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    Reducing carbon emissions from long-haul trucks

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    People around the world rely on trucks to deliver the goods they need, and so-called long-haul trucks play a critical role in those supply chains. In the United States, long-haul trucks moved 71 percent of all freight in 2022. But those long-haul trucks are heavy polluters, especially of the carbon emissions that threaten the global climate. According to U.S. Environmental Protection Agency estimates, in 2022 more than 3 percent of all carbon dioxide (CO2) emissions came from long-haul trucks.The problem is that long-haul trucks run almost exclusively on diesel fuel, and burning diesel releases high levels of CO2 and other carbon emissions. Global demand for freight transport is projected to as much as double by 2050, so it’s critical to find another source of energy that will meet the needs of long-haul trucks while also reducing their carbon emissions. And conversion to the new fuel must not be costly. “Trucks are an indispensable part of the modern supply chain, and any increase in the cost of trucking will be felt universally,” notes William H. Green, the Hoyt Hottel Professor in Chemical Engineering and director of the MIT Energy Initiative.For the past year, Green and his research team have been seeking a low-cost, cleaner alternative to diesel. Finding a replacement is difficult because diesel meets the needs of the trucking industry so well. For one thing, diesel has a high energy density — that is, energy content per pound of fuel. There’s a legal limit on the total weight of a truck and its contents, so using an energy source with a lower weight allows the truck to carry more payload — an important consideration, given the low profit margin of the freight industry. In addition, diesel fuel is readily available at retail refueling stations across the country — a critical resource for drivers, who may travel 600 miles in a day and sleep in their truck rather than returning to their home depot. Finally, diesel fuel is a liquid, so it’s easy to distribute to refueling stations and then pump into trucks.Past studies have examined numerous alternative technology options for powering long-haul trucks, but no clear winner has emerged. Now, Green and his team have evaluated the available options based on consistent and realistic assumptions about the technologies involved and the typical operation of a long-haul truck, and assuming no subsidies to tip the cost balance. Their in-depth analysis of converting long-haul trucks to battery electric — summarized below — found a high cost and negligible emissions gains in the near term. Studies of methanol and other liquid fuels from biomass are ongoing, but already a major concern is whether the world can plant and harvest enough biomass for biofuels without destroying the ecosystem. An analysis of hydrogen — also summarized below — highlights specific challenges with using that clean-burning fuel, which is a gas at normal temperatures.Finally, the team identified an approach that could make hydrogen a promising, low-cost option for long-haul trucks. And, says Green, “it’s an option that most people are probably unaware of.” It involves a novel way of using materials that can pick up hydrogen, store it, and then release it when and where it’s needed to serve as a clean-burning fuel.Defining the challenge: A realistic drive cycle, plus diesel values to beatThe MIT researchers believe that the lack of consensus on the best way to clean up long-haul trucking may have a simple explanation: Different analyses are based on different assumptions about the driving behavior of long-haul trucks. Indeed, some of them don’t accurately represent actual long-haul operations. So the first task for the MIT team was to define a representative — and realistic — “drive cycle” for actual long-haul truck operations in the United States. Then the MIT researchers — and researchers elsewhere — can assess potential replacement fuels and engines based on a consistent set of assumptions in modeling and simulation analyses.To define the drive cycle for long-haul operations, the MIT team used a systematic approach to analyze many hours of real-world driving data covering 58,000 miles. They examined 10 features and identified three — daily range, vehicle speed, and road grade — that have the greatest impact on energy demand and thus on fuel consumption and carbon emissions. The representative drive cycle that emerged covers a distance of 600 miles, an average vehicle speed of 55 miles per hour, and a road grade ranging from negative 6 percent to positive 6 percent.The next step was to generate key values for the performance of the conventional diesel “powertrain,” that is, all the components involved in creating power in the engine and delivering it to the wheels on the ground. Based on their defined drive cycle, the researchers simulated the performance of a conventional diesel truck, generating “benchmarks” for fuel consumption, CO2 emissions, cost, and other performance parameters.Now they could perform parallel simulations — based on the same drive-cycle assumptions — of possible replacement fuels and powertrains to see how the cost, carbon emissions, and other performance parameters would compare to the diesel benchmarks.The battery electric optionWhen considering how to decarbonize long-haul trucks, a natural first thought is battery power. After all, battery electric cars and pickup trucks are proving highly successful. Why not switch to battery electric long-haul trucks? “Again, the literature is very divided, with some studies saying that this is the best idea ever, and other studies saying that this makes no sense,” says Sayandeep Biswas, a graduate student in chemical engineering.To assess the battery electric option, the MIT researchers used a physics-based vehicle model plus well-documented estimates for the efficiencies of key components such as the battery pack, generators, motor, and so on. Assuming the previously described drive cycle, they determined operating parameters, including how much power the battery-electric system needs. From there they could calculate the size and weight of the battery required to satisfy the power needs of the battery electric truck.The outcome was disheartening. Providing enough energy to travel 600 miles without recharging would require a 2 megawatt-hour battery. “That’s a lot,” notes Kariana Moreno Sader, a graduate student in chemical engineering. “It’s the same as what two U.S. households consume per month on average.” And the weight of such a battery would significantly reduce the amount of payload that could be carried. An empty diesel truck typically weighs 20,000 pounds. With a legal limit of 80,000 pounds, there’s room for 60,000 pounds of payload. The 2 MWh battery would weigh roughly 27,000 pounds — significantly reducing the allowable capacity for carrying payload.Accounting for that “payload penalty,” the researchers calculated that roughly four electric trucks would be required to replace every three of today’s diesel-powered trucks. Furthermore, each added truck would require an additional driver. The impact on operating expenses would be significant.Analyzing the emissions reductions that might result from shifting to battery electric long-haul trucks also brought disappointing results. One might assume that using electricity would eliminate CO2 emissions. But when the researchers included emissions associated with making that electricity, that wasn’t true.“Battery electric trucks are only as clean as the electricity used to charge them,” notes Moreno Sader. Most of the time, drivers of long-haul trucks will be charging from national grids rather than dedicated renewable energy plants. According to Energy Information Agency statistics, fossil fuels make up more than 60 percent of the current U.S. power grid, so electric trucks would still be responsible for significant levels of carbon emissions. Manufacturing batteries for the trucks would generate additional CO2 emissions.Building the charging infrastructure would require massive upfront capital investment, as would upgrading the existing grid to reliably meet additional energy demand from the long-haul sector. Accomplishing those changes would be costly and time-consuming, which raises further concern about electrification as a means of decarbonizing long-haul freight.In short, switching today’s long-haul diesel trucks to battery electric power would bring major increases in costs for the freight industry and negligible carbon emissions benefits in the near term. Analyses assuming various types of batteries as well as other drive cycles produced comparable results.However, the researchers are optimistic about where the grid is going in the future. “In the long term, say by around 2050, emissions from the grid are projected to be less than half what they are now,” says Moreno Sader. “When we do our calculations based on that prediction, we find that emissions from battery electric trucks would be around 40 percent lower than our calculated emissions based on today’s grid.”For Moreno Sader, the goal of the MIT research is to help “guide the sector on what would be the best option.” With that goal in mind, she and her colleagues are now examining the battery electric option under different scenarios — for example, assuming battery swapping (a depleted battery isn’t recharged but replaced by a fully charged one), short-haul trucking, and other applications that might produce a more cost-competitive outcome, even for the near term.A promising option: hydrogenAs the world looks to get off reliance on fossil fuels for all uses, much attention is focusing on hydrogen. Could hydrogen be a good alternative for today’s diesel-burning long-haul trucks?To find out, the MIT team performed a detailed analysis of the hydrogen option. “We thought that hydrogen would solve a lot of the problems we had with battery electric,” says Biswas. It doesn’t have associated CO2 emissions. Its energy density is far higher, so it doesn’t create the weight problem posed by heavy batteries. In addition, existing compression technology can get enough hydrogen fuel into a regular-sized tank to cover the needed distance and range. “You can actually give drivers the range they want,” he says. “There’s no issue with ‘range anxiety.’”But while using hydrogen for long-haul trucking would reduce carbon emissions, it would cost far more than diesel. Based on their detailed analysis of hydrogen, the researchers concluded that the main source of incurred cost is in transporting it. Hydrogen can be made in a chemical facility, but then it needs to be distributed to refueling stations across the country. Conventionally, there have been two main ways of transporting hydrogen: as a compressed gas and as a cryogenic liquid. As Biswas notes, the former is “super high pressure,” and the latter is “super cold.” The researchers’ calculations show that as much as 80 percent of the cost of delivered hydrogen is due to transportation and refueling, plus there’s the need to build dedicated refueling stations that can meet new environmental and safety standards for handling hydrogen as a compressed gas or a cryogenic liquid.Having dismissed the conventional options for shipping hydrogen, they turned to a less-common approach: transporting hydrogen using “liquid organic hydrogen carriers” (LOHCs), special organic (carbon-containing) chemical compounds that can under certain conditions absorb hydrogen atoms and under other conditions release them.LOHCs are in use today to deliver small amounts of hydrogen for commercial use. Here’s how the process works: In a chemical plant, the carrier compound is brought into contact with hydrogen in the presence of a catalyst under elevated temperature and pressure, and the compound picks up the hydrogen. The “hydrogen-loaded” compound — still a liquid — is then transported under atmospheric conditions. When the hydrogen is needed, the compound is again exposed to a temperature increase and a different catalyst, and the hydrogen is released.LOHCs thus appear to be ideal hydrogen carriers for long-haul trucking. They’re liquid, so they can easily be delivered to existing refueling stations, where the hydrogen would be released; and they contain at least as much energy per gallon as hydrogen in a cryogenic liquid or compressed gas form. However, a detailed analysis of using hydrogen carriers showed that the approach would decrease emissions but at a considerable cost.The problem begins with the “dehydrogenation” step at the retail station. Releasing the hydrogen from the chemical carrier requires heat, which is generated by burning some of the hydrogen being carried by the LOHC. The researchers calculate that getting the needed heat takes 36 percent of that hydrogen. (In theory, the process would take only 27 percent — but in reality, that efficiency won’t be achieved.) So out of every 100 units of starting hydrogen, 36 units are now gone.But that’s not all. The hydrogen that comes out is at near-ambient pressure. So the facility dispensing the hydrogen will need to compress it — a process that the team calculates will use up 20-30 percent of the starting hydrogen.Because of the needed heat and compression, there’s now less than half of the starting hydrogen left to be delivered to the truck — and as a result, the hydrogen fuel becomes twice as expensive. The bottom line is that the technology works, but “when it comes to really beating diesel, the economics don’t work. It’s quite a bit more expensive,” says Biswas. In addition, the refueling stations would require expensive compressors and auxiliary units such as cooling systems. The capital investment and the operating and maintenance costs together imply that the market penetration of hydrogen refueling stations will be slow.A better strategy: onboard release of hydrogen from LOHCsGiven the potential benefits of using of LOHCs, the researchers focused on how to deal with both the heat needed to release the hydrogen and the energy needed to compress it. “That’s when we had the idea,” says Biswas. “Instead of doing the dehydrogenation [hydrogen release] at the refueling station and then loading the truck with hydrogen, why don’t we just take the LOHC and load that onto the truck?” Like diesel, LOHC is a liquid, so it’s easily transported and pumped into trucks at existing refueling stations. “We’ll then make hydrogen as it’s needed based on the power demands of the truck — and we can capture waste heat from the engine exhaust and use it to power the dehydrogenation process,” says Biswas.In their proposed plan, hydrogen-loaded LOHC is created at a chemical “hydrogenation” plant and then delivered to a retail refueling station, where it’s pumped into a long-haul truck. Onboard the truck, the loaded LOHC pours into the fuel-storage tank. From there it moves to the “dehydrogenation unit” — the reactor where heat and a catalyst together promote chemical reactions that separate the hydrogen from the LOHC. The hydrogen is sent to the powertrain, where it burns, producing energy that propels the truck forward.Hot exhaust from the powertrain goes to a “heat-integration unit,” where its waste heat energy is captured and returned to the reactor to help encourage the reaction that releases hydrogen from the loaded LOHC. The unloaded LOHC is pumped back into the fuel-storage tank, where it’s kept in a separate compartment to keep it from mixing with the loaded LOHC. From there, it’s pumped back into the retail refueling station and then transported back to the hydrogenation plant to be loaded with more hydrogen.Switching to onboard dehydrogenation brings down costs by eliminating the need for extra hydrogen compression and by using waste heat in the engine exhaust to drive the hydrogen-release process. So how does their proposed strategy look compared to diesel? Based on a detailed analysis, the researchers determined that using their strategy would be 18 percent more expensive than using diesel, and emissions would drop by 71 percent.But those results need some clarification. The 18 percent cost premium of using LOHC with onboard hydrogen release is based on the price of diesel fuel in 2020. In spring of 2023 the price was about 30 percent higher. Assuming the 2023 diesel price, the LOHC option is actually cheaper than using diesel.Both the cost and emissions outcomes are affected by another assumption: the use of “blue hydrogen,” which is hydrogen produced from natural gas with carbon capture and storage. Another option is to assume the use of “green hydrogen,” which is hydrogen produced using electricity generated from renewable sources, such as wind and solar. Green hydrogen is much more expensive than blue hydrogen, so then the costs would increase dramatically.If in the future the price of green hydrogen drops, the researchers’ proposed plan would shift to green hydrogen — and then the decline in emissions would no longer be 71 percent but rather close to 100 percent. There would be almost no emissions associated with the researchers’ proposed plan for using LHOCs with onboard hydrogen release.Comparing the options on cost and emissionsTo compare the options, Moreno Sader prepared bar charts showing the per-mile cost of shipping by truck in the United States and the CO2 emissions that result using each of the fuels and approaches discussed above: diesel fuel, battery electric, hydrogen as a cryogenic liquid or compressed gas, and LOHC with onboard hydrogen release. The LOHC strategy with onboard dehydrogenation looked promising on both the cost and the emissions charts. In addition to such quantitative measures, the researchers believe that their strategy addresses two other, less-obvious challenges in finding a less-polluting fuel for long-haul trucks.First, the introduction of the new fuel and trucks to use it must not disrupt the current freight-delivery setup. “You have to keep the old trucks running while you’re introducing the new ones,” notes Green. “You cannot have even a day when the trucks aren’t running because it’d be like the end of the economy. Your supermarket shelves would all be empty; your factories wouldn’t be able to run.” The researchers’ plan would be completely compatible with the existing diesel supply infrastructure and would require relatively minor retrofits to today’s long-haul trucks, so the current supply chains would continue to operate while the new fuel and retrofitted trucks are introduced.Second, the strategy has the potential to be adopted globally. Long-haul trucking is important in other parts of the world, and Moreno Sader thinks that “making this approach a reality is going to have a lot of impact, not only in the United States but also in other countries,” including her own country of origin, Colombia. “This is something I think about all the time.” The approach is compatible with the current diesel infrastructure, so the only requirement for adoption is to build the chemical hydrogenation plant. “And I think the capital expenditure related to that will be less than the cost of building a new fuel-supply infrastructure throughout the country,” says Moreno Sader.Testing in the lab“We’ve done a lot of simulations and calculations to show that this is a great idea,” notes Biswas. “But there’s only so far that math can go to convince people.” The next step is to demonstrate their concept in the lab.To that end, the researchers are now assembling all the core components of the onboard hydrogen-release reactor as well as the heat-integration unit that’s key to transferring heat from the engine exhaust to the hydrogen-release reactor. They estimate that this spring they’ll be ready to demonstrate their ability to release hydrogen and confirm the rate at which it’s formed. And — guided by their modeling work — they’ll be able to fine-tune critical components for maximum efficiency and best performance.The next step will be to add an appropriate engine, specially equipped with sensors to provide the critical readings they need to optimize the performance of all their core components together. By the end of 2024, the researchers hope to achieve their goal: the first experimental demonstration of a power-dense, robust onboard hydrogen-release system with highly efficient heat integration.In the meantime, they believe that results from their work to date should help spread the word, bringing their novel approach to the attention of other researchers and experts in the trucking industry who are now searching for ways to decarbonize long-haul trucking.Financial support for development of the representative drive cycle and the diesel benchmarks as well as the analysis of the battery electric option was provided by the MIT Mobility Systems Center of the MIT Energy Initiative. Analysis of LOHC-powered trucks with onboard dehydrogenation was supported by the MIT Climate and Sustainability Consortium. Sayandeep Biswas is supported by a fellowship from the Martin Family Society of Fellows for Sustainability, and Kariana Moreno Sader received fellowship funding from MathWorks through the MIT School of Science. More

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      School of Engineering welcomes new faculty

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      The School of Engineering welcomes 15 new faculty members across six of its academic departments. This new cohort of faculty members, who have either recently started their roles at MIT or will start within the next year, conduct research across a diverse range of disciplines.Many of these new faculty specialize in research that intersects with multiple fields. In addition to positions in the School of Engineering, a number of these faculty have positions at other units across MIT. Faculty with appointments in the Department of Electrical Engineering and Computer Science (EECS) report into both the School of Engineering and the MIT Stephen A. Schwarzman College of Computing. This year, new faculty also have joint appointments between the School of Engineering and the School of Humanities, Arts, and Social Sciences and the School of Science.“I am delighted to welcome this cohort of talented new faculty to the School of Engineering,” says Anantha Chandrakasan, chief innovation and strategy officer, dean of engineering, and Vannevar Bush Professor of Electrical Engineering and Computer Science. “I am particularly struck by the interdisciplinary approach many of these new faculty take in their research. They are working in areas that are poised to have tremendous impact. I look forward to seeing them grow as researchers and educators.”The new engineering faculty include:Stephen Bates joined the Department of Electrical Engineering and Computer Science as an assistant professor in September 2023. He is also a member of the Laboratory for Information and Decision Systems (LIDS). Bates uses data and AI for reliable decision-making in the presence of uncertainty. In particular, he develops tools for statistical inference with AI models, data impacted by strategic behavior, and settings with distribution shift. Bates also works on applications in life sciences and sustainability. He previously worked as a postdoc in the Statistics and EECS departments at the University of California at Berkeley (UC Berkeley). Bates received a BS in statistics and mathematics at Harvard University and a PhD from Stanford University.Abigail Bodner joined the Department of EECS and Department of Earth, Atmospheric and Planetary Sciences as an assistant professor in January. She is also a member of the LIDS. Bodner’s research interests span climate, physical oceanography, geophysical fluid dynamics, and turbulence. Previously, she worked as a Simons Junior Fellow at the Courant Institute of Mathematical Sciences at New York University. Bodner received her BS in geophysics and mathematics and MS in geophysics from Tel Aviv University, and her SM in applied mathematics and PhD from Brown University.Andreea Bobu ’17 will join the Department of Aeronautics and Astronautics as an assistant professor in July. Her research sits at the intersection of robotics, mathematical human modeling, and deep learning. Previously, she was a research scientist at the Boston Dynamics AI Institute, focusing on how robots and humans can efficiently arrive at shared representations of their tasks for more seamless and reliable interactions. Bobu earned a BS in computer science and engineering from MIT and a PhD in electrical engineering and computer science from UC Berkeley.Suraj Cheema will join the Department of Materials Science and Engineering, with a joint appointment in the Department of EECS, as an assistant professor in July. His research explores atomic-scale engineering of electronic materials to tackle challenges related to energy consumption, storage, and generation, aiming for more sustainable microelectronics. This spans computing and energy technologies via integrated ferroelectric devices. He previously worked as a postdoc at UC Berkeley. Cheema earned a BS in applied physics and applied mathematics from Columbia University and a PhD in materials science and engineering from UC Berkeley.Samantha Coday joins the Department of EECS as an assistant professor in July. She will also be a member of the MIT Research Laboratory of Electronics. Her research interests include ultra-dense power converters enabling renewable energy integration, hybrid electric aircraft and future space exploration. To enable high-performance converters for these critical applications her research focuses on the optimization, design, and control of hybrid switched-capacitor converters. Coday earned a BS in electrical engineering and mathematics from Southern Methodist University and an MS and a PhD in electrical engineering and computer science from UC Berkeley.Mitchell Gordon will join the Department of EECS as an assistant professor in July. He will also be a member of the MIT Computer Science and Artificial Intelligence Laboratory. In his research, Gordon designs interactive systems and evaluation approaches that bridge principles of human-computer interaction with the realities of machine learning. He currently works as a postdoc at the University of Washington. Gordon received a BS from the University of Rochester, and MS and PhD from Stanford University, all in computer science.Kaiming He joined the Department of EECS as an associate professor in February. He will also be a member of the MIT Computer Science and Artificial Intelligence Laboratory (CSAIL). His research interests cover a wide range of topics in computer vision and deep learning. He is currently focused on building computer models that can learn representations and develop intelligence from and for the complex world. Long term, he hopes to augment human intelligence with improved artificial intelligence. Before joining MIT, He was a research scientist at Facebook AI. He earned a BS from Tsinghua University and a PhD from the Chinese University of Hong Kong.Anna Huang SM ’08 will join the departments of EECS and Music and Theater Arts as assistant professor in September. She will help develop graduate programming focused on music technology. Previously, she spent eight years with Magenta at Google Brain and DeepMind, spearheading efforts in generative modeling, reinforcement learning, and human-computer interaction to support human-AI partnerships in music-making. She is the creator of Music Transformer and Coconet (which powered the Bach Google Doodle). She was a judge and organizer for the AI Song Contest. Anna holds a Canada CIFAR AI Chair at Mila, a BM in music composition, and BS in computer science from the University of Southern California, an MS from the MIT Media Lab, and a PhD from Harvard University.Yael Kalai PhD ’06 will join the Department of EECS as a professor in September. She is also a member of CSAIL. Her research interests include cryptography, the theory of computation, and security and privacy. Kalai currently focuses on both the theoretical and real-world applications of cryptography, including work on succinct and easily verifiable non-interactive proofs. She received her bachelor’s degree from the Hebrew University of Jerusalem, a master’s degree at the Weizmann Institute of Science, and a PhD from MIT.Sendhil Mullainathan will join the departments of EECS and Economics as a professor in July. His research uses machine learning to understand complex problems in human behavior, social policy, and medicine. Previously, Mullainathan spent five years at MIT before joining the faculty at Harvard in 2004, and then the University of Chicago in 2018. He received his BA in computer science, mathematics, and economics from Cornell University and his PhD from Harvard University.Alex Rives will join the Department of EECS as an assistant professor in September, with a core membership in the Broad Institute of MIT and Harvard. In his research, Rives is focused on AI for scientific understanding, discovery, and design for biology. Rives worked with Meta as a New York University graduate student, where he founded and led the Evolutionary Scale Modeling team that developed large language models for proteins. Rives received his BS in philosophy and biology from Yale University and is completing his PhD in computer science at NYU.Sungho Shin will join the Department of Chemical Engineering as an assistant professor in July. His research interests include control theory, optimization algorithms, high-performance computing, and their applications to decision-making in complex systems, such as energy infrastructures. Shin is a postdoc at the Mathematics and Computer Science Division at Argonne National Laboratory. He received a BS in mathematics and chemical engineering from Seoul National University and a PhD in chemical engineering from the University of Wisconsin-Madison.Jessica Stark joined the Department of Biological Engineering as an assistant professor in January. In her research, Stark is developing technologies to realize the largely untapped potential of cell-surface sugars, called glycans, for immunological discovery and immunotherapy. Previously, Stark was an American Cancer Society postdoc at Stanford University. She earned a BS in chemical and biomolecular engineering from Cornell University and a PhD in chemical and biological engineering at Northwestern University.Thomas John “T.J.” Wallin joined the Department of Materials Science and Engineering as an assistant professor in January. As a researcher, Wallin’s interests lay in advanced manufacturing of functional soft matter, with an emphasis on soft wearable technologies and their applications in human-computer interfaces. Previously, he was a research scientist at Meta’s Reality Labs Research working in their haptic interaction team. Wallin earned a BS in physics and chemistry from the College of William and Mary, and an MS and PhD in materials science and engineering from Cornell University.Gioele Zardini joined the Department of Civil and Environmental Engineering as an assistant professor in September. He will also join LIDS and the Institute for Data, Systems, and Society. Driven by societal challenges, Zardini’s research interests include the co-design of sociotechnical systems, compositionality in engineering, applied category theory, decision and control, optimization, and game theory, with society-critical applications to intelligent transportation systems, autonomy, and complex networks and infrastructures. He received his BS, MS, and PhD in mechanical engineering with a focus on robotics, systems, and control from ETH Zurich, and spent time at MIT, Stanford University, and Motional. More

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      MIT scholars will take commercial break with entrepreneurial scholarship

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      Two MIT scholars, each with a strong entrepreneurial drive, have received 2024 Kavanaugh Fellowship awards, advancing their quest to turn pioneering research into profitable commercial enterprises.The Kavanaugh Translational Fellows Program gives scholars training to lead organizations that will bring their research to market. PhD candidates Grant Knappe and Arjav Shah are this year’s recipients. Knappe is developing a drug delivery platform for an emerging class of medicines called nucleic acid therapeutics. Shah is using hydrogel microparticles to clean up water polluted by heavy metals and other contaminants.Knappe and Shah will begin their fellowship with years of entrepreneurial expertise under their belts. They’ve developed and refined their business plans through MIT’s innovation ecosystem, including the Sandbox, the Legatum Center, the Venture Mentoring Service, the National Science Foundation’s I-Corps Program, and Blueprint by The Engine. Now, the yearlong Kavanaugh Fellowship will give the scholars time to focus exclusively on testing their business plans and exercising decision-making skills — critical to startup success — with the guidance of MIT mentors.“It’s a testament to the support and direction they’ve received from the MIT community that their entrepreneurial aspirations have evolved and matured over time,” says Michael J. Cima, program director for the Kavanaugh program and the David H. Koch Professor of Engineering in the Department of Materials Science and Engineering.Founded in 2016, the Kavanaugh program was instrumental in helping past fellows launch several robust startups, including low-carbon cement manufacturer Sublime Systems and SiTration, which is using a new type of filtration membrane to extract critical materials such as lithium.A safer way to deliver breakthrough medicinesNucleic acid therapeutics, including mRNA and CRISPR, are disrupting today’s clinical landscape thanks to their promise of targeting disease treatment according to genetic blueprints. But the first methods of delivering these molecules to the body used viruses as their transport, raising patient safety concerns.“Humans have figured out how to engineer certain viruses found in nature to deliver specific cargoes [for disease treatment],” says Knappe. “But because they look like viruses, the human immune system sees them as a danger signal and creates an immune reaction that can be harmful to patients.”Given the safety profile issues of viral delivery, researchers turned to non-viral technologies that use lipid nanoparticle technology, a mixture of different lipid-like materials, assembled into particles to protect the mRNA therapeutic from getting degraded before it reaches a cell of interest. “Because they don’t look like viruses there, the immune system generally tolerates them,” adds Knappe.Recent data show lipid nanoparticles can now target the lung, opening the potential for novel treatments of deadly cancers and other diseases.Knappe’s work in MIT’s Bathe BioNanoLab focused on building such a non-viral delivery platform based on a different technology: nucleic acid nanoparticles, which combine the attractive components of both viral and non-viral systems. Knappe will spend his Kavanaugh Fellowship year developing proof-of-concept data for his drug delivery method and building the team and funding needed to commercialize the technology.A PhD candidate in the Department of Chemical Engineering (ChemE), Knappe was initially attracted to MIT because of its intellectual openness. “You can work with any faculty member in other departments. I wasn’t restricted to the chemical engineering faculty,” says Knappe, whose supervisor, Professor Mark Bathe, is in the Department of Biological Engineering.Knappe, who is from New Jersey, welcomes the challenges that will come in his Kavanaugh year, including the need to pinpoint the right story that will convince venture capitalists and other funders to bet on his technology. Attracting talent is also top of mind. “How do you convince really talented people that have a lot of opportunities to work on what you work on? Building the first team is going to be critical,” he says. The network Knappe has been building in his years at MIT is paying dividends now.Targeting “forever chemicals” in waterThat network includes Shah. The two fellows met when they worked on the MIT Science Policy Review, a student-run journal concerned with the intersection of science, technology, and policy. Knappe and Shah did not compete directly academically but used their biweekly coffee walks as a welcome sounding board. Naturally, they were pleased when they found out they had both been chosen for the Kavanaugh Fellowship. So far, they have been too busy to celebrate over a beer.“We are good collaborators with research, as well,” says Shah. “Now we’re going on this entrepreneurial journey together. It’s been exciting.”Shah is a PhD candidate in ChemE’s Chemical Engineering Practice program. He got interested in the global imperative for cleaner water at a young age. His hometown of Surat is the heart of India’s textile industry. “Growing up, it wasn’t hard to see the dye-colored water flowing into your rivers and streams,” Shah says. “Playing a role in fostering positive change in water treatment fills me with a profound sense of purpose.”Shah’s work, broadly, is to clean toxic chemicals called micropollutants from water in an efficient and sustainable manner. “It’s humanly impossible to turn a blind eye to our water problems,” he says, which can be categorized as accessibility, availability, and quality. Water problems are global and complex, not just because of the technological challenges but also sociopolitical ones, he adds.Manufactured chemicals called per- and polyfluoroalkyl substances (PFAS), or “forever chemicals,” are in the news these days. PFAS, which go into making nonstick cookware and waterproof clothing, are just one of more than 10,000 such emerging contaminants that have leached into water streams. “These are extremely difficult to remove using existing systems because of their chemical diversity and low concentrations,” Shah says. “The concentrations are akin to dropping an aspirin tablet in an Olympic-sized swimming pool.” But no less toxic for that.In the lab at MIT, Shah is working with Devashish Gokhale, a fellow PhD student, and Patrick S. Doyle, the Robert T. Haslam (1911) Professor of Chemical Engineering, to commercialize an innovative microparticle technology, hydroGel, to remove these micropollutants in an effective, facile, and sustainable manner. Hydrogels are a broad class of polymer materials that can hold large quantities of water.“Our materials are like Boba beads. We are trying to save the world with our Boba beads,” says Shah with a laugh. “And we have functionalized these particles with tunable chemistries to target different micropollutants in a single unit operation.”Due to its outsized environmental impact, industrial water is the first application Shah is targeting. Today, wastewater treatment emits more than 3 percent of global carbon dioxide emissions, which is more than the shipping industry’s emissions, for example. The current state of the art for removing micropollutants in the industry is to use activated carbon filters. “[This technology] comes from coal, so it’s unsustainable,” Shah says. And the activated carbon filters are hard to reuse. “Our particles are reusable, theoretically infinitely.”“I’m very excited to be able to take advantage of the mentorship we have from the Kavanaugh team to take this technology to its next inflection point, so that we are ready to go out in the market and start making a huge impact,” he says.A dream communityShah and Knappe have become adept at navigating the array of support and mentorship opportunities MIT has to offer. Shah worked with a small team of seasoned professionals in the water space from the MIT Venture Mentoring Service. “They’ve helped us every step of the way as we think about commercializing the technology,” he says.Shah worked with MIT Sandbox, which provides a seed grant to help find the right product-market fit. He is also a fellow with the Legatum Center for Development and Entrepreneurship, which focuses on entrepreneurship in emerging countries in growth markets.“We’re exploring the potential for this technology and its application in a lot of different markets, including India. Because that’s close to my heart,” Shah says. “The Legatum community has been unique, where you can have those extremely hard conversations, confront yourself with those fears, and then talk it out with the group of fellows.”The Abdul Latif Jameel Water and Food Systems Lab, or J-WAFS, has been an integral part of Shah’s journey with research and commercialization support through its Solutions Grant and a travel award to the Stockholm World Water Week in August 2023.Knappe has also taken advantage of many innovation programs, including MIT’s Blueprint by the Engine, which helps researchers explore commercial opportunities of their work, plus programs outside of MIT but with strong on-campus ties such as Nucleate Activator and Frequency Bio.It was during one of these programs that he was inspired by two postdocs working in Bathe’s lab and spinning out biotech startups from their research, Floris Engelhardt and James Banal. Engelhardt helped spearhead Kano Therapeutics, and Banal launched Cache DNA.“I was passively absorbing and watching everything that they were going through and what they were excited about and challenged with. I still talk to them pretty regularly to this day,” Knappe says. “It’s been really great to have them as continual mentors, throughout my PhD and as I transition out of the lab.”Shah says he is grateful not only for being selected for the Kavanaugh Fellowship but to MIT as a community. “MIT has been more than a dream come true,” he says. He will have the opportunity to explore a different side of the institution as he enters the MBA program at MIT Sloan School of Management this fall. Shah expects this program, along with his Kavanaugh training, will supply the skills he needs to scale the business so it can make a difference in the world.“I always keep coming back to the question ‘How does what I do matter to the person on the street?’ This guides me to look at the bigger picture, to contextualize my research to solving important problems,” Shah says. “So many great technologies are being worked on each day, but only a minuscule fraction make it to the market.”Knappe is equally dedicated to serving a larger purpose. “With the right infrastructure, between basic fundamental science, conducted in academia, funded by government, and then translated by companies, we can make products that could improve everyone’s life across the world,” he says.Past Kavanaugh Fellows are credited with spearheading commercial outfits that have indeed made a difference. This year’s fellows are poised to follow their lead. But first they will have that beer together to celebrate. More

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      in Security

      Researchers develop a detector for continuously monitoring toxic gases

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      Most systems used to detect toxic gases in industrial or domestic settings can be used only once, or at best a few times. Now, researchers at MIT have developed a detector that could provide continuous monitoring for the presence of these gases, at low cost.The new system combines two existing technologies, bringing them together in a way that preserves the advantages of each while avoiding their limitations. The team used a material called a metal-organic framework, or MOF, which is highly sensitive to tiny traces of gas but whose performance quickly degrades, and combined it with a polymer material that is highly durable and easier to process, but much less sensitive.The results are reported today in the journal Advanced Materials, in a paper by MIT professors Aristide Gumyusenge, Mircea Dinca, Heather Kulik, and Jesus del Alamo, graduate student Heejung Roh, and postdocs Dong-Ha Kim, Yeongsu Cho, and Young-Moo Jo.Highly porous and with large surface areas, MOFs come in a variety of compositions. Some can be insulators, but the ones used for this work are highly electrically conductive. With their sponge-like form, they are effective at capturing molecules of various gases, and the sizes of their pores can be tailored to make them selective for particular kinds of gases. “If you are using them as a sensor, you can recognize if the gas is there if it has an effect on the resistivity of the MOF,” says Gumyusenge, the paper’s senior author and the Merton C. Flemings Career Development Assistant Professor of Materials Science and Engineering.The drawback for these materials’ use as detectors for gases is that they readily become saturated, and then can no longer detect and quantify new inputs. “That’s not what you want. You want to be able to detect and reuse,” Gumyusenge says. “So, we decided to use a polymer composite to achieve this reversibility.”The team used a class of conductive polymers that Gumyusenge and his co-workers had previously shown can respond to gases without permanently binding to them. “The polymer, even though it doesn’t have the high surface area that the MOFs do, will at least provide this recognize-and-release type of phenomenon,” he says.The team combined the polymers in a liquid solution along with the MOF material in powdered form, and deposited the mixture on a substrate, where they dry into a uniform, thin coating. By combining the polymer, with its quick detection capability, and the more sensitive MOFs, in a one-to-one ratio, he says, “suddenly we get a sensor that has both the high sensitivity we get from the MOF and the reversibility that is enabled by the presence of the polymer.”The material changes its electrical resistance when molecules of the gas are temporarily trapped in the material. These changes in resistance can be continuously monitored by simply attaching an ohmmeter to track the resistance over time. Gumyusenge and his students demonstrated the composite material’s ability to detect nitrogen dioxide, a toxic gas produced by many kinds of combustion, in a small lab-scale device. After 100 cycles of detection, the material was still maintaining its baseline performance within a margin of about 5 to 10 percent, demonstrating its long-term use potential.In addition, this material has far greater sensitivity than most presently used detectors for nitrogen dioxide, the team reports. This gas is often detected after the use of stove ovens. And, with this gas recently linked to many asthma cases in the U.S., reliable detection in low concentrations is important. The team demonstrated that this new composite could detect, reversibly, the gas at concentrations as low as 2 parts per million.While their demonstration was specifically aimed at nitrogen dioxide, Gumyusenge says, “we can definitely tailor the chemistry to target other volatile molecules,” as long as they are small polar analytes, “which tend to be most of the toxic gases.”Besides being compatible with a simple hand-held detector or a smoke-alarm type of device, one advantage of the material is that the polymer allows it to be deposited as an extremely thin uniform film, unlike regular MOFs, which are generally in an inefficient powder form. Because the films are so thin, there is little material needed and production material costs could be low; the processing methods could be typical of those used for industrial coating processes. “So, maybe the limiting factor will be scaling up the synthesis of the polymers, which we’ve been synthesizing in small amounts,” Gumyusenge says.“The next steps will be to evaluate these in real-life settings,” he says. For example, the material could be applied as a coating on chimneys or exhaust pipes to continuously monitor gases through readings from an attached resistance monitoring device. In such settings, he says, “we need tests to check if we truly differentiate it from other potential contaminants that we might have overlooked in the lab setting. Let’s put the sensors out in real-world scenarios and see how they do.”The work was supported by the MIT Climate and Sustainability Consortium (MCSC), the Abdul Latif Jameel Water and Food Systems Lab (J-WAFS) at MIT, and the U.S. Department of Energy. More

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      Repurposed beer yeast may offer a cost-effective way to remove lead from water

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      Every year, beer breweries generate and discard thousands of tons of surplus yeast. Researchers from MIT and Georgia Tech have now come up with a way to repurpose that yeast to absorb lead from contaminated water.Through a process called biosorption, yeast can quickly absorb even trace amounts of lead and other heavy metals from water. The researchers showed that they could package the yeast inside hydrogel capsules to create a filter that removes lead from water. Because the yeast cells are encapsulated, they can be easily removed from the water once it’s ready to drink.“We have the hydrogel surrounding the free yeast that exists in the center, and this is porous enough to let water come in, interact with yeast as if they were freely moving in water, and then come out clean,” says Patricia Stathatou, a former postdoc at the MIT Center for Bits and Atoms, who is now a research scientist at Georgia Tech and an incoming assistant professor at Georgia Tech’s School of Chemical and Biomolecular Engineering. “The fact that the yeast themselves are bio-based, benign, and biodegradable is a significant advantage over traditional technologies.”The researchers envision that this process could be used to filter drinking water coming out of a faucet in homes, or scaled up to treat large quantities of water at treatment plants.MIT graduate student Devashish Gokhale and Stathatou are the lead authors of the study, which appears today in the journal RSC Sustainability. Patrick Doyle, the Robert T. Haslam Professor of Chemical Engineering at MIT, is the senior author of the paper, and Christos Athanasiou, an assistant professor of aerospace engineering at Georgia Tech and a former visiting scholar at MIT, is also an author.Absorbing leadThe new study builds on work that Stathatou and Athanasiou began in 2021, when Athanasiou was a visiting scholar at MIT’s Center for Bits and Atoms. That year, they calculated that waste yeast discarded from a single brewery in Boston would be enough to treat the city’s entire water supply.Through biosorption, a process that is not fully understood, yeast cells can bind to and absorb heavy metal ions, even at challenging initial concentrations below 1 part per million. The MIT team found that this process could effectively decontaminate water with low concentrations of lead. However, one key obstacle remained, which was how to remove yeast from the water after they absorb the lead.In a serendipitous coincidence, Stathatou and Athanasiou happened to present their research at the AIChE Annual Meeting in Boston in 2021, where Gokhale, a student in Doyle’s lab, was presenting his own research on using hydrogels to capture micropollutants in water. The two sets of researchers decided to join forces and explore whether the yeast-based strategy could be easier to scale up if the yeast were encapsulated in hydrogels developed by Gokhale and Doyle.“What we decided to do was make these hollow capsules — something like a multivitamin pill, but instead of filling them up with vitamins, we fill them up with yeast cells,” Gokhale says. “These capsules are porous, so the water can go into the capsules and the yeast are able to bind all of that lead, but the yeast themselves can’t escape into the water.”The capsules are made from a polymer called polyethylene glycol (PEG), which is widely used in medical applications. To form the capsules, the researchers suspend freeze-dried yeast in water, then mix them with the polymer subunits. When UV light is shone on the mixture, the polymers link together to form capsules with yeast trapped inside.Each capsule is about half a millimeter in diameter. Because the hydrogels are very thin and porous, water can easily pass through and encounter the yeast inside, while the yeast remain trapped.In this study, the researchers showed that the encapsulated yeast could remove trace lead from water just as rapidly as the unencapsulated yeast from Stathatou and Athanasiou’s original 2021 study.Scaling upLed by Athanasiou, the researchers tested the mechanical stability of the hydrogel capsules and found that the capsules and the yeast inside can withstand forces similar to those generated by water running from a faucet. They also calculated that the yeast-laden capsules should be able to withstand forces generated by flows in water treatment plants serving several hundred residences.“Lack of mechanical robustness is a common cause of failure of previous attempts to scale-up biosorption using immobilized cells; in our work we wanted to make sure that this aspect is thoroughly addressed from the very beginning to ensure scalability,” Athanasiou says.After assessing the mechanical robustness of the yeast-laden capsules, the researchers constructed a proof-of-concept packed-bed biofilter, capable of treating trace lead-contaminated water and meeting U.S. Environmental Protection Agency drinking water guidelines while operating continuously for 12 days.This process would likely consume less energy than existing physicochemical processes for removing trace inorganic compounds from water, such as precipitation and membrane filtration, the researchers say.This approach, rooted in circular economy principles, could minimize waste and environmental impact while also fostering economic opportunities within local communities. Although numerous lead contamination incidents have been reported in various locations in the United States, this approach could have an especially significant impact in low-income areas that have historically faced environmental pollution and limited access to clean water, and may not be able to afford other ways to remediate it, the researchers say.“We think that there’s an interesting environmental justice aspect to this, especially when you start with something as low-cost and sustainable as yeast, which is essentially available anywhere,” Gokhale says.The researchers are now exploring strategies for recycling and replacing the yeast once they’re used up, and trying to calculate how often that will need to occur. They also hope to investigate whether they could use feedstocks derived from biomass to make the hydrogels, instead of fossil-fuel-based polymers, and whether the yeast can be used to capture other types of contaminants.“Moving forward, this is a technology that can be evolved to target other trace contaminants of emerging concern, such as PFAS or even microplastics,” Stathatou says. “We really view this as an example with a lot of potential applications in the future.”The research was funded by the Rasikbhai L. Meswani Fellowship for Water Solutions, the MIT Abdul Latif Jameel Water and Food Systems Lab (J-WAFS), and the Renewable Bioproducts Institute at Georgia Tech. More

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      in Environment

      Two MIT PhD students awarded J-WAFS fellowships for their research on water

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      Since 2014, the Abdul Latif Jameel Water and Food Systems Lab (J-WAFS) has advanced interdisciplinary research aimed at solving the world’s most pressing water and food security challenges to meet human needs. In 2017, J-WAFS established the Rasikbhai L. Meswani Water Solutions Fellowship and the J-WAFS Graduate Student Fellowship. These fellowships provide support to outstanding MIT graduate students who are pursuing research that has the potential to improve water and food systems around the world. Recently, J-WAFS awarded the 2024-25 fellowships to Jonathan Bessette and Akash Ball, two MIT PhD students dedicated to addressing water scarcity by enhancing desalination and purification processes. This work is of important relevance since the world’s freshwater supply has been steadily depleting due to the effects of climate change. In fact, one-third of the global population lacks access to safe drinking water. Bessette and Ball are focused on designing innovative solutions to enhance the resilience and sustainability of global water systems. To support their endeavors, J-WAFS will provide each recipient with funding for one academic semester for continued research and related activities.“This year, we received many strong fellowship applications,” says J-WAFS executive director Renee J. Robins. “Bessette and Ball both stood out, even in a very competitive pool of candidates. The award of the J-WAFS fellowships to these two students underscores our confidence in their potential to bring transformative solutions to global water challenges.”2024-25 Rasikbhai L. Meswani Fellowship for Water SolutionsThe Rasikbhai L. Meswani Fellowship for Water Solutions is a doctoral fellowship for students pursuing research related to water and water supply at MIT. The fellowship is made possible by Elina and Nikhil Meswani and family. Jonathan Bessette is a doctoral student in the Global Engineering and Research (GEAR) Center within the Department of Mechanical Engineering at MIT, advised by Professor Amos Winter. His research is focused on water treatment systems for the developing world, mainly desalination, or the process in which salts are removed from water. Currently, Bessette is working on designing and constructing a low-cost, deployable, community-scale desalination system for humanitarian crises.In arid and semi-arid regions, groundwater often serves as the sole water source, despite its common salinity issues. Many remote and developing areas lack reliable centralized power and water systems, making brackish groundwater desalination a vital, sustainable solution for global water scarcity. “An overlooked need for desalination is inland groundwater aquifers, rather than in coastal areas,” says Bessette. “This is because much of the population lives far enough from a coast that seawater desalination could never reach them. My work involves designing low-cost, sustainable, renewable-powered desalination technologies for highly constrained situations, such as drinking water for remote communities,” he adds.To achieve this goal, Bessette developed a batteryless, renewable electrodialysis desalination system. The technology is energy-efficient, conserves water, and is particularly suited for challenging environments, as it is decentralized and sustainable. The system offers significant advantages over the conventional reverse osmosis method, especially in terms of reduced energy consumption for treating brackish water. Highlighting Bessette’s capacity for engineering insight, his advisor noted the “simple and elegant solution” that Bessette and a staff engineer, Shane Pratt, devised that negated the need for the system to have large batteries. Bessette is now focusing on simplifying the system’s architecture to make it more reliable and cost-effective for deployment in remote areas.Growing up in upstate New York, Bessette completed a bachelor’s degree at the State University of New York at Buffalo. As an undergrad, he taught middle and high school students in low-income areas of Buffalo about engineering and sustainability. However, he cited his junior-year travel to India and his experience there measuring water contaminants in rural sites as cementing his dedication to a career addressing food, water, and sanitation challenges. In addition to his doctoral research, his commitment to these goals is further evidenced by another project he is pursuing, funded by a J-WAFS India grant, that uses low-cost, remote sensors to better understand water fetching practices. Bessette is conducting this work with fellow MIT student Gokul Sampath in order to help families in rural India gain access to safe drinking water.2024-25 J-WAFS Graduate Student Fellowship for Water and Food SolutionsThe J-WAFS Graduate Student Fellowship is supported by the J-WAFS Research Affiliate Program, which offers companies the opportunity to engage with MIT on water and food research. Current fellowship support was provided by two J-WAFS Research Affiliates: Xylem, a leading U.S.-based provider of water treatment and infrastructure solutions, and GoAigua, a Spanish company at the forefront of digital transformation in the water industry through innovative solutions. Akash Ball is a doctoral candidate in the Department of Chemical Engineering, advised by Professor Heather Kulik. His research focuses on the computational discovery of novel functional materials for energy-efficient ion separation membranes with high selectivity. Advanced membranes like these are increasingly needed for applications such as water desalination, battery recycling, and removal of heavy metals from industrial wastewater. “Climate change, water pollution, and scarce freshwater reserves cause severe water distress for about 4 billion people annually, with 2 billion in India and China’s semiarid regions,” Ball notes. “One potential solution to this global water predicament is the desalination of seawater, since seawater accounts for 97 percent of all water on Earth.”Although several commercial reverse osmosis membranes are currently available, these membranes suffer several problems, like slow water permeation, permeability-selectivity trade-off, and high fabrication costs. Metal-organic frameworks (MOFs) are porous crystalline materials that are promising candidates for highly selective ion separation with fast water transport due to high surface area, the presence of different pore windows, and the tunability of chemical functionality.In the Kulik lab, Ball is developing a systematic understanding of how MOF chemistry and pore geometry affect water transport and ion rejection rates. By the end of his PhD, Ball plans to identify existing, best-performing MOFs with unparalleled water uptake using machine learning models, propose novel hypothetical MOFs tailored to specific ion separations from water, and discover experimental design rules that enable the synthesis of next-generation membranes.  Ball’s advisor praised the creativity he brings to his research, and his leadership skills that benefit her whole lab. Before coming to MIT, Ball obtained a master’s degree in chemical engineering from the Indian Institute of Technology (IIT) Bombay and a bachelor’s degree in chemical engineering from Jadavpur University in India. During a research internship at IIT Bombay in 2018, he worked on developing a technology for in situ arsenic detection in water. Like Bessette, he noted the impact of this prior research experience on his interest in global water challenges, along with his personal experience growing up in an area in India where access to safe drinking water was not guaranteed. More

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      in Energy

      William Green named director of MIT Energy Initiative

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      MIT professor William H. Green has been named director of the MIT Energy Initiative (MITEI).In appointing Green, then-MIT Vice President for Research Maria Zuber highlighted his expertise in chemical kinetics — the understanding of the rates of chemical reactions — and the work of his research team in reaction kinetics, quantum chemistry, numerical methods, and fuel chemistry, as well as his work performing techno-economic assessments of proposed fuel and vehicle changes and biofuel production options.“Bill has been an active participant in MITEI; his broad view of energy science and technology will be a major asset and will position him well to contribute to the success of MIT’s exciting new Climate Project,” Zuber wrote in a letter announcing the appointment, which went into effect April 1. Green is the Hoyt C. Hottel Professor of Chemical Engineering and previously served as the executive officer of the MIT Department of Chemical Engineering from 2012 to 2015. He sees MITEI’s role today as bringing together the voices of engineering, science, industry, and policy to quickly drive the global energy transition.“MITEI has a very important role in fostering the energy and climate innovations happening at MIT and in building broader consensus, first in the engineering community and then ultimately to start the conversations that will lead to public acceptance and societal consensus,” says Green.Achieving consensus much more quickly is essential, says Green, who noted that it was during the 1992 Rio Summit that globally we recognized the problem of greenhouse gas emissions, yet almost a quarter-century passed before the Paris Agreement came into force. Eight years after the Paris Agreement, there is still disagreement over how to address this challenge in most sectors of the economy, and much work to be done to translate the Paris pledges into reality.“Many people feel we’re collectively too slow in dealing with the climate problem,” he says. “It’s very important to keep helping the research community be more effective and faster to provide the solutions that society needs, but we also need to work on being faster at reaching consensus around the good solutions we do have, and supporting them so they’ll actually be economically attractive so that investors can feel safe to invest in them, and to change regulations to make them feasible, when needed.”With experience in industry, policy, and academia, Green is well positioned to facilitate this acceleration. “I can see the situation from the point of view of a scientist, from the point of view of an engineer, from the point of view of the big companies, from the point of view of a startup company, and from the point of view of a parent concerned about the effects of climate change on the world my children are inheriting,” he says.Green also intends to extend MITEI’s engagement with a broader range of countries, industries, and economic sectors as MITEI focuses on decarbonization and accelerating the much-needed energy transition worldwide.Green received a PhD in physical chemistry from the University of California at Berkeley and a BA in chemistry from Swarthmore College. He joined MIT in 1997. He is the recipient of the AIChE’s R.H. Wilhelm Award in Chemical Reaction Engineering and is an inaugural Fellow of the Combustion Institute.He succeeds Robert Stoner, who served as interim director of MITEI beginning in July 2023, when longtime director Robert C. Armstrong retired after serving in the role for a decade. More

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      in Energy

      Engineers find a new way to convert carbon dioxide into useful products

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      MIT chemical engineers have devised an efficient way to convert carbon dioxide to carbon monoxide, a chemical precursor that can be used to generate useful compounds such as ethanol and other fuels.

      If scaled up for industrial use, this process could help to remove carbon dioxide from power plants and other sources, reducing the amount of greenhouse gases that are released into the atmosphere.

      “This would allow you to take carbon dioxide from emissions or dissolved in the ocean, and convert it into profitable chemicals. It’s really a path forward for decarbonization because we can take CO2, which is a greenhouse gas, and turn it into things that are useful for chemical manufacture,” says Ariel Furst, the Paul M. Cook Career Development Assistant Professor of Chemical Engineering and the senior author of the study.

      The new approach uses electricity to perform the chemical conversion, with help from a catalyst that is tethered to the electrode surface by strands of DNA. This DNA acts like Velcro to keep all the reaction components in close proximity, making the reaction much more efficient than if all the components were floating in solution.

      Furst has started a company called Helix Carbon to further develop the technology. Former MIT postdoc Gang Fan is the lead author of the paper, which appears in the Journal of the American Chemical Society Au. Other authors include Nathan Corbin PhD ’21, Minju Chung PhD ’23, former MIT postdocs Thomas Gill and Amruta Karbelkar, and Evan Moore ’23.

      Breaking down CO2

      Converting carbon dioxide into useful products requires first turning it into carbon monoxide. One way to do this is with electricity, but the amount of energy required for that type of electrocatalysis is prohibitively expensive.

      To try to bring down those costs, researchers have tried using electrocatalysts, which can speed up the reaction and reduce the amount of energy that needs to be added to the system. One type of catalyst used for this reaction is a class of molecules known as porphyrins, which contain metals such as iron or cobalt and are similar in structure to the heme molecules that carry oxygen in blood. 

      During this type of electrochemical reaction, carbon dioxide is dissolved in water within an electrochemical device, which contains an electrode that drives the reaction. The catalysts are also suspended in the solution. However, this setup isn’t very efficient because the carbon dioxide and the catalysts need to encounter each other at the electrode surface, which doesn’t happen very often.

      To make the reaction occur more frequently, which would boost the efficiency of the electrochemical conversion, Furst began working on ways to attach the catalysts to the surface of the electrode. DNA seemed to be the ideal choice for this application.

      “DNA is relatively inexpensive, you can modify it chemically, and you can control the interaction between two strands by changing the sequences,” she says. “It’s like a sequence-specific Velcro that has very strong but reversible interactions that you can control.”

      To attach single strands of DNA to a carbon electrode, the researchers used two “chemical handles,” one on the DNA and one on the electrode. These handles can be snapped together, forming a permanent bond. A complementary DNA sequence is then attached to the porphyrin catalyst, so that when the catalyst is added to the solution, it will bind reversibly to the DNA that’s already attached to the electrode — just like Velcro.

      Once this system is set up, the researchers apply a potential (or bias) to the electrode, and the catalyst uses this energy to convert carbon dioxide in the solution into carbon monoxide. The reaction also generates a small amount of hydrogen gas, from the water. After the catalysts wear out, they can be released from the surface by heating the system to break the reversible bonds between the two DNA strands, and replaced with new ones.

      An efficient reaction

      Using this approach, the researchers were able to boost the Faradaic efficiency of the reaction to 100 percent, meaning that all of the electrical energy that goes into the system goes directly into the chemical reactions, with no energy wasted. When the catalysts are not tethered by DNA, the Faradaic efficiency is only about 40 percent.

      This technology could be scaled up for industrial use fairly easily, Furst says, because the carbon electrodes the researchers used are much less expensive than conventional metal electrodes. The catalysts are also inexpensive, as they don’t contain any precious metals, and only a small concentration of the catalyst is needed on the electrode surface.

      By swapping in different catalysts, the researchers plan to try making other products such as methanol and ethanol using this approach. Helix Carbon, the company started by Furst, is also working on further developing the technology for potential commercial use.

      The research was funded by the U.S. Army Research Office, the CIFAR Azrieli Global Scholars Program, the MIT Energy Initiative, and the MIT Deshpande Center. More

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      in Energy

      Moving past the Iron Age

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      MIT graduate student Sydney Rose Johnson has never seen the steel mills in central India. She’s never toured the American Midwest’s hulking steel plants or the mini mills dotting the Mississippi River. But in the past year, she’s become more familiar with steel production than she ever imagined.

      A fourth-year dual degree MBA and PhD candidate in chemical engineering and a graduate research assistant with the MIT Energy Initiative (MITEI) as well as a 2022-23 Shell Energy Fellow, Johnson looks at ways to reduce carbon dioxide (CO2) emissions generated by industrial processes in hard-to-abate industries. Those include steel.

      Almost every aspect of infrastructure and transportation — buildings, bridges, cars, trains, mass transit — contains steel. The manufacture of steel hasn’t changed much since the Iron Age, with some steel plants in the United States and India operating almost continually for more than a century, their massive blast furnaces re-lined periodically with carbon and graphite to keep them going.

      According to the World Economic Forum, steel demand is projected to increase 30 percent by 2050, spurred in part by population growth and economic development in China, India, Africa, and Southeast Asia.

      The steel industry is among the three biggest producers of CO2 worldwide. Every ton of steel produced in 2020 emitted, on average, 1.89 tons of CO2 into the atmosphere — around 8 percent of global CO2 emissions, according to the World Steel Association.

      A combination of technical strategies and financial investments, Johnson notes, will be needed to wrestle that 8 percent figure down to something more planet-friendly.

      Johnson’s thesis focuses on modeling and analyzing ways to decarbonize steel. Using data mined from academic and industry sources, she builds models to calculate emissions, costs, and energy consumption for plant-level production.

      “I optimize steel production pathways using emission goals, industry commitments, and cost,” she says. Based on the projected growth of India’s steel industry, she applies this approach to case studies that predict outcomes for some of the country’s thousand-plus factories, which together have a production capacity of 154 million metric tons of steel. For the United States, she looks at the effect of Inflation Reduction Act (IRA) credits. The 2022 IRA provides incentives that could accelerate the steel industry’s efforts to minimize its carbon emissions.

      Johnson compares emissions and costs across different production pathways, asking questions such as: “If we start today, what would a cost-optimal production scenario look like years from now? How would it change if we added in credits? What would have to happen to cut 2005 levels of emissions in half by 2030?”

      “My goal is to gain an understanding of how current and emerging decarbonization strategies will be integrated into the industry,” Johnson says.

      Grappling with industrial problems

      Growing up in Marietta, Georgia, outside Atlanta, the closest she ever came to a plant of any kind was through her father, a chemical engineer working in logistics and procuring steel for an aerospace company, and during high school, when she spent a semester working alongside chemical engineers tweaking the pH of an anti-foaming agent.

      At Kennesaw Mountain High School, a STEM magnet program in Cobb County, students devote an entire semester of their senior year to an internship and research project.

      Johnson chose to work at Kemira Chemicals, which develops chemical solutions for water-intensive industries with a focus on pulp and paper, water treatment, and energy systems.

      “My goal was to understand why a polymer product was falling out of suspension — essentially, why it was less stable,” she recalls. She learned how to formulate a lab-scale version of the product and conduct tests to measure its viscosity and acidity. Comparing the lab-scale and regular product results revealed that acidity was an important factor. “Through conversations with my mentor, I learned this was connected with the holding conditions, which led to the product being oxidized,” she says. With the anti-foaming agent’s problem identified, steps could be taken to fix it.

      “I learned how to apply problem-solving. I got to learn more about working in an industrial environment by connecting with the team in quality control as well as with R&D and chemical engineers at the plant site,” Johnson says. “This experience confirmed I wanted to pursue engineering in college.”

      As an undergraduate at Stanford University, she learned about the different fields — biotechnology, environmental science, electrochemistry, and energy, among others — open to chemical engineers. “It seemed like a very diverse field and application range,” she says. “I was just so intrigued by the different things I saw people doing and all these different sets of issues.”

      Turning up the heat

      At MIT, she turned her attention to how certain industries can offset their detrimental effects on climate.

      “I’m interested in the impact of technology on global communities, the environment, and policy. Energy applications affect every field. My goal as a chemical engineer is to have a broad perspective on problem-solving and to find solutions that benefit as many people, especially those under-resourced, as possible,” says Johnson, who has served on the MIT Chemical Engineering Graduate Student Advisory Board, the MIT Energy and Climate Club, and is involved with diversity and inclusion initiatives.

      The steel industry, Johnson acknowledges, is not what she first imagined when she saw herself working toward mitigating climate change.

      “But now, understanding the role the material has in infrastructure development, combined with its heavy use of coal, has illuminated how the sector, along with other hard-to-abate industries, is important in the climate change conversation,” Johnson says.

      Despite the advanced age of many steel mills, some are quite energy-efficient, she notes. Yet these operations, which produce heat upwards of 3,000 degrees Fahrenheit, are still emission-intensive.

      Steel is made from iron ore, a mixture of iron, oxygen, and other minerals found on virtually every continent, with Brazil and Australia alone exporting millions of metric tons per year. Commonly based on a process dating back to the 19th century, iron is extracted from the ore through smelting — heating the ore with blast furnaces until the metal becomes spongy and its chemical components begin to break down.

      A reducing agent is needed to release the oxygen trapped in the ore, transforming it from its raw form to pure iron. That’s where most emissions come from, Johnson notes.

      “We want to reduce emissions, and we want to make a cleaner and safer environment for everyone,” she says. “It’s not just the CO2 emissions. It’s also sometimes NOx and SOx [nitrogen oxides and sulfur oxides] and air pollution particulate matter at some of these production facilities that can affect people as well.”

      In 2020, the International Energy Agency released a roadmap exploring potential technologies and strategies that would make the iron and steel sector more compatible with the agency’s vision of increased sustainability. Emission reductions can be accomplished with more modern technology, the agency suggests, or by substituting the fuels producing the immense heat needed to process ore. Traditionally, the fuels used for iron reduction have been coal and natural gas. Alternative fuels include clean hydrogen, electricity, and biomass.

      Using the MITEI Sustainable Energy System Analysis Modeling Environment (SESAME), Johnson analyzes various decarbonization strategies. She considers options such as switching fuel for furnaces to hydrogen with a little bit of natural gas or adding carbon-capture devices. The models demonstrate how effective these tactics are likely to be. The answers aren’t always encouraging.

      “Upstream emissions can determine how effective the strategies are,” Johnson says. Charcoal derived from forestry biomass seemed to be a promising alternative fuel, but her models showed that processing the charcoal for use in the blast furnace limited its effectiveness in negating emissions.

      Despite the challenges, “there are definitely ways of moving forward,” Johnson says. “It’s been an intriguing journey in terms of understanding where the industry is at. There’s still a long way to go, but it’s doable.”

      Johnson is heartened by the steel industry’s efforts to recycle scrap into new steel products and incorporate more emission-friendly technologies and practices, some of which result in significantly lower CO2 emissions than conventional production.

      A major issue is that low-carbon steel can be more than 50 percent more costly than conventionally produced steel. “There are costs associated with making the transition, but in the context of the environmental implications, I think it’s well worth it to adopt these technologies,” she says.

      After graduation, Johnson plans to continue to work in the energy field. “I definitely want to use a combination of engineering knowledge and business knowledge to work toward mitigating climate change, potentially in the startup space with clean technology or even in a policy context,” she says. “I’m interested in connecting the private and public sectors to implement measures for improving our environment and benefiting as many people as possible.” More