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As we trend toward more renewables and distributed energy resources (DERs), the design of the electric distribution system itself imposes physical limitations. These system constraints could lead to issues like overloaded power lines and faults that propagate freely.

But what if we could restructure the underlying system to support greater renewable integration and system resilience? To that end, a National Renewable Energy Laboratory (NREL)–led project is working on a new type of grid device enabled by silicon carbide (SiC) switches and other medium voltage (MV) power electronics that could segment sections of the grid, providing advanced control for flexibility and resilience for our power systems.

The project team is first designing a megawatt-scale prototype converter that provides native “back-to-back” conversion — AC to AC power — at distribution voltages (i.e., not requiring transformers to step down voltage to levels typically used in electronic power conversion). By using MV SiC-based power modules, the converters could be 1/5th the size and 1/10th the weight of alternate equivalent systems, which are trailer-sized and include heavy transformers. Then the team will connect the power converter into NREL’s MV testbed to validate new grid control approaches that the prototype enables.

The project is named “Grid Application Development, Testbed, and Analysis for MV SiC (GADTAMS)” and is funded by the Department of Energy’s Advanced Manufacturing Office.

The NREL-led GADTAMS project is developing and demonstrating smaller and lighter alternatives for direct medium-voltage connections on the grid, which could enable new resilient grid architectures.

“With back-to-back converters between feeders, we can go one step higher in providing resilience across the distribution system,” said Akanksha Singh, a project lead at NREL.

“This technology wasn’t necessary before because we didn’t have so many distributed energy resources on the system, but now we have feeders that are becoming saturated with PV; apart from storage, these feeders don’t have anywhere to inject that excess power,” Singh said. “A new approach to grid interconnection could enable advanced forms of power sharing and provide much-enhanced grid resilience.”

A future grid that features such converters would have the capability to control the flow of power between sections of the grid, shunting excess load or DER-based generation to feeder sections or adjacent circuits as needed, adding new versatility to power distribution. Networked microgrids could protect against the propagation of faults from one microgrid to the next while still allowing controlled power dispatch between the two systems and the macrogrid as well.

During outage recovery, microgrids could be formed that then stabilize neighboring microgrid systems, as envisioned in NREL’s autonomous energy systems research. In general, the two sides of the converter do not need to be synchronized in frequency or even exact voltage level at all — a major shift from the modern power system. But prior to proving any of these applications, NREL and others will first need to build the necessary controls.

“We are developing very novel controls for upcoming grid architectures,” Singh said. “We have local controls on inverters, and we have hierarchical controls that coordinate between grid partitions. With regard to grid support, these controls can do it all: dynamic stability, frequency support, black start, fault ride-through and protection.”

Unlike anything currently available, the NREL testbed provides an environment to validate medium-voltage grid solutions with real power hardware-in-the-loop and real-time grid simulation. For this project, NREL and partners are interested in the full range of use cases for back-to-back SiC converters and have teamed with utility Southern California Edison to inform on utility applications, as well as industry partners General Atomics and Eaton to seek out a commercial path for the technology.

The SiC converter is being built in two halves by project partners Ohio State University and Florida State University. The three-phase converter prototype will be rated for 330 kW and will implement a full thermal and electrical design appropriate for utility use. Traditionally, the same AC-to-AC conversion process requires stepping-down the voltage to low-voltage levels where conventional power electronics can be used, which results in heavy and expensive transformer equipment. The MV SiC option takes advantage of the superior voltage ratings of devices to minimize weight, cost, and size, which makes the technology far more practical and economical for system-wide deployment.

Still, the converter technology is only one aspect of fulfilling flexible interconnections. This framework currently lacks the standardization that exists for so many other recent grid innovations. At NREL, the project team hopes to collect baseline operational data to jumpstart the conversation around how to integrate MV converters in future grids.

“This is a new application that doesn’t exist anywhere yet. We need standards that apply to how the converters can integrate with regular system operation, like starting up, syncing to the grid, etc.,” Singh said. “We are using IEEE Standards 1547 and 2030.8 as a base, interpreting their rules to implement new controls on MV systems. We are trying to merge the two to understand what will apply to this new approach.”

An entirely new grid architecture and operational flexibility could seem far-out for now, but NREL and partners are showing that these options are viable in the near-term and that NREL has the capability to prepare these solutions for real systems. Learn more about how NREL can validate advanced energy systems at scale.

Article courtesy of NREL.

 

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Paris’ popular bike share program has a big sticky finger problem

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Paris' popular bike share program has a big sticky finger problem

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.

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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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CNBC Daily Open: Elon Musk, founder of companies and political parties

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CNBC Daily Open: Elon Musk, founder of companies and political parties

U.S. President Donald Trump and Elon Musk attend a press event in the Oval Office of the White House in Washington, D.C., U.S., May 30, 2025.

Nathan Howard | Reuters

When they lose a significant other, most men do indeed become a “TRAIN WRECK.” Then they pick up the pieces of their lives and start living again — paying attention to their personal grooming, hitting the gym and discovering new hobbies.

What does the world’s richest man do? He starts a political party.

Last weekend, as the United States celebrated its independence from the British in 1776, Elon Musk enshrined his sovereignty from U.S. President Donald Trump by establishing the creatively named “American Party.”

Few details have been revealed, but Musk said the party will focus on “just 2 or 3 Senate seats and 8 to 10 House districts,” and will have legislative discussions “with both parties” — referring to the U.S. Democratic and Republican Parties.

It might be easier to realize Musk’s dream of colonizing Mars than to bridge the political aisle in the U.S. government today.

To be fair, some thought appeared to be behind the move. Musk decided to form the party after holding a poll on X in which 65.4% of respondents voted in favor.

Folks, here’s direct democracy — and the powerful post-separation motivation — in action.

 — CNBC’s Erin Doherty contributed to this report.

What you need to know today

And finally…

An investor sits in front of a board showing stock information at a brokerage office in Beijing, China.

Thomas Peter | Reuters

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CNBC Daily Open: Most people don’t start a political party after separation

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CNBC Daily Open: Most people don't start a political party after separation

US President Donald Trump, right, and Elon Musk, chief executive officer of Tesla Inc., during a news conference in the Oval Office of the White House in Washington, DC, US, on Friday, May 30, 2025.

Francis Chung | Bloomberg | Getty Images

When they find themselves without a significant other, most men finally start living: They pay attention to their personal grooming, hit the gym and discover new hobbies.

What does the world’s richest man do? He starts a political party.

Last weekend, as the United States celebrated its independence from the British in 1776, Elon Musk enshrined his sovereignty from U.S. President Donald Trump by establishing the creatively named “American Party.”

Few details have been revealed, but Musk said the party will focus on “just 2 or 3 Senate seats and 8 to 10 House districts,” and will have legislative discussions “with both parties” — referring to the U.S. Democratic and Republican Parties.

It might be easier to realize Musk’s dream of colonizing Mars than to bridge the political aisle in the U.S. government today.

To be fair, some thought appeared to be behind the move. Musk decided to form the party after holding a poll on X in which 65.4% of respondents voted in favor.

Folks, here’s direct democracy — and the powerful post-separation motivation — in action.

 — CNBC’s Erin Doherty contributed to this report.

What you need to know today

Trump confirms tariffs will kick in Aug. 1. That postpones the deadline by a month, but tariffs could “boomerang” back to April levels for countries without deals. Trump on Friday said letters with “take it or leave it” offers will go out to 12 countries Monday.

U.S. stock futures slipped Sunday. Despite the White House pushing back the return of “reciprocal” tariffs, some investors could be worried trade negotiations would result in higher-than-expected duties. Europe’s Stoxx 600 index dropped 0.48% Friday.

OPEC+ members to increase oil output. Eight members of the alliance agreed on Saturday to hike their collective crude production by 548,000 barrels per day, around 100,000 more than expected.

Elon Musk forms a new political party. On Saturday, the world’s richest man said he has formed a new U.S. political party named the “American Party,” which he claims will give Americans “back your freedom.”

[PRO] Wall Street is growing cautious on European equities. As investors seek shelter from tumult in U.S., the Stoxx 600 index has risen 6.6% year to date. Analysts, however, think the foundations of that growth could be shaky.

And finally…

Ayrton Senna driving the Marlboro McLaren during the Belgian Grand Prix in 1992.

Pascal Rondeau | Hulton Archive | Getty Images

The CEO mindset is shifting. It’s no longer all about winning

https://www.cnbc.com/2025/07/06/the-ceo-mindset-is-shifting-its-no-longer-all-about-winning.html

CEOs today aren’t just steering companies — they’re navigating a minefield. From geopolitical shocks and economic volatility to rapid shifts in tech and consumer behavior, the playbook for leadership is being rewritten in real time.

In an exclusive interview with CNBC earlier this week, McLaren Racing CEO Zak Brown outlined a leadership approach centered on urgency, momentum and learning from failure. 

— Spriha Srivastava

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