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      New MIT.nano equipment to accelerate innovation in “tough tech” sectors

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      A new set of advanced nanofabrication equipment will make MIT.nano one of the world’s most advanced research facilities in microelectronics and related technologies, unlocking new opportunities for experimentation and widening the path for promising inventions to become impactful new products.

      The equipment, provided by Applied Materials, will significantly expand MIT.nano’s nanofabrication capabilities, making them compatible with wafers — thin, round slices of semiconductor material — up to 200 millimeters, or 8 inches, in diameter, a size widely used in industry. The new tools will allow researchers to prototype a vast array of new microelectronic devices using state-of-the-art materials and fabrication processes. At the same time, the 200-millimeter compatibility will support close collaboration with industry and enable innovations to be rapidly adopted by companies and mass produced.

      MIT.nano’s leaders say the equipment, which will also be available to scientists outside of MIT, will dramatically enhance their facility’s capabilities, allowing experts in the region to more efficiently explore new approaches in “tough tech” sectors, including advanced electronics, next-generation batteries, renewable energies, optical computing, biological sensing, and a host of other areas — many likely yet to be imagined.

      “The toolsets will provide an accelerative boost to our ability to launch new technologies that can then be given to the world at scale,” says MIT.nano Director Vladimir Bulović, who is also the Fariborz Maseeh Professor of Emerging Technology. “MIT.nano is committed to its expansive mission — to build a better world. We provide toolsets and capabilities that, in the hands of brilliant researchers, can effectively move the world forward.”

      The announcement comes as part of an agreement between MIT and Applied Materials, Inc. that, together with a grant to MIT from the Northeast Microelectronics Coalition (NEMC) Hub, commits more than $40 million of estimated private and public investment to add advanced nano-fabrication equipment and capabilities at MIT.nano.

      “We don’t believe there is another space in the United States that will offer the same kind of versatility, capability, and accessibility, with 8-inch toolsets integrated right next to more fundamental toolsets for research discoveries,” Bulović says. “It will create a seamless path to accelerate the pace of innovation.”

      Pushing the boundaries of innovation

      Applied Materials is the world’s largest supplier of equipment for manufacturing semiconductors, displays, and other advanced electronics. The company will provide at MIT.nano several state-of-the-art process tools capable of supporting 150- and 200-millimeter wafers and will enhance and upgrade an existing tool owned by MIT. In addition to assisting MIT.nano in the day-to-day operation and maintenance of the equipment, Applied Materials engineers will develop new process capabilities to benefit researchers and students from MIT and beyond.

      “This investment will significantly accelerate the pace of innovation and discovery in microelectronics and microsystems,” says Tomás Palacios, director of MIT’s Microsystems Technology Laboratories and the Clarence J. Lebel Professor in Electrical Engineering. “It’s wonderful news for our community, wonderful news for the state, and, in my view, a tremendous step forward toward implementing the national vision for the future of innovation in microelectronics.”

      Nanoscale research at universities is traditionally conducted on machines that are less compatible with industry, which makes academic innovations more difficult to turn into impactful, mass-produced products. Jorg Scholvin, associate director for MIT.nano’s shared fabrication facility, says the new machines, when combined with MIT.nano’s existing equipment, represent a step-change improvement in that area: Researchers will be able to take an industry-standard wafer and build their technology on top of it to prove to companies it works on existing devices, or to co-fabricate new ideas in close collaboration with industry partners.

      “In the journey from an idea to a fully working device, the ability to begin on a small scale, figure out what you want to do, rapidly debug your designs, and then scale it up to an industry-scale wafer is critical,” Scholvin says. “It means a student can test out their idea on wafer-scale quickly and directly incorporate insights into their project so that their processes are scalable. Providing such proof-of-principle early on will accelerate the idea out of the academic environment, potentially reducing years of added effort. Other tools at MIT.nano can supplement work on the 200-millimeter wafer scale, but the higher throughput and higher precision of the Applied equipment will provide researchers with repeatability and accuracy that is unprecedented for academic research environments. Essentially what you have is a sharper, faster, more precise tool to do your work.”

      Scholvin predicts the equipment will lead to exponential growth in research opportunities.

      “I think a key benefit of these tools is they allow us to push the boundary of research in a variety of different ways that we can predict today,” Scholvin says. “But then there are also unpredictable benefits, which are hiding in the shadows waiting to be discovered by the creativity of the researchers at MIT. With each new application, more ideas and paths usually come to mind — so that over time, more and more opportunities are discovered.”

      Because the equipment is available for use by people outside of the MIT community, including regional researchers, industry partners, nonprofit organizations, and local startups, they will also enable new collaborations.

      “The tools themselves will be an incredible meeting place — a place that can, I think, transpose the best of our ideas in a much more effective way than before,” Bulović says. “I’m extremely excited about that.”

      Palacios notes that while microelectronics is best known for work making transistors smaller to fit on microprocessors, it’s a vast field that enables virtually all the technology around us, from wireless communications and high-speed internet to energy management, personalized health care, and more.

      He says he’s personally excited to use the new machines to do research around power electronics and semiconductors, including exploring promising new materials like gallium nitride, which could dramatically improve the efficiency of electronic devices.

      Fulfilling a mission

      MIT.nano’s leaders say a key driver of commercialization will be startups, both from MIT and beyond.

      “This is not only going to help the MIT research community innovate faster, it’s also going to enable a new wave of entrepreneurship,” Palacios says. “We’re reducing the barriers for students, faculty, and other entrepreneurs to be able to take innovation and get it to market. That fits nicely with MIT’s mission of making the world a better place through technology. I cannot wait to see the amazing new inventions that our colleagues and students will come out with.”

      Bulović says the announcement aligns with the mission laid out by MIT’s leaders at MIT.nano’s inception.

      “We have the space in MIT.nano to accommodate these tools, we have the capabilities inside MIT.nano to manage their operation, and as a shared and open facility, we have methodologies by which we can welcome anyone from the region to use the tools,” Bulović says. “That is the vision MIT laid out as we were designing MIT.nano, and this announcement helps to fulfill that vision.” More

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      Faculty, staff, students to evaluate ways to decarbonize MIT’s campus

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      With a goal to decarbonize the MIT campus by 2050, the Institute must look at “new ideas, transformed into practical solutions, in record time,” as stated in “Fast Forward: MIT’s Climate Action Plan for the Decade.” This charge calls on the MIT community to explore game-changing and evolving technologies with the potential to move campuses like MIT away from carbon emissions-based energy systems.

      To help meet this tremendous challenge, the Decarbonization Working Group — a new subset of the Climate Nucleus — recently launched. Comprised of appointed MIT faculty, researchers, and students, the working group is leveraging its members’ expertise to meet the charge of exploring and assessing existing and in-development solutions to decarbonize the MIT campus by 2050. The group is specifically charged with informing MIT’s efforts to decarbonize the campus’s district energy system.

      Co-chaired by Director of Sustainability Julie Newman and Department of Architecture Professor Christoph Reinhart, the working group includes members with deep knowledge of low- and zero-carbon technologies and grid-level strategies. In convening the group, Newman and Reinhart sought out members researching these technologies as well as exploring their practical use. “In my work on multiple projects on campus, I have seen how cutting-edge research often relies on energy-intensive equipment,” shares PhD student and group member Ippolyti Dellatolas. “It’s clear how new energy-efficiency strategies and technologies could use campus as a living lab and then broadly deploy these solutions across campus for scalable emissions reductions.” This approach is one of MIT’s strong suits and a recurring theme in its climate action plans — using the MIT campus as a test bed for learning and application. “We seek to study and analyze solutions for our campus, with the understanding that our findings have implications far beyond our campus boundaries,” says Newman.

      The efforts of the working group represent just one part of the multipronged approach to identify ways to decarbonize the MIT campus. The group will work in parallel and at times collaboratively with the team from the Office of the Vice President for Campus Services and Stewardship that is managing the development plan for potential zero-carbon pathways for campus buildings and the district energy system. In May 2023, MIT engaged Affiliated Engineers, Inc. (AEI), to support the Institute’s efforts to identify, evaluate, and model various carbon-reduction strategies and technologies to provide MIT with a series of potential decarbonization pathways. Each of the pathways must demonstrate how to manage the generation of energy and its distribution and use on campus. As MIT explores electrification, a significant challenge will be the availability of resilient clean power from the grid to help generate heat for our campus without reliance on natural gas.

      When the Decarbonization Working Group began work this fall, members took the time to learn more about current systems and baseline information. Beginning this month, members will organize analysis around each of their individual areas of expertise and interest and begin to evaluate existing and emerging carbon reduction technologies. “We are fortunate that there are constantly new ideas and technologies being tested in this space and that we have a committed group of faculty working together to evaluate them,” Newman says. “We are aware that not every technology is the right fit for our unique dense urban campus, and nor are we solving for a zero-carbon campus as an island, but rather in the context of an evolving regional power grid.”

      Supported by funding from the Climate Nucleus, evaluating technologies will include site visits to locations where priority technologies are currently deployed or being tested. These site visits may range from university campuses implementing district geothermal and heat pumps to test sites of deep geothermal or microgrid infrastructure manufacturers. “This is a unique moment for MIT to demonstrate leadership by combining best decarbonization practices, such as retrofitting building systems to achieve deep energy reductions and converting to low-temperature district heating systems with ‘nearly there’ technologies such as deep geothermal, micronuclear, energy storage, and ubiquitous occupancy-driven temperature control,” says Reinhart. “As first adopters, we can find out what works, allowing other campuses to follow us at reduced risks.”

      The findings and recommendations of the working group will be delivered in a report to the community at the end of 2024. There will be opportunities for the MIT community to learn more about MIT’s decarbonization efforts at community events on Jan. 24 and March 14, as well as MIT’s Sustainability Connect forum on Feb. 8. More

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      Meeting the clean energy needs of tomorrow

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      Yuri Sebregts, chief technology officer at Shell, succinctly laid out the energy dilemma facing the world over the rest of this century. On one hand, demand for energy is quickly growing as countries in the developing world modernize and the global population grows, with 100 gigajoules of energy per person needed annually to enable quality-of-life benefits and industrialization around the globe. On the other, traditional energy sources are quickly warming the planet, with the world already seeing the devastating effects of increasingly frequent extreme weather events. 

      While the goals of energy security and energy sustainability are seemingly at odds with one another, the two must be pursued in tandem, Sebregts said during his address at the MIT Energy Initiative Fall Colloquium.

      “An environmentally sustainable energy system that isn’t also a secure energy system is not sustainable,” Sebregts said. “And conversely, a secure energy system that is not environmentally sustainable will do little to ensure long-term energy access and affordability. Therefore, security and sustainability must go hand-in-hand. You can’t trade off one for the other.”

      Sebregts noted that there are several potential pathways to help strike this balance, including investments in renewable energy sources, the use of carbon offsets, and the creation of more efficient tools, products, and processes. However, he acknowledged that meeting growing energy demands while minimizing environmental impacts is a global challenge requiring an unprecedented level of cooperation among countries and corporations across the world. 

      “At Shell, we recognize that this will require a lot of collaboration between governments, businesses, and civil society,” Sebregts said. “That’s not always easy.”

      Global conflict and global warming

      In 2021, Sebregts noted, world leaders gathered in Glasgow, Scotland and collectively promised to deliver on the “stretch goal” of the 2015 Paris Agreement, which would limit global warming to 1.5 degrees Celsius — a level that scientists believe will help avoid the worst potential impacts of climate change. But, just a few months later, Russia invaded Ukraine, resulting in chaos in global energy markets and illustrating the massive impact that geopolitical friction can have on efforts to reduce carbon emissions.

      “Even though global volatility has been a near constant of this century, the situation in Ukraine is proving to be a turning point,” Sebregts said. “The stress it placed on the global supply of energy, food, and other critical materials was enormous.”

      In Europe, Sebregts noted, countries affected by the loss of Russia’s natural gas supply began importing from the Middle East and the United States. This, in turn, drove up prices. While this did result in some efforts to limit energy use, such as Europeans lowering their thermostats in the winter, it also caused some energy buyers to turn to coal. For instance, the German government approved additional coal mining to boost its energy security — temporarily reversing a decades-long transition away from the fuel. To put this into wider perspective, in a single quarter, China increased its coal generation capacity by as much as Germany had reduced its own over the previous 20 years.

      The promise of electrification

      Sebregts noted the strides being made toward electrification, which is expected to have a significant impact on global carbon emissions. To meet net-zero emissions (the point at which humans are adding no more carbon to the atmosphere than they are removing) by 2050, the share of electricity as a portion of total worldwide energy consumption must reach 37 percent by 2030, up from 20 percent in 2020, Sebregts said.

      He pointed out that Shell has become one of the world’s largest electric vehicle charging companies, with more than 30,000 public charge points. By 2025, that number will increase to 70,000, and it is expected to soar to 200,000 by 2030. While demand and infrastructure for electric vehicles are growing, Sebregts said that the “real needle-mover” will be industrial electrification, especially in so-called “hard-to-abate” sectors.

      This progress will depend heavily on global cooperation — Sebregts pointed out that China dominates the international market for many rare elements that are key components of electrification infrastructure. “It shouldn’t be a surprise that the political instability, shifting geopolitical tensions, and environmental and social governance issues are significant risks for the energy transition,” he said. “It is imperative that we reduce, control, and mitigate these risks as much as possible.”

      Two possible paths

      For decades, Sebregts said, Shell has created scenarios to help senior managers think through the long-term challenges facing the company. While Sebregts stressed that these scenarios are not predictions, they do take into account real-world conditions, and they are meant to give leaders the opportunity to grapple with plausible situations.

      With this in mind, Sebregts outlined Shell’s most recent Energy Security Scenarios, describing the potential future consequences of attempts to balance growing energy demand with sustainability — scenarios that envision vastly different levels of global cooperation, with huge differences in projected results. 

      The first scenario, dubbed “Archipelagos,” imagines countries pursuing energy security through self-interest — a fragmented, competitive process that would result in a global temperature increase of 2.2 degrees Celsius by the end of this century. The second scenario, “Sky 2050,” envisions countries around the world collaborating to change the energy system for their mutual benefit. This more optimistic scenario would see a much lower global temperature increase of 1.2 C by 2100.

      “The good news is that in both scenarios, the world is heading for net-zero emissions at some point,” Sebregts said. “The difference is a question of when it gets there. In Sky 2050, it is the middle of the century. In Archipelagos, it is early in the next century.”

      On the other hand, Sebregts added, the average global temperature will increase by more than 1.5 C for some period of time in either scenario. But, in the Archipelagos scenario, this overshoot will be much larger, and will take much longer to come down. “So, two very different futures,” Sebregts said. “Two very different worlds.”

      The work ahead

      Questioned about the costs of transitioning to a net-zero energy ecosystem, Sebregts said that it is “very hard” to provide an accurate answer. “If you impose an additional constraint … you’re going to have to add some level of cost,” he said. “But then, of course, there’s 30 years of technology development pathway that might counteract some of that.”

      In some cases, such as air travel, Sebregts said, it will likely remain impractical to either rely on electrification or sequester carbon at the source of emission. Direct air capture (DAC) methods, which mechanically pull carbon directly from the atmosphere, will have a role to play in offsetting these emissions, he said. Sebregts predicted that the price of DAC could come down significantly by the middle of this century. “I would venture that a price of $200 to $250 a ton of CO2 by 2050 is something that the world would be willing to spend, at least in developed economies, to offset those very hard-to-abate instances.”

      Sebregts noted that Shell is working on demonstrating DAC technologies in Houston, Texas, constructing what will become Europe’s largest hydrogen plant in the Netherlands, and taking other steps to profitably transition to a net-zero emissions energy company by 2050. “We need to understand what can help our customers transition quicker and how we can continue to satisfy their needs,” he said. “We must ensure that energy is affordable, accessible, and sustainable, as soon as possible.” More

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      Cobalt-free batteries could power cars of the future

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      Many electric vehicles are powered by batteries that contain cobalt — a metal that carries high financial, environmental, and social costs.

      MIT researchers have now designed a battery material that could offer a more sustainable way to power electric cars. The new lithium-ion battery includes a cathode based on organic materials, instead of cobalt or nickel (another metal often used in lithium-ion batteries).

      In a new study, the researchers showed that this material, which could be produced at much lower cost than cobalt-containing batteries, can conduct electricity at similar rates as cobalt batteries. The new battery also has comparable storage capacity and can be charged up faster than cobalt batteries, the researchers report.

      “I think this material could have a big impact because it works really well,” says Mircea Dincă, the W.M. Keck Professor of Energy at MIT. “It is already competitive with incumbent technologies, and it can save a lot of the cost and pain and environmental issues related to mining the metals that currently go into batteries.”

      Dincă is the senior author of the study, which appears today in the journal ACS Central Science. Tianyang Chen PhD ’23 and Harish Banda, a former MIT postdoc, are the lead authors of the paper. Other authors include Jiande Wang, an MIT postdoc; Julius Oppenheim, an MIT graduate student; and Alessandro Franceschi, a research fellow at the University of Bologna.

      Alternatives to cobalt

      Most electric cars are powered by lithium-ion batteries, a type of battery that is recharged when lithium ions flow from a positively charged electrode, called a cathode, to a negatively electrode, called an anode. In most lithium-ion batteries, the cathode contains cobalt, a metal that offers high stability and energy density.

      However, cobalt has significant downsides. A scarce metal, its price can fluctuate dramatically, and much of the world’s cobalt deposits are located in politically unstable countries. Cobalt extraction creates hazardous working conditions and generates toxic waste that contaminates land, air, and water surrounding the mines.

      “Cobalt batteries can store a lot of energy, and they have all of features that people care about in terms of performance, but they have the issue of not being widely available, and the cost fluctuates broadly with commodity prices. And, as you transition to a much higher proportion of electrified vehicles in the consumer market, it’s certainly going to get more expensive,” Dincă says.

      Because of the many drawbacks to cobalt, a great deal of research has gone into trying to develop alternative battery materials. One such material is lithium-iron-phosphate (LFP), which some car manufacturers are beginning to use in electric vehicles. Although still practically useful, LFP has only about half the energy density of cobalt and nickel batteries.

      Another appealing option are organic materials, but so far most of these materials have not been able to match the conductivity, storage capacity, and lifetime of cobalt-containing batteries. Because of their low conductivity, such materials typically need to be mixed with binders such as polymers, which help them maintain a conductive network. These binders, which make up at least 50 percent of the overall material, bring down the battery’s storage capacity.

      About six years ago, Dincă’s lab began working on a project, funded by Lamborghini, to develop an organic battery that could be used to power electric cars. While working on porous materials that were partly organic and partly inorganic, Dincă and his students realized that a fully organic material they had made appeared that it might be a strong conductor.

      This material consists of many layers of TAQ (bis-tetraaminobenzoquinone), an organic small molecule that contains three fused hexagonal rings. These layers can extend outward in every direction, forming a structure similar to graphite. Within the molecules are chemical groups called quinones, which are the electron reservoirs, and amines, which help the material to form strong hydrogen bonds.

      Those hydrogen bonds make the material highly stable and also very insoluble. That insolubility is important because it prevents the material from dissolving into the battery electrolyte, as some organic battery materials do, thereby extending its lifetime.

      “One of the main methods of degradation for organic materials is that they simply dissolve into the battery electrolyte and cross over to the other side of the battery, essentially creating a short circuit. If you make the material completely insoluble, that process doesn’t happen, so we can go to over 2,000 charge cycles with minimal degradation,” Dincă says.

      Strong performance

      Tests of this material showed that its conductivity and storage capacity were comparable to that of traditional cobalt-containing batteries. Also, batteries with a TAQ cathode can be charged and discharged faster than existing batteries, which could speed up the charging rate for electric vehicles.

      To stabilize the organic material and increase its ability to adhere to the battery’s current collector, which is made of copper or aluminum, the researchers added filler materials such as cellulose and rubber. These fillers make up less than one-tenth of the overall cathode composite, so they don’t significantly reduce the battery’s storage capacity.

      These fillers also extend the lifetime of the battery cathode by preventing it from cracking when lithium ions flow into the cathode as the battery charges.

      The primary materials needed to manufacture this type of cathode are a quinone precursor and an amine precursor, which are already commercially available and produced in large quantities as commodity chemicals. The researchers estimate that the material cost of assembling these organic batteries could be about one-third to one-half the cost of cobalt batteries.

      Lamborghini has licensed the patent on the technology. Dincă’s lab plans to continue developing alternative battery materials and is exploring possible replacement of lithium with sodium or magnesium, which are cheaper and more abundant than lithium. More

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      Soaring high, in the Army and the lab

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      Starting off as a junior helicopter pilot, Lt. Col. Jill Rahon deployed to Afghanistan three times. During the last one, she was an air mission commander, the  pilot who is designated to interface with the ground troops throughout the mission.

      Today, Rahon is a fourth-year doctoral student studying applied physics at the Department of Nuclear Science and Engineering (NSE). Under the supervision of Areg Danagoulian, she is working on engineering solutions for enforcement of nuclear nonproliferation treaties. Rahon and her husband have 2-year-old twins: “They have the same warm relationship with my advisor that I had with my dad’s (PhD) advisor,” she says.

      Jill Rahon: Engineering solutions for enforcement of nuclear nonproliferation treaties

      A path to the armed forces

      The daughter of a health physicist father and a food chemist mother, Rahon grew up in the Hudson Valley, very close to New York City. Nine-eleven was a life-altering event: “Many of my friends’ fathers and uncles were policemen and firefighters [who] died responding to the attacks,” Rahon says. A hurt and angry teenager, Rahon was determined to do her part to help: She joined the Army and decided to pursue science, becoming part of the first class to enter West Point after 9/11.

      Rahon started by studying strategic history, a field that covers treaties and geopolitical relationships. It would prove useful later. Inspired by her father, who works in the nuclear field, Rahon added on a nuclear science and engineering track.

      After graduating from West Point, Rahon wanted to join active combat and chose aviation. At flight school in Fort Novosel, Alabama, she discovered that she loved flying. It was there that Rahon learned to fly the legendary Chinook helicopter. In short order, Rahon was assigned to the 101st Airborne Division and deployed to Afghanistan quickly thereafter.

      As expected, flying in Afghanistan, especially on night missions, was adrenaline-charged. “You’re thinking on the fly, you’re talking on five different radios, you’re making decisions for all the helicopters that are part of the mission,” Rahon remembers. Very often Rahon and her cohorts did not have the luxury of time. “We would get information that would need to be acted on quickly,” she says. During the planning meetings, she would be delighted to see a classmate from West Point function as the ground forces commander. “It would be surprising to see somebody you knew from a different setting halfway around the world, working toward common goals,” Rahon says.

      Also awesome: helping launch the first training program for female pilots to be recruited in the Afghan National Air Force. “I got to meet [and mentor] these strong young women who maybe didn’t have the same encouragement that I had growing up and they were out there hanging tough,” Rahon says.

      Exploring physics and nuclear engineering

      After serving in the combat forces, Rahon decided she wanted to teach physics at West Point. She applied to become a part of the Functional Area (FA52) as a nuclear and countering weapons of mass destruction officer.

      FA52 officers provide nuclear technical advice to maneuver commanders about nuclear weapons, effects, and operating in a nuclear environment or battlefield. Rahon’s specialty is radiation detection and operations in a nuclear environment, which poses unique threats and challenges to forces.

      Knowing she wanted to teach at West Point, she “brushed up extensively on math and physics” and applied to MIT NSE to pursue a master’s degree. “My fellow students were such an inspiration. They might not have had the same life experiences that I had but were still so mature and driven and knowledgeable not only about nuclear engineering but how that fits in the energy sector and in politics,” Rahon says.

      Resonance analysis to verify treaties

      Rahon returned to NSE to pursue her doctorate, where she does a “lot of detection and treaty verification work.”

      When looking at nuclear fuels to verify safeguards for treaties, experts search for the presence and quantities of heavy elements such as uranium, plutonium, thorium, and any of their decay products. To do so nondestructively is of high importance so they don’t destroy a piece of the material or fuel to identify it.

      Rahon’s research is built on resonance analysis, the fact that most midrange to heavy isotopes have unique resonance signatures that are accessed by neutrons of epithermal energy, which is relatively low on the scale of possible neutron energies. This means they travel slowly — crossing a distance of 2 meters in tens of microseconds, permitting their detection time to be used to calculate their energy.

      Studying how neutrons of a particular energy interact with a sample to identify worrisome nuclear materials is much like studying fingerprints to solve crimes. Isotopes that have a spike in likelihood of interaction occurring over a small neutron energy are said to have resonances, and these resonance patterns are isotopically unique. Experts can use this technique to nondestructively assess an item, identifying the constituent isotopes and their concentrations.

      Resonance analysis can be used to verify that the fuels are what the nuclear plant owner says they are. “There are a lot of safeguards activities and verification protocols that are managed by the International Atomic Energy Agency (IAEA) to ensure that a state is not misusing nuclear power for ulterior motives,” Rahon points out. And her method helps.

      “Our technique that leverages resonance analysis is nothing new,” Rahon says, “It’s been applied practically since the ’70s at very large beam facilities, hundreds of meters long with a very large accelerator that pulses neutrons, and then you’re able to correlate a neutron time of flight with a resonance profile. What we’ve done that is novel is we’ve shrunk it down to a 3-meter system with a portable neutron residence generator and a 2-meter beam path,” she says.

      Mobility confers many significant advantages: “This is something that could be conceivably put on the back of a truck and moved to a fuel facility, then driven to the next one for inspections or put at a treaty verification site. It could be taken out to a silo field where they are dismantling nuclear weapons,” Rahon says. However, the miniaturization does come with significant challenges, such as the neutron generator’s impacts on the signal to noise ratio.

      Rahon is delighted her research can ensure that a necessary fuel source will not be misused. “We need nuclear power. We need low-carbon solutions for energy and we need safe ones. We need to ensure that this powerful technology is not being misused. And that’s why these engineering solutions are needed for these safeguards,” she says.

      Rahon sees parallels between her time in active duty and her doctoral research. Teamwork and communication are key in both, she says. Her dad is her role model and Rahon is a firm believer in mentorship, something she nurtured both in the armed forces and at MIT. “My advisor is genuinely a wonderful person who has always given me so much support from not only being a student, but also being a parent,” Rahon adds.

      In turn, Danagoulian has been impressed by Rahon’s remarkable abilities: “Raising twins, doing research in applied nuclear physics, and flying coalition forces into Taliban territory while evading ground fire … [Jill] developed her own research project with minimal help from me and defended it brilliantly during the first part of the exam,” he says. 

      It seems that Rahon flies high no matter which mission she takes on. More

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      Study reveals a reaction at the heart of many renewable energy technologies

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      A key chemical reaction — in which the movement of protons between the surface of an electrode and an electrolyte drives an electric current — is a critical step in many energy technologies, including fuel cells and the electrolyzers used to produce hydrogen gas.

      For the first time, MIT chemists have mapped out in detail how these proton-coupled electron transfers happen at an electrode surface. Their results could help researchers design more efficient fuel cells, batteries, or other energy technologies.

      “Our advance in this paper was studying and understanding the nature of how these electrons and protons couple at a surface site, which is relevant for catalytic reactions that are important in the context of energy conversion devices or catalytic reactions,” says Yogesh Surendranath, a professor of chemistry and chemical engineering at MIT and the senior author of the study.

      Among their findings, the researchers were able to trace exactly how changes in the pH of the electrolyte solution surrounding an electrode affect the rate of proton motion and electron flow within the electrode.

      MIT graduate student Noah Lewis is the lead author of the paper, which appears today in Nature Chemistry. Ryan Bisbey, a former MIT postdoc; Karl Westendorff, an MIT graduate student; and Alexander Soudackov, a research scientist at Yale University, are also authors of the paper.

      Passing protons

      Proton-coupled electron transfer occurs when a molecule, often water or an acid, transfers a proton to another molecule or to an electrode surface, which stimulates the proton acceptor to also take up an electron. This kind of reaction has been harnessed for many energy applications.

      “These proton-coupled electron transfer reactions are ubiquitous. They are often key steps in catalytic mechanisms, and are particularly important for energy conversion processes such as hydrogen generation or fuel cell catalysis,” Surendranath says.

      In a hydrogen-generating electrolyzer, this approach is used to remove protons from water and add electrons to the protons to form hydrogen gas. In a fuel cell, electricity is generated when protons and electrons are removed from hydrogen gas and added to oxygen to form water.

      Proton-coupled electron transfer is common in many other types of chemical reactions, for example, carbon dioxide reduction (the conversion of carbon dioxide into chemical fuels by adding electrons and protons). Scientists have learned a great deal about how these reactions occur when the proton acceptors are molecules, because they can precisely control the structure of each molecule and observe how electrons and protons pass between them. However, when proton-coupled electron transfer occurs at the surface of an electrode, the process is much more difficult to study because electrode surfaces are usually very heterogenous, with many different sites that a proton could potentially bind to.

      To overcome that obstacle, the MIT team developed a way to design electrode surfaces that gives them much more precise control over the composition of the electrode surface. Their electrodes consist of sheets of graphene with organic, ring-containing compounds attached to the surface. At the end of each of these organic molecules is a negatively charged oxygen ion that can accept protons from the surrounding solution, which causes an electron to flow from the circuit into the graphitic surface.

      “We can create an electrode that doesn’t consist of a wide diversity of sites but is a uniform array of a single type of very well-defined sites that can each bind a proton with the same affinity,” Surendranath says. “Since we have these very well-defined sites, what this allowed us to do was really unravel the kinetics of these processes.”

      Using this system, the researchers were able to measure the flow of electrical current to the electrodes, which allowed them to calculate the rate of proton transfer to the oxygen ion at the surface at equilibrium — the state when the rates of proton donation to the surface and proton transfer back to solution from the surface are equal. They found that the pH of the surrounding solution has a significant effect on this rate: The highest rates occurred at the extreme ends of the pH scale — pH 0, the most acidic, and pH 14, the most basic.

      To explain these results, researchers developed a model based on two possible reactions that can occur at the electrode. In the first, hydronium ions (H3O+), which are in high concentration in strongly acidic solutions, deliver protons to the surface oxygen ions, generating water. In the second, water delivers protons to the surface oxygen ions, generating hydroxide ions (OH-), which are in high concentration in strongly basic solutions.

      However, the rate at pH 0 is about four times faster than the rate at pH 14, in part because hydronium gives up protons at a faster rate than water.

      A reaction to reconsider

      The researchers also discovered, to their surprise, that the two reactions have equal rates not at neutral pH 7, where hydronium and hydroxide concentrations are equal, but at pH 10, where the concentration of hydroxide ions is 1 million times that of hydronium. The model suggests this is because the forward reaction involving proton donation from hydronium or water contributes more to the overall rate than the backward reaction involving proton removal by water or hydroxide.

      Existing models of how these reactions occur at electrode surfaces assume that the forward and backward reactions contribute equally to the overall rate, so the new findings suggest that those models may need to be reconsidered, the researchers say.

      “That’s the default assumption, that the forward and reverse reactions contribute equally to the reaction rate,” Surendranath says. “Our finding is really eye-opening because it means that the assumption that people are using to analyze everything from fuel cell catalysis to hydrogen evolution may be something we need to revisit.”

      The researchers are now using their experimental setup to study how adding different types of ions to the electrolyte solution surrounding the electrode may speed up or slow down the rate of proton-coupled electron flow.

      “With our system, we know that our sites are constant and not affecting each other, so we can read out what the change in the solution is doing to the reaction at the surface,” Lewis says.

      The research was funded by the U.S. Department of Energy Office of Basic Energy Sciences. More

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      in Energy

      The future of motorcycles could be hydrogen

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      MIT’s Electric Vehicle Team, which has a long record of building and racing innovative electric vehicles, including cars and motorcycles, in international professional-level competitions, is trying something very different this year: The team is building a hydrogen-powered electric motorcycle, using a fuel cell system, as a testbed for new hydrogen-based transportation.

      The motorcycle successfully underwent its first full test-track demonstration in October. It is designed as an open-source platform that should make it possible to swap out and test a variety of different components, and for others to try their own versions based on plans the team is making freely available online.

      Aditya Mehrotra, who is spearheading the project, is a graduate student working with mechanical engineering professor Alex Slocum, the Walter M. May  and A. Hazel May Chair in Emerging Technologies. Mehrotra was studying energy systems and happened to also really like motorcycles, he says, “so we came up with the idea of a hydrogen-powered bike. We did an evaluation study, and we thought that this could actually work. We [decided to] try to build it.”

      Team members say that while battery-powered cars are a boon for the environment, they still face limitations in range and have issues associated with the mining of lithium and resulting emissions. So, the team was interested in exploring hydrogen-powered vehicles as a clean alternative, allowing for vehicles that could be quickly refilled just like gasoline-powered vehicles.

      Unlike past projects by the team, which has been part of MIT since 2005, this vehicle will not be entering races or competitions but will be presented at a variety of conferences. The team, consisting of about a dozen students, has been working on building the prototype since January 2023. In October they presented the bike at the Hydrogen Americas Summit, and in May they will travel to the Netherlands to present it at the World Hydrogen Summit. In addition to the two hydrogen summits, the team plans to show its bike at the Consumer Electronics Show in Las Vegas this month.

      “We’re hoping to use this project as a chance to start conversations around ‘small hydrogen’ systems that could increase demand, which could lead to the development of more infrastructure,” Mehrotra says. “We hope the project can help find new and creative applications for hydrogen.” In addition to these demonstrations and the online information the team will provide, he adds, they are also working toward publishing papers in academic journals describing their project and lessons learned from it, in hopes of making “an impact on the energy industry.”

      Play video

      For the love of speed: Building a hydrogen-powered motorcycle

      The motorcycle took shape over the course of the year piece by piece. “We got a couple of industry sponsors to donate components like the fuel cell and a lot of the major components of the system,” he says. They also received support from the MIT Energy Initiative, the departments of Mechanical Engineering and Electrical Engineering and Computer Science, and the MIT Edgerton Center.

      Initial tests were conducted on a dynamometer, a kind of instrumented treadmill Mehrotra describes as “basically a mock road.” The vehicle used battery power during its development, until the fuel cell, provided by South Korean company Doosan, could be delivered and installed. The space the group has used to design and build the prototype, the home of the Electric Vehicle Team, is in MIT’s Building N51 and is well set up to do detailed testing of each of the bike’s components as it is developed and integrated.

      Elizabeth Brennan, a senior in mechanical engineering, says she joined the team in January 2023 because she wanted to gain more electrical engineering experience, “and I really fell in love with it.” She says group members “really care and are very excited to be here and work on this bike and believe in the project.”

      Brennan, who is the team’s safety lead, has been learning about the safe handling methods required for the bike’s hydrogen fuel, including the special tanks and connectors needed. The team initially used a commercially available electric motor for the prototype but is now working on an improved version, designed from scratch, she says, “which gives us a lot more flexibility.”

      As part of the project, team members are developing a kind of textbook describing what they did and how they carried out each step in the process of designing and fabricating this hydrogen electric fuel-cell bike. No such motorcycle yet exists as a commercial product, though a few prototypes have been built.

      That kind of guidebook to the process “just doesn’t exist,” Brennan says. She adds that “a lot of the technology development for hydrogen is either done in simulation or is still in the prototype stages, because developing it is expensive, and it’s difficult to test these kinds of systems.” One of the team’s goals for the project is to make everything available as an open-source design, and “we want to provide this bike as a platform for researchers and for education, where researchers can test ideas in both space- and funding-constrained environments.”

      Unlike a design built as a commercial product, Mehrotra says, “our vehicle is fully designed for research, so you can swap components in and out, and get real hardware data on how good your designs are.” That can help people work on implementing their new design ideas and help push the industry forward, he says.

      The few prototypes developed previously by some companies were inefficient and expensive, he says. “So far as we know, we are the first fully open-source, rigorously documented, tested and released-as-a-platform, [fuel cell] motorcycle in the world. No one else has made a motorcycle and tested it to the level that we have, and documented to the point that someone might actually be able to take this and scale it in the future, or use it in research.”

      He adds that “at the moment, this vehicle is affordable for research, but it’s not affordable yet for commercial production because the fuel cell is a very big, expensive component.” Doosan Fuel Cell, which provided the fuel cell for the prototype bike, produces relatively small and lightweight fuel cells mostly for use in drones. The company also produces hydrogen storage and delivery systems.

      The project will continue to evolve, says team member Annika Marschner, a sophomore in mechanical engineering. “It’s sort of an ongoing thing, and as we develop it and make changes, make it a stronger, better bike, it will just continue to grow over the years, hopefully,” she says.

      While the Electric Vehicle Team has until now focused on battery-powered vehicles, Marschner says, “Right now we’re looking at hydrogen because it seems like something that’s been less explored than other technologies for making sustainable transportation. So, it seemed like an exciting thing for us to offer our time and effort to.”

      Making it all work has been a long process. The team is using a frame from a 1999 motorcycle, with many custom-made parts added to support the electric motor, the hydrogen tank, the fuel cell, and the drive train. “Making everything fit in the frame of the bike is definitely something we’ve had to think about a lot because there’s such limited space there. So, it required trying to figure out how to mount things in clever ways so that there are not conflicts,” she says.

      Marschner says, “A lot of people don’t really imagine hydrogen energy being something that’s out there being used on the roads, but the technology does exist.” She points out that Toyota and Hyundai have hydrogen-fueled vehicles on the market, and that some hydrogen fuel stations exist, mostly in California, Japan, and some European countries. But getting access to hydrogen, “for your average consumer on the East Coast, is a huge, huge challenge. Infrastructure is definitely the biggest challenge right now to hydrogen vehicles,” she says.

      She sees a bright future for hydrogen as a clean fuel to replace fossil fuels over time. “I think it has a huge amount of potential,” she says. “I think one of the biggest challenges with moving hydrogen energy forward is getting these demonstration projects actually developed and showing that these things can work and that they can work well. So, we’re really excited to bring it along further.” More

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      in Energy

      Shell joins MIT.nano Consortium

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      MIT.nano has announced that Shell, a global group of energy and petrochemical companies, has joined the MIT.nano Consortium.

      “With an international perspective on the world’s energy challenges, Shell is an exciting addition to the MIT.nano Consortium,” says Vladimir Bulović, the founding faculty director of MIT.nano and the Fariborz Maseeh (1990) Professor of Emerging Technologies. “The quest to build a sustainable energy future will require creative thinking backed by broad and deep expertise that our Shell colleagues bring. They will be insightful collaborators for the MIT community and for our member companies as we work together to explore innovative technology strategies.”

      Founded in 1907 when Shell Transport and Trading Co. merged with Royal Dutch, Shell has more than a century’s worth of experience in the exploration, production, refining, and marketing of oil and natural gas and the manufacturing and marketing of chemicals. Operating in over 70 countries, Shell has set a target to become a net-zero emissions energy business by 2050. To achieve this, Shell is supporting developments of low-carbon energy solutions such as biofuels, hydrogen, charging for electric vehicles, and electricity generated by solar and wind power.

      “In line with our Powering Progress strategy, our research efforts to become a net-zero emission energy company by 2050 will require intense collaboration with academic leaders across a wide range of disciplines,” says Rolf van Benthem, Shell’s chief scientist for materials science. “We look forward to engaging with the top-notch PIs [principal investigators] at MIT.nano who excel in fields like materials design and nanoscale characterization for use in energy applications and carbon utilization. Together we can work on truly sustainable solutions for our society.”

      Shell has been engaged in research collaborations with MIT since 2002 and is a founding member of the MIT Energy Initiative (MITEI). Recent MIT projects supported by Shell include an urban building energy model with the MIT Sustainable Design Laboratory that explores energy-saving building retrofits, a study of the role and impact of hydrogen-based technology pathways with MITEI, and a materials science and engineering project to design better batteries for electric vehicles.

      The MIT.nano Consortium is a platform for academia-industry collaboration centered around research and innovation emerging from nanoscale science and engineering at MIT. Through activities that include quarterly industry consortium meetings, Shell will gain insight into the work of MIT.nano’s community of users and provide advice to help guide and advance nanoscale innovations at MIT alongside the 11 other consortium companies:

      Analog Devices;
      Draper;
      Edwards;
      Fujikura;
      IBM Research;
      Lam Research;
      NC;
      NEC;
      Raith;
      UpNano; and
      Viavi Solutions.
      MIT.nano continues to welcome new companies as sustaining members. For more details, visit the MIT.nano Consortium page. More