In a first, the US will require grid planning for 20 years into the future
US grid operators haven’t been practicing long-term transmission planning, but for the first time, the Federal Energy Regulatory Commission (FERC) just made it mandatory.
FERC now requires proactive grid planning
FERC oversees interstate electricity transmission. The rule it released today, Order No. 1920, adopts specific requirements for transmission providers in the lower 47 states for long-term planning for regional transmission facilities. They also have to determine how to pay for them. (Texas has an an isolated grid, so it’s excluded.)
FERC gathered “tens of thousands of pages of comments, filed over the course of the past three years,” from stakeholders in the power industry, advocacy groups, and government bodies.
FERC chairman Willie Phillips said, “Our nation needs a new foundation to get badly needed new transmission planned, paid for, and built. With this new rule, that starts today.”
Operators are now required to conduct and periodically update long-term transmission planning over a 20-year time horizon to anticipate future needs. The order also provides for cost-effective expansion of transmission that’s being replaced, when needed – that’s known as “right-sizing” transmission facilities. FERC says Order No. 1920 “expressly provides for the states’ pivotal role throughout the process of planning, selecting, and determining how to pay for transmission lines.”
Phillips added:
Over the last dozen years, FERC has worked on five after-action reports on lessons learned from extreme weather events that caused outages that cost hundreds of lives and millions of dollars. We must get beyond these after-action reports and start planning to maintain a reliable grid that powers our entire way of life.
The rule also encourages grid innovation by requiring transmission providers to consider advanced transmission technologies that drive down ratepayer costs. Julia Selker, executive director of the WATT Coalition, said in a statement, “Grid enhancing technologies will be vital to achieving the seven economic and reliability benefits in the rule, especially production cost savings, reducing grid congestion, and improving performance in extreme weather.”
Melissa Alfano, senior director of energy markets and counsel for the Solar Energy Industries Association (SEIA), said in a statement:
Our energy system has vastly different needs than it did when the grid was built out over a century ago, and today FERC stepped up to account for many of these needs… As transmission providers comply with this rule, FERC will need to remain vigilant to ensure effective and meaningful implementation.
You can read the major points in FERC’s fact sheet here.
Electrek’s Take
Transmission providers actually having a long-term strategy in place for the US grid seems like such an obvious thing that one would assume it was already in place, but it wasn’t. Turns out grid operators weren’t planning for the long term.
As FERC’s chairman mentions above about getting beyond after-action reports, the grid operators now have to move from reactive to proactive. Better late than never with this major move to upgrade and expand the US grid.
This ruling isn’t going to be a magic bullet, as it will take years to roll out. Plus, there will be the inevitable head butting among states due to disparate rollout plans for renewables.
But ultimately, this is great news. The grid will have more capacity for renewables and become more resilient in extreme weather as these (finally) forward-looking plans are put into place.
Read more: The US just came up with a plan to upgrade 100k miles of transmission lines in 5 years
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Paris’ bike-share system, Vélib has long been considered one of the shining success stories of urban micromobility. With a massive fleet of over 20,000 pedal and electric-assist bicycles around Paris, the service has helped millions of residents and tourists get around the City of Light without needing a car or scooter. But lately, a growing problem is threatening to knock the wheels off this urban mobility marvel: theft and joyriding.
According to city officials and the service operator, more than 600 Vélib bikes are now going missing every single week. That’s over 30 bikes a day simply vanishing from the system – some stolen outright, others taken on “joy rides” and never returned.
“At the moment we’re missing 3,000 bikes,” explained Sylvain Raifaud, head of the Agemob company that currently operates the Velib system. That’s nearly 15% of over 20,000 Vélib bikes across Paris.
The sticky-fingered culprits aren’t necessarily professional thieves or organized crime rings. Instead, they’re often regular users who treat the shared bikes like disposable toys.
The city estimates that many people have figured out how to pry the bikes out of the system’s parking docks, unlocking one for a casual cruise and then ditching it somewhere far from a docking station.
Once pried free, the bikes are technically usable for the next 24 hours until their automatic locking feature kicks in. At that point, the bikes are often simply abandoned. Some end up in alleyways. Others get tossed in rivers. A few just disappear completely.
And since the bikes are intended to be parked at their many docking stations around the city, they don’t have GPS chips, further complicating recovery of “liberated” bikes.
The issue started small but has grown into more than an inconvenience – it’s beginning to undermine the entire purpose of the service. With bikes going missing at such a high rate, many Vélib docking stations are left empty, especially during rush hours.
Riders looking for a quick commute or a convenient hop across town are increasingly finding themselves without available bikes, or having to walk long distances to find a functioning one.
That kind of unreliability chips away at user confidence and threatens to drive potential riders back into cars, cabs, or other less sustainable forms of transport at a time when Paris has already made great strides to dramatically reduce car usage in the city.
The losses are financially painful, too. Replacing stolen or vandalized bikes isn’t cheap, and the resources spent on tracking down missing equipment or reinforcing anti-theft measures are stretching thin. Vélib has faced theft and vandalism issues before, especially during its early years, but this latest surge has officials sounding the alarm with renewed urgency.
Officials acknowledge that there’s no easy fix. Paris, like many cities with bike-share systems, walks a fine line between accessibility and accountability. Part of what makes Vélib so successful is its ease of use and widespread availability. But those same features make it vulnerable to misuse – especially when enforcement is limited and the consequences for abuse are minimal.
The timing of the problem is especially unfortunate. In recent years, Paris has seen impressive results in reducing car traffic, expanding bike lanes, and promoting cycling as a key part of its sustainable transport strategy. Vélib is a cornerstone of that plan. But if the system becomes too unreliable, it risks losing the very people it was designed to serve.
Meanwhile, as Parisians increasingly find themselves staring at empty docks, the challenge for the city and Vélib will be to restore confidence in the system without making it harder to use. That means striking the right balance between freedom and responsibility, between open access and protection against abuse.
In a city where cycling is supposed to be the future of mobility, losing thousands of bikes to joyriders and sticky fingers isn’t just frustrating; it’s unsustainable.
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