What’s next for Texas?

This approach created power markets that prioritize generating electricity at the lowest possible price. The companies that deliver power over wires to homes and businesses still must get their prices approved by regulators, but the system works differently for the businesses that generate that power. What do these changes mean for electricity customers in regions with competitive power markets? Generators offer their electricity, typically at a particular price each hour, on exchanges run by market operators like ERCOT.

In my view, utilities, regulators, government officials and people like me who study them have a responsibility to ensure that people get the best value for their money. This article is republished from The Conversation under a Creative Commons license. Theodore Kury is the director of energy studies at the University of Florida’s Public Utility Research Center, which is sponsored in part by the Florida electric and gas utilities and the Florida Public Service Commission. You can find the original article here.

Things grew complicated in 1996 when the Federal Energy Regulatory Commission issued Order 888, allowing states to restructure their electric power industries to promote more competition. Regions created new independent organizations – known as independent system operators or regional transmission organizations – to regulate the flow of power on the grid. Through the actions, or inaction, of individual state legislatures, the U.S. In these regions, generators compete to sell their electricity, and organizations called market monitors make sure that generators follow the rules. The rest of the nation moved to a market structure in which generators compete to sell their electricity. Some states, primarily in the Southeast and the West, maintained the vertically integrated structure.

At least Chevy was trying to woo more-active buyers over here, equipping the Maxx with a fore/aft sliding back seat for apportioning cargo space and rear legroom as needed. A price-leader sedan used the 145-bhp 2.2-liter Ecotec four-cylinder, but that was mainly for advertising. Another exclusive was optional DVD entertainment for keeping the kids happy back there. Both new 2004 Malibu body styles listed LS and nicer LT versions with a 200-hp 3.5-liter V-6 and four-speed auto­matic transmission. Reclining rear seatbacks were also standard, as was a fixed “skylight” above.

Nonetheless, the third-generation Camaro — Z28 especially — was very much in the ponycar spirit of the ’60s. Changes through 1992 were evolutionary but well timed. For example, a T-bar roof option appeared for ’83, when the Z28 switched to a fuel-saving four-speed automatic and other engines became available with a five-speed manual option. That year’s Berlinetta acquired a gimmicky dash with hard-to-read electronic digital/graphic instruments and spacey minor controls; thankfully, these didn’t last long. The Cross-Fire V-8 disappointed, so a high-output 190-bhp carbureted engine replaced it for ’84.

Total Lumina sales plunged 33 percent that model year, but that was partly in anticipation of a bigger, better successor. Chevrolet’s replacement for the Lumina, which made a final stand for 2000, was another Impala, a very different sedan from the rear-drive biggies of a few years before. That also meant a more-rational size, with overall length of 200 inches (about the same, incidentally, as GM’s rear-drive 1980s intermediates) and a rangy 110.5-inch wheelbase providing ample back-seat room and a capacious trunk. For starters, it shared a much-revised GM W-body platform with the latest Buick Century/Regal and Oldsmobile Intrigue, which made it the first Impala with front-wheel drive. Lumina thus made a final stand for 2000 with a lone model aimed at the fleet market.

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