Report claims new coal plant will lead to higher rates

Little Haiti Garbage Truck Power Outage in Miami after mechanical arms snagged power lines, snapping power poles; FPL crews, police, and businesses faced traffic delays, safety risks, and rapid restoration efforts across the neighborhood.

Key Points

A Miami incident where a garbage truck snagged power lines, toppling poles and causing outages and traffic delays.

✅ Mechanical arms caught overhead lines; three power poles snapped

✅ FPL dispatched, police directed traffic; restoration prioritized

✅ Dozens of businesses affected; afternoon rush hour congestion

On January 16, 2025, a significant incident unfolded in Miami's Little Haiti neighborhood when a garbage truck collided with power lines, causing three power poles to collapse and resulting in widespread power outages and traffic disruptions.

Incident Details

Around 1:30 p.m., a garbage truck traveling west on Northeast 82nd Street toward Interstate 95 became entangled with overhead power lines. The truck's mechanical arms caught the lines, leading to the snapping of three power poles and plunging the area into darkness, a scenario echoed by urban incidents like a manhole fire that left thousands without power. Witnesses reported a loud boom followed by an immediate power outage. One local business owner described the event, stating, "There was a loud boom, and suddenly the power went out."

Impact on the Community

The incident caused significant disruptions in the Little Haiti area. At least a dozen businesses were affected by the power outage, and in wider Florida events restoration can take weeks depending on damage, leading to operational halts and potential financial losses. The timing of the crash, during the afternoon rush hour, exacerbated traffic congestion as commuters were forced to navigate through the area, and similar disruptions occur when strong winds knock out power, further complicating the situation.

Response and Recovery Efforts

In response to the incident, Miami police directed traffic to alleviate congestion and ensure public safety. Florida Power & Light (FPL) crews, known for their major outage response, were promptly dispatched to the scene to assess the damage and begin restoration efforts. The priority was to safely remove the damaged power poles and restore electricity to the affected area. FPL's swift action was crucial in minimizing the duration of the power outage and restoring normalcy to the community.

Safety Considerations

This incident underscores the importance of safety protocols for vehicles operating in areas with overhead power lines. Garbage trucks, due to their design and operational mechanisms, are particularly susceptible to such accidents, and in broader disasters some regions require a power grid rebuild to recover, highlighting the stakes. It is imperative for operators to be vigilant and adhere to safety guidelines to prevent similar occurrences.

Community Resilience

Despite the challenges posed by the incident, the Little Haiti community demonstrated resilience. Local businesses and residents cooperated with authorities, while utilities elsewhere have restored power to thousands after major events, and the prompt response from emergency services highlighted the community's strength in the face of adversity.

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New England Solar Interconnection Costs highlight distributed generation strains, transmission charges, distribution upgrades, and DAF fees as National Grid maps hosting capacity, driving queue delays and FERC disputes in Rhode Island and Massachusetts.

Key Points

Rising upfront grid upgrade and DAF charges for distributed solar in RI and MA, including some transmission costs.

✅ Upfront grid upgrades shifted to project developers

✅ DAF and transmission charges increase per MW costs

✅ Queue delays tied to hosting capacity and cluster studies

Solar developers in Rhode Island and Massachusetts say soaring charges to interconnect with the electric grid are threatening the viability of projects. 

As more large-scale solar projects line up for connections, developers are being charged upfront for the full cost of the infrastructure upgrades required, a long-common practice that they say is now becoming untenable amid debates over a new solar customer charge in Nova Scotia. 

“It is a huge issue that reflects an under-invested grid that is not ready for the volume of distributed generation that we’re seeing and that we need, particularly solar,” said Jeremy McDiarmid, vice president for policy and government affairs at the Northeast Clean Energy Council, a nonprofit business organization. 

Connecting solar and wind systems to the grid often requires upgrades to the distribution system to prevent problems, such as voltage fluctuations and reliability risks highlighted by Australian distributors in their networks. Costs can vary considerably from place to place, depending on the amount of distributed generation coming online and the level of capacity planning by regulators, said David Feldman, a senior financial analyst at the National Renewable Energy Laboratory.

“Certainly the Northeast often has more distribution challenges than much of the rest of the country just because it’s more populous and often the infrastructure is older,” he said. “But it’s not unique to the Northeast — in the Midwest, for example, there’s a significant amount of wind projects in the queues and significant delays.”

In Rhode Island and Massachusetts, where strong incentive programs are driving solar development, the level of solar coming online is “exposing the under-investment in the distribution system that is causing these massive costs that National Grid is assigning to particular projects or particular groups of projects,” McDiarmid said. “It is going to be a limiting factor for how much clean energy we can develop and bring online.”

Frank Epps, chief executive officer at Energy Development Partners, has been developing solar projects in Rhode Island since 2010. In that time, he said, interconnection charges on his projects have grown from about $80,000-$120,000 per megawatt to more than $400,000 per megawatt. He attributed the increase to a lack of investment in the distribution network by National Grid over the last decade.

He and other developers say the utility is now adding further to their costs by passing along not just the cost of improving the distribution system — the equivalent of the city street of the grid that brings power directly to customers — but also costs for modifying the transmission system — the interstate highway that moves bulk power over long distances to substations. 

Solar developers who are only requesting to hook into the distribution system, and not applying for transmission service, say they should not be charged for those additional upgrades under state interconnection rules unless they are properly authorized under the federal law that governs the transmission system. 

A Rhode Island solar and wind developer filed a complaint with the Federal Energy Regulatory Commission in February over transmission system improvement charges for its four proposed solar projects. Green Development said National Grid subsidiaries Narragansett Electric and New England Power Company want to charge the company more than $500,000 a year in operating and maintenance expenses assessed as so-called direct assignment facility charges. 

“This amount nearly doubles the interconnection costs associated with the projects,” which total 38.4 megawatts in North Smithfield, the company says in its complaint. “Crucially, these charges are linked to recovering costs associated with providing transmission service — even though no such transmission service is being provided to Green Development.”

But Ted Kresse, a spokesperson for National Grid, said the direct assignment facility, or DAF, construct has been in place for decades and has been applied to any customer affecting the need for transmission upgrades.

“It is the result of the high penetration and continued high volume of distributed generation interconnections that has recently prompted the need for transmission upgrades, and subsequently the pass-through of the associated DAF charges,” he said. 

Several complaints before the Rhode Island Public Utilities Commission object to these DAF and other transmission charges.

One petition for dispute resolution concerns four solar projects totaling 40 MW being developed by Energy Development Partners in a former gravel pit in North Kingstown. Brown University has agreed to purchase the power. 

The developer signed interconnection service agreements with Narragansett Electric in 2019 requiring payment of $21.6 million for costs associated with connecting the projects at a new Wickford Junction substation. Last summer, Narragansett sought to replace those agreements with new ones that reclassified a portion of the costs as transmission-level costs, through New England Power, National Grid’s transmission subsidiary.

That shift would result in additional operational and maintenance charges of $835,000 per year for the estimated 35-year life of the projects, the complaint says.

“This came as a complete shock to us,” Epps said. “We’re not just paying for the maintenance of a new substation. We are paying a share of the total cost that the system owner has to own and operate the transmission system. So all of the sudden, it makes it even tougher for distributed energy resources to be viable.”

In its response to the petition, National Grid argues that the charges are justified because the solar projects will require transmission-level upgrades at the new substation. The company argues that the developer should be responsible for the costs rather than ratepayers, “who are already supporting renewable energy development through their electric rates.”

Seth Handy, one of the lawyers representing Green Development in the FERC complaint, argues that putting transmission system costs on distribution assets is unfair because the distributed resources are “actually reducing the need to move electricity long distances. We’ve been fighting these fights a long time over the underestimating of the value of distributed energy in reducing system costs.”

Handy is also representing the Episcopal Diocese of Rhode Island before the state Supreme Court in its appeal of an April 2020 public utilities commission order upholding similar charges for a proposed 2.2-megawatt solar project at the diocese’s conference center and camp in Glocester. 

Todd Bianco, principal policy associate at the utilities commission, said neither he nor the chairperson can comment on the pending dockets contesting these charges. But he noted that some of these issues are under discussion in another docket examining National Grid’s standards for connecting distributed generation. Among the proposals being considered is the appointment of an independent ombudsperson to resolve interconnection disputes. 

Separately, legislation pending before the Rhode Island General Assembly would remove responsibility for administering the interconnection of renewable energy from utilities, and put it under the authority of the Rhode Island Infrastructure Bank, a financing agency.

Handy, who recently testified in support of the bill, said he believes National Grid has too many conflicting interests to administer interconnecting charges in a timely, transparent and fair fashion, and pointed to utility moves such as changes to solar compensation in other states as examples. In particular, he noted the company’s interests in expanding natural gas infrastructure. 

“There are all kinds of economic interests that they have that conflict with our state policy to provide lower-cost renewable energy and more secure energy solutions,” Handy said.

In testimony submitted to the House Committee on Corporations opposing the legislation, National Grid said such powers are well beyond the purpose and scope of the infrastructure bank. And it cited figures showing Rhode Island is third in the country for the most installed solar per square mile (behind New Jersey and Massachusetts).

Nadav Enbar, program manager at the Electric Power Research Institute, a nonprofit research organization for the utility industry, said interconnection delays and higher costs are becoming more common due to “the incredible uptake” in distributed renewable energy, particularly solar.

That’s impacting hosting capacity, the room available to connect all resources to a circuit without causing adverse harm to reliability and safety. 

“As hosting capacity is being reduced, it’s causing an increasing number of situations where utilities need to study their systems to guarantee interconnection without compromising their systems,” he said. “And that is the reason why you’re starting to see some delays, and it has translated into some greater costs because of the need for upgrades to infrastructure.”

The cost depends on the age or absence of infrastructure, projected load growth, the number of renewable energy projects in the queue, and other factors, he said. As utilities come under increasing pressure to meet state renewable goals, and as some states pilot incentives like a distributed energy rebate in Illinois to drive utility innovation, some (including National Grid) are beginning to provide hosting capacity maps that provide detailed information to developers and policymakers about the amount of distributed energy that can be accommodated at various locations on the grid, he said. 

In addition, the coming availability of high-tech “smart inverters” should help ease some of these problems because they provide the grid with more flexibility when it comes to connecting and communicating with distributed energy resources, Enbar said. 

In Massachusetts, the Department of Public Utilities has opened a docket to explore ways to better plan for and share the cost of upgrading distribution infrastructure to accommodate solar and other renewable energy sources as part of a grid overhaul for renewables nationwide. National Grid has been conducting “cluster studies” there that attempt to analyze the transmission impacts of a group of solar projects and the corresponding interconnection cost to each developer.

Kresse, of National Grid, said the company favors cost-sharing methodologies under consideration that would “provide a pathway to spread cost over the total enabled capacity from the upgrade, as opposed to spreading the cost over only those customers in the queue today.” 

Solar developers want regulators to take an even broader approach that factors in how the deployment of renewables and the resulting infrastructure upgrades benefit not just the interconnecting generator, but all customers. 

“Right now, if your project is the one that causes a multimillion-dollar upgrade, you are assigned that cost even though that upgrade is going to benefit a lot of other projects, as well as make the grid stronger,” said McDiarmid, of the clean energy council. “What we’re asking for is a way of allocating those costs among a variety of developers, as well as to the grid itself, meaning ratepayers. There’s a societal benefit to increasing the modernization of the grid, and improving the resilience of the grid.”

In the meantime, BlueHub Capital, a Boston-based solar developer focused on serving affordable housing developments, recently learned from National Grid that, as a part of one of the area studies, it will be required to pay $5.8 million in transmission and distribution upgrades to interconnect a 2-megawatt solar-plus-storage project that leverages cheaper batteries to enhance resilience, approved for a brownfield site in Gardner, Massachusetts. 

According to testimony submitted to the department, the sum is supposed to be paid within the next year, even though the project will have to wait to be interconnected until April 2027, when a new transmission line is completed. In addition, BlueHub will be responsible for DAF charges totaling $3.4 million over the 20-year life of the project. 

“We’re being asked to pay a fortune to provide solar that the state wants,” said DeWitt Jones, BlueHub’s president. “It’s so expensive that the upgrades are driving everyone out of the interconnection queue. The costs stay the same, but they fall on fewer projects. We need a process of grid design and modernization to guide this.”

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Electric Buses reduce urban emissions and noise, but require charging infrastructure, grid upgrades, and depot redesigns; they offer lower operating costs and simpler maintenance, with range limits influencing routes, schedules, and on-route fast charging.

Key Points

Battery-electric buses cut emissions and noise while lowering operating and maintenance costs for transit agencies.

✅ Lower emissions, noise; improved rider experience

✅ Requires charging, grid upgrades, depot redesigns

✅ Range limits affect routes; on-route fast charging helps

In lots of ways, the electric bus feels like a technology whose time has come. Transportation is responsible for about a quarter of global emissions, and those emissions are growing faster than in any other sector. While buses are just a small slice of the worldwide vehicle fleet, they have an outsize effect on the environment. That’s partly because they’re so dirty—one Bogotá bus fleet made up just 5 percent of the city’s total vehicles, but a quarter of its CO2, 40 percent of nitrogen oxide, and more than half of all its particulate matter vehicle emissions. And because buses operate exactly where the people are concentrated, we feel the effects that much more acutely.

Enter the electric bus. Depending on the “cleanliness” of the electric grid into which they’re plugged, e-buses are much better for the environment. They’re also just straight up nicer to be around: less vibration, less noise, zero exhaust. Plus, in the long term, e-buses have lower operating costs, and related efforts like US school bus electrification are gathering pace too.

So it makes sense that global e-bus sales increased by 32 percent last year, according to a report from Bloomberg New Energy Finance, as the age of electric cars accelerates across markets worldwide. “You look across the electrification of cars, trucks—it’s buses that are leading this revolution,” says David Warren, the director of sustainable transportation at bus manufacturer New Flyer.

Today, about 17 percent of the world’s buses are electric—425,000 in total. But 99 percent of them are in China, where a national mandate promotes all sorts of electric vehicles. In North America, a few cities have bought a few electric buses, or at least run limited pilots, to test the concept out, and early deployments like Edmonton's first e-bus offer useful lessons as systems ramp up. California has even mandated that by 2029 all buses purchased by its mass transit agencies be zero-emission.

But given all the benefits of e-buses, why aren’t there more? And why aren’t they everywhere?

“We want to be responsive, we want to be innovative, we want to pilot new technologies and we’re committed to doing so as an agency,” says Becky Collins, the manager of corporate initiative at the Southeastern Pennsylvania Transportation Authority, which is currently on its second e-bus pilot program. “But if the diesel bus was a first-generation car phone, we’re verging on smartphone territory right now. It’s not as simple as just flipping a switch.”

One reason is trepidation about the actual electric vehicle. Some of the major bus manufacturers are still getting over their skis, production-wise. During early tests in places like Belo Horizonte, Brazil, e-buses had trouble getting over steep hills with full passenger loads. Albuquerque, New Mexico, canceled a 15-bus deal with the Chinese manufacturer BYD after finding equipment problems during testing. (The city also sued). Today’s buses get around 225 miles per charge, depending on topography and weather conditions, which means they have to re-up about once a day on a shorter route in a dense city. That’s an issue in a lot of places.

If you want to buy an electric bus, you need to buy into an entire electric bus system. The vehicle is just the start.

The number one thing people seem to forget about electric buses is that they need to get charged, and emerging projects such as a bus depot charging hub illustrate how infrastructure can scale. “We talk to many different organizations that get so fixated on the vehicles,” says Camron Gorguinpour, the global senior manager for the electric vehicles at the World Resources Institute, a research organization, which last month released twin reports on electric bus adoption. “The actual charging stations get lost in the mix.”

But charging stations are expensive—about $50,000 for your standard depot-based one. On-route charging stations, an appealing option for longer bus routes, can be two or three times that. And that’s not even counting construction costs. Or the cost of new land: In densely packed urban centers, movements inside bus depots can be tightly orchestrated to accommodate parking and fueling. New electric bus infrastructure means rethinking limited space, and operators can look to Toronto's TTC e-bus fleet for practical lessons on depot design. And it’s a particular pain when agencies are transitioning between diesel and electric buses. “The big issue is just maintaining two sets of fueling infrastructure,” says Hanjiro Ambrose, a doctoral student at UC Davis who studies transportation technology and policy.

“We talk to many different organizations that get so fixated on the vehicles. The actual charging stations get lost in the mix as the American EV boom gathers pace across sectors.”

Then agencies also have to get the actual electricity to their charging stations. This involves lengthy conversations with utilities about grid upgrades, rethinking how systems are wired, occasionally building new substations, and, sometimes, cutting deals on electric output, since electric truck fleets will also strain power systems in parallel. Because an entirely electrified bus fleet? It’s a lot to charge. Warren, the New Flyer executive, estimates it could take 150 megawatt-hours of electricity to keep a 300-bus depot charged up throughout the day. Your typical American household, by contrast, consumes 7 percent of that—per year. “That’s a lot of work by the utility company,” says Warren.

For cities outside of China—many of them still testing out electric buses and figuring out how they fit into their larger fleets—learning about what it takes to run one is part of the process. This, of course, takes money. It also takes time. Optimists say e-buses are more of a question of when than if. Bloomberg New Energy Finance projects that just under 60 percent of all fleet buses will be electric by 2040, compared to under 40 percent of commercial vans and 30 percent of passenger vehicles.

Which means, of course, that the work has just started. “With new technology, it always feels great when it shows up,” says Ambrose. “You really hope that first mile is beautiful, because the shine will come off. That’s always true.”

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Dubai Green Hydrogen advances electrolysis at the Mohammed Bin Rashid Al Maktoum Solar Park, with DEWA and Siemens enabling clean energy storage, re-electrification, and fuel-cell mobility for Expo 2020 Dubai and public transport.

Key Points

Dubai Green Hydrogen is a DEWA-Siemens project making solar hydrogen for storage, mobility, and reelectrification.

✅ Electrolysis at Mohammed Bin Rashid Al Maktoum Solar Park

✅ Partners: DEWA and Siemens; public-private demonstration plant

✅ Hydrogen for buses, re-electrification, and energy storage

Something you hear frequently if you are a clean tech aficionado is that excess solar and wind power can be used to split water into oxygen and hydrogen. The Dubai Supreme Council of Energy, the 2020 Dubai Higher Committee and the Dubai Electricity and Water Authority broke ground in early February on a solar power hydrogen electrolysis facility located in the Mohammed Bin Rashid Al Maktoum Solar Park, and related initiatives like the Solar Decathlon Middle East underscore Dubai's clean energy focus. Sheikh Ahmed bin Saeed Al Maktoum, chairman of the Dubai Supreme Council of Energy and chairman of the Expo 2020 Dubai Higher Committee, participated in the groundbreaking ceremony, according to a report by Khaleej Times.

Saeed Mohammed Al Tayer, CEO of DEWA, said at the groundbreaking ceremony the project is important to understanding the limits of green hydrogen technology and how it can contribute to the UAE’s vision of clean energy, and aligns with DEWA's latest renewable initiatives now progressing in the emirate. “This pioneering project is a role model for strategic partnerships between the public and private sectors. It will contribute to developing the green economy concept in the UAE and explore the potential of green hydrogen technology. The hydrogen produced at the facility will be stored and deployed for re-electrification, transportation and other uses.”

Siemens is providing much of the technology that will be used at the demonstration facility, while DEWA expands its China outreach to woo renewable energy firms that can contribute to the ecosystem. Joe Kaeser, president and CEO of Siemens, said the UAE was the perfect location for Siemens to test the technology, building on advances in offshore green hydrogen the company is pursuing. One of the primary uses of the hydrogen produced will be to power Dubai’s public transportation system.

“We are aware of the stress that is placed on vehicles in this region due to the high levels of heat; with hydrogen cells, you are not putting as much strain on the vehicle and that improves its longevity,” Kaeser said. “However, this is only the first step and we are eager to explore more ways in which we can adapt the technology to other sectors. The interest from various companies and partners has been immense and we are eager to work with all interested parties.”

“Dewa, Expo 2020 Dubai and Siemens are working together to help realize His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice-President and Prime Minister of the UAE and Ruler of Dubai’s, vision to identify new energy resources and provide sustainable power as part of a balanced approach that prioritizes the environment. Our aim is to make Dubai a model of energy efficiency and safety,” said Sheikh Ahmed.

Expo 2020 Dubai intends to use the hydrogen generated at the facility to transport visitors to the Expo 2020 Dubai and the Mohammed bin Rashid Al Maktoum Solar Park, reflecting regional momentum such as Saudi Arabia's clean energy plans over the next decade, in hydrogen fuel cell powered vehicles. Live data of the green hydrogen electrolysis will be displayed at Expo 2020 Dubai to help inform broader efforts like hydrogen hubs in the United States.

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Spain Wind Turbine Factory Shutdowns disrupt manufacturing as Vestas, Siemens Gamesa, and Nordex halt Spanish plants amid COVID-19 lockdowns, straining supply chains and renewables projects across Europe, with partial operations and maintenance continuing.

Key Points

COVID-19 lockdowns pause Spanish wind factories by Vestas, Siemens Gamesa, and Nordex, disrupting supply chains.

✅ Vestas, Siemens Gamesa, Nordex halt Spanish manufacturing

✅ Service and maintenance continue under safety protocols

✅ Supply chain and project timelines face delays in Europe

Europe’s largest wind turbine makers on Wednesday said they had shut down more factories in Spain, a major hub for the continent’s renewables sector, in response to an almost total lockdown in the country to contain the coronavirus outbreak as the Covid-19 crisis disrupts the sector.

Denmark’s Vestas, the world No.1, has suspended production at its two Spanish plants, a spokesman told Reuters, adding that its service and maintenance business was still working. Vestas has also paused manufacturing and construction in India, which is under a nationwide lockdown too, he said, and similar disruptions could stall U.S. utility solar projects this year.

Top rival Siemens Gamesa, known for its offshore wind turbine lineup, suspended production at six Spanish factories on Monday, bringing total closures there to eight, a spokeswoman said.

Four components factories are still partially up and running, at Reinosa on the north coast, Cuenca near Madrid, Mungia and Siguiero, she added.

Germany’s Nordex, the No.8 globally which is 36% owned by Spain’s Acciona, has now shuttered all of its production in Spain, even as new projects like Enel’s 90MW build move ahead, including two nacelle casing factories in Barasoain and Vall d’Uixo, as well as a rotor blade site in Lumbier.

“Production is no longer active,” a spokeswoman said in response to a Reuters query.

The new closures take the number of idled wind power factories on the continent to 19, all in Spain and Italy, the European countries worst hit by the pandemic, with investments at risk across the sector.

Spain is second only to Italy in terms of numbers of coronavirus-related fatalities and restrictions have become even stricter in the country’s third week of lockdown at a time when renewables surpassed fossil fuels for the first time in Europe.

“Some factories have temporarily paused activity as a precautionary step to strengthen sanitary measures within the sites and guarantee full compliance with government recommendations,” industry association WindEurope said, noting that wind power grows in some markets despite the pandemic.

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Alberta Coal Phase-Out signals a clean energy transition, replacing coal with natural gas and renewables, cutting greenhouse gas emissions, leveraging a carbon levy, and supporting workers in Alberta's evolving electricity market.

Key Points

Alberta Coal Phase-Out moves power from coal to lower-emission natural gas and renewables to reduce grid emissions.

✅ Last coal plant closed: Genesee Generating Station, Sept 30, 2023

✅ Shift to natural gas and renewables lowers emissions

✅ Carbon levy and incentives accelerated clean power build-out

The closure of the Genesee Generating Station on September 30, 2023, marked a significant milestone in Alberta's energy history, as the province moved to retire coal power by 2023 ahead of its 2030 provincial deadline. The Genesee, located near Calgary, was the province's last remaining coal-fired power plant. Its closure represents the culmination of a multi-year effort to transition Alberta's electricity sector away from coal and towards cleaner sources of energy.

For decades, coal was the backbone of Alberta's electricity grid. Coal-fired plants were reliable and relatively inexpensive to operate. However, coal also has a significant environmental impact. The burning of coal releases greenhouse gases, including carbon dioxide, a major contributor to climate change. Coal plants also produce air pollutants such as sulfur dioxide and nitrogen oxide, which can cause respiratory problems and acid rain, and in some regions electricity is projected to get dirtier as gas use expands.

In recognition of these environmental concerns, the Alberta government began to develop plans to phase out coal-fired power generation in the early 2000s. The government implemented a number of policies to encourage the shift from coal to cleaner energy such as natural gas and renewable energy. These policies included providing financial incentives for the construction of new natural gas plants and renewable energy facilities, as well as imposing a carbon levy on coal-fired generation.

The phase-out of coal was also driven by economic factors. The cost of natural gas has declined significantly in recent years, making it a more competitive fuel source for electricity generation as producers switch to gas under evolving market conditions. Additionally, the Alberta government faced increasing pressure from the federal government to reduce greenhouse gas emissions.

The transition away from coal has not been without its challenges. Coal mining and coal-fired power generation have long been important parts of Alberta's economy. The closure of coal plants has resulted in job losses in the affected communities. The government has implemented programs to help workers transition to new jobs in the clean energy sector.

Despite these challenges, the closure of the Genesee Generating Station is a positive development for Alberta's environment and climate. Coal-fired power generation is one of the largest sources of greenhouse gas emissions in Alberta, and recent wind generation outpacing coal underscores the sector's transformation. The closure of the Genesee is expected to result in a significant reduction in emissions, helping Alberta to meet its climate change targets.

The transition away from coal also presents opportunities for Alberta. The province has vast natural gas resources, which can be used to generate electricity with lower emissions than coal. Alberta is also well-positioned to develop renewable energy sources, such as wind power and solar power. These renewable energy sources can help to further reduce emissions and create new jobs in the clean energy sector.

The closure of the Genesee Generating Station is a significant milestone in Alberta's energy history. It represents the end of an era for coal-fired power generation in the province, a shift mirrored by the UK's last coal station going offline earlier this year. However, it also marks the beginning of a new era for Alberta's energy sector. By transitioning to cleaner sources of energy, Alberta can reduce its environmental impact and create a more sustainable energy future.

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