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      in Environment

      3 Questions: Boosting concrete’s ability to serve as a natural “carbon sink”

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      Damian Stefaniuk is a postdoc at the MIT Concrete Sustainability Hub (CSHub). He works with MIT professors Franz-Josef Ulm and Admir Masic of the MIT Department of Civil and Environmental Engineering (CEE) to investigate multifunctional concrete. Here, he provides an overview of carbonation in cement-based products, a brief explanation of why understanding carbonation in the life cycle of cement products is key for assessing their environmental impact, and an update on current research to bolster the process.

      Q: What is carbonation and why is it important for thinking about concrete from a life-cycle perspective?

      A: Carbonation is the reaction between carbon dioxide (CO2) and certain compounds in cement-based products, occurring during their use phase and end of life. It forms calcium carbonate (CaCO3) and has important implications for neutralizing the GHG [greenhouse gas] emissions and achieving carbon neutrality in the life cycle of concrete.

      Firstly, carbonation causes cement-based products to act as natural carbon sinks, sequestering CO2 from the air and storing it permanently. This helps mitigate the carbon emissions associated with the production of cement, reducing their overall carbon footprint.

      Secondly, carbonation affects concrete properties. Early-stage carbonation may increase the compressive strength of cement-based products, enhancing their durability and structural performance. However, late-stage carbonation can impact corrosion resistance in steel-reinforced concrete due to reduced alkalinity.

      Considering carbonation in the life cycle of cement-based products is crucial for accurately assessing their environmental impact. Understanding and leveraging carbonation can help industry reduce carbon emissions and maximize carbon sequestration potential. Paying close attention to it in the design process aids in creating durable and corrosion-resistant structures, contributing to longevity and overall sustainability.

      Q: What are some ongoing global efforts to force carbonation?

      A: Some ongoing efforts to force carbonation in concrete involve artificially increasing the amount of CO2 gas present during the early-stage hydration of concrete. This process, known as forced carbonation, aims to accelerate the carbonation reaction and its associated benefits.

      Forced carbonation is typically applied to precast concrete elements that are produced in artificially CO2-rich environments. By exposing fresh concrete to higher concentrations of CO2 during curing, the carbonation process can be expedited, resulting in potential improvements in strength, reduced water absorption, improved resistance to chloride permeability, and improved performance during freeze-thaw. At the same time, it can be difficult to quantify how much CO2 is absorbed and released because of the process.

      These efforts to induce early-stage carbonation through forced carbonation represent the industry’s focus on optimizing concrete performance and environmental impacts. By exploring methods to enhance the carbonation process, researchers and practitioners seek to more efficiently harness its benefits, such as increasing strength and sequestering CO2.

      It is important to note that forced carbonation requires careful implementation and monitoring to ensure desired outcomes. The specific procedures and conditions vary based on the application and intended goals, highlighting the need for expertise and controlled environments.

      Overall, ongoing efforts in forced carbonation contribute to the continuous development of concrete technology, aiming to improve its properties and reduce its carbon footprint throughout the life cycle of the material.

      Q: What is chemically-induced pre-cure carbonation, and what implications does it have?

      A: Chemically-induced pre-cure carbonation (CIPCC) is a method developed by the MIT CSHub to mineralize and permanently store CO2 in cement. Unlike traditional forced carbonation methods, CIPCC introduces CO2 into the concrete mix as a solid powder, specifically sodium bicarbonate. This approach addresses some of the limitations of current carbon capture and utilization technologies.

      The implications of CIPCC are significant. Firstly, it offers convenience for cast-in-place applications, making it easier to incorporate CO2 use in concrete projects. Unlike some other approaches, CIPCC allows for precise control over the quantity of CO2 sequestered in the concrete. This ensures accurate carbonation and facilitates better management of the storage process. CIPCC also builds on previous research regarding amorphous hydration phases, providing an additional mechanism for CO2 sequestration in cement-based products. These phases carbonate through CIPCC, contributing to the overall carbon sequestration capacity of the material.

      Furthermore, early-stage pre-cure carbonation shows promise as a pathway for concrete to permanently sequester a controlled and precise quantity of CO2. Our recent paper in PNAS Nexus suggests that it could theoretically offset at least 40 percent of the calcination emissions associated with cement production, when anticipating advances in the lower-emissions production of sodium bicarbonate. We also found that up to 15 percent of cement (by weight) could be substituted with sodium bicarbonate without compromising the mechanical performance of a given mix. Further research is needed to evaluate long-term effects of this process to explore the potential life-cycle savings and impacts of carbonation.

      CIPCC offers not only environmental benefits by reducing carbon emissions, but also practical advantages. The early-stage strength increase observed in real-world applications could expedite construction timelines by allowing concrete to reach its full strength faster.

      Overall, CIPCC demonstrates the potential for more efficient and controlled CO2 sequestration in concrete. It represents an important development in concrete sustainability, emphasizing the need for further research and considering the material’s life-cycle impacts.

      This research was carried out by MIT CSHub, which is sponsored by the Concrete Advancement Foundation and the Portland Cement Association. More

    • 88 Shares179 Views

      in Environment

      The curse of variety in transportation systems

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      Cathy Wu has always delighted in systems that run smoothly. In high school, she designed a project to optimize the best route for getting to class on time. Her research interests and career track are evidence of a propensity for organizing and optimizing, coupled with a strong sense of responsibility to contribute to society instilled by her parents at a young age.

      As an undergraduate at MIT, Wu explored domains like agriculture, energy, and education, eventually homing in on transportation. “Transportation touches each of our lives,” she says. “Every day, we experience the inefficiencies and safety issues as well as the environmental harms associated with our transportation systems. I believe we can and should do better.”

      But doing so is complicated. Consider the long-standing issue of traffic systems control. Wu explains that it is not one problem, but more accurately a family of control problems impacted by variables like time of day, weather, and vehicle type — not to mention the types of sensing and communication technologies used to measure roadway information. Every differentiating factor introduces an exponentially larger set of control problems. There are thousands of control-problem variations and hundreds, if not thousands, of studies and papers dedicated to each problem. Wu refers to the sheer number of variations as the curse of variety — and it is hindering innovation.

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      “To prove that a new control strategy can be safely deployed on our streets can take years. As time lags, we lose opportunities to improve safety and equity while mitigating environmental impacts. Accelerating this process has huge potential,” says Wu.  

      Which is why she and her group in the MIT Laboratory for Information and Decision Systems are devising machine learning-based methods to solve not just a single control problem or a single optimization problem, but families of control and optimization problems at scale. “In our case, we’re examining emerging transportation problems that people have spent decades trying to solve with classical approaches. It seems to me that we need a different approach.”

      Optimizing intersections

      Currently, Wu’s largest research endeavor is called Project Greenwave. There are many sectors that directly contribute to climate change, but transportation is responsible for the largest share of greenhouse gas emissions — 29 percent, of which 81 percent is due to land transportation. And while much of the conversation around mitigating environmental impacts related to mobility is focused on electric vehicles (EVs), electrification has its drawbacks. EV fleet turnover is time-consuming (“on the order of decades,” says Wu), and limited global access to the technology presents a significant barrier to widespread adoption.

      Wu’s research, on the other hand, addresses traffic control problems by leveraging deep reinforcement learning. Specifically, she is looking at traffic intersections — and for good reason. In the United States alone, there are more than 300,000 signalized intersections where vehicles must stop or slow down before re-accelerating. And every re-acceleration burns fossil fuels and contributes to greenhouse gas emissions.

      Highlighting the magnitude of the issue, Wu says, “We have done preliminary analysis indicating that up to 15 percent of land transportation CO2 is wasted through energy spent idling and re-accelerating at intersections.”

      To date, she and her group have modeled 30,000 different intersections across 10 major metropolitan areas in the United States. That is 30,000 different configurations, roadway topologies (e.g., grade of road or elevation), different weather conditions, and variations in travel demand and fuel mix. Each intersection and its corresponding scenarios represents a unique multi-agent control problem.

      Wu and her team are devising techniques that can solve not just one, but a whole family of problems comprised of tens of thousands of scenarios. Put simply, the idea is to coordinate the timing of vehicles so they arrive at intersections when traffic lights are green, thereby eliminating the start, stop, re-accelerate conundrum. Along the way, they are building an ecosystem of tools, datasets, and methods to enable roadway interventions and impact assessments of strategies to significantly reduce carbon-intense urban driving.

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      Their collaborator on the project is the Utah Department of Transportation, which Wu says has played an essential role, in part by sharing data and practical knowledge that she and her group otherwise would not have been able to access publicly.

      “I appreciate industry and public sector collaborations,” says Wu. “When it comes to important societal problems, one really needs grounding with practitioners. One needs to be able to hear the perspectives in the field. My interactions with practitioners expand my horizons and help ground my research. You never know when you’ll hear the perspective that is the key to the solution, or perhaps the key to understanding the problem.”

      Finding the best routes

      In a similar vein, she and her research group are tackling large coordination problems. For example, vehicle routing. “Every day, delivery trucks route more than a hundred thousand packages for the city of Boston alone,” says Wu. Accomplishing the task requires, among other things, figuring out which trucks to use, which packages to deliver, and the order in which to deliver them as efficiently as possible. If and when the trucks are electrified, they will need to be charged, adding another wrinkle to the process and further complicating route optimization.

      The vehicle routing problem, and therefore the scope of Wu’s work, extends beyond truck routing for package delivery. Ride-hailing cars may need to pick up objects as well as drop them off; and what if delivery is done by bicycle or drone? In partnership with Amazon, for example, Wu and her team addressed routing and path planning for hundreds of robots (up to 800) in their warehouses.

      Every variation requires custom heuristics that are expensive and time-consuming to develop. Again, this is really a family of problems — each one complicated, time-consuming, and currently unsolved by classical techniques — and they are all variations of a central routing problem. The curse of variety meets operations and logistics.

      By combining classical approaches with modern deep-learning methods, Wu is looking for a way to automatically identify heuristics that can effectively solve all of these vehicle routing problems. So far, her approach has proved successful.

      “We’ve contributed hybrid learning approaches that take existing solution methods for small problems and incorporate them into our learning framework to scale and accelerate that existing solver for large problems. And we’re able to do this in a way that can automatically identify heuristics for specialized variations of the vehicle routing problem.” The next step, says Wu, is applying a similar approach to multi-agent robotics problems in automated warehouses.

      Wu and her group are making big strides, in part due to their dedication to use-inspired basic research. Rather than applying known methods or science to a problem, they develop new methods, new science, to address problems. The methods she and her team employ are necessitated by societal problems with practical implications. The inspiration for the approach? None other than Louis Pasteur, who described his research style in a now-famous article titled “Pasteur’s Quadrant.” Anthrax was decimating the sheep population, and Pasteur wanted to better understand why and what could be done about it. The tools of the time could not solve the problem, so he invented a new field, microbiology, not out of curiosity but out of necessity. More

    • 113 Shares169 Views

      in Energy

      MIT engineers create an energy-storing supercapacitor from ancient materials

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      Two of humanity’s most ubiquitous historical materials, cement and carbon black (which resembles very fine charcoal), may form the basis for a novel, low-cost energy storage system, according to a new study. The technology could facilitate the use of renewable energy sources such as solar, wind, and tidal power by allowing energy networks to remain stable despite fluctuations in renewable energy supply.

      The two materials, the researchers found, can be combined with water to make a supercapacitor — an alternative to batteries — that could provide storage of electrical energy. As an example, the MIT researchers who developed the system say that their supercapacitor could eventually be incorporated into the concrete foundation of a house, where it could store a full day’s worth of energy while adding little (or no) to the cost of the foundation and still providing the needed structural strength. The researchers also envision a concrete roadway that could provide contactless recharging for electric cars as they travel over that road.

      The simple but innovative technology is described this week in the journal PNAS, in a paper by MIT professors Franz-Josef Ulm, Admir Masic, and Yang-Shao Horn, and four others at MIT and at the Wyss Institute for Biologically Inspired Engineering.

      Capacitors are in principle very simple devices, consisting of two electrically conductive plates immersed in an electrolyte and separated by a membrane. When a voltage is applied across the capacitor, positively charged ions from the electrolyte accumulate on the negatively charged plate, while the positively charged plate accumulates negatively charged ions. Since the membrane in between the plates blocks charged ions from migrating across, this separation of charges creates an electric field between the plates, and the capacitor becomes charged. The two plates can maintain this pair of charges for a long time and then deliver them very quickly when needed. Supercapacitors are simply capacitors that can store exceptionally large charges.

      The amount of power a capacitor can store depends on the total surface area of its conductive plates. The key to the new supercapacitors developed by this team comes from a method of producing a cement-based material with an extremely high internal surface area due to a dense, interconnected network of conductive material within its bulk volume. The researchers achieved this by introducing carbon black — which is highly conductive — into a concrete mixture along with cement powder and water, and letting it cure. The water naturally forms a branching network of openings within the structure as it reacts with cement, and the carbon migrates into these spaces to make wire-like structures within the hardened cement. These structures have a fractal-like structure, with larger branches sprouting smaller branches, and those sprouting even smaller branchlets, and so on, ending up with an extremely large surface area within the confines of a relatively small volume. The material is then soaked in a standard electrolyte material, such as potassium chloride, a kind of salt, which provides the charged particles that accumulate on the carbon structures. Two electrodes made of this material, separated by a thin space or an insulating layer, form a very powerful supercapacitor, the researchers found.

      The two plates of the capacitor function just like the two poles of a rechargeable battery of equivalent voltage: When connected to a source of electricity, as with a battery, energy gets stored in the plates, and then when connected to a load, the electrical current flows back out to provide power.

      “The material is fascinating,” Masic says, “because you have the most-used manmade material in the world, cement, that is combined with carbon black, that is a well-known historical material — the Dead Sea Scrolls were written with it. You have these at least two-millennia-old materials that when you combine them in a specific manner you come up with a conductive nanocomposite, and that’s when things get really interesting.”

      As the mixture sets and cures, he says, “The water is systematically consumed through cement hydration reactions, and this hydration fundamentally affects nanoparticles of carbon because they are hydrophobic (water repelling).” As the mixture evolves, “the carbon black is self-assembling into a connected conductive wire,” he says. The process is easily reproducible, with materials that are inexpensive and readily available anywhere in the world. And the amount of carbon needed is very small — as little as 3 percent by volume of the mix — to achieve a percolated carbon network, Masic says.

      Supercapacitors made of this material have great potential to aid in the world’s transition to renewable energy, Ulm says. The principal sources of emissions-free energy, wind, solar, and tidal power, all produce their output at variable times that often do not correspond to the peaks in electricity usage, so ways of storing that power are essential. “There is a huge need for big energy storage,” he says, and existing batteries are too expensive and mostly rely on materials such as lithium, whose supply is limited, so cheaper alternatives are badly needed. “That’s where our technology is extremely promising, because cement is ubiquitous,” Ulm says.

      The team calculated that a block of nanocarbon-black-doped concrete that is 45 cubic meters (or yards) in size — equivalent to a cube about 3.5 meters across — would have enough capacity to store about 10 kilowatt-hours of energy, which is considered the average daily electricity usage for a household. Since the concrete would retain its strength, a house with a foundation made of this material could store a day’s worth of energy produced by solar panels or windmills and allow it to be used whenever it’s needed. And, supercapacitors can be charged and discharged much more rapidly than batteries.

      After a series of tests used to determine the most effective ratios of cement, carbon black, and water, the team demonstrated the process by making small supercapacitors, about the size of some button-cell batteries, about 1 centimeter across and 1 millimeter thick, that could each be charged to 1 volt, comparable to a 1-volt battery. They then connected three of these to demonstrate their ability to light up a 3-volt light-emitting diode (LED). Having proved the principle, they now plan to build a series of larger versions, starting with ones about the size of a typical 12-volt car battery, then working up to a 45-cubic-meter version to demonstrate its ability to store a house-worth of power.

      There is a tradeoff between the storage capacity of the material and its structural strength, they found. By adding more carbon black, the resulting supercapacitor can store more energy, but the concrete is slightly weaker, and this could be useful for applications where the concrete is not playing a structural role or where the full strength-potential of concrete is not required. For applications such as a foundation, or structural elements of the base of a wind turbine, the “sweet spot” is around 10 percent carbon black in the mix, they found.

      Another potential application for carbon-cement supercapacitors is for building concrete roadways that could store energy produced by solar panels alongside the road and then deliver that energy to electric vehicles traveling along the road using the same kind of technology used for wirelessly rechargeable phones. A related type of car-recharging system is already being developed by companies in Germany and the Netherlands, but using standard batteries for storage.

      Initial uses of the technology might be for isolated homes or buildings or shelters far from grid power, which could be powered by solar panels attached to the cement supercapacitors, the researchers say.

      Ulm says that the system is very scalable, as the energy-storage capacity is a direct function of the volume of the electrodes. “You can go from 1-millimeter-thick electrodes to 1-meter-thick electrodes, and by doing so basically you can scale the energy storage capacity from lighting an LED for a few seconds, to powering a whole house,” he says.

      Depending on the properties desired for a given application, the system could be tuned by adjusting the mixture. For a vehicle-charging road, very fast charging and discharging rates would be needed, while for powering a home “you have the whole day to charge it up,” so slower-charging material could be used, Ulm says.

      “So, it’s really a multifunctional material,” he adds. Besides its ability to store energy in the form of supercapacitors, the same kind of concrete mixture can be used as a heating system, by simply applying electricity to the carbon-laced concrete.

      Ulm sees this as “a new way of looking toward the future of concrete as part of the energy transition.”

      The research team also included postdocs Nicolas Chanut and Damian Stefaniuk at MIT’s Department of Civil and Environmental Engineering, James Weaver at the Wyss Institute, and Yunguang Zhu in MIT’s Department of Mechanical Engineering. The work was supported by the MIT Concrete Sustainability Hub, with sponsorship by the Concrete Advancement Foundation. More

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      in Energy

      3 Questions: What’s it like winning the MIT $100K Entrepreneurship Competition?

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      Solar power plays a major role in nearly every roadmap for global decarbonization. But solar panels are large, heavy, and expensive, which limits their deployment. But what if solar panels looked more like a yoga mat?

      Such a technology could be transported in a roll, carried to the top of a building, and rolled out across the roof in a matter of minutes, slashing installation costs and dramatically expanding the places where rooftop solar makes sense.

      That was the vision laid out by the MIT spinout Active Surfaces as part of the winning pitch at this year’s MIT $100K Entrepreneurship Competition, which took place May 15. The company is leveraging materials science and manufacturing innovations from labs across MIT to make ultra-thin, lightweight, and durable solar a reality.

      The $100K is one of MIT’s most visible entrepreneurship competitions, and past winners say the prize money is only part of the benefit that winning brings to a burgeoning new company. MIT News sat down with Active Surface founders Shiv Bhakta, a graduate student in MIT’s Leaders for Global Operations dual-degree program within the MIT Sloan School of Management and Department of Civil and Environmental Engineering, and Richard Swartwout SM ’18 PhD ’21, an electrical engineering and computer science graduate and former Research Laboratory of Electronics postdoc and MIT.nano innovation fellow, to learn what the last couple of months have been like since they won.

      Q: What is Active Surfaces’ solution, and what is its potential?

      Bhakta: We’re commercializing an ultrathin film, flexible solar technology. Solar is one of the most broadly distributed resources in the world, but access is limited today. It’s heavy — it weighs 50 to 60 pounds a panel — it requires large teams to move around, and the form factor can only be deployed in specific environments.

      Our approach is to develop a solar technology for the built environment. In a nutshell, we can create flexible solar panels that are as thin as paper, just as efficient as traditional panels, and at unprecedented cost floors, all while being applied to any surface. Same area, same power. That’s our motto.

      When I came to MIT, my north star was to dive deeper in my climate journey and help make the world a better, greener place. Now, as we build Active Surfaces, I’m excited to see that dream taking shape. The prospect of transforming any surface into an energy source, thereby expanding solar accessibility globally, holds the promise of significantly reducing CO2 emissions at a gigaton scale. That’s what gets me out of bed in the morning.

      Swartwout: Solar and a lot of other renewables tend to be pretty land-inefficient. Solar 1.0 is using low hanging fruit: cheap land next to easy interconnects and new buildings designed to handle the weight of current panels. But as we ramp up solar, those things will run out. We need to utilize spaces and assets better. That’s what I think solar 2.0 will be: urban PV deployments, solar that’s closer to demand, and integrated into the built environment. These next-generation use cases aren’t just a racking system in the middle of nowhere.

      We’re going after commercial roofs, which would cover most [building] energy demand. Something like 80-90 percent of building electricity demands in the space can be met by rooftop solar.

      The goal is to do the manufacturing in-house. We use roll-to-roll manufacturing, so we can buy tons of equipment off the shelf, but most roll-to-roll manufacturing is made for things like labeling and tape, and not a semiconductor, so our plan is to be the core of semiconductor roll-to-roll manufacturing. There’s never been roll-to-roll semiconductor manufacturing before.

      Q: What have the last few months been like since you won the $100K competition?

      Bhakta: After winning the $100K, we’ve gotten a lot of inbound contact from MIT alumni. I think that’s my favorite part about the MIT community — people stay connected. They’ve been congratulating us, asking to chat, looking to partner, deploy, and invest.

      We’ve also gotten contacted by previous $100K competition winners and other startups that have spun out of MIT that are a year or two or three ahead of us in terms of development. There are a lot of startup scaling challenges that other startup founders are best equipped to answer, and it’s been huge to get guidance from them.

      We’ve also gotten into top accelerators like Cleantech Open, Venture For Climatetech, and ACCEL at Greentown Labs. We also onboarded two rockstar MIT Sloan interns for the summer. Now we’re getting to the product-development phase, building relationships with potential pilot partners, and scaling up the area of our technology.      

      Swartwout: Winning the $100K competition was a great point of validation for the company, because the judges themselves are well known in the venture capital community as well as people who have been in the startup ecosystem for a long time, so that has really propelled us forward. Ideally, we’ll be getting more MIT alumni to join us to fulfill this mission.

      Q: What are your plans for the next year or so?

      Swartwout: We’re planning on leveraging open-access facilities like those at MIT.nano and the University of Massachusetts Amherst. We’re pretty focused now on scaling size. Out of the lab, [the technology] is a 4-inch by 4-inch solar module, and the goal is to get up to something that’s relevant for the industry to offset electricity for building owners and generate electricity for the grid at a reasonable cost.

      Bhakta: In the next year, through those open-access facilities, the goal is to go from 100-millimeter width to 300-millimeter width and a very long length using a roll-to-roll manufacturing process. That means getting through the engineering challenges of scaling technology and fine tuning the performance.

      When we’re ready to deliver a pilotable product, it’s my job to have customers lined up ready to demonstrate this works on their buildings, sign longer term contracts to get early revenue, and have the support we need to demonstrate this at scale. That’s the goal. More

    • 113 Shares99 Views

      in Environment

      Helping the transportation sector adapt to a changing world

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      After graduating from college, Nick Caros took a job as an engineer with a construction company, helping to manage the building of a new highway bridge right near where he grew up outside of Vancouver, British Columbia.  

      “I had a lot of friends that would use that new bridge to get to work,” Caros recalls. “They’d say, ‘You saved me like 20 minutes!’ That’s when I first realized that transportation could be a huge benefit to people’s lives.”

      Now a PhD candidate in the Urban Mobility Lab and the lead researcher for the MIT Transit Research Consortium, Caros works with seven transit agencies across the country to understand how workers’ transportation needs have changed as companies have adopted remote work policies.

      “Another cool thing about working on transportation is that everybody, even if they don’t engage with it on an academic level, has an opinion or wants to talk about it,” says Caros. “As soon as I mention I’ve worked with the T, they have something they want to talk about.”

      Caros is drawn to projects with social impact beyond saving his friends a few minutes during their commutes. He sees public transportation as a crucial component in combating climate change and is passionate about identifying and lowering the psychological barriers that prevent people around the world from taking advantage of their local transit systems.

      “The more I’ve learned about public transportation, the more I’ve come to realize it will play an essential part in decarbonizing urban transportation,” says Caros. “I want to continue working on these kinds of issues, like how we can make transportation more sustainable or promoting public transportation in places where it doesn’t exist or can be improved.”

      Caros says he doesn’t have a “transportation origin story,” like some of his peers who grew up in urban centers with robust public transit systems. As a child growing up in the Vancouver suburbs, he always enjoyed the outdoors, which were as close as his backyard. He chose to study engineering as an undergraduate at the University of British Columbia, fascinated by the hydroelectric dams that supply Vancouver with most of its power. But after two projects with the construction company, the second of which took him to Maryland to work on a fossil fuel project, he decided he needed a change.

      Not quite sure what he wanted to do next, Caros sought out the shortest master’s program he could find that interested him. That ended up being an 18-month master’s program in transportation planning and engineering at New York University. Initially intending to pursue the course-based program, Caros was soon offered the chance to be a research assistant in NYU’s Behavioral Urban Informatics, Logistics, and Transport Laboratory with Professor Joseph Chow. There, he worked to model an experimental transportation system of modular self-driving cars that could link and unlink with each other while in motion.

      “It was this really futuristic stuff,” says Caros. “It turned out to be a really cool project to work on because it’s kind of rare to have a blank-slate problem to try and solve. A lot of transportation engineering problems have largely been solved. We know how to make efficient and sustainable transportation systems; it’s just finding the political support and encouraging behavioral change that remains a challenge.”

      At NYU, Caros fell in love with research and the field of transportation. Later, he was drawn to MIT by its interdisciplinary PhD program that spans both urban studies and planning and civil engineering and the opportunity to work with Professor Jinhua Zhao.

      His research focuses on identifying “third places,” locations where some people go if their job gives them the flexibility to work remotely. Previously, transportation needs revolved around office spaces, typically located in city centers. With more people working from home, the first assumption is that transportation needs would decrease. But that’s not what Caros has found.

      “One major finding from our research is that people have changed where they’re going when they go to work,” says Caros. “A lot of people are working from home, but some are also working in other places, like coffee shops or co-working spaces. And these third places are not evenly distributed in Boston.”

      Identifying the concentration of these third places and what locations would benefit from them is the core of Caros’ dissertation. He’s building an algorithm that identifies ideal locations to build more shared workplaces based on both economic and social factors. Caros seeks to answer how you can minimize travel time across the board while leaving room for the spontaneous social interactions that drive a city’s productivity. His research is sponsored by seven of the largest transit agencies in the United States, who are members of the MIT Transit Research Consortium. Rather than a single agency sponsoring a single specific project, funding is pooled to tackle projects that address general topics that can apply to multiple cities.

      These kinds of problems require a multidisciplinary approach that appeals to Caros. Even when diving into the technical details of a solution, he always keeps the bigger picture in mind. He is certain that changing people’s views of public transportation will be crucial in the fight against climate change.

      “A lot of it is not necessarily engineering, but understanding what the motivations of people are,” says Caros. “Transportation is a leading sector for carbon emissions in the U.S., and so figuring out what makes people tick and how you can get them to ride public transit more, for example, would help to reduce the overall carbon cost.”

      Following the completion of his degree, Caros will join the Organization for Economic Cooperation and Development. He already spent six months at its Paris headquarters as an intern during a leave from MIT, something his lab encourages all of its students to do. Last fall, he worked on drafting policy guidelines for new mobility services such as vehicle-share scooters, and addressing transportation equity issues in Ghana. Plus, living in Paris gave him the opportunity to practice his French. Growing up in Canada, he attended a French immersion school, and his internship offered his first opportunity to use the language outside of an academic context.

      Looking forward, Caros hopes to keep tackling projects that promote sustainable public transportation. There is an urgency in getting ahead of the curve, especially in cities experiencing rapid growth.

      “You kind of get locked in,” says Caros. “It becomes much harder to build sustainable transportation systems after the fact. But it’s really just a geometry problem. Trains and buses are a way more efficient way to move people using the same amount of space as private cars.” More

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      in Environment

      Andrea Lo ’21 draws on ecological lessons for life, work, and education

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      Growing up in Los Angeles about 10 minutes away from the Ballona Wetlands, Andrea Lo ’21 has long been interested in ecology. She witnessed, in real-time, the effects of urbanization and the impacts that development had on the wetlands. 

      “In hindsight, it really helped shape my need for a career — and a life — where I can help improve my community and the environment,” she says.

      Lo, who majored in biology at MIT, says a recurring theme in her life has been the pursuit of balance, valuing both extracurricular and curricular activities. She always felt an equal pull toward STEM and the humanities, toward wet lab work and field work, and toward doing research and helping her community. 

      “One of the most important things I learned in 7.30[J] (Fundamentals of Ecology) was that there are always going to be trade-offs. That’s just the way of life,” she says. “The biology major at MIT is really flexible. I got a lot of room to explore what I was interested in and get a good balance overall, with humanities classes along with technical classes.” 

      Lo was drawn to MIT because of the focus on hands-on work — but many of the activities Lo was hoping to do, both extracurricular and curricular, were cut short because of the pandemic, including her lab-based Undergraduate Research Opportunities Program (UROP) project. 

      Instead, she pursued a UROP with MIT Sea Grant, working on a project in partnership with Northeastern University and the Charles River Conservancy with funding support from the MIT Community Service fund as part of STEAM Saturday.  

      She was involved in creating Floating Wetland kits, an educational activity directed at students in grades 4 to 6 to help students understand ecological concepts,the challenges the Charles River faces due to urbanization, and how floating wetlands improve the ecosystem. 

      “Our hope was to educate future generations of local students in Cambridge in order for them to understand the ecology surrounding where they live,” she says. 

      In recent years, many bodies of water in Massachusetts have become unusable during the warmer months due to the process of eutrophication: stormwater runoff picks up everything — from fertilizer and silt to animal excrement — and deposits it at the lowest point, which is often a body of water. This leads to an excess of nutrients in the body of water and, when combined with warm temperatures, can lead to harmful algal blooms, making the water sludgy, bright green, and dangerously toxic. 

      The wetland kits Lo worked with were mini ecosystems, replicating a full-sized floating wetland. One such floating wetland can be seen from the Longfellow Bridge at one end of MIT’s campus — the Charles River floating wetland is a patch of grass attached to a buoy like a boat, which is often visited by birds and inhabited by much smaller critters that cannot be seen from the shore.  

      The Charles River floating wetland has a variety of flora, but the kits Lo helped present use only wheat grass because it is easy to grow and has long, dangling roots that could penetrate the watery medium below. A water tray beneath the grass — the Charles river of the mini ecosystem — contains spirulina powder for replicating algae growth and daphnia, which are small, planktonic crustaceans that help keep freshwater clean and usable. 

      “This work was really fulfilling, but it’s also really important, because environmental sustainability relies on future generations to carry on the work that past generations have been doing,” she says. “MIT’s motto is ‘mens et manus’ — education for practical application, and applying theoretical knowledge to what we do in our daily lives. I think this project really helped reinforce that.” 

      Since 2021, Lo has been working in Denmark in a position she learned about through the MIT-Denmark program. 

      She chose Denmark because of its reputation for environmental and sustainability issues and because she didn’t know much about it except for it being one of the happiest countries in the world, often thought of synonymously with the word “hygge,” which has no direct translation but encapsulates coziness and comfort from the small joys in life. 

      “At MIT, we have a very strong work-hard, play-hard culture. I think we can learn a lot from the work-life balance that Denmark has a reputation for,” she says. “I really wanted to take the opportunity in between graduation and whatever came after to explore beyond my bubble. For me, it was important to step back, out of my comfort zone, step into a different environment — and just live.”

      Currently, her personal project is comparing the conditions of two lagoons on the island of Fyn in Denmark. Both are naturally occurring, but in different states of environmental health. 

      She’s been doing a mix of field work and lab work. She collects sediment and fauna samples using a steel corer, or “butter stick” in her lab’s slang. In the same way that one can use a metal tube-shaped tool to remove the core of an apple, she punches the steel corer into the ground, removing a plug of sample. She then sifts the sample through 1 millimeter mesh, preserves the filtered sample in formalin, and takes everything back to the lab. 

      Once there, she looks through the sample to find macrofauna — mollusks, barnacles, and polychaetes, a bristly-looking segmented worm, for example. Collected over time, sediment characteristics like organic matter content, sediment grain size, and the size and abundance of macrofauna, can reveal trends that can help determine the health of the ecosystem. 

      Lo doesn’t have any concrete results yet, but her data could help researchers project the recovery of a lagoon that was rehabilitated using a technique called managed realignment, where water is allowed to reclaim areas where it was once found. She says she’s glad she gets a mix of field work and lab work, even on Denmark’s stormiest days. 

      “Sometimes there are really cold days where it’s windy and I wish I was in the lab, but, at the same time, it’s nice to have a balance where I can be outside and really be hands-on with my work,” she says.  

      Reflecting her dual interests in the technical and the innovative, she will be back in the Greater Boston area in the fall, pursuing a master of science in innovation and management and an MS in civil and environmental engineering at the Tufts Gordon Institute.

      “So much has happened and changed due to the pandemic that it’s easy to dwell on what could’ve been, but I tell myself to be optimistic and take the positive aspects that have come out of the circumstances,” Lo says. “My opportunities with the Sea Grant, MISTI, and Tufts definitely wouldn’t have happened if the pandemic hadn’t happened.” More

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      in Environment

      Q&A: Are far-reaching fires the new normal?

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      Where there’s smoke, there is fire. But with climate change, larger and longer-burning wildfires are sending smoke farther from their source, often to places that are unaccustomed to the exposure. That’s been the case this week, as smoke continues to drift south from massive wildfires in Canada, prompting warnings of hazardous air quality, and poor visibility in states across New England, the mid-Atlantic, and the Midwest.

      As wildfire season is just getting going, many may be wondering: Are the air-polluting effects of wildfires a new normal?

      MIT News spoke with Professor Colette Heald of the Department of Civil and Environmental Engineering and the Department of Earth, Atmospheric and Planetary Sciences, and Professor Noelle Selin of the Institute for Data, Systems and Society and the Department of Earth, Atmospheric and Planetary Sciences. Heald specializes in atmospheric chemistry and has studied the climate and health effects associated with recent wildfires, while Selin works with atmospheric models to track air pollutants around the world, which she uses to inform policy decisions on mitigating  pollution and climate change. The researchers shared some of their insights on the immediate impacts of Canada’s current wildfires and what downwind regions may expect in the coming months, as the wildfire season stretches into summer.  

      Q: What role has climate change and human activity played in the wildfires we’ve seen so far this year?

      Heald: Unusually warm and dry conditions have dramatically increased fire susceptibility in Canada this year. Human-induced climate change makes such dry and warm conditions more likely. Smoke from fires in Alberta and Nova Scotia in May, and Quebec in early June, has led to some of the worst air quality conditions measured locally in Canada. This same smoke has been transported into the United States and degraded air quality here as well. Local officials have determined that ignitions have been associated with lightning strikes, but human activity has also played a role igniting some of the fires in Alberta.

      Q: What can we expect for the coming months in terms of the pattern of wildfires and their associated air pollution across the United States?

      Heald: The Government of Canada is projecting higher-than-normal fire activity throughout the 2023 fire season. Fire susceptibility will continue to respond to changing weather conditions, and whether the U.S. is impacted will depend on the winds and how air is transported across those regions. So far, the fire season in the United States has been below average, but fire risk is expected to increase modestly through the summer, so we may see local smoke influences as well.

      Q: How has air pollution from wildfires affected human health in the U.S. this year so far?

      Selin: The pollutant of most concern in wildfire smoke is fine particulate matter (PM2.5) – fine particles in the atmosphere that can be inhaled deep into the lungs, causing health damages. Exposure to PM2.5 causes respiratory and cardiovascular damage, including heart attacks and premature deaths. It can also cause symptoms like coughing and difficulty breathing. In New England this week, people have been breathing much higher concentrations of PM2.5 than usual. People who are particularly vulnerable to the effects are likely experiencing more severe impacts, such as older people and people with underlying conditions. But PM2.5 affects everyone. While the number and impact of wildfires varies from year to year, the associated air pollution from them generally lead to tens of thousands of premature deaths in the U.S. overall annually. There is also some evidence that PM2.5 from fires could be particularly damaging to health.

      While we in New England usually have relatively lower levels of pollution, it’s important also to note that some cities around the globe experience very high PM2.5 on a regular basis, not only from wildfires, but other sources such as power plants and industry. So, while we’re feeling the effects over the past few days, we should remember the broader importance of reducing PM2.5 levels overall for human health everywhere.

      Q: While firefighters battle fires directly this wildfire season, what can we do to reduce the effects of associated air pollution? And what can we do in the long-term, to prevent or reduce wildfire impacts?

      Selin: In the short term, protecting yourself from the impacts of PM2.5 is important. Limiting time outdoors, avoiding outdoor exercise, and wearing a high-quality mask are some strategies that can minimize exposure. Air filters can help reduce the concentrations of particles in indoor air. Taking measures to avoid exposure is particularly important for vulnerable groups. It’s also important to note that these strategies aren’t equally possible for everyone (for example, people who work outside) — stressing the importance of developing new strategies to address the underlying causes of increasing wildfires.

      Over the long term, mitigating climate change is important — because warm and dry conditions lead to wildfires, warming increases fire risk. Preventing the fires that are ignited by people or human activities can help.  Another way that damages can be mitigated in the longer term is by exploring land management strategies that could help manage fire intensity. More

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      in Environment

      3 Questions: Can disused croplands help mitigate climate change?

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      As the world struggles to meet internationally agreed targets for reducing greenhouse gas emissions, methods of removing carbon dioxide such as reforestation of cleared areas have become an increasingly important strategy. But little attention has been paid to the potential for abandoned or marginal croplands to be restored to natural vegetation as an additional carbon sink, say MIT assistant professor of civil and environmental engineering César Terrer, recent visiting MIT doctoral student Stephen M. Bell, and six others, in a recent open-access paper in the journal Nature Communications. Here, Terrer and Bell explain the potential use of these “post-agricultural” lands to help in the fight against damaging climate change.

      Q: How significant is the potential of unused agricultural lands as a carbon sink to help mitigate climate change?

      Bell: We know of these huge instances of land abandonment and post-agricultural succession throughout history, like following the collapse of major cities from ancient Mesopotamia to the Mayans. And when the Europeans arrived in the Americas in the 15th century, so many people died and so much forest grew back on abandoned farmland that it helped cool the entire planet and was potentially a driver of the coldest part of the so-called “Little Ice Age” period.

      Today, we have abandoned farmland all over the Mediterranean region, where I did my PhD field work. As young people left rural areas for the cities throughout the 20th century, farmers couldn’t pass on their land to anyone, and the land succeeded back into shrub lands and forests. The biggest recent example of abandonment is for sure the collapse of the Soviet Union, where an estimated 60 million hectares of forest regrew when support for collective farming stopped, resulting in one of the largest carbon sinks ever attributed to a single event.

      So, when we look back at the past, we know there’s potential. Of course, these are huge events, and no one is proposing to replicate anything like that. We need to use land for multiple purposes, but looking back at these big examples, we know there is potential for abandoned or restored agricultural land to be carbon sinks. And so that tells us to dig deeper into this question and get a better idea of realistic scenarios, a better understanding of the climate change mitigation potential of agricultural cessation in the most strategic places.

      Terrer: More than 115 billion tons of carbon have been lost from soils due to agricultural practices that disturb soil integrity — such as tilling, monoculture farming, removing crop residue, excessive use of fertilizers and pesticides, and over-grazing. To put this into perspective, the amount of carbon lost is equivalent to the total CO2 emissions ever produced in the United States.

      Our current research synthesizes field data from thousands of experiments, aiming to understand the factors that influence soil carbon accrual in abandoned croplands transitioning back to forests or natural grasslands. We’re working to quantify the potential for carbon sequestration in these soils over 30-, 50-, and 100-year time frames and mapping the areas with the greatest potential for carbon storage. This includes both increases in soil carbon and in vegetation biomass.

      Q: What are some of the key uncertainties in evaluating this potential for unused cropland to serve as a carbon sink, and how could those uncertainties be addressed?

      Bell: We use this word uncertainties in two ways. Specifically, the longevity of potential recarbonization, and the intensity of the potential recarbonization. Those are two factors, two aspects that we need to quantify to reduce our uncertainty.

      So, how long will the land recarbonize, regardless of the intensity? If the carbon level is going up, that’s good. If there’s more carbon increasing in the soil, we know that it came from somewhere, it came from the atmosphere. But how long does that happen? We know soil can get saturated. It can reach its carbon capacity limit, it won’t continue to increase the carbon stock, and the recarbonization curve will flatten out. When does that happen? Is it after a hundred years? Is it after 20 years?

      But the world’s soils are very diverse and complex, so what might be true in one place is not true in another place. It may take a longer time to reach saturation for more fertile soils in the Midwest U.S. than less fertile soils in the Southwest, for example. Alternatively, sometimes soils in drier areas like in the Southwest may never reach true saturation if they are degraded and have stalled recovery following abandonment.

      The second uncertainty is intensity: How high on the y-axis on the chart of recarbonization does saturation occur? With the analogy comparing U.S. soils, you might have a relatively huge carbon increase on an abandoned farm in the Southwest, but because the soil is not very carbon-rich it’s not a large increase in absolute terms. In the Midwest, there might only be a small relative increase, but that increase could be much more in total than in the Southwest. These are just nuances to keep in mind as we look at this at the global scale.

      These nuances are essentially uncertainties. Soil carbon responses to agricultural land abandonment is complicated, and unfortunately it hasn’t been studied in much detail so far. We need to reduce those uncertainties to get a better understanding of the recarbonization potential. This is easier said than done because not only do we have these temporal data uncertainties, but we also have spatial uncertainties. We don’t have very good maps of past and present post-agricultural landscapes.

      Q: Can this potential use of post-agricultural lands be implemented without putting global food supplies at risk? How can these needs be balanced?

      Terrer: As to whether utilizing post-agricultural lands for carbon sequestration can be implemented without jeopardizing global food supplies, and how to balance these needs, our recent research provides valuable insights.

      The challenge, of course, lies in balancing cropland restoration for climate mitigation with food security for a growing global population. Abandoned croplands represent an opportunity for carbon sequestration without impacting active agricultural lands. However, the available area of abandoned croplands is insufficient to make a substantial impact on climate mitigation on its own.

      Thus, our proposal also emphasizes the importance of closing yield gaps, which involves increasing crop production per hectare to its theoretical limits. This would enable us to maintain or even increase global crop yields using only a fraction of the currently cultivated area, allowing the remaining land to be dedicated to climate mitigation efforts. By pursuing this strategy, we estimate that over half of the amount of soil carbon lost so far due to agriculture could be recovered, while ensuring food security for the world’s population. More