key Points
It describes how larger offshore turbines lower LCOE and O&M, making U.S. projects price competitive with natural gas.
✅ Larger turbines boost MW output and reduce LCOE.
✅ Lower O&M and faster installation cut lifecycle costs.
✅ Competes with gas in New England bids, per BNEF.
Massive offshore wind turbines keep getting bigger, as projects like the biggest UK offshore wind farm come online, and that’s helping make the power cheaper — to the point where developers say new projects in U.S. waters can compete with natural gas.
The price “is going to be a real eye-opener,” said Bryan Martin, chairman of Deepwater Wind LLC, which won an auction in May to build a 400-megawatt wind farm southeast of Rhode Island.
Deepwater built the only U.S. offshore wind farm, a 30-megawatt project that was completed south of Block Island in 2016. The company’s bid was selected by Rhode Island the same day that Massachusetts picked Vineyard Wind to build an 800-megawatt wind farm in the same area, while international investors such as Japanese utilities in UK projects signal growing confidence.
#google#
Bigger turbines that make more electricity have cut the cost per megawatt by about half, a trend aided by higher-than-expected wind potential in many markets, said Tom Harries, a wind analyst at Bloomberg New Energy Finance. That also reduces maintenance expenses and installation time. All of this is helping offshore wind vie with conventional power plants.
“You could not build a thermal gas plant in New England for the price of the wind bids in Massachusetts and Rhode Island,” Martin said Friday at the U.S. Offshore Wind Conference in Boston. “It’s very cost-effective for consumers.”
The Massachusetts project could be about $100 to $120 a megawatt hour, according to a February estimate from Harries, though recent UK price spikes during low wind highlight volatility. The actual prices there and in Rhode Island weren’t disclosed.
For comparison, a new U.S. combine-cycle gas turbine ranges from $40 to $60 a megawatt-hour, and a new coal plant is $67 to $113, according to BNEF data.
A new power plant in land-constrained New England would probably be higher than that, and during winter peaks the region has seen record oil-fired generation in New England that underscores reliability concerns. More importantly, gas plants get a significant portion of their revenue from being able to guarantee that power is always available, something wind farms can’t do, said William Nelson, a New York-based analyst with BNEF. Looking only at the price at which offshore turbines can deliver electricity is a “narrow mindset,” he said.
Maple Ridge Lithium-Ion Battery Plant will be a $1B E-One Moli clean-tech facility in Canada, manufacturing high-performance cells for tools and devices, with federal and provincial funding, creating 450 jobs and boosting battery supply chains.
Key Points
A $1B E-One Moli facility in B.C. producing lithium-ion cells, backed by federal and provincial funding.
✅ $204.5M federal and up to $80M B.C. support committed
✅ E-One Moli to create 450 skilled jobs in Maple Ridge
✅ High-performance cells for tools, medical devices, and equipment
A lithium-ion battery cell production plant costing more than $1 billion will be built in Maple Ridge, B.C., Prime Minister Justin Trudeau and Premier David Eby jointly announced on Tuesday.
Trudeau and Eby say the new E-One Moli facility will bolster Canada's role as a global leader in clean technology, as recent investments in Quebec's EV battery assembly illustrate today.
It will be the largest factory in Canada to manufacture such high-performance batteries, Trudeau said during the announcement, amid other developments such as a new plant in the Niagara Region supporting EV growth.
The B.C. government will contribute up to $80 million, while the federal government plans to contribute up to $204.5 million to the project. E-One Moli and private sources will supply the rest of the funding.
Trudeau said B.C. has long been known for its innovation in the clean-technology sector, and securing the clean battery manufacturing project, alongside Northvolt's project near Montreal, will build on that expertise.
"The world is looking to Canada. When we support projects like E-One Moli's new facility in Maple Ridge, we bolster Canada's role as a global clean-tech leader, create good jobs and help keep our air clean," he said.
"This is the future we are building together, every single day. Climate policy is economic policy."
Nelson Chang, chairman of E-One Moli Energy, said the company has always been committed to innovation and creativity as creator of the world's first commercialized lithium-metal battery.
E-One Moli has been operating a plant in Maple Ridge since 1990. Its parent company, Taiwan Cement Corp., is based in Taiwan.
"We believe that human freedom is a chance for us to do good for others and appreciate life's fleeing nature, to leave a positive impact on the world," Chang said.
"We believe that [carbon dioxide] reduction is absolutely the key to success for all future businesses," he said.
The new plant will produce high-performance lithium-cell batteries found in numerous products, including vacuums, medical devices, and power and gardening tools, aligning with B.C.'s grid development and job plans already underway, and is expected to create 450 jobs, making E-One Moli the largest private-sector employer in Maple Ridge.
Eby said every industry needs to find ways to reduce their carbon footprint to ensure they have a prosperous future and every province should do the same, with resource plays like Alberta's lithium supporting the EV supply chain today.
It's the responsible thing to do given the record wildfires, extreme heat, and atmospheric rivers that caused catastrophic flooding in B.C., he said, with large-scale battery storage in southwestern Ontario helping grid reliability.
"We know that this is what we have to do. The people who suggest that we have to accept that as the future and stop taking action are simply wrong."
Trudeau, Eby and Chang toured the existing plant in Maple Ridge, east of Vancouver, before making the announcement.
The prime minister wove his way around several machines and apologized to technicians about the commotion his visit was creating.
The Canadian Taxpayers Federation criticized the federal and B.C. governments for the announcement, saying in a statement the multimillion-dollar handout to the battery firm will cost taxpayers hundreds of thousands of dollars for each job.
Federation director Franco Terrazzano said the Trudeau government has recently given "buckets of cash" to corporations such as Volkswagen, Stellantis, the Ford Motor Company and Northvolt.
"Instead of raising taxes on ordinary Canadians and handing out corporate welfare, governments should be cutting red tape and taxes to grow the economy," said Terrazzano.
Construction is expected to start next June, as EV assembly deals put Canada in the race, and the company plans for the facility to be fully operational in 2028.
Seattle Capitol Hill Apartment Fire highlights an electrical fire from an overheated power strip, a two-alarm response by 70 firefighters, safe evacuation, displaced resident aid, and prevention tips like smoke detectors and load limits.
Key Points
Two-alarm early-morning blaze in Seattle traced to an overheated power strip, displacing one resident and injuring none.
✅ Origin: overheated power strip ignited nearby combustibles
✅ Safety: avoid overloads; inspect cords; use smoke detectors
An early-morning fire in Seattle’s Capitol Hill neighborhood severely damaged a three-story apartment building, displacing one resident. The blaze, which broke out around 4:34 a.m. on a Friday, drew more than 70 firefighters to the scene, as other critical sectors have implemented on-site staffing during outbreaks to maintain operations, and was later traced to an overheated power strip.
The Fire Incident
The Seattle Fire Department responded to the fire, which had started on the second floor of the building in the 1800 block of 12th Avenue. Upon arrival, crews were met with heavy smoke and flames coming from one unit. The fire quickly spread to a unit on the third floor, prompting the Seattle Fire Department to escalate their response to a two-alarm fire due to its size and the potential threat to nearby structures.
Firefighters initially attempted to contain the blaze from the exterior before they moved inside the building to fully extinguish the fire. Thankfully, the fire was contained to the two affected units, preventing the destruction of the remaining seven apartments in the building.
All residents safely evacuated the building on their own. Despite the substantial damage to the two apartments, no injuries were reported. One resident was displaced by the fire and was assisted by the Red Cross in finding temporary accommodation.
Cause of the Fire
Investigators later determined that the fire was accidental, most likely caused by an overheated electrical power strip. The power strip had reportedly ignited nearby combustible materials, sparking the flames that quickly spread throughout the unit. Although the exact details are still under investigation, the fire serves as a stark reminder of the potential risks associated with overloaded or damaged electrical equipment and how electrical safety knowledge gaps can contribute to incidents.
The Risks of Power Strips
Power strips, while essential for providing multiple outlets, can pose a serious fire hazard if used improperly, and specialized arc flash training in Vancouver underscores the importance of understanding electrical hazards across settings.
This fire in Seattle highlights the importance of maintaining electrical devices and following proper usage guidelines. According to experts, it is crucial to regularly inspect power strips for any visible damage, such as frayed cords or scorch marks, and to replace them if necessary. It's also advisable to avoid using power strips with high-power appliances like space heaters, microwaves, or refrigerators.
Impact and Community Response
The fire has raised awareness about the dangers of electrical hazards in residential buildings, especially in older apartment complexes where wiring systems may not be up to modern standards. Local authorities and fire safety experts are urging residents to review safety guidelines and ensure that their living spaces are free from potential fire hazards and to avoid dangerous stunts at dams and towers that can lead to serious injuries.
Seattle's fire department, which responded to this incident, continues to emphasize fire prevention and safety education. This event also highlights the importance of having working smoke detectors and clear escape routes in apartment buildings, and ongoing fire alarm training can improve system reliability. The Seattle Fire Department recommends that all tenants know the locations of fire exits and practice safe evacuation procedures, especially in high-rise or multi-unit buildings.
Additionally, the Red Cross has stepped in to assist the displaced resident. The organization provides temporary shelter, food, and financial aid for those affected by disasters like fires. The fire underscores the importance of having emergency preparedness plans in place and the need for immediate relief for those who lose their homes in such incidents.
The Seattle apartment fire, which displaced one resident and caused significant damage to two units, serves as a reminder of the potential dangers associated with improperly maintained or overloaded electrical devices, especially power strips, and how industry recognition, such as a utility safety award, reinforces best practices. While the cause of this fire was linked to an overheated power strip, it could have easily been prevented with regular inspections and safer practices.
As fire departments continue to respond to similar incidents, it is critical for residents to stay informed about fire safety, particularly regarding electrical equipment and outdoor hazards like safety near downed power lines in storm conditions. Awareness, proper maintenance, and following safety protocols can significantly reduce the risk of electrical fires and help protect residents from harm.
Ontario Utility Scam Alert: protect against phishing, spoofed calls, texts, and emails, disconnection threats, and demands for prepaid cards or bitcoin. Tips from Alectra, Elexicon, Hydro One, Hydro Ottawa, and Toronto Hydro.
Key Points
A joint warning by Ontario utilities on tactics and steps to prevent customer fraud, phishing, and spoofed contacts.
✅ Verify bills; call your utility using the official number.
✅ Ignore links; do not accept unexpected e-transfers.
✅ Never pay with gift cards, prepaid cards, or bitcoin.
Five of Ontario's largest utilities have joined forces to raise awareness about ongoing sophisticated utility scams targeting utility customers.
Some common tactics fraudsters use to target Ontarians include impersonation of the local utility or its employees; sending threatening phone calls, texts and emails; or showing up in-person at a customer's home or business and requesting personal information or payment. The requests can include pressure for immediate payment, threats to disconnect service the same day, and demands to purchase prepaid debit cards, gift cards or bitcoin.
The utilities are encouraging all customers to protect themselves and are providing them with the following tips to stay safe, noting that customers want more choice and flexibility in how they manage accounts:
Never make a payment for a charge that isn't listed on your most recent bill
Ignore text messages or emails with suspicious links promising refunds
Don't call the number provided to you — instead, call your utility directly to check the status of your account
Only provide personal information or details about your account when you have initiated the contact with the utility representative
Utility companies will never threaten immediate disconnection for non-payment, and many offer relief programs during hardship
If you feel threatened in any way, contact your local police
Steps you can take to protect yourself against fraud:
Take five minutes to ask additional questions and listen to your instincts — if something doesn't seem right, ask someone about it, and look for news of official utility support efforts that confirm legitimate outreach
Immediately hang up on suspicious phone calls
Don't click any links in emails/text messages asking you to accept electronic transfers
Avoid sharing personal information
Always compare bills to previous ones, including the dollar amount and account number, and stay informed about any official rate changes from your utility
Reporting suspicious behaviour, including suspected electricity theft, helps authorities
If you believe you may be a victim of fraud, please contact the Canadian Anti-Fraud Centre at 1-888-495-8501 and your local utility.
