A transmission tower is seen on July 11, 2022 in Houston, Texas. ERCOT (Electric Reliability Council of Texas) is urging Texans to voluntarily conserve power today, due to extreme heat potentially causing rolling blackouts.
Brandon Bell | Getty Images
This story is part of CNBC’s “Transmission Troubles” series, an inside look at why the aging electrical grid in the U.S. is struggling to keep up, how it’s being improved, and why it’s so vital to fighting climate change.
Building large-scale transmission lines that carry electricity across the United States has the potential to be an extremely cost-effective way to reduce greenhouse gas emissions while also improving reliability of the country’s energy grid.
But the energy grid in the U.S. has developed over decades as a patchwork of thousands of individual utilities serving their own local regions. There is no incentive for energy companies to see the forest for the trees.
“The system we have for planning and paying for new transmission does not adequately value or promote the vital benefits of interregional transmission. Transmission planning does not sufficiently take into account the benefits of a holistic system over the long term,” Gregory Wetstone, CEO of the non-profit American Council on Renewable Energy, told CNBC.
The regulatory framework that has evolved surrounding those local utilities and their electricity transmission processes completely short-circuits when it comes to planning longer, bigger-scale transmission lines.
“Lines crossing multiple states have to receive permits from many local and state agencies, and a single county can block the construction of a new transmission line that would benefit the entire region,” Wetstone told CNBC. “Imagine trying to build the national highway system that we now have if any single county along the way could block the entire project. It simply wouldn’t have been possible.”
The Department of Energy is in the process of conducting a National Transmission Planning Study,to look into all of this. The government’s Pacific Northwest National Laboratory and its National Renewable Energy Laboratory are working on executing that work, but the results of that study will not be published for some time, a NREL researcher told CNBC.
Unless the U.S. can modernize its electric grid and update the regulatory processes surrounding construction of new lines, the country’s climate goals will be harder and more expensive to achieve.
Why a macro-grid is a cost-effective climate win
Currently, electricity generation results in 32 percent of carbon dioxide emissions in the United States .To mitigate the effects of global warming, electrical generation needs needs to move from burning fossil fuels, like oil and coal, to emissions-free sources of energy, like wind and solar.
One way of reducing emissions caused by electricity is to build as much clean energy generation as close as possible near to where the electricity is needed.
But building longer transmission lines, to carry wind and solar power from regions where those resources are abundant to the places where demand is highest, would actually be a cheaper way of reducing emissions.
“Multi-regional transmission designs enable the highest reduction in cost per unit of emissions reduction,” James McCalley, an electrical engineering professor at Iowa State University, told CNBC.
There are three reasons why:
Tapping into the most abundant resources. First, large-scale, multi-regional transmission lines — often called a “macro grid” — would connect the most powerful renewable energy sources with the highest demand centers, McCalley said.
“Many mid-U.S. states have excellent wind resources, and the southwest U.S. has excellent solar resources, but the population is insufficient to use them,” McCalley told CNBC. “Population density rises as you get closer to the coasts. Transmission lets you build rich resources and use them at the heaviest load centers.”
Heavy electrical transmission lines at the powerful Ivanpah Solar Electric Generating System, located in California’s Mojave Desert at the base of Clark Mountain and just south of this stateline community on Interstate 15, are viewed on July 15, 2022 near Primm, Nevada. The Ivanpah system consists of three solar thermal power plants and 173,500 heliostats (mirrors) on 3,500 acres and features a gross capacity of 392 megawatts (MW).
George Rose | Getty Images News | Getty Images
Balancing supply with demand over time zones and seasons. Second, transmission lines that span time zones would let the most effective power generating resources go to the region that needs the power when it needs it. “During the course of a 24 hour period, regions in different time zones peak at different times, and so the best resources in one non-peaking region and be used to supply demand at another peaking region,” McCalley told CNBC.
Similarly, large scale transmission would allow regions to share power generation to meet their annual capacity needs.
“Regions today require that they have total installed capacity equal to about 1.15 times their annual peak load. But the annual peak load occurs at different times of the year for different regions. So multi-regional transmission would enable sharing of capacity,” McCalley told CNBC.
For example, the Pacific Northwest peaks in energy demand in early spring and the Midwest peaks during summer months. They could, if connected, borrow from each other, “enabling each region to avoid constructing new capacity,” McCalley said.
Better reliability. Finally, improved energy sharing would also lead to a more reliable energy grid for consumers.
“After decades of underinvestment, our current grid is ill-equipped to handle the energy transition or increasingly frequent severe weather events,” Wetstone told CNBC. So in addition to making clean energy available cheaply, “a macro grid would also allow for the transfer of energy to prevent blackouts and price spikes during extreme weather events,” Wetstone said.
A 2021 NREL study, “Interconnections Seam Study,” found benefit-to-cost ratios that reach as high as 2.5, meaning for each dollar invested in transmission that connects the major components of the U.S. power grid — the Western Interconnection, the Eastern Interconnection, and the Electric Reliability Council of Texas — would return up to $2.50.
Here is a visualization from the National Renewable Energy Lab’s “Interconnections Seam Study” showing how transmission lines that connect the major regions of the U.S. power system could allow the US to access more renewable energy and allow regions to balance energy demand.
Graphic courtesy National Renewable Energy Lab
Why the US does not have a macro, cross-regional grid
“Who pays for transmission I think is the biggest problem,” Rob Gramlich, the founder of the transmission policy company Grid Strategies, told CNBC. “It’s a freaking mess,” he said.
Currently, transmission lines that are constructed in the U.S. have to go through a years-long planning, approval and regulatory process where all of the utilities, regulators and landowners determine who benefits and how much each beneficiary should pay.
“Figuring out how to share costs among the many parties that would benefit from (and be impacted by) new transmission can be contentious, as can navigating permitting processes at the county, state, and federal levels along new routes,” explains Patrick Brown, a researcher working on transmission issues at the NREL.
In addition, local stakeholders often dig in their heels in when a new transmission line has the potential to undercut their existing business.
“The majority of new transmission is built for local needs and disconnected from any regional or interregional planning. Not surprisingly, the owners of these local projects seek to protect their transmission and generation earnings from being reduced by less expensive renewable resources that would be brought onto the grid as a result of interregional transmission,” Wetstone told CNBC. “So the broader societal benefits of a larger and more resilient grid are often ignored.”
It will be especially challenging to determine exactly who benefits exactly how much for a transmission line that spans the entire country.
“The system in and of itself is a benefit to the nation,” McCalley told CNBC. “The principle of ‘beneficiaries pay’ is harder to implement in that case.” So there’s no clear answer yet on how a macrogrid line would be paid for.
“My view has been the federal government, in concert with state government, in concert with developers — that it’s got to be a coordinated, complementary division of funds somehow, between those three, and whether it’s 95-5, or 30-30-40 percentage, I don’t know,” McCalley said.
For example, the larger utility companies in the US (like PG&E, American Electric Power Company, Duke Energy, or Dominion) could partner with the companies that make this kind of transmission technology, and with federal power authorities (like the Bonneville Power Administration, Western Area Power Administration, Southeastern Power Administration and Southwestern Power Administration) to coordinate a macro-grid construction project, McCalley said.
The cooling towers at the Stanton Energy Center, a coal-fired power plant in Orlando, are seen near electrical transmission towers. The facility is projected to convert from burning coal to using natural gas by 2027. U.N. climate talks ended on November 13, 2021 with a deal that for the first time targeted fossil fuels as the key driver of global warming, even as coal-reliant countries lobbed last-minute objections.
Sopa Images | Lightrocket | Getty Images
‘Get them in one room’
Despite the current morass of planning and building transmission lines in the U.S., “there are also many ways to overcome these barriers,” Brown at NREL told CNBC.
“Existing rights-of-way can be reused; new federal guidelines could encourage proactive interregional planning and coordination and help identify the highest-priority expansion options; and public engagement and community ownership can help get local stakeholders onboard.”
Regulators ought to be forced to work together, according to Konstantin Staschus, who has been working with transmission for his entire career, both in the U.S. and in Europe.
When the Midcontinent Independent System Operator, one of seven regional planning agencies in the United States, plans transmission line construction plans, it starts with a massive meeting. At the kickoff for its next round of transmission planning, MISO had a three hour planning meeting with 377 people in the meeting.
In the same way all of those stakeholders are pushed together to hash out their differences, so too should that happen for larger scale planning, according to Staschus, who was the Secretary-General of Europe’s transmission planning body, the European Network of Transmission System Operators for Electricity, for the first eight years of the regulatory body’s existence, from 2009 to early 2017.
“Get them in one room. Make them plan nationally. Make them redo it every year,” Staschus told CNBC.
“If they do that and if they’re experts — scratch their heads for months, figure out all the data and argue about the assumptions and the cost allocation, and they come with a proposal to their own management and convince them and then the management goes together to the various regulators and convinced them,” then the U.S. will be on a better path, Staschus told CNBC.
“But if you don’t treat it like a countrywide system, you won’t start this process.”
For Johnson of MISO, though, these kinds of idealistic discussions of building a national system come from people who don’t truly understand the challenge of getting a transmission line built even on a regional basis. For instance, the lines might run through entire states that don’t pull energy from that system.
“Those things are going to be far more complicated than what people are aware,” Johnson said. The challenge is not designing a transmission line, Johnson says, the challenge is determining who benefits how much and how much they have to pay.
What Johnson sees as more likely is stronger connections at the seams from one planning region to another. “I think of it kind of like a bucket brigade,” Johnson said, where one region can more seamlessly share power with its next door neighbor.
Jesse Jenkins, who is Princeton professor and a macro-scale energy systems engineer, says that while national-level grids are attractive, these interregional grids are essential.
“I don’t think we necessarily need a continent-scale macro grid, although there are plenty of studies showing the benefits of a such a ‘interstate highways’ system for transmission, so it would be nice to have,” Jenkins said. “What we absolutely need is a substantial increase in key inter-regional long-distance transmission routes. So it’s not all local lines (e.g. within single states). We need a lot of new or expanded/reconductored multi-state corridors as well.”
If the US can’t get national lines built, then interregional lines are better than nothing, agrees McCalley. But emissions reductions will remain more expensive than if we built a national grid.
“If we rely on what we have done in the past, it would be really hard because every state weighs in, and every state gets veto power, essentially. And so that won’t work,” McCalley said.
The Kia EV5 has officially arrived in the UK. Boasting up to 329 miles of range, Kia opened orders for the new Sportage-sized electric SUV on Monday. Here’s a breakdown of Kia EV5 prices, range, and other specs for the UK market.
Kia EV5 prices and range in the UK
Kia calls the EV5 “a cornerstone” of its electrification strategy. The midsize electric SUV is about the size of a Tesla Model Y and loaded with Kia’s latest tech, software, and sleek new styling.
After opening EV5 orders in the UK on Monday, Kia now offers an SUV across every powertrain in Europe’s most competitive segment.
The EV5 is available in three trims: Air, GT-Line, and GT-Line S. All three variants are powered by an 81.4 kWh battery, offering a range of up to 329 miles. Based on a 400V platform, Kia said the electric SUV can recharge from 10% to 80% in about 30 minutes.
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All three are powered by a single front-mounted electric motor, capable of producing up to 214 horsepower (160 kW) and 295 Nm of torque. The EV5 can go from 0 to 62 mph in 8.4 seconds.
Kia EV5 GT-Line (Source: Kia UK)
The interior features Kia’s new Connected Car Navigation Cockpit (ccNC), which includes a three-screen infotainment system.
Kia’s ccNC infotainment features dual 12.3″ driver display and navigation screens with Wireless Apple CarPlay and Android Auto, as well as a 5.3″ climate control display. A customizable 12.3″ Head-Up Display (HUD) is available on higher trim options.
At 1,875 mm wide, 4,610 mm long, 1,675 mm tall, and a wheelbase of 2,750mm, the EV5 is 10mm wider, 70mm longer, and 30mm taller than the Sportage.
Prices for the base Kia EV5 Air start at £39,295 ($53,000), on-the-road (OTR). Upgrading to the sporty GT-Line model, which gains exclusive trim exterior and interior design elements, is priced from £42,595 ($57,800). The range-topping GT-Line S starts at £47,095 ($63,700).
Starting Price (OTR)
Driving Range (WLTP)
Kia EV5 Air
£39,295 ($53,000)
329 miles
Kia EV5 GT-Line
£42,595 ($57,800)
313 miles
Kia EV5 GT-Line S
£47,095 ($63,700)
313 miles
Kia EV5 prices and range in the UK
The EV5 joins the EV3, EV4, EV6, and EV9 as Kia expands its electric vehicle lineup in the UK. Kia’s EV3 was the best-selling retail EV in the UK in the first half of 2025.
Can its bigger brother, the EV5, top it? Pre-orders are now open, and Kia plans to deliver the first customer vehicles later this year.
As a sibling to the Sportage, Kia’s global, European, and UK-wide best-selling vehicle, it might actually have a chance. Let us know what you think of it in the comments below.
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Yet, Tesla, which was once the largest EV company in China, is not benefiting from the surge in EV sales in China.
As of last week, Tesla’s sales in China are down 6.3% year-to-date based on insurance registration data compared to 2024.
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Electric vehicle competition is intensifying, and Tesla is struggling to keep up.
Over the last few weeks, Tesla has launched two new versions of the Model 3 and Model Y to help stem the decline in China.
For Model 3, Tesla launched a new Long Range RWD version in early August for 269,500 yuan.
Today, Tesla slashed the price by 10,000 yuan just weeks after the launch – indicating that demand was lower than anticipated.
Furthermore, Tesla is also offering a series of incentives on top of the price reduction:
Participate in the referral bonus promotion and place an order before September 30th to receive an 8,000 yuan bonus on optional paint.
Order select models (excluding the High-Performance All-Wheel Drive version) before September 30th to apply for a limited-time 5-year 0% interest financing plan. Order
select models (excluding the High-Performance All-Wheel Drive version) and receive delivery before September 30th, along with partner insurance, to receive a limited-time subsidy of 8,000 yuan.
Competition in the EV sector is tough in China. New models are being launched every week, and prices are incredibly competitive.
Tesla is still performing well in the premium segment, but its most popular models are, by far, the cheaper Model 3 and Model Y in RWD versions. Meanwhile, Chinese EV automakers have launched numerous vehicles in these segments.
Electrek’s Take
Add this to the numerous red flags regarding Tesla’s declining sales worldwide.
For Tesla, Europe is almost a thing of the past. China is in a steady decline, while the US is expected to experience only slight growth.
The level of competition in China is simply too high, resulting in Tesla selling many vehicles in the market for virtually 0% gross margin.
This is not sustainable and will likely result in Tesla starting to lose money in 2026 without some major changes.
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With just a week left until its official debut, Volkswagen is giving us a sneak peek of its most affordable electric SUV, the ID.2. Here’s our closest look at the new entry-level EV.
The Volkswagen ID.2 is an affordable electric SUV
Volkswagen is revamping its electric car lineup with a new family of entry-level models, starting with the ID.2. The ID.2 is an electric hatch that VW promises is “spacious like a Golf,” yet still “affordable like a Polo.
With a starting price of around € 25,000 ($29,000), the ID.2 will be among the most affordable electric cars on the market.
Shortly after launching the electric hatch, Volkswagen is set to introduce an SUV version of the ID.2, which could be an even bigger hit. The ID.2 SUV will sit below the ID.3 and ID.4 in Volkswagen’s EV lineup as an even more affordable crossover SUV option.
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Although we’ve seen the hatch out testing a few times, the SUV version has been mostly kept under wraps outside of a blurry image from December 2023. That is, until now.
Volkswagen’s design boss, Andreas Mindt, offered a closer look at the ID.2 SUV on Monday, releasing a few new teasers. The images reveal a sleek new look from its current ID models, closer in style to the updated T-Roc, which was unveiled last week.
Mindt said the “design speaks for itself.” The ID.2 and SUV versions will be based on a new MEB+ platform, which will underpin Volkswagen’s upcoming lineup of entry-level EVs.
Volkswagen ID.2X electric SUV (Source: Volkswagen)
The hatch will be offered with two battery pack options: 38 kWh or 56 kWh, offering a WLTP range of up to 280 miles. Volkswagen has yet to reveal final prices and range for the SUV version.
According to VW’s tech development boss, Kai Grünitz, the brand’s EV lineup is in line for a major refresh. Grünitz told Autocar that “huge improvements” were coming, including updated styling inside and out.
Volkswagen’s ID 2all EV interior (Source: VW)
The interior will feature the new design, which includes a 12.9″ infotainment and 10.9″ driver display screens and plenty of physical controls. There will also be a few fun added features like the ability to switch between drive modes that resemble Volkswagen classics, like the Golf or Beetle.
Volkswagen ID 2all “Vintage” mode from the Golf era (Source: Andreas Mindt)
Since the ID.4 starts at around 35,000 euros ($41,000) to 40,000 euros ($47,000), depending on the market, you can expect prices to be slightly lower, likely at around 30,000 euros ($35,000).
Volkswagen will unveil the ID.2 SUV next week at the Munich Motor Show on September 7. The German auto giant claims the ID.2 SUV “is another important step towards bringing affordable electric mobility to the masses.” It’s expected to hit the market next year following the hatch version. We’ll learn more at the event.
Although the ID.2 is not expected to be sold in the US, Volkswagen’s current SUV, the ID.4, is actually already one of the most affordable electric SUVs. Volkswagen is currently offering ID.4 leases as low as $129 per month. That’s even cheaper than a Jetta.
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