Cleaner industry

Subterms

    Latest story

    150 Shares78 Views

    In a unique research collaboration, students make the case for less e-waste

    by

    Brought together as part of the Social and Ethical Responsibilities of Computing (SERC) initiative within the MIT Schwarzman College of Computing, a community of students known as SERC Scholars is collaborating to examine the most urgent problems humans face in the digital landscape.Each semester, students from all levels from across MIT are invited to join a different topical working group led by a SERC postdoctoral associate. Each group delves into a specific issue — such as surveillance or data ownership — culminating in a final project presented at the end of the term.Typically, students complete the program with hands-on experience conducting research in a new cross-disciplinary field. However, one group of undergraduate and graduate students recently had the unique opportunity to enhance their resume by becoming published authors of a case study about the environmental and climate justice implications of the electronics hardware life cycle.Although it’s not uncommon for graduate students to co-author case studies, it’s unusual for undergraduates to earn this opportunity — and for their audience to be other undergraduates around the world.“Our team was insanely interdisciplinary,” says Anastasia Dunca, a junior studying computer science and one of the co-authors. “I joined the SERC Scholars Program because I liked the idea of being part of a cohort from across MIT working on a project that utilized all of our skillsets. It also helps [undergraduates] learn the ins and outs of computing ethics research.”Case study co-author Jasmin Liu, an MBA student in the MIT Sloan School of Management, sees the program as a platform to learn about the intersection of technology, society, and ethics: “I met team members spanning computer science, urban planning, to art/culture/technology. I was excited to work with a diverse team because I know complex problems must be approached with many different perspectives. Combining my background in humanities and business with the expertise of others allowed us to be more innovative and comprehensive.”Christopher Rabe, a former SERC postdoc who facilitated the group, says, “I let the students take the lead on identifying the topic and conducting the research.” His goal for the group was to challenge students across disciplines to develop a working definition of climate justice.From mining to e-wasteThe SERC Scholars’ case study, “From Mining to E-waste: The Environmental and Climate Justice Implications of the Electronics Hardware Life Cycle,” was published by the MIT Case Studies in Social and Ethical Responsibilities of Computing.The ongoing case studies series, which releases new issues twice a year on an open-source platform, is enabling undergraduate instructors worldwide to incorporate research-based education materials on computing ethics into their existing class syllabi.This particular case study broke down the electronics life cycle from mining to manufacturing, usage, and disposal. It offered an in-depth look at how this cycle promotes inequity in the Global South. Mining for the average of 60 minerals that power everyday devices lead to illegal deforestation, compromising air quality in the Amazon, and triggering armed conflict in Congo. Manufacturing leads to proven health risks for both formal and informal workers, some of whom are child laborers.Life cycle assessment and circular economy are proposed as mechanisms for analyzing environmental and climate justice issues in the electronics life cycle. Rather than posing solutions, the case study offers readers entry points for further discussion and for assessing their own individual responsibility as producers of e-waste.Crufting and crafting a case studyDunca joined Rabe’s working group, intrigued by the invitation to conduct a rigorous literature review examining issues like data center resource and energy use, manufacturing waste, ethical issues with AI, and climate change. Rabe quickly realized that a common thread among all participants was an interest in understanding and reducing e-waste and its impact on the environment.“I came in with the idea of us co-authoring a case study,” Rabe said. However, the writing-intensive process was initially daunting to those students who were used to conducting applied research. Once Rabe created sub-groups with discrete tasks, the steps for researching, writing, and iterating a case study became more approachable.For Ellie Bultena, an undergraduate student studying linguistics and philosophy and a contributor to the study, that meant conducting field research on the loading dock of MIT’s Stata Center, where students and faculty go “crufting” through piles of clunky printers, broken computers, and used lab equipment discarded by the Institute’s labs, departments, and individual users.Although not a formally sanctioned activity on-campus, “crufting” is the act of gleaning usable parts from these junk piles to be repurposed into new equipment or art. Bultena’s respondents, who opted to be anonymous, said that MIT could do better when it comes to the amount of e-waste generated and suggested that formal strategies could be implemented to encourage community members to repair equipment more easily or recycle more formally.Rabe, now an education program director at the MIT Environmental Solutions Initiative, is hopeful that through the Zero-Carbon Campus Initiative, which commits MIT to eliminating all direct emissions by 2050, MIT will ultimately become a model for other higher education institutions.Although the group lacked the time and resources to travel to communities in the Global South that they profiled in their case study, members leaned into exhaustive secondary research, collecting data on how some countries are irresponsibly dumping e-waste. In contrast, others have developed alternative solutions that can be duplicated elsewhere and scaled.“We source materials, manufacture them, and then throw them away,” Lelia Hampton says. A PhD candidate in electrical engineering and computer science and another co-author, Hampton jumped at the opportunity to serve in a writing role, bringing together the sub-groups research findings. “I’d never written a case study, and it was exciting. Now I want to write 10 more.”The content directly informed Hampton’s dissertation research, which “looks at applying machine learning to climate justice issues such as urban heat islands.” She said that writing a case study that is accessible to general audiences upskilled her for the non-profit organization she’s determined to start. “It’s going to provide communities with free resources and data needed to understand how they are impacted by climate change and begin to advocate against injustice,” Hampton explains.Dunca, Liu, Rabe, Bultena, and Hampton are joined on the case study by fellow authors Mrinalini Singha, a graduate student in the Art, Culture, and Technology program; Sungmoon Lim, a graduate student in urban studies and planning and EECS; Lauren Higgins, an undergraduate majoring in political science; and Madeline Schlegal, a Northeastern University co-op student.Taking the case study to classrooms around the worldAlthough PhD candidates have contributed to previous case studies in the series, this publication is the first to be co-authored with MIT undergraduates. Like any other peer-reviewed journal, before publication, the SERC Scholars’ case study was anonymously reviewed by senior scholars drawn from various fields.The series editor, David Kaiser, also served as one of SERC’s inaugural associate deans and helped shape the program. “The case studies, by design, are short, easy to read, and don’t take up lots of time,” Kaiser explained. “They are gateways for students to explore, and instructors can cover a topic that has likely already been on their mind.” This semester, Kaiser, the Germeshausen Professor of the History of Science and a professor of physics, is teaching STS.004 (Intersections: Science, Technology, and the World), an undergraduate introduction to the field of science, technology, and society. The last month of the semester has been dedicated wholly to SERC case studies, one of which is: “From Mining to E-Waste.”Hampton was visibly moved to hear that the case study is being used at MIT but also by some of the 250,000 visitors to the SERC platform, many of whom are based in the Global South and directly impacted by the issues she and her cohort researched. “Many students are focused on climate, whether through computer science, data science, or mechanical engineering. I hope that this case study educates them on environmental and climate aspects of e-waste and computing.” More

    More stories

    • 100 Shares71 Views

      in Environment

      Enabling a circular economy in the built environment

      by

      The amount of waste generated by the construction sector underscores an urgent need for embracing circularity — a sustainable model that aims to minimize waste and maximize material efficiency through recovery and reuse — in the built environment: 600 million tons of construction and demolition waste was produced in the United States alone in 2018, with 820 million tons reported in the European Union, and an excess of 2 billion tons annually in China.This significant resource loss embedded in our current industrial ecosystem marks a linear economy that operates on a “take-make-dispose” model of construction; in contrast, the “make-use-reuse” approach of a circular economy offers an important opportunity to reduce environmental impacts.A team of MIT researchers has begun to assess what may be needed to spur widespread circular transition within the built environment in a new open-access study that aims to understand stakeholders’ current perceptions of circularity and quantify their willingness to pay.“This paper acts as an initial endeavor into understanding what the industry may be motivated by, and how integration of stakeholder motivations could lead to greater adoption,” says lead author Juliana Berglund-Brown, PhD student in the Department of Architecture at MIT.Considering stakeholders’ perceptionsThree different stakeholder groups from North America, Europe, and Asia — material suppliers, design and construction teams, and real estate developers — were surveyed by the research team that also comprises Akrisht Pandey ’23; Fabio Duarte, associate director of the MIT Senseable City Lab; Raquel Ganitsky, fellow in the Sustainable Real Estate Development Action Program; Randolph Kirchain, co-director of MIT Concrete Sustainability Hub; and Siqi Zheng, the STL Champion Professor of Urban and Real Estate Sustainability at Department of Urban Studies and Planning.Despite growing awareness of reuse practice among construction industry stakeholders, circular practices have yet to be implemented at scale — attributable to many factors that influence the intersection of construction needs with government regulations and the economic interests of real estate developers.The study notes that perceived barriers to circular adoption differ based on industry role, with lack of both client interest and standardized structural assessment methods identified as the primary concern of design and construction teams, while the largest deterrents for material suppliers are logistics complexity, and supply uncertainty. Real estate developers, on the other hand, are chiefly concerned with higher costs and structural assessment. Yet encouragingly, respondents expressed willingness to absorb higher costs, with developers indicating readiness to pay an average of 9.6 percent higher construction costs for a minimum 52.9 percent reduction in embodied carbon — and all stakeholders highly favor the potential of incentives like tax exemptions to aid with cost premiums.Next steps to encourage circularityThe findings highlight the need for further conversation between design teams and developers, as well as for additional exploration into potential solutions to practical challenges. “The thing about circularity is that there is opportunity for a lot of value creation, and subsequently profit,” says Berglund-Brown. “If people are motivated by cost, let’s provide a cost incentive, or establish strategies that have one.”When it comes to motivating reasons to adopt circularity practices, the study also found trends emerging by industry role. Future net-zero goals influence developers as well as design and construction teams, with government regulation the third-most frequently named reason across all respondent types.“The construction industry needs a market driver to embrace circularity,” says Berglund-Brown, “Be it carrots or sticks, stakeholders require incentives for adoption.”The effect of policy to motivate change cannot be understated, with major strides being made in low operational carbon building design after policy restricting emissions was introduced, such as Local Law 97 in New York City and the Building Emissions Reduction and Disclosure Ordinance in Boston. These pieces of policy, and their results, can serve as models for embodied carbon reduction policy elsewhere.Berglund-Brown suggests that municipalities might initiate ordinances requiring buildings to be deconstructed, which would allow components to be reused, curbing demolition methods that result in waste rather than salvage. Top-down ordinances could be one way to trigger a supply chain shift toward reprocessing building materials that are typically deemed “end-of-life.”The study also identifies other challenges to the implementation of circularity at scale, including risk associated with how to reuse materials in new buildings, and disrupting status quo design practices.“Understanding the best way to motivate transition despite uncertainty is where our work comes in,” says Berglund-Brown. “Beyond that, researchers can continue to do a lot to alleviate risk — like developing standards for reuse.”Innovations that challenge the status quoDisrupting the status quo is not unusual for MIT researchers; other visionary work in construction circularity pioneered at MIT includes “a smart kit of parts” called Pixelframe. This system for modular concrete reuse allows building elements to be disassembled and rebuilt several times, aiding deconstruction and reuse while maintaining material efficiency and versatility.Developed by MIT Climate and Sustainability Consortium Associate Director Caitlin Mueller’s research team, Pixelframe is designed to accommodate a wide range of applications from housing to warehouses, with each piece of interlocking precast concrete modules, called Pixels, assigned a material passport to enable tracking through its many life cycles.Mueller’s work demonstrates that circularity can work technically and logistically at the scale of the built environment — by designing specifically for disassembly, configuration, versatility, and upfront carbon and cost efficiency.“This can be built today. This is building code-compliant today,” said Mueller of Pixelframe in a keynote speech at the recent MCSC Annual Symposium, which saw industry representatives and members of the MIT community coming together to discuss scalable solutions to climate and sustainability problems. “We currently have the potential for high-impact carbon reduction as a compelling alternative to the business-as-usual construction methods we are used to.”Pixelframe was recently awarded a grant by the Massachusetts Clean Energy Center (MassCEC) to pursue commercialization, an important next step toward integrating innovations like this into a circular economy in practice. “It’s MassCEC’s job to make sure that these climate leaders have the resources they need to turn their technologies into successful businesses that make a difference around the world,” said MassCEC CEO Emily Reichart, in a press release.Additional support for circular innovation has emerged thanks to a historic piece of climate legislation from the Biden administration. The Environmental Protection Agency recently awarded a federal grant on the topic of advancing steel reuse to Berglund-Brown — whose PhD thesis focuses on scaling the reuse of structural heavy-section steel — and John Ochsendorf, the Class of 1942 Professor of Civil and Environmental Engineering and Architecture at MIT.“There is a lot of exciting upcoming work on this topic,” says Berglund-Brown. “To any practitioners reading this who are interested in getting involved — please reach out.”The study is supported in part by the MIT Climate and Sustainability Consortium. More

    • 100 Shares73 Views

      in Environment

      A new biodegradable material to replace certain microplastics

      by

      Microplastics are an environmental hazard found nearly everywhere on Earth, released by the breakdown of tires, clothing, and plastic packaging. Another significant source of microplastics is tiny beads that are added to some cleansers, cosmetics, and other beauty products.In an effort to cut off some of these microplastics at their source, MIT researchers have developed a class of biodegradable materials that could replace the plastic beads now used in beauty products. These polymers break down into harmless sugars and amino acids.“One way to mitigate the microplastics problem is to figure out how to clean up existing pollution. But it’s equally important to look ahead and focus on creating materials that won’t generate microplastics in the first place,” says Ana Jaklenec, a principal investigator at MIT’s Koch Institute for Integrative Cancer Research.These particles could also find other applications. In the new study, Jaklenec and her colleagues showed that the particles could be used to encapsulate nutrients such as vitamin A. Fortifying foods with encapsulated vitamin A and other nutrients could help some of the 2 billion people around the world who suffer from nutrient deficiencies.Jaklenec and Robert Langer, an MIT Institute Professor and member of the Koch Institute, are the senior authors of the paper, which appears today in Nature Chemical Engineering. The paper’s lead author is Linzixuan (Rhoda) Zhang, an MIT graduate student in chemical engineering.Biodegradable plasticsIn 2019, Jaklenec, Langer, and others reported a polymer material that they showed could be used to encapsulate vitamin A and other essential nutrients. They also found that people who consumed bread made from flour fortified with encapsulated iron showed increased iron levels.However, since then, the European Union has classified this polymer, known as BMC, as a microplastic and included it in a ban that went into effect in 2023. As a result, the Bill and Melinda Gates Foundation, which funded the original research, asked the MIT team if they could design an alternative that would be more environmentally friendly.The researchers, led by Zhang, turned to a type of polymer that Langer’s lab had previously developed, known as poly(beta-amino esters). These polymers, which have shown promise as vehicles for gene delivery and other medical applications, are biodegradable and break down into sugars and amino acids.By changing the composition of the material’s building blocks, researchers can tune properties such as hydrophobicity (ability to repel water), mechanical strength, and pH sensitivity. After creating five different candidate materials, the MIT team tested them and identified one that appeared to have the optimal composition for microplastic applications, including the ability to dissolve when exposed to acidic environments such as the stomach.The researchers showed that they could use these particles to encapsulate vitamin A, as well as vitamin D, vitamin E, vitamin C, zinc, and iron. Many of these nutrients are susceptible to heat and light degradation, but when encased in the particles, the researchers found that the nutrients could withstand exposure to boiling water for two hours.They also showed that even after being stored for six months at high temperature and high humidity, more than half of the encapsulated vitamins were undamaged.To demonstrate their potential for fortifying food, the researchers incorporated the particles into bouillon cubes, which are commonly consumed in many African countries. They found that when incorporated into bouillon, the nutrients remained intact after being boiled for two hours.“Bouillon is a staple ingredient in sub-Saharan Africa, and offers a significant opportunity to improve the nutritional status of many billions of people in those regions,” Jaklenec says.In this study, the researchers also tested the particles’ safety by exposing them to cultured human intestinal cells and measuring their effects on the cells. At the doses that would be used for food fortification, they found no damage to the cells.Better cleansingTo explore the particles’ ability to replace the microbeads that are often added to cleansers, the researchers mixed the particles with soap foam. This mixture, they found, could remove permanent marker and waterproof eyeliner from skin much more effectively than soap alone.Soap mixed with the new microplastic was also more effective than a cleanser that includes polyethylene microbeads, the researchers found. They also discovered that the new biodegradable particles did a better job of absorbing potentially toxic elements such as heavy metals.“We wanted to use this as a first step to demonstrate how it’s possible to develop a new class of materials, to expand from existing material categories, and then to apply it to different applications,” Zhang says.With a grant from Estée Lauder, the researchers are now working on further testing the microbeads as a cleanser and potentially other applications, and they plan to run a small human trial later this year. They are also gathering safety data that could be used to apply for GRAS (generally regarded as safe) classification from the U.S. Food and Drug Administration and are planning a clinical trial of foods fortified with the particles.The researchers hope their work could help to significantly reduce the amount of microplastic released into the environment from health and beauty products.“This is just one small part of the broader microplastics issue, but as a society we’re beginning to acknowledge the seriousness of the problem. This work offers a step forward in addressing it,” Jaklenec says. “Polymers are incredibly useful and essential in countless applications in our daily lives, but they come with downsides. This is an example of how we can reduce some of those negative aspects.”The research was funded by the Gates Foundation and the U.S. National Science Foundation. More

    • 113 Shares119 Views

      in Environment

      A new catalyst can turn methane into something useful

      by

      Although it is less abundant than carbon dioxide, methane gas contributes disproportionately to global warming because it traps more heat in the atmosphere than carbon dioxide, due to its molecular structure.MIT chemical engineers have now designed a new catalyst that can convert methane into useful polymers, which could help reduce greenhouse gas emissions.“What to do with methane has been a longstanding problem,” says Michael Strano, the Carbon P. Dubbs Professor of Chemical Engineering at MIT and the senior author of the study. “It’s a source of carbon, and we want to keep it out of the atmosphere but also turn it into something useful.”The new catalyst works at room temperature and atmospheric pressure, which could make it easier and more economical to deploy at sites of methane production, such as power plants and cattle barns.Daniel Lundberg PhD ’24 and MIT postdoc Jimin Kim are the lead authors of the study, which appears today in Nature Catalysis. Former postdoc Yu-Ming Tu and postdoc Cody Ritt also authors of the paper.Capturing methaneMethane is produced by bacteria known as methanogens, which are often highly concentrated in landfills, swamps, and other sites of decaying biomass. Agriculture is a major source of methane, and methane gas is also generated as a byproduct of transporting, storing, and burning natural gas. Overall, it is believed to account for about 15 percent of global temperature increases.At the molecular level, methane is made of a single carbon atom bound to four hydrogen atoms. In theory, this molecule should be a good building block for making useful products such as polymers. However, converting methane to other compounds has proven difficult because getting it to react with other molecules usually requires high temperature and high pressures.To achieve methane conversion without that input of energy, the MIT team designed a hybrid catalyst with two components: a zeolite and a naturally occurring enzyme. Zeolites are abundant, inexpensive clay-like minerals, and previous work has found that they can be used to catalyze the conversion of methane to carbon dioxide.In this study, the researchers used a zeolite called iron-modified aluminum silicate, paired with an enzyme called alcohol oxidase. Bacteria, fungi, and plants use this enzyme to oxidize alcohols.This hybrid catalyst performs a two-step reaction in which zeolite converts methane to methanol, and then the enzyme converts methanol to formaldehyde. That reaction also generates hydrogen peroxide, which is fed back into the zeolite to provide a source of oxygen for the conversion of methane to methanol.This series of reactions can occur at room temperature and doesn’t require high pressure. The catalyst particles are suspended in water, which can absorb methane from the surrounding air. For future applications, the researchers envision that it could be painted onto surfaces.“Other systems operate at high temperature and high pressure, and they use hydrogen peroxide, which is an expensive chemical, to drive the methane oxidation. But our enzyme produces hydrogen peroxide from oxygen, so I think our system could be very cost-effective and scalable,” Kim says.Creating a system that incorporates both enzymes and artificial catalysts is a “smart strategy,” says Damien Debecker, a professor at the Institute of Condensed Matter and Nanosciences at the University of Louvain, Belgium.“Combining these two families of catalysts is challenging, as they tend to operate in rather distinct operation conditions. By unlocking this constraint and mastering the art of chemo-enzymatic cooperation, hybrid catalysis becomes key-enabling: It opens new perspectives to run complex reaction systems in an intensified way,” says Debecker, who was not involved in the research.Building polymersOnce formaldehyde is produced, the researchers showed they could use that molecule to generate polymers by adding urea, a nitrogen-containing molecule found in urine. This resin-like polymer, known as urea-formaldehyde, is now used in particle board, textiles and other products.The researchers envision that this catalyst could be incorporated into pipes used to transport natural gas. Within those pipes, the catalyst could generate a polymer that could act as a sealant to heal cracks in the pipes, which are a common source of methane leakage. The catalyst could also be applied as a film to coat surfaces that are exposed to methane gas, producing polymers that could be collected for use in manufacturing, the researchers say.Strano’s lab is now working on catalysts that could be used to remove carbon dioxide from the atmosphere and combine it with nitrate to produce urea. That urea could then be mixed with the formaldehyde produced by the zeolite-enzyme catalyst to produce urea-formaldehyde.The research was funded by the U.S. Department of Energy. More

    • 75 Shares144 Views

      in Energy

      Decarbonizing heavy industry with thermal batteries

      by

      Whether you’re manufacturing cement, steel, chemicals, or paper, you need a large amount of heat. Almost without exception, manufacturers around the world create that heat by burning fossil fuels.In an effort to clean up the industrial sector, some startups are changing manufacturing processes for specific materials. Some are even changing the materials themselves. Daniel Stack SM ’17, PhD ’21 is trying to address industrial emissions across the board by replacing the heat source.Since coming to MIT in 2014, Stack has worked to develop thermal batteries that use electricity to heat up a conductive version of ceramic firebricks, which have been used as heat stores and insulators for centuries. In 2021, Stack co-founded Electrified Thermal Solutions, which has since demonstrated that its firebricks can store heat efficiently for hours and discharge it by heating air or gas up to 3,272 degrees Fahrenheit — hot enough to power the most demanding industrial applications.Achieving temperatures north of 3,000 F represents a breakthrough for the electric heating industry, as it enables some of the world’s hardest-to-decarbonize sectors to utilize renewable energy for the first time. It also unlocks a new, low-cost model for using electricity when it’s at its cheapest and cleanest.“We have a global perspective at Electrified Thermal, but in the U.S. over the last five years, we’ve seen an incredible opportunity emerge in energy prices that favors flexible offtake of electricity,” Stack says. “Throughout the middle of the country, especially in the wind belt, electricity prices in many places are negative for more than 20 percent of the year, and the trend toward decreasing electricity pricing during off-peak hours is a nationwide phenomenon. Technologies like our Joule Hive Thermal Battery will enable us to access this inexpensive, clean electricity and compete head to head with fossil fuels on price for industrial heating needs, without even factoring in the positive climate impact.”A new approach to an old technologyStack’s research plans changed quickly when he joined MIT’s Department of Nuclear Science and Engineering as a master’s student in 2014.“I went to MIT excited to work on the next generation of nuclear reactors, but what I focused on almost from day one was how to heat up bricks,” Stack says. “It wasn’t what I expected, but when I talked to my advisor, [Principal Research Scientist] Charles Forsberg, about energy storage and why it was valuable to not just nuclear power but the entire energy transition, I realized there was no project I would rather work on.”Firebricks are ubiquitous, inexpensive clay bricks that have been used for millennia in fireplaces and ovens. In 2017, Forsberg and Stack co-authored a paper showing firebricks’ potential to store heat from renewable resources, but the system still used electric resistance heaters — like the metal coils in toasters and space heaters — which limited its temperature output.For his doctoral work, Stack worked with Forsberg to make firebricks that were electrically conductive, replacing the resistance heaters so the bricks produced the heat directly.“Electric heaters are your biggest limiter: They burn out too fast, they break down, they don’t get hot enough,” Stack explains. “The idea was to skip the heaters because firebricks themselves are really cheap, abundant materials that can go to flame-like temperatures and hang out there for days.”Forsberg and Stacks were able to create conductive firebricks by tweaking the chemical composition of traditional firebricks. Electrified Thermal’s bricks are 98 percent similar to existing firebricks and are produced using the same processes, allowing existing manufacturers to make them inexpensively.Toward the end of his PhD program, Stack realized the invention could be commercialized. He started taking classes at the MIT Sloan School of Management and spending time at the Martin Trust Center for MIT Entrepreneurship. He also entered the StartMIT program and the I-Corps program, and received support from the U.S. Department of Energy and MIT’s Venture Mentoring Service (VMS).“Through the Boston ecosystem, the MIT ecosystem, and with help from the Department of Energy, we were able to launch this from the lab at MIT,” Stack says. “What we spun out was an electrically conductive firebrick, or what we refer to as an e-Brick.”Electrified Thermal contains its firebrick arrays in insulated, off-the-shelf metal boxes. Although the system is highly configurable depending on the end use, the company’s standard system can collect and release about 5 megawatts of energy and store about 25 megawatt-hours.The company has demonstrated its system’s ability to produce high temperatures and has been cycling its system at its headquarters in Medford, Massachusetts. That work has collectively earned Electrified Thermal $40 million from various the Department of Energy offices to scale the technology and work with manufacturers.“Compared to other electric heating, we can run hotter and last longer than any other solution on the market,” Stack says. “That means replacing fossil fuels at a lot of industrial sites that couldn’t otherwise decarbonize.”Scaling to solve a global problemElectrified Thermal is engaging with hundreds of industrial companies, including manufacturers of cement, steel, glass, basic and specialty chemicals, food and beverage, and pulp and paper.“The industrial heating challenge affects everyone under the sun,” Stack says. “They all have fundamentally the same problem, which is getting their heat in a way that is affordable and zero carbon for the energy transition.”The company is currently building a megawatt-scale commercial version of its system, which it expects to be operational in the next seven months.“Next year will be a huge proof point to the industry,” Stack says. “We’ll be using the commercial system to showcase a variety of operating points that customers need to see, and we’re hoping to be running systems on customer sites by the end of the year. It’ll be a huge achievement and a first for electric heating because no other solution in the market can put out the kind of temperatures that we can put out.”By working with manufacturers to produce its firebricks and casings, Electrified Thermal hopes to be able to deploy its systems rapidly and at low cost across a massive industry.“From the very beginning, we engineered these e-bricks to be rapidly scalable and rapidly producible within existing supply chains and manufacturing processes,” Stack says. “If you want to decarbonize heavy industry, there will be no cheaper way than turning electricity into heat from zero-carbon electricity assets. We’re seeking to be the premier technology that unlocks those capabilities, with double digit percentages of global energy flowing through our system as we accomplish the energy transition.” More

    • 113 Shares179 Views

      in Energy

      A nonflammable battery to power a safer, decarbonized future

      by

      Lithium-ion batteries are the workhorses of home electronics and are powering an electric revolution in transportation. But they are not suitable for every application.A key drawback is their flammability and toxicity, which make large-scale lithium-ion energy storage a bad fit in densely populated city centers and near metal processing or chemical manufacturing plants.Now Alsym Energy has developed a nonflammable, nontoxic alternative to lithium-ion batteries to help renewables like wind and solar bridge the gap in a broader range of sectors. The company’s electrodes use relatively stable, abundant materials, and its electrolyte is primarily water with some nontoxic add-ons.“Renewables are intermittent, so you need storage, and to really solve the decarbonization problem, we need to be able to make these batteries anywhere at low cost,” says Alsym co-founder and MIT Professor Kripa Varanasi.The company believes its batteries, which are currently being tested by potential customers around the world, hold enormous potential to decarbonize the high-emissions industrial manufacturing sector, and they see other applications ranging from mining to powering data centers, homes, and utilities.“We are enabling a decarbonization of markets that was not possible before,” Alsym co-founder and CEO Mukesh Chatter says. “No chemical or steel plant would dare put a lithium battery close to their premises because of the flammability, and industrial emissions are a much bigger problem than passenger cars. With this approach, we’re able to offer a new path.”Helping 1 billion peopleChatter started a telecommunications company with serial entrepreneurs and longtime members of the MIT community Ray Stata ’57, SM ’58 and Alec Dingee ’52 in 1997. Since the company was acquired in 1999, Chatter and his wife have started other ventures and invested in some startups, but after losing his mother to cancer in 2012, Chatter decided he wanted to maximize his impact by only working on technologies that could reach 1 billion people or more.The problem Chatter decided to focus on was electricity access.“The intent was to light up the homes of at least 1 billion people around the world who either did not have electricity, or only got it part of the time, condemning them basically to a life of poverty in the 19th century,” Chatter says. “When you don’t have access to electricity, you also don’t have the internet, cell phones, education, etc.”To solve the problem, Chatter decided to fund research into a new kind of battery. The battery had to be cheap enough to be adopted in low-resource settings, safe enough to be deployed in crowded areas, and work well enough to support two light bulbs, a fan, a refrigerator, and an internet modem.At first, Chatter was surprised how few takers he had to start the research, even from researchers at the top universities in the world.“It’s a burning problem, but the risk of failure was so high that nobody wanted to take the chance,” Chatter recalls.He finally found his partners in Varanasi, Rensselaer Polytechnic Institute Professor Nikhil Koratkar and Rensselaer researcher Rahul Mukherjee. Varanasi, who notes he’s been at MIT for 22 years, says the Institute’s culture gave him the confidence to tackle big problems.“My students, postdocs, and colleagues are inspirational to me,” he says. “The MIT ecosystem infuses us with this resolve to go after problems that look insurmountable.”Varanasi leads an interdisciplinary lab at MIT dedicated to understanding physicochemical and biological phenomena. His research has spurred the creation of materials, devices, products, and processes to tackle challenges in energy, agriculture, and other sectors, as well as startup companies to commercialize this work.“Working at the interfaces of matter has unlocked numerous new research pathways across various fields, and MIT has provided me the creative freedom to explore, discover, and learn, and apply that knowledge to solve critical challenges,” he says. “I was able to draw significantly from my learnings as we set out to develop the new battery technology.”Alsym’s founding team began by trying to design a battery from scratch based on new materials that could fit the parameters defined by Chatter. To make it nonflammable and nontoxic, the founders wanted to avoid lithium and cobalt.After evaluating many different chemistries, the founders settled on Alsym’s current approach, which was finalized in 2020.Although the full makeup of Alsym’s battery is still under wraps as the company waits to be granted patents, one of Alsym’s electrodes is made mostly of manganese oxide while the other is primarily made of a metal oxide. The electrolyte is primarily water.There are several advantages to Alsym’s new battery chemistry. Because the battery is inherently safer and more sustainable than lithium-ion, the company doesn’t need the same safety protections or cooling equipment, and it can pack its batteries close to each other without fear of fires or explosions. Varanasi also says the battery can be manufactured in any of today’s lithium-ion plants with minimal changes and at significantly lower operating cost.“We are very excited right now,” Chatter says. “We started out wanting to light up 1 billion people’s homes, and now in addition to the original goal we have a chance to impact the entire globe if we are successful at cutting back industrial emissions.”A new platform for energy storageAlthough the batteries don’t quite reach the energy density of lithium-ion batteries, Varanasi says Alsym is first among alternative chemistries at the system-level. He says 20-foot containers of Alsym’s batteries can provide 1.7 megawatt hours of electricity. The batteries can also fast-charge over four hours and can be configured to discharge over anywhere from two to 110 hours.“We’re highly configurable, and that’s important because depending on where you are, you can sometimes run on two cycles a day with solar, and in combination with wind, you could truly get 24/7 electricity,” Chatter says. “The need to do multiday or long duration storage is a small part of the market, but we support that too.”Alsym has been manufacturing prototypes at a small facility in Woburn, Massachusetts, for the last two years, and early this year it expanded its capacity and began to send samples to customers for field testing.In addition to large utilities, the company is working with municipalities, generator manufacturers, and providers of behind-the-meter power for residential and commercial buildings. The company is also in discussion with a large chemical manufacturers and metal processing plants to provide energy storage system to reduce their carbon footprint, something they say was not feasible with lithium-ion batteries, due to their flammability, or with nonlithium batteries, due to their large space requirements.Another critical area is data centers. With the growth of AI, the demand for data centers — and their energy consumption — is set to surge.“We must power the AI and digitization revolution without compromising our planet,” says Varanasi, adding that lithium batteries are unsuitable for co-location with data centers due to flammability risks. “Alsym batteries are well-positioned to offer a safer, more sustainable alternative. Intermittency is also a key issue for electrolyzers used in green hydrogen production and other markets.”Varanasi sees Alsym as a platform company, and Chatter says Alsym is already working on other battery chemistries that have higher densities and maintain performance at even more extreme temperatures.“When you use a single material in any battery, and the whole world starts to use it, you run out of that material,” Varanasi says. “What we have is a platform that has enabled us to not just to come up with just one chemistry, but at least three or four chemistries targeted at different applications so no one particular set of materials will be stressed in terms of supply.” More

    • 138 Shares169 Views

      in Energy

      Turning automotive engines into modular chemical plants to make green fuels

      by

      Reducing methane emissions is a top priority in the fight against climate change because of its propensity to trap heat in the atmosphere: Methane’s warming effects are 84 times more potent than CO2 over a 20-year timescale.And yet, as the main component of natural gas, methane is also a valuable fuel and a precursor to several important chemicals. The main barrier to using methane emissions to create carbon-negative materials is that human sources of methane gas — landfills, farms, and oil and gas wells — are relatively small and spread out across large areas, while traditional chemical processing facilities are huge and centralized. That makes it prohibitively expensive to capture, transport, and convert methane gas into anything useful. As a result, most companies burn or “flare” their methane at the site where it’s emitted, seeing it as a sunk cost and an environmental liability.The MIT spinout Emvolon is taking a new approach to processing methane by repurposing automotive engines to serve as modular, cost-effective chemical plants. The company’s systems can take methane gas and produce liquid fuels like methanol and ammonia on-site; these fuels can then be used or transported in standard truck containers.”We see this as a new way of chemical manufacturing,” Emvolon co-founder and CEO Emmanuel Kasseris SM ’07, PhD ’11 says. “We’re starting with methane because methane is an abundant emission that we can use as a resource. With methane, we can solve two problems at the same time: About 15 percent of global greenhouse gas emissions come from hard-to-abate sectors that need green fuel, like shipping, aviation, heavy heavy-duty trucks, and rail. Then another 15 percent of emissions come from distributed methane emissions like landfills and oil wells.”By using mass-produced engines and eliminating the need to invest in infrastructure like pipelines, the company says it’s making methane conversion economically attractive enough to be adopted at scale. The system can also take green hydrogen produced by intermittent renewables and turn it into ammonia, another fuel that can also be used to decarbonize fertilizers.“In the future, we’re going to need green fuels because you can’t electrify a large ship or plane — you have to use a high-energy-density, low-carbon-footprint, low-cost liquid fuel,” Kasseris says. “The energy resources to produce those green fuels are either distributed, as is the case with methane, or variable, like wind. So, you cannot have a massive plant [producing green fuels] that has its own zip code. You either have to be distributed or variable, and both of those approaches lend themselves to this modular design.”From a “crazy idea” to a companyKasseris first came to MIT to study mechanical engineering as a graduate student in 2004, when he worked in the Sloan Automotive Lab on a report on the future of transportation. For his PhD, he developed a novel technology for improving internal combustion engine fuel efficiency for a consortium of automotive and energy companies, which he then went to work for after graduation.Around 2014, he was approached by Leslie Bromberg ’73, PhD ’77, a serial inventor with more than 100 patents, who has been a principal research engineer in MIT’s Plasma Science and Fusion Center for nearly 50 years.“Leslie had this crazy idea of repurposing an internal combustion engine as a reactor,” Kasseris recalls. “I had looked at that while working in industry, and I liked it, but my company at the time thought the work needed more validation.”Bromberg had done that validation through a U.S. Department of Energy-funded project in which he used a diesel engine to “reform” methane — a high-pressure chemical reaction in which methane is combined with steam and oxygen to produce hydrogen. The work impressed Kasseris enough to bring him back to MIT as a research scientist in 2016.“We worked on that idea in addition to some other projects, and eventually it had reached the point where we decided to license the work from MIT and go full throttle,” Kasseris recalls. “It’s very easy to work with MIT’s Technology Licensing Office when you are an MIT inventor. You can get a low-cost licensing option, and you can do a lot with that, which is important for a new company. Then, once you are ready, you can finalize the license, so MIT was instrumental.”Emvolon continued working with MIT’s research community, sponsoring projects with Professor Emeritus John Heywood and participating in the MIT Venture Mentoring Service and the MIT Industrial Liaison Program.An engine-powered chemical plantAt the core of Emvolon’s system is an off-the-shelf automotive engine that runs “fuel rich” — with a higher ratio of fuel to air than what is needed for complete combustion.“That’s easy to say, but it takes a lot of [intellectual property], and that’s what was developed at MIT,” Kasseris says. “Instead of burning the methane in the gas to carbon dioxide and water, you partially burn it, or partially oxidize it, to carbon monoxide and hydrogen, which are the building blocks to synthesize a variety of chemicals.”The hydrogen and carbon monoxide are intermediate products used to synthesize different chemicals through further reactions. Those processing steps take place right next to the engine, which makes its own power. Each of Emvolon’s standalone systems fits within a 40-foot shipping container and can produce about 8 tons of methanol per day from 300,000 standard cubic feet of methane gas.The company is starting with green methanol because it’s an ideal fuel for hard-to-abate sectors such as shipping and heavy-duty transport, as well as an excellent feedstock for other high-value chemicals, such as sustainable aviation fuel. Many shipping vessels have already converted to run on green methanol in an effort to meet decarbonization goals.This summer, the company also received a grant from the Department of Energy to adapt its process to produce clean liquid fuels from power sources like solar and wind.“We’d like to expand to other chemicals like ammonia, but also other feedstocks, such as biomass and hydrogen from renewable electricity, and we already have promising results in that direction” Kasseris says. “We think we have a good solution for the energy transition and, in the later stages of the transition, for e-manufacturing.”A scalable approachEmvolon has already built a system capable of producing up to six barrels of green methanol a day in its 5,000 square-foot headquarters in Woburn, Massachusetts.“For chemical technologies, people talk about scale up risk, but with an engine, if it works in a single cylinder, we know it will work in a multicylinder engine,” Kasseris says. “It’s just engineering.”Last month, Emvolon announced an agreement with Montauk Renewables to build a commercial-scale demonstration unit next to a Texas landfill that will initially produce up to 15,000 gallons of green methanol a year and later scale up to 2.5 million gallons. That project could be expanded tenfold by scaling across Montauk’s other sites.“Our whole process was designed to be a very realistic approach to the energy transition,” Kasseris says. “Our solution is designed to produce green fuels and chemicals at prices that the markets are willing to pay today, without the need for subsidies. Using the engines as chemical plants, we can get the capital expenditure per unit output close to that of a large plant, but at a modular scale that enables us to be next to low-cost feedstock. Furthermore, our modular systems require small investments — of $1 to 10 million — that are quickly deployed, one at a time, within weeks, as opposed to massive chemical plants that require multiyear capital construction projects and cost hundreds of millions.” More

    • 50 Shares109 Views

      in Energy

      Ensuring a durable transition

      by

      To fend off the worst impacts of climate change, “we have to decarbonize, and do it even faster,” said William H. Green, director of the MIT Energy Initiative (MITEI) and Hoyt C. Hottel Professor, MIT Department of Chemical Engineering, at MITEI’s Annual Research Conference.“But how the heck do we actually achieve this goal when the United States is in the middle of a divisive election campaign, and globally, we’re facing all kinds of geopolitical conflicts, trade protectionism, weather disasters, increasing demand from developing countries building a middle class, and data centers in countries like the U.S.?”Researchers, government officials, and business leaders convened in Cambridge, Massachusetts, Sept. 25-26 to wrestle with this vexing question at the conference that was themed, “A durable energy transition: How to stay on track in the face of increasing demand and unpredictable obstacles.”“In this room we have a lot of power,” said Green, “if we work together, convey to all of society what we see as real pathways and policies to solve problems, and take collective action.”The critical role of consensus-building in driving the energy transition arose repeatedly in conference sessions, whether the topic involved developing and adopting new technologies, constructing and siting infrastructure, drafting and passing vital energy policies, or attracting and retaining a skilled workforce.Resolving conflictsThere is “blowback and a social cost” in transitioning away from fossil fuels, said Stephen Ansolabehere, the Frank G. Thompson Professor of Government at Harvard University, in a panel on the social barriers to decarbonization. “Companies need to engage differently and recognize the rights of communities,” he said.Nora DeDontney, director of development at Vineyard Offshore, described her company’s two years of outreach and negotiations to bring large cables from ocean-based wind turbines onshore.“Our motto is, ‘community first,’” she said. Her company works to mitigate any impacts towns might feel because of offshore wind infrastructure construction with projects, such as sewer upgrades; provides workforce training to Tribal Nations; and lays out wind turbines in a manner that provides safe and reliable areas for local fisheries.Elsa A. Olivetti, professor in the Department of Materials Science and Engineering at MIT and the lead of the Decarbonization Mission of MIT’s new Climate Project, discussed the urgent need for rapid scale-up of mineral extraction. “Estimates indicate that to electrify the vehicle fleet by 2050, about six new large copper mines need to come on line each year,” she said. To meet the demand for metals in the United States means pushing into Indigenous lands and environmentally sensitive habitats. “The timeline of permitting is not aligned with the temporal acceleration needed,” she said.Larry Susskind, the Ford Professor of Urban and Environmental Planning in the MIT Department of Urban Studies and Planning, is trying to resolve such tensions with universities playing the role of mediators. He is creating renewable energy clinics where students train to participate in emerging disputes over siting. “Talk to people before decisions are made, conduct joint fact finding, so that facilities reduce harms and share the benefits,” he said.Clean energy boom and pressureA relatively recent and unforeseen increase in demand for energy comes from data centers, which are being built by large technology companies for new offerings, such as artificial intelligence.“General energy demand was flat for 20 years — and now, boom,” said Sean James, Microsoft’s senior director of data center research. “It caught utilities flatfooted.” With the expansion of AI, the rush to provision data centers with upwards of 35 gigawatts of new (and mainly renewable) power in the near future, intensifies pressure on big companies to balance the concerns of stakeholders across multiple domains. Google is pursuing 24/7 carbon-free energy by 2030, said Devon Swezey, the company’s senior manager for global energy and climate.“We’re pursuing this by purchasing more and different types of clean energy locally, and accelerating technological innovation such as next-generation geothermal projects,” he said. Pedro Gómez Lopez, strategy and development director, Ferrovial Digital, which designs and constructs data centers, incorporates renewable energy into their projects, which contributes to decarbonization goals and benefits to locales where they are sited. “We can create a new supply of power, taking the heat generated by a data center to residences or industries in neighborhoods through District Heating initiatives,” he said.The Inflation Reduction Act and other legislation has ramped up employment opportunities in clean energy nationwide, touching every region, including those most tied to fossil fuels. “At the start of 2024 there were about 3.5 million clean energy jobs, with ‘red’ states showing the fastest growth in clean energy jobs,” said David S. Miller, managing partner at Clean Energy Ventures. “The majority (58 percent) of new jobs in energy are now in clean energy — that transition has happened. And one-in-16 new jobs nationwide were in clean energy, with clean energy jobs growing more than three times faster than job growth economy-wide”In this rapid expansion, the U.S. Department of Energy (DoE) is prioritizing economically marginalized places, according to Zoe Lipman, lead for good jobs and labor standards in the Office of Energy Jobs at the DoE. “The community benefit process is integrated into our funding,” she said. “We are creating the foundation of a virtuous circle,” encouraging benefits to flow to disadvantaged and energy communities, spurring workforce training partnerships, and promoting well-paid union jobs. “These policies incentivize proactive community and labor engagement, and deliver community benefits, both of which are key to building support for technological change.”Hydrogen opportunity and challengeWhile engagement with stakeholders helps clear the path for implementation of technology and the spread of infrastructure, there remain enormous policy, scientific, and engineering challenges to solve, said multiple conference participants. In a “fireside chat,” Prasanna V. Joshi, vice president of low-carbon-solutions technology at ExxonMobil, and Ernest J. Moniz, professor of physics and special advisor to the president at MIT, discussed efforts to replace natural gas and coal with zero-carbon hydrogen in order to reduce greenhouse gas emissions in such major industries as steel and fertilizer manufacturing.“We have gone into an era of industrial policy,” said Moniz, citing a new DoE program offering incentives to generate demand for hydrogen — more costly than conventional fossil fuels — in end-use applications. “We are going to have to transition from our current approach, which I would call carrots-and-twigs, to ultimately, carrots-and-sticks,” Moniz warned, in order to create “a self-sustaining, major, scalable, affordable hydrogen economy.”To achieve net zero emissions by 2050, ExxonMobil intends to use carbon capture and sequestration in natural gas-based hydrogen and ammonia production. Ammonia can also serve as a zero-carbon fuel. Industry is exploring burning ammonia directly in coal-fired power plants to extend the hydrogen value chain. But there are challenges. “How do you burn 100 percent ammonia?”, asked Joshi. “That’s one of the key technology breakthroughs that’s needed.” Joshi believes that collaboration with MIT’s “ecosystem of breakthrough innovation” will be essential to breaking logjams around the hydrogen and ammonia-based industries.MIT ingenuity essentialThe energy transition is placing very different demands on different regions around the world. Take India, where today per capita power consumption is one of the lowest. But Indians “are an aspirational people … and with increasing urbanization and industrial activity, the growth in power demand is expected to triple by 2050,” said Praveer Sinha, CEO and managing director of the Tata Power Co. Ltd., in his keynote speech. For that nation, which currently relies on coal, the move to clean energy means bringing another 300 gigawatts of zero-carbon capacity online in the next five years. Sinha sees this power coming from wind, solar, and hydro, supplemented by nuclear energy.“India plans to triple nuclear power generation capacity by 2032, and is focusing on advancing small modular reactors,” said Sinha. “The country also needs the rapid deployment of storage solutions to firm up the intermittent power.” The goal is to provide reliable electricity 24/7 to a population living both in large cities and in geographically remote villages, with the help of long-range transmission lines and local microgrids. “India’s energy transition will require innovative and affordable technology solutions, and there is no better place to go than MIT, where you have the best brains, startups, and technology,” he said.These assets were on full display at the conference. Among them a cluster of young businesses, including:the MIT spinout Form Energy, which has developed a 100-hour iron battery as a backstop to renewable energy sources in case of multi-day interruptions;startup Noya that aims for direct air capture of atmospheric CO2 using carbon-based materials;the firm Active Surfaces, with a lightweight material for putting solar photovoltaics in previously inaccessible places;Copernic Catalysts, with new chemistry for making ammonia and sustainable aviation fuel far more inexpensively than current processes; andSesame Sustainability, a software platform spun out of MITEI that gives industries a full financial analysis of the costs and benefits of decarbonization.The pipeline of research talent extended into the undergraduate ranks, with a conference “slam” competition showcasing students’ summer research projects in areas from carbon capture using enzymes to 3D design for the coils used in fusion energy confinement.“MIT students like me are looking to be the next generation of energy leaders, looking for careers where we can apply our engineering skills to tackle exciting climate problems and make a tangible impact,” said Trent Lee, a junior in mechanical engineering researching improvements in lithium-ion energy storage. “We are stoked by the energy transition, because it’s not just the future, but our chance to build it.” More

    • 113 Shares129 Views

      in Environment

      Tackling the energy revolution, one sector at a time

      by

      As a major contributor to global carbon dioxide (CO2) emissions, the transportation sector has immense potential to advance decarbonization. However, a zero-emissions global supply chain requires re-imagining reliance on a heavy-duty trucking industry that emits 810,000 tons of CO2, or 6 percent of the United States’ greenhouse gas emissions, and consumes 29 billion gallons of diesel annually in the U.S. alone.A new study by MIT researchers, presented at the recent American Society of Mechanical Engineers 2024 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference, quantifies the impact of a zero-emission truck’s design range on its energy storage requirements and operational revenue. The multivariable model outlined in the paper allows fleet owners and operators to better understand the design choices that impact the economic feasibility of battery-electric and hydrogen fuel cell heavy-duty trucks for commercial application, equipping stakeholders to make informed fleet transition decisions.“The whole issue [of decarbonizing trucking] is like a very big, messy pie. One of the things we can do, from an academic standpoint, is quantify some of those pieces of pie with modeling, based on information and experience we’ve learned from industry stakeholders,” says ZhiYi Liang, PhD student on the renewable hydrogen team at the MIT K. Lisa Yang Global Engineering and Research Center (GEAR) and lead author of the study. Co-authored by Bryony Dupont, visiting scholar at GEAR, and Amos Winter, the Germeshausen Professor in the MIT Department of Mechanical Engineering, the paper elucidates operational and socioeconomic factors that need to be considered in efforts to decarbonize heavy-duty vehicles (HDVs).Operational and infrastructure challengesThe team’s model shows that a technical challenge lies in the amount of energy that needs to be stored on the truck to meet the range and towing performance needs of commercial trucking applications. Due to the high energy density and low cost of diesel, existing diesel drivetrains remain more competitive than alternative lithium battery-electric vehicle (Li-BEV) and hydrogen fuel-cell-electric vehicle (H2 FCEV) drivetrains. Although Li-BEV drivetrains have the highest energy efficiency of all three, they are limited to short-to-medium range routes (under 500 miles) with low freight capacity, due to the weight and volume of the onboard energy storage needed. In addition, the authors note that existing electric grid infrastructure will need significant upgrades to support large-scale deployment of Li-BEV HDVs.While the hydrogen-powered drivetrain has a significant weight advantage that enables higher cargo capacity and routes over 750 miles, the current state of hydrogen fuel networks limits economic viability, especially once operational cost and projected revenue are taken into account. Deployment will most likely require government intervention in the form of incentives and subsidies to reduce the price of hydrogen by more than half, as well as continued investment by corporations to ensure a stable supply. Also, as H2-FCEVs are still a relatively new technology, the ongoing design of conformal onboard hydrogen storage systems — one of which is the subject of Liang’s PhD — is crucial to successful adoption into the HDV market.The current efficiency of diesel systems is a result of technological developments and manufacturing processes established over many decades, a precedent that suggests similar strides can be made with alternative drivetrains. However, interactions with fleet owners, automotive manufacturers, and refueling network providers reveal another major hurdle in the way that each “slice of the pie” is interrelated — issues must be addressed simultaneously because of how they affect each other, from renewable fuel infrastructure to technological readiness and capital cost of new fleets, among other considerations. And first steps into an uncertain future, where no one sector is fully in control of potential outcomes, is inherently risky. “Besides infrastructure limitations, we only have prototypes [of alternative HDVs] for fleet operator use, so the cost of procuring them is high, which means there isn’t demand for automakers to build manufacturing lines up to a scale that would make them economical to produce,” says Liang, describing just one step of a vicious cycle that is difficult to disrupt, especially for industry stakeholders trying to be competitive in a free market. Quantifying a path to feasibility“Folks in the industry know that some kind of energy transition needs to happen, but they may not necessarily know for certain what the most viable path forward is,” says Liang. Although there is no singular avenue to zero emissions, the new model provides a way to further quantify and assess at least one slice of pie to aid decision-making.Other MIT-led efforts aimed at helping industry stakeholders navigate decarbonization include an interactive mapping tool developed by Danika MacDonell, Impact Fellow at the MIT Climate and Sustainability Consortium (MCSC); alongside Florian Allroggen, executive director of MITs Zero Impact Aviation Alliance; and undergraduate researchers Micah Borrero, Helena De Figueiredo Valente, and Brooke Bao. The MCSC’s Geospatial Decision Support Tool supports strategic decision-making for fleet operators by allowing them to visualize regional freight flow densities, costs, emissions, planned and available infrastructure, and relevant regulations and incentives by region.While current limitations reveal the need for joint problem-solving across sectors, the authors believe that stakeholders are motivated and ready to tackle climate problems together. Once-competing businesses already appear to be embracing a culture shift toward collaboration, with the recent agreement between General Motors and Hyundai to explore “future collaboration across key strategic areas,” including clean energy. Liang believes that transitioning the transportation sector to zero emissions is just one part of an “energy revolution” that will require all sectors to work together, because “everything is connected. In order for the whole thing to make sense, we need to consider ourselves part of that pie, and the entire system needs to change,” says Liang. “You can’t make a revolution succeed by yourself.” The authors acknowledge the MIT Climate and Sustainability Consortium for connecting them with industry members in the HDV ecosystem; and the MIT K. Lisa Yang Global Engineering and Research Center and MIT Morningside Academy for Design for financial support. More