Evelyn Reynolds

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Decarbonizing steel is as tough as steel

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The long-term aspirational goal of the Paris Agreement on climate change is to cap global warming at 1.5 degrees Celsius above preindustrial levels, and thereby reduce the frequency and severity of floods, droughts, wildfires, and other extreme weather events. Achieving that goal will require a massive reduction in global carbon dioxide (CO2) emissions across all economic sectors. A major roadblock, however, could be the industrial sector, which accounts for roughly 25 percent of global energy- and process-related CO2 emissions — particularly within the iron and steel sector, industry’s largest emitter of CO2.Iron and steel production now relies heavily on fossil fuels (coal or natural gas) for heat, converting iron ore to iron, and making steel strong. Steelmaking could be decarbonized by a combination of several methods, including carbon capture technology, the use of low- or zero-carbon fuels, and increased use of recycled steel. Now a new study in the Journal of Cleaner Production systematically explores the viability of different iron-and-steel decarbonization strategies.Today’s strategy menu includes improving energy efficiency, switching fuels and technologies, using more scrap steel, and reducing demand. Using the MIT Economic Projection and Policy Analysis model, a multi-sector, multi-region model of the world economy, researchers at MIT, the University of Illinois at Urbana-Champaign, and ExxonMobil Technology and Engineering Co. evaluate the decarbonization potential of replacing coal-based production processes with electric arc furnaces (EAF), along with either scrap steel or “direct reduced iron” (DRI), which is fueled by natural gas with carbon capture and storage (NG CCS DRI-EAF) or by hydrogen (H2 DRI-EAF).Under a global climate mitigation scenario aligned with the 1.5 C climate goal, these advanced steelmaking technologies could result in deep decarbonization of the iron and steel sector by 2050, as long as technology costs are low enough to enable large-scale deployment. Higher costs would favor the replacement of coal with electricity and natural gas, greater use of scrap steel, and reduced demand, resulting in a more-than-50-percent reduction in emissions relative to current levels. Lower technology costs would enable massive deployment of NG CCS DRI-EAF or H2 DRI-EAF, reducing emissions by up to 75 percent.Even without adoption of these advanced technologies, the iron-and-steel sector could significantly reduce its CO2 emissions intensity (how much CO2 is released per unit of production) with existing steelmaking technologies, primarily by replacing coal with gas and electricity (especially if it is generated by renewable energy sources), using more scrap steel, and implementing energy efficiency measures.“The iron and steel industry needs to combine several strategies to substantially reduce its emissions by mid-century, including an increase in recycling, but investing in cost reductions in hydrogen pathways and carbon capture and sequestration will enable even deeper emissions mitigation in the sector,” says study supervising author Sergey Paltsev, deputy director of the MIT Center for Sustainability Science and Strategy (MIT CS3) and a senior research scientist at the MIT Energy Initiative (MITEI).This study was supported by MIT CS3 and ExxonMobil through its membership in MITEI. More

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    Decarbonizing steel is as tough as steel

    The long-term aspirational goal of the Paris Agreement on climate change is to cap global warming at 1.5 degrees Celsius above preindustrial levels, and thereby reduce the frequency and severity of floods, droughts, wildfires, and other extreme weather events. Achieving that goal will require a massive reduction in global carbon dioxide (CO2) emissions across all economic sectors. A major roadblock, however, could be the industrial sector, which accounts for roughly 25 percent of global energy- and process-related CO2 emissions — particularly within the iron and steel sector, industry’s largest emitter of CO2.Iron and steel production now relies heavily on fossil fuels (coal or natural gas) for heat, converting iron ore to iron, and making steel strong. Steelmaking could be decarbonized by a combination of several methods, including carbon capture technology, the use of low- or zero-carbon fuels, and increased use of recycled steel. Now a new study in the Journal of Cleaner Production systematically explores the viability of different iron-and-steel decarbonization strategies.Today’s strategy menu includes improving energy efficiency, switching fuels and technologies, using more scrap steel, and reducing demand. Using the MIT Economic Projection and Policy Analysis model, a multi-sector, multi-region model of the world economy, researchers at MIT, the University of Illinois at Urbana-Champaign, and ExxonMobil Technology and Engineering Co. evaluate the decarbonization potential of replacing coal-based production processes with electric arc furnaces (EAF), along with either scrap steel or “direct reduced iron” (DRI), which is fueled by natural gas with carbon capture and storage (NG CCS DRI-EAF) or by hydrogen (H2 DRI-EAF).Under a global climate mitigation scenario aligned with the 1.5 C climate goal, these advanced steelmaking technologies could result in deep decarbonization of the iron and steel sector by 2050, as long as technology costs are low enough to enable large-scale deployment. Higher costs would favor the replacement of coal with electricity and natural gas, greater use of scrap steel, and reduced demand, resulting in a more-than-50-percent reduction in emissions relative to current levels. Lower technology costs would enable massive deployment of NG CCS DRI-EAF or H2 DRI-EAF, reducing emissions by up to 75 percent.Even without adoption of these advanced technologies, the iron-and-steel sector could significantly reduce its CO2 emissions intensity (how much CO2 is released per unit of production) with existing steelmaking technologies, primarily by replacing coal with gas and electricity (especially if it is generated by renewable energy sources), using more scrap steel, and implementing energy efficiency measures.“The iron and steel industry needs to combine several strategies to substantially reduce its emissions by mid-century, including an increase in recycling, but investing in cost reductions in hydrogen pathways and carbon capture and sequestration will enable even deeper emissions mitigation in the sector,” says study supervising author Sergey Paltsev, deputy director of the MIT Center for Sustainability Science and Strategy (MIT CS3) and a senior research scientist at the MIT Energy Initiative (MITEI).This study was supported by MIT CS3 and ExxonMobil through its membership in MITEI. More

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    Recovering from the past and transitioning to a better energy future

    As the frequency and severity of extreme weather events grow, it may become increasingly necessary to employ a bolder approach to climate change, warned Emily A. Carter, the Gerhard R. Andlinger Professor in Energy and the Environment at Princeton University. Carter made her case for why the energy transition is no longer enough in the face of climate change while speaking at the MIT Energy Initiative (MITEI) Presents: Advancing the Energy Transition seminar on the MIT campus.“If all we do is take care of what we did in the past — but we don’t change what we do in the future — then we’re still going to be left with very serious problems,” she said. Our approach to climate change mitigation must comprise transformation, intervention, and adaption strategies, said Carter. Transitioning to a decarbonized electricity system is one piece of the puzzle. Growing amounts of solar and wind energy — along with nuclear, hydropower, and geothermal — are slowly transforming the energy electricity landscape, but Carter noted that there are new technologies farther down the pipeline.  “Advanced geothermal may come on in the next couple of decades. Fusion will only really start to play a role later in the century, but could provide firm electricity such that we can start to decommission nuclear,” said Carter, who is also a senior strategic advisor and associate laboratory director at the Department of Energy’s Princeton Plasma Physics Laboratory. Taking this a step further, Carter outlined how this carbon-free electricity should then be used to electrify everything we can. She highlighted the industrial sector as a critical area for transformation: “The energy transition is about transitioning off of fossil fuels. If you look at the manufacturing industries, they are driven by fossil fuels right now. They are driven by fossil fuel-driven thermal processes.” Carter noted that thermal energy is much less efficient than electricity and highlighted electricity-driven strategies that could replace heat in manufacturing, such as electrolysis, plasmas, light-emitting diodes (LEDs) for photocatalysis, and joule heating. The transportation sector is also a key area for electrification, Carter said. While electric vehicles have become increasingly common in recent years, heavy-duty transportation is not as easily electrified. The solution? “Carbon-neutral fuels for heavy-duty aviation and shipping,” she said, emphasizing that these fuels will need to become part of the circular economy. “We know that when we burn those fuels, they’re going to produce CO2 [carbon dioxide] again. They need to come from a source of CO2 that is not fossil-based.” The next step is intervention in the form of carbon dioxide removal, which then necessitates methods of storage and utilization, according to Carter. “There’s a lot of talk about building large numbers of pipelines to capture the CO2 — from fossil fuel-driven power plants, cement plants, steel plants, all sorts of industrial places that emit CO2 — and then piping it and storing it in underground aquifers,” she explained. Offshore pipelines are much more expensive than those on land, but can mitigate public concerns over their safety. Europe is exclusively focusing their efforts offshore for this very reason, and the same could be true for the United States, Carter said.  Once carbon dioxide is captured, commercial utilization may provide economic leverage to accelerate sequestration, even if only a few gigatons are used per year, Carter noted. Through mineralization, CO2 can be converted into carbonates, which could be used in building materials such as concrete and road-paving materials.  There is another form of intervention that Carter currently views as a last resort: solar geoengineering, sometimes known as solar radiation management or SRM. In 1991, Mount Pinatubo in the Philippines erupted and released sulfur dioxide into the stratosphere, which caused a temporary cooling of the Earth by approximately 0.5 degree Celsius for over a year. SRM seeks to recreate that cooling effect by injecting particles into the atmosphere that reflect sunlight. According to Carter, there are three main strategies: stratospheric aerosol injection, cirrus cloud thinning (thinning clouds to let more infrared radiation emitted by the earth escape to space), and marine cloud brightening (brightening clouds with sea salt so they reflect more light).  “My view is, I hope we don’t ever have to do it, but I sure think we should understand what would happen in case somebody else just decides to do it. It’s a global security issue,” said Carter. “In principle, it’s not so difficult technologically, so we’d like to really understand and to be able to predict what would happen if that happened.” With any technology, stakeholder and community engagement is essential for deployment, Carter said. She emphasized the importance of both respectfully listening to concerns and thoroughly addressing them, stating, “Hopefully, there’s enough information given to assuage their fears. We have to gain the trust of people before any deployment can be considered.” A crucial component of this trust starts with the responsibility of the scientific community to be transparent and critique each other’s work, Carter said. “Skepticism is good. You should have to prove your proof of principle.” MITEI Presents: Advancing the Energy Transition is an MIT Energy Initiative speaker series highlighting energy experts and leaders at the forefront of the scientific, technological, and policy solutions needed to transform our energy systems. The series will continue in fall 2025. For more information on this and additional events, visit the MITEI website. More

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    “Each of us holds a piece of the solution”

    MIT has an unparalleled history of bringing together interdisciplinary teams to solve pressing problems — think of the development of radar during World War II, or leading the international coalition that cracked the code of the human genome — but the challenge of climate change could demand a scale of collaboration unlike any that’s come before at MIT.“Solving climate change is not just about new technologies or better models. It’s about forging new partnerships across campus and beyond — between scientists and economists, between architects and data scientists, between policymakers and physicists, between anthropologists and engineers, and more,” MIT Vice President for Energy and Climate Evelyn Wang told an energetic crowd of faculty, students, and staff on May 6. “Each of us holds a piece of the solution — but only together can we see the whole.”Undeterred by heavy rain, approximately 300 campus community members filled the atrium in the Tina and Hamid Moghadam Building (Building 55) for a spring gathering hosted by Wang and the Climate Project at MIT. The initiative seeks to direct the full strength of MIT to address climate change, which Wang described as one of the defining challenges of this moment in history — and one of its greatest opportunities.“It calls on us to rethink how we power our world, how we build, how we live — and how we work together,” Wang said. “And there is no better place than MIT to lead this kind of bold, integrated effort. Our culture of curiosity, rigor, and relentless experimentation makes us uniquely suited to cross boundaries — to break down silos and build something new.”The Climate Project is organized around six missions, thematic areas in which MIT aims to make significant impact, ranging from decarbonizing industry to new policy approaches to designing resilient cities. The faculty leaders of these missions posed challenges to the crowd before circulating among the crowd to share their perspectives and to discuss community questions and ideas.Wang and the Climate Project team were joined by a number of research groups, startups, and MIT offices conducting relevant work today on issues related to energy and climate. For example, the MIT Office of Sustainability showcased efforts to use the MIT campus as a living laboratory; MIT spinouts such as Forma Systems, which is developing high-performance, low-carbon building systems, and Addis Energy, which envisions using the earth as a reactor to produce clean ammonia, presented their technologies; and visitors learned about current projects in MIT labs, including DebunkBot, an artificial intelligence-powered chatbot that can persuade people to shift their attitudes about conspiracies, developed by David Rand, the Erwin H. Schell Professor at the MIT Sloan School of Management.Benedetto Marelli, an associate professor in the Department of Civil and Environmental Engineering who leads the Wild Cards Mission, said the energy and enthusiasm that filled the room was inspiring — but that the individual conversations were equally valuable.“I was especially pleased to see so many students come out. I also spoke with other faculty, talked to staff from across the Institute, and met representatives of external companies interested in collaborating with MIT,” Marelli said. “You could see connections being made all around the room, which is exactly what we need as we build momentum for the Climate Project.” More

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    New facility to accelerate materials solutions for fusion energy

    Fusion energy has the potential to enable the energy transition from fossil fuels, enhance domestic energy security, and power artificial intelligence. Private companies have already invested more than $8 billion to develop commercial fusion and seize the opportunities it offers. An urgent challenge, however, is the discovery and evaluation of cost-effective materials that can withstand extreme conditions for extended periods, including 150-million-degree plasmas and intense particle bombardment.To meet this challenge, MIT’s Plasma Science and Fusion Center (PSFC) has launched the Schmidt Laboratory for Materials in Nuclear Technologies, or LMNT (pronounced “element”). Backed by a philanthropic consortium led by Eric and Wendy Schmidt, LMNT is designed to speed up the discovery and selection of materials for a variety of fusion power plant components. By drawing on MIT’s expertise in fusion and materials science, repurposing existing research infrastructure, and tapping into its close collaborations with leading private fusion companies, the PSFC aims to drive rapid progress in the materials that are necessary for commercializing fusion energy on rapid timescales. LMNT will also help develop and assess materials for nuclear power plants, next-generation particle physics experiments, and other science and industry applications.Zachary Hartwig, head of LMNT and an associate professor in the Department of Nuclear Science and Engineering (NSE), says, “We need technologies today that will rapidly develop and test materials to support the commercialization of fusion energy. LMNT’s mission includes discovery science but seeks to go further, ultimately helping select the materials that will be used to build fusion power plants in the coming years.”A different approach to fusion materialsFor decades, researchers have worked to understand how materials behave under fusion conditions using methods like exposing test specimens to low-energy particle beams, or placing them in the core of nuclear fission reactors. These approaches, however, have significant limitations. Low-energy particle beams only irradiate the thinnest surface layer of materials, while fission reactor irradiation doesn’t accurately replicate the mechanism by which fusion damages materials. Fission irradiation is also an expensive, multiyear process that requires specialized facilities.To overcome these obstacles, researchers at MIT and peer institutions are exploring the use of energetic beams of protons to simulate the damage materials undergo in fusion environments. Proton beams can be tuned to match the damage expected in fusion power plants, and protons penetrate deep enough into test samples to provide insights into how exposure can affect structural integrity. They also offer the advantage of speed: first, intense proton beams can rapidly damage dozens of material samples at once, allowing researchers to test them in days, rather than years. Second, high-energy proton beams can be generated with a type of particle accelerator known as a cyclotron commonly used in the health-care industry. As a result, LMNT will be built around a cost-effective, off-the-shelf cyclotron that is easy to obtain and highly reliable.LMNT will surround its cyclotron with four experimental areas dedicated to materials science research. The lab is taking shape inside the large shielded concrete vault at PSFC that once housed the Alcator C-Mod tokamak, a record-setting fusion experiment that ran at the PSFC from 1992 to 2016. By repurposing C-Mod’s former space, the center is skipping the need for extensive, costly new construction and accelerating the research timeline significantly. The PSFC’s veteran team — who have led major projects like the Alcator tokamaks and advanced high-temperature superconducting magnet development — are overseeing the facilities design, construction, and operation, ensuring LMNT moves quickly from concept to reality. The PSFC expects to receive the cyclotron by the end of 2025, with experimental operations starting in early 2026.“LMNT is the start of a new era of fusion research at MIT, one where we seek to tackle the most complex fusion technology challenges on timescales commensurate with the urgency of the problem we face: the energy transition,” says Nuno Loureiro, director of the PSFC, a professor of nuclear science and engineering, and the Herman Feshbach Professor of Physics. “It’s ambitious, bold, and critical — and that’s exactly why we do it.”“What’s exciting about this project is that it aligns the resources we have today — substantial research infrastructure, off-the-shelf technologies, and MIT expertise — to address the key resource we lack in tackling climate change: time. Using the Schmidt Laboratory for Materials in Nuclear Technologies, MIT researchers advancing fusion energy, nuclear power, and other technologies critical to the future of energy will be able to act now and move fast,” says Elsa Olivetti, the Jerry McAfee Professor in Engineering and a mission director of MIT’s Climate Project.In addition to advancing research, LMNT will provide a platform for educating and training students in the increasingly important areas of fusion technology. LMNT’s location on MIT’s main campus gives students the opportunity to lead research projects and help manage facility operations. It also continues the hands-on approach to education that has defined the PSFC, reinforcing that direct experience in large-scale research is the best approach to create fusion scientists and engineers for the expanding fusion industry workforce.Benoit Forget, head of NSE and the Korea Electric Power Professor of Nuclear Engineering, notes, “This new laboratory will give nuclear science and engineering students access to a unique research capability that will help shape the future of both fusion and fission energy.”Accelerating progress on big challengesPhilanthropic support has helped LMNT leverage existing infrastructure and expertise to move from concept to facility in just one-and-a-half years — a fast timeline for establishing a major research project.“I’m just as excited about this research model as I am about the materials science. It shows how focused philanthropy and MIT’s strengths can come together to build something that’s transformational — a major new facility that helps researchers from the public and private sectors move fast on fusion materials,” emphasizes Hartwig.By utilizing this approach, the PSFC is executing a major public-private partnership in fusion energy, realizing a research model that the U.S. fusion community has only recently started to explore, and demonstrating the crucial role that universities can play in the acceleration of the materials and technology required for fusion energy.“Universities have long been at the forefront of tackling society’s biggest challenges, and the race to identify new forms of energy and address climate change demands bold, high-risk, high-reward approaches,” says Ian Waitz, MIT’s vice president for research. “LMNT is helping turn fusion energy from a long-term ambition into a near-term reality.” More

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    Study shows making hydrogen with soda cans and seawater is scalable and sustainable

    Hydrogen has the potential to be a climate-friendly fuel since it doesn’t release carbon dioxide when used as an energy source. Currently, however, most methods for producing hydrogen involve fossil fuels, making hydrogen less of a “green” fuel over its entire life cycle.A new process developed by MIT engineers could significantly shrink the carbon footprint associated with making hydrogen.Last year, the team reported that they could produce hydrogen gas by combining seawater, recycled soda cans, and caffeine. The question then was whether the benchtop process could be applied at an industrial scale, and at what environmental cost.Now, the researchers have carried out a “cradle-to-grave” life cycle assessment, taking into account every step in the process at an industrial scale. For instance, the team calculated the carbon emissions associated with acquiring and processing aluminum, reacting it with seawater to produce hydrogen, and transporting the fuel to gas stations, where drivers could tap into hydrogen tanks to power engines or fuel cell cars. They found that, from end to end, the new process could generate a fraction of the carbon emissions that is associated with conventional hydrogen production.In a study appearing today in Cell Reports Sustainability, the team reports that for every kilogram of hydrogen produced, the process would generate 1.45 kilograms of carbon dioxide over its entire life cycle. In comparison, fossil-fuel-based processes emit 11 kilograms of carbon dioxide per kilogram of hydrogen generated.The low-carbon footprint is on par with other proposed “green hydrogen” technologies, such as those powered by solar and wind energy.“We’re in the ballpark of green hydrogen,” says lead author Aly Kombargi PhD ’25, who graduated this spring from MIT with a doctorate in mechanical engineering. “This work highlights aluminum’s potential as a clean energy source and offers a scalable pathway for low-emission hydrogen deployment in transportation and remote energy systems.”The study’s MIT co-authors are Brooke Bao, Enoch Ellis, and professor of mechanical engineering Douglas Hart.Gas bubbleDropping an aluminum can in water won’t normally cause much of a chemical reaction. That’s because when aluminum is exposed to oxygen, it instantly forms a shield-like layer. Without this layer, aluminum exists in its pure form and can readily react when mixed with water. The reaction that occurs involves aluminum atoms that efficiently break up molecules of water, producing aluminum oxide and pure hydrogen. And it doesn’t take much of the metal to bubble up a significant amount of the gas.“One of the main benefits of using aluminum is the energy density per unit volume,” Kombargi says. “With a very small amount of aluminum fuel, you can conceivably supply much of the power for a hydrogen-fueled vehicle.”Last year, he and Hart developed a recipe for aluminum-based hydrogen production. They found they could puncture aluminum’s natural shield by treating it with a small amount of gallium-indium, which is a rare-metal alloy that effectively scrubs aluminum into its pure form. The researchers then mixed pellets of pure aluminum with seawater and observed that the reaction produced pure hydrogen. What’s more, the salt in the water helped to precipitate gallium-indium, which the team could subsequently recover and reuse to generate more hydrogen, in a cost-saving, sustainable cycle.“We were explaining the science of this process in conferences, and the questions we would get were, ‘How much does this cost?’ and, ‘What’s its carbon footprint?’” Kombargi says. “So we wanted to look at the process in a comprehensive way.”A sustainable cycleFor their new study, Kombargi and his colleagues carried out a life cycle assessment to estimate the environmental impact of aluminum-based hydrogen production, at every step of the process, from sourcing the aluminum to transporting the hydrogen after production. They set out to calculate the amount of carbon associated with generating 1 kilogram of hydrogen — an amount that they chose as a practical, consumer-level illustration.“With a hydrogen fuel cell car using 1 kilogram of hydrogen, you can go between 60 to 100 kilometers, depending on the efficiency of the fuel cell,” Kombargi notes.They performed the analysis using Earthster — an online life cycle assessment tool that draws data from a large repository of products and processes and their associated carbon emissions. The team considered a number of scenarios to produce hydrogen using aluminum, from starting with “primary” aluminum mined from the Earth, versus “secondary” aluminum that is recycled from soda cans and other products, and using various methods to transport the aluminum and hydrogen.After running life cycle assessments for about a dozen scenarios, the team identified one scenario with the lowest carbon footprint. This scenario centers on recycled aluminum — a source that saves a significant amount of emissions compared with mining aluminum — and seawater — a natural resource that also saves money by recovering gallium-indium. They found that this scenario, from start to finish, would generate about 1.45 kilograms of carbon dioxide for every kilogram of hydrogen produced. The cost of the fuel produced, they calculated, would be about $9 per kilogram, which is comparable to the price of hydrogen that would be generated with other green technologies such as wind and solar energy.The researchers envision that if the low-carbon process were ramped up to a commercial scale, it would look something like this: The production chain would start with scrap aluminum sourced from a recycling center. The aluminum would be shredded into pellets and treated with gallium-indium. Then, drivers could transport the pretreated pellets as aluminum “fuel,” rather than directly transporting hydrogen, which is potentially volatile. The pellets would be transported to a fuel station that ideally would be situated near a source of seawater, which could then be mixed with the aluminum, on demand, to produce hydrogen. A consumer could then directly pump the gas into a car with either an internal combustion engine or a fuel cell.The entire process does produce an aluminum-based byproduct, boehmite, which is a mineral that is commonly used in fabricating semiconductors, electronic elements, and a number of industrial products. Kombargi says that if this byproduct were recovered after hydrogen production, it could be sold to manufacturers, further bringing down the cost of the process as a whole.“There are a lot of things to consider,” Kombargi says. “But the process works, which is the most exciting part. And we show that it can be environmentally sustainable.”The group is continuing to develop the process. They recently designed a small reactor, about the size of a water bottle, that takes in aluminum pellets and seawater to generate hydrogen, enough to power an electric bike for several hours. They previously demonstrated that the process can produce enough hydrogen to fuel a small car. The team is also exploring underwater applications, and are designing a hydrogen reactor that would take in surrounding seawater to power a small boat or underwater vehicle.This research was supported, in part, by the MIT Portugal Program. More

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    MIT D-Lab students design global energy solutions through collaboration

    This semester, MIT D-Lab students built prototype solutions to help farmers in Afghanistan, people living in informal settlements in Argentina, and rural poultry farmers in Cameroon. The projects span continents and collectively stand to improve thousands of lives — and they all trace back to two longstanding MIT D-Lab classes.For nearly two decades, 2.651 / EC.711 (Introduction to Energy in Global Development) and 2.652 / EC.712 (Applications of Energy in Global Development) have paired students with international organizations and communities to learn D-Lab’s participatory approach to design and study energy technologies in low-resource environments. Hundreds of students from across MIT have taken the courses, which feature visits from partners and trips to the communities after the semester. They often discover a passion for helping people in low-resource settings that lasts a lifetime.“Through the trips, students often gain an appreciation for what they have at home, and they can’t forget about what they see,” says D-Lab instructor Josh Maldonado ’23, who took both courses as a student. “For me, it changed my entire career. Students maintain relationships with the people they work with. They stay on the group chats with community members and meet up with them when they travel. They come back and want to mentor for the class. You can just see it has a lasting effect.”The introductory course takes place each spring and is followed by summer trips for students. The applications class, which is more focused on specific projects, is held in the fall and followed by student travel over winter break.“MIT has always advocated for going out and impacting the world,” Maldonado says. “The fact that we can use what we learn here in such a meaningful way while still a student is awesome. It gets back to MIT’s motto, ‘mens et manus’ (‘mind and hand’).”Curriculum for impactIntroduction to Energy in Global Development has been taught since around 2008, with past projects focusing on mitigating the effects of aquatic weeds for fisherman in Ghana, making charcoal for cookstoves in Uganda, and creating brick evaporative coolers to extend the shelf life of fruits and vegetables in Mali.The class follows MIT D-Lab’s participatory design philosophy in which students design solutions in close collaboration with local communities. Along the way, students learn about different energy technologies and how they might be implemented cheaply in rural communities that lack basic infrastructure.“In product design, the idea is to get out and meet your customer where they are,” Maldonado explains. “The problem is our partners are often in remote, low-resource regions of the world. We put a big emphasis on designing with the local communities and increasing their creative capacity building to show them they can build solutions themselves.”Students from across MIT, including graduates and undergraduates, along with students from Harvard University and Wellesley College, can enroll in both courses. MIT senior Kanokwan Tungkitkancharoen took the introductory class this spring.“There are students from chemistry, computer science, civil engineering, policy, and more,” says Tungkitkancharoen. “I think that convergence models how things get done in real life. The class also taught me how to communicate the same information in different ways to cater to different people. It helped me distill my approach to what is this person trying to learn and how can I convey that information.”Tungkitkancharoen’s team worked with a nonprofit called Weatherizers Without Borders to implement weatherization strategies that enhance housing conditions and environmental resilience for people in the southern Argentinian community of Bariloche.The team built model homes and used heat sensing cameras to show the impact of weatherization strategies to locals and policymakers in the region.“Our partners live in self-built homes, but the region is notorious for being very cold in the winter and very hot in the summer,” Tungkitkancharoen says. “We’re helping our partners retrofit homes so they can withstand the weather better. Before the semester, I was interested in working directly with people impacted by these technologies and the current climate situation. D-Lab helped me work with people on the ground, and I’ve been super grateful to our community partners.”The project to design micro-irrigation systems to support agricultural productivity and water conservation in Afghanistan is in partnership with the Ecology and Conservation Organization of Afghanistan and a team from a local university in Afghanistan.“I love the process of coming into class with a practical question you need to solve and working closely with community partners,” says MIT master’s student Khadija Ghanizada, who has served as a teacher’s assistant for both the introductory and applications courses. “All of these projects will have a huge impact, but being from Afghanistan, I know this will make a difference because it’s a land-locked country, it’s dealing with droughts, and 80 percent of our economy depends on agriculture. We also make sure students are thinking about scalability of their solutions, whether scaling worldwide or just nationally. Every project has its own impact story.”Meeting community partnersNow that the spring semester is over, many students from the introductory class will travel to the regions they studied with instructors and local guides over the summer.“The traveling and implementation are things students always look forward to,” Maldonado says. “Students do a lot of prep work, thinking about the tools they need, the local resources they need, and working with partners to acquire those resources.”Following travel, students write a report on how the trip went, which helps D-Lab refine the course for next semester.“Oftentimes instructors are also doing research in these regions while they teach the class,” Maldonado says. “To be taught by people who were just in the field two weeks before the class started, and to see pictures of what they’re doing, is really powerful.”Students who have taken the class have gone on to careers in international development, nonprofits, and to start companies that grow the impact of their class projects. But the most immediate impact can be seen in the communities that students work with.“These solutions should be able to be built locally, sourced locally, and potentially also lead to the creation of localized markets based around the technology,” Maldonado says. “Almost everything the D-Lab does is open-sourced, so when we go to these communities, we don’t just teach people how to use these solutions, we teach them how to make them. Technology, if implemented correctly by mindful engineers and scientists, can be highly adopted and can grow a community of makers and fabricators and local businesses.” More

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    Shaping the future through systems thinking

    Long before she stepped into a lab, Ananda Santos Figueiredo was stargazing in Brazil, captivated by the cosmos and feeding her curiosity of science through pop culture, books, and the internet. She was drawn to astrophysics for its blend of visual wonder and mathematics.Even as a child, Santos sensed her aspirations reaching beyond the boundaries of her hometown. “I’ve always been drawn to STEM,” she says. “I had this persistent feeling that I was meant to go somewhere else to learn more, explore, and do more.”Her parents saw their daughter’s ambitions as an opportunity to create a better future. The summer before her sophomore year of high school, her family moved from Brazil to Florida.  She recalls that moment as “a big leap of faith in something bigger and we had no idea how it would turn out.” She was certain of one thing: She wanted an education that was both technically rigorous and deeply expansive, one that would allow her to pursue all her passions.At MIT, she found exactly what she was seeking in a community and curriculum that matched her curiosity and ambition. “I’ve always associated MIT with something new and exciting that was grasping towards the very best we can achieve as humans,” Santos says, emphasizing the use of technology and science to significantly impact society. “It’s a place where people aren’t afraid to dream big and work hard to make it a reality.”As a first-generation college student, she carried the weight of financial stress and the uncertainty that comes with being the first in her family to navigate college in the U.S. But she found a sense of belonging in the MIT community. “Being a first-generation student helped me grow,” she says. “It inspired me to seek out opportunities and help support others too.”She channeled that energy into student government roles for the undergraduate residence halls. Through Dormitory Council (DormCon) and her dormitory, Simmons Hall, her voice could help shape life on campus. She began serving as reservations chair for her dormitory but ended up becoming president of the dormitory before being elected dining chair and vice president for DormCon. She’s worked to improve dining hall operations and has planned major community events like Simmons Hall’s 20th anniversary and DormCon’s inaugural Field Day.Now, a senior about to earn her bachelor’s degree, Santos says MIT’s motto, “mens et manus” — “mind and hand” — has deeply resonated with her from the start. “Learning here goes far beyond the classroom,” she says. “I’ve been surrounded by people who are passionate and purposeful. That energy is infectious. It’s changed how I see myself and what I believe is possible.”Charting her own courseInitially a physics major, Santos’ academic path took a turn after a transformative internship with the World Bank’s data science lab between her sophomore and junior years. There, she used her coding skills to study the impacts of heat waves in the Philippines. The experience opened her eyes to the role technology and data can play in improving lives and broadened her view of what a STEM career could look like.“I realized I didn’t want to just study the universe — I wanted to change it,” she says. “I wanted to join systems thinking with my interest in the humanities, to build a better world for people and communities.”When MIT launched a new major in climate system science and engineering (Course 1-12) in 2023, Santos was the first student to declare it. The interdisciplinary structure of the program, blending climate science, engineering, energy systems, and policy, gave her a framework to connect her technical skills to real-world sustainability challenges.She tailored her coursework to align with her passions and career goals, applying her physics background (now her minor) to understand problems in climate, energy, and sustainable systems. “One of the most powerful things about the major is the breadth,” she says. “Even classes that aren’t my primary focus have expanded how I think.”Hands-on fieldwork has been a cornerstone of her learning. During MIT’s Independent Activities Period (IAP), she studied climate impacts in Hawai’i in the IAP Course 1.091 (Traveling Research Environmental Experiences, or TREX). This year, she studied the design of sustainable polymer systems in Course 1.096/10.496 (Design of Sustainable Polymer Systems) under MISTI’s Global Classroom program. The IAP class brought her to the middle of the Amazon Rainforest to see what the future of plastic production could look like with products from the Amazon. “That experience was incredibly eye opening,” she explains. “It helped me build a bridge between my own background and the kind of problems that I want to solve in the future.”Santos also found enjoyment beyond labs and lectures. A member of the MIT Shakespeare Ensemble since her first year, she took to the stage in her final spring production of “Henry V,” performing as both the Chorus and Kate. “The ensemble’s collaborative spirit and the way it brings centuries-old texts to life has been transformative,” she adds.Her passion for the arts also intersected with her interest in the MIT Lecture Series Committee. She helped host a special screening of the film “Sing Sing,” in collaboration with MIT’s Educational Justice Institute (TEJI). That connection led her to enroll in a TEJI course, illustrating the surprising and meaningful ways that different parts of MIT’s ecosystem overlap. “It’s one of the beautiful things about MIT,” she says. “You stumble into experiences that deeply change you.”Throughout her time at MIT, the community of passionate, sustainability-focused individuals has been a major source of inspiration. She’s been actively involved with the MIT Office of Sustainability’s decarbonization initiatives and participated in the Climate and Sustainability Scholars Program.Santos acknowledges that working in sustainability can sometimes feel overwhelming. “Tackling the challenges of sustainability can be discouraging,” she says. “The urgency to create meaningful change in a short period of time can be intimidating. But being surrounded by people who are actively working on it is so much better than not working on it at all.”Looking ahead, she plans to pursue graduate studies in technology and policy, with aspirations to shape sustainable development, whether through academia, international organizations, or diplomacy.“The most fulfilling moments I’ve had at MIT are when I’m working on hard problems while also reflecting on who I want to be, what kind of future I want to help create, and how we can be better and kinder to each other,” she says. “That’s what excites me — solving real problems that matter.” More

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    New fuel cell could enable electric aviation

    Batteries are nearing their limits in terms of how much power they can store for a given weight. That’s a serious obstacle for energy innovation and the search for new ways to power airplanes, trains, and ships. Now, researchers at MIT and elsewhere have come up with a solution that could help electrify these transportation systems.Instead of a battery, the new concept is a kind of fuel cell — which is similar to a battery but can be quickly refueled rather than recharged. In this case, the fuel is liquid sodium metal, an inexpensive and widely available commodity. The other side of the cell is just ordinary air, which serves as a source of oxygen atoms. In between, a layer of solid ceramic material serves as the electrolyte, allowing sodium ions to pass freely through, and a porous air-facing electrode helps the sodium to chemically react with oxygen and produce electricity.In a series of experiments with a prototype device, the researchers demonstrated that this cell could carry more than three times as much energy per unit of weight as the lithium-ion batteries used in virtually all electric vehicles today. Their findings are being published today in the journal Joule, in a paper by MIT doctoral students Karen Sugano, Sunil Mair, and Saahir Ganti-Agrawal; professor of materials science and engineering Yet-Ming Chiang; and five others.“We expect people to think that this is a totally crazy idea,” says Chiang, who is the Kyocera Professor of Ceramics. “If they didn’t, I’d be a bit disappointed because if people don’t think something is totally crazy at first, it probably isn’t going to be that revolutionary.”And this technology does appear to have the potential to be quite revolutionary, he suggests. In particular, for aviation, where weight is especially crucial, such an improvement in energy density could be the breakthrough that finally makes electrically powered flight practical at significant scale.“The threshold that you really need for realistic electric aviation is about 1,000 watt-hours per kilogram,” Chiang says. Today’s electric vehicle lithium-ion batteries top out at about 300 watt-hours per kilogram — nowhere near what’s needed. Even at 1,000 watt-hours per kilogram, he says, that wouldn’t be enough to enable transcontinental or trans-Atlantic flights.That’s still beyond reach for any known battery chemistry, but Chiang says that getting to 1,000 watts per kilogram would be an enabling technology for regional electric aviation, which accounts for about 80 percent of domestic flights and 30 percent of the emissions from aviation.The technology could be an enabler for other sectors as well, including marine and rail transportation. “They all require very high energy density, and they all require low cost,” he says. “And that’s what attracted us to sodium metal.”A great deal of research has gone into developing lithium-air or sodium-air batteries over the last three decades, but it has been hard to make them fully rechargeable. “People have been aware of the energy density you could get with metal-air batteries for a very long time, and it’s been hugely attractive, but it’s just never been realized in practice,” Chiang says.By using the same basic electrochemical concept, only making it a fuel cell instead of a battery, the researchers were able to get the advantages of the high energy density in a practical form. Unlike a battery, whose materials are assembled once and sealed in a container, with a fuel cell the energy-carrying materials go in and out.The team produced two different versions of a lab-scale prototype of the system. In one, called an H cell, two vertical glass tubes are connected by a tube across the middle, which contains a solid ceramic electrolyte material and a porous air electrode. Liquid sodium metal fills the tube on one side, and air flows through the other, providing the oxygen for the electrochemical reaction at the center, which ends up gradually consuming the sodium fuel. The other prototype uses a horizontal design, with a tray of the electrolyte material holding the liquid sodium fuel. The porous air electrode, which facilitates the reaction, is affixed to the bottom of the tray. Tests using an air stream with a carefully controlled humidity level produced a level of more than 1,500 watt-hours per kilogram at the level of an individual “stack,” which would translate to over 1,000 watt-hours at the full system level, Chiang says.The researchers envision that to use this system in an aircraft, fuel packs containing stacks of cells, like racks of food trays in a cafeteria, would be inserted into the fuel cells; the sodium metal inside these packs gets chemically transformed as it provides the power. A stream of its chemical byproduct is given off, and in the case of aircraft this would be emitted out the back, not unlike the exhaust from a jet engine.But there’s a very big difference: There would be no carbon dioxide emissions. Instead the emissions, consisting of sodium oxide, would actually soak up carbon dioxide from the atmosphere. This compound would quickly combine with moisture in the air to make sodium hydroxide — a material commonly used as a drain cleaner — which readily combines with carbon dioxide to form a solid material, sodium carbonate, which in turn forms sodium bicarbonate, otherwise known as baking soda.“There’s this natural cascade of reactions that happens when you start with sodium metal,” Chiang says. “It’s all spontaneous. We don’t have to do anything to make it happen, we just have to fly the airplane.”As an added benefit, if the final product, the sodium bicarbonate, ends up in the ocean, it could help to de-acidify the water, countering another of the damaging effects of greenhouse gases.Using sodium hydroxide to capture carbon dioxide has been proposed as a way of mitigating carbon emissions, but on its own, it’s not an economic solution because the compound is too expensive. “But here, it’s a byproduct,” Chiang explains, so it’s essentially free, producing environmental benefits at no cost.Importantly, the new fuel cell is inherently safer than many other batteries, he says. Sodium metal is extremely reactive and must be well-protected. As with lithium batteries, sodium can spontaneously ignite if exposed to moisture. “Whenever you have a very high energy density battery, safety is always a concern, because if there’s a rupture of the membrane that separates the two reactants, you can have a runaway reaction,” Chiang says. But in this fuel cell, one side is just air, “which is dilute and limited. So you don’t have two concentrated reactants right next to each other. If you’re pushing for really, really high energy density, you’d rather have a fuel cell than a battery for safety reasons.”While the device so far exists only as a small, single-cell prototype, Chiang says the system should be quite straightforward to scale up to practical sizes for commercialization. Members of the research team have already formed a company, Propel Aero, to develop the technology. The company is currently housed in MIT’s startup incubator, The Engine.Producing enough sodium metal to enable widespread, full-scale global implementation of this technology should be practical, since the material has been produced at large scale before. When leaded gasoline was the norm, before it was phased out, sodium metal was used to make the tetraethyl lead used as an additive, and it was being produced in the U.S. at a capacity of 200,000 tons a year. “It reminds us that sodium metal was once produced at large scale and safely handled and distributed around the U.S.,” Chiang says.What’s more, sodium primarily originates from sodium chloride, or salt, so it is abundant, widely distributed around the world, and easily extracted, unlike lithium and other materials used in today’s EV batteries.The system they envisage would use a refillable cartridge, which would be filled with liquid sodium metal and sealed. When it’s depleted, it would be returned to a refilling station and loaded with fresh sodium. Sodium melts at 98 degrees Celsius, just below the boiling point of water, so it is easy to heat to the melting point to refuel the cartridges.Initially, the plan is to produce a brick-sized fuel cell that can deliver about 1,000 watt-hours of energy, enough to power a large drone, in order to prove the concept in a practical form that could be used for agriculture, for example. The team hopes to have such a demonstration ready within the next year.Sugano, who conducted much of the experimental work as part of her doctoral thesis and will now work at the startup, says that a key insight was the importance of moisture in the process. As she tested the device with pure oxygen, and then with air, she found that the amount of humidity in the air was crucial to making the electrochemical reaction efficient. The humid air resulted in the sodium producing its discharge products in liquid rather than solid form, making it much easier for these to be removed by the flow of air through the system. “The key was that we can form this liquid discharge product and remove it easily, as opposed to the solid discharge that would form in dry conditions,” she says.Ganti-Agrawal notes that the team drew from a variety of different engineering subfields. For example, there has been much research on high-temperature sodium, but none with a system with controlled humidity. “We’re pulling from fuel cell research in terms of designing our electrode, we’re pulling from older high-temperature battery research as well as some nascent sodium-air battery research, and kind of mushing it together,” which led to the “the big bump in performance” the team has achieved, he says.The research team also included Alden Friesen, an MIT summer intern who attends Desert Mountain High School in Scottsdale, Arizona; Kailash Raman and William Woodford of Form Energy in Somerville, Massachusetts; Shashank Sripad of And Battery Aero in California, and Venkatasubramanian Viswanathan of the University of Michigan. The work was supported by ARPA-E, Breakthrough Energy Ventures, and the National Science Foundation, and used facilities at MIT.nano. More