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      in Environment

      Improving working environments amid environmental distress

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      In less than a decade, MIT economist Namrata Kala has produced a corpus of work too rich, inventive, and diverse to be easily summarized. Let’s try anyway.Kala, an associate professor at the MIT Sloan School of Management, often studies environmental problems and their effects on workers and firms, with implications for government policy, corporate managers, and anyone concerned about climate change. She also examines the effects of innovation on productivity, from farms to factories, and scrutinizes firm organization in light of such major changes.Kala has published papers on topics including the long-term effects of climate change on agriculture in Africa and India; the impact of mechanization on farmers’ incomes; the extent to which linguistic differences create barriers to trade; and even the impact of LED light bulbs on factory productivity. Characteristically, Kala looks at issues of global scale and pinpoints their effects at the level of individuals.Consider one paper Kala and two colleagues published a couple of years ago, about the effects of air pollution on garment factory workers in India. The scholars examined patterns of particulate-matter pollution and linked that to detailed, worker-level data about how productive workers were along the production line. The study shows that air pollution damages sewing productivity, and that some managers (not all) are adept at recognizing which workers are most affected by it.What emerges from much of this work is a real-time picture of human adaptation in a time of environmental distress.“I feel like I’m part of a long tradition of trying to understand resilience and adaptation, but now in the face of a changing world,” Kala says. “Understanding interventions that are good for resilience while the world is changing is what motivates me, along with the fact that the vast majority of the world is vulnerable to events that may impact economic growth.”For her research and teaching, Kala was awarded tenure at MIT last year.Joining academia, then staying in itKala, who grew up in Punjab, India, was long mindful of big issues pertaining to society, the economy, and the environment.“Growing up in India, it’s very difficult not to be interested in the some of the questions that are important for development and environmental economics,” Kala says.However, Kala did not expect that interest to lead her into academia. She attended Delhi University as an undergraduate, earning her degree with honors in economics while expecting to find a job in the area of development. To help facilitate that, Kala enrolled in a one-year master’s program at Yale University, in international and development economics.Before that year was out, Kala had a new realization: Studying development problems was integral to solving them. Academia is not on the sidelines when it comes to development, but helps generate crucial knowledge to foster better and smarter growth policies.“I came to Yale for a one-year master’s because I didn’t know if I wanted to be in a university for another two years,” Kala says. “I wanted to work on problems in the world. And that’s when I became enthralled with research. It was this wonderful year where I could study anything, and it completely changed my perspective on what I could do next. So I did the PhD, and that’s how I became an economist.”After receiving her PhD in 2015, Kala spent the next two years supported by a Prize Fellowship in Economics, History, and Politics at Harvard University and a postdoctoral fellowship at MIT’s own Abdul Latif Jameel Poverty Action Lab (J-PAL). In 2017, she joined the MIT faculty on a full-time basis, and has remained at the Institute since then.The source material for Kala’s studies varies widely, though in all cases she is looking for ways to construct well-defined empirical studies tackling major questions, with key issues often revealed in policy or firm details.“I find reading stuff about policy reform strangely interesting,” she quips.Development, but with environmental qualityIndeed, sometimes the spark for Kala’s studies comes from her own broad knowledge of past policy reforms, combined with an ability to locate data that reveals their effects.For instance, one working paper Kala and a colleague recently completed looks at an Indian policy to move industrial firms out of Delhi in order to help solve the city’s pollution problems; the policy randomly relocated companies in an industrial belt around the city. But what effect did this have on the firms? After examining the records of 20,000 companies, the researchers found these firms’ survival rate was 8 percent to 20 percent lower than if the policy called for them to be clustered more efficiently.That finding suggests how related environmental policies can be designed in the future.“This environmental policy was important in that it improved air quality in Delhi, but there’s a way to do that which also reduces the cost on firms,” Kala says.Kala says she expects India to be the locus of many, though hardly all, of her future studies. The country provides a wide range of opportunities for research.“India currently has both the largest number of poor people in the world as well as 21 of the 30 most polluted cities in the world,” Kala says. “Clearly, the tradeoff between development and environmental quality is extremely salient, and we need progress in understanding industrial policies that are at least environmentally neutral or improving environmental quality.”Kala will continue to look for new ways to take pressing, large-scale issues and study their effects in daily life. But the fact that her work ranges so widely is not just due to the places she studies; it is also because of the place she studies them from. MIT, she believes, has provided her with an environment of its own, which in this case enhances her own productivity.“One thing that helps a lot is having colleagues and co-authors to bounce ideas of off,” Kala says. “Sloan is the heart of so much interdisciplinary work. That is one big reason why I’ve had a broad set of interests and continue to work on many things.”“At Sloan,” she adds, “there are people doing fascinating things that I’m happy to listen to, as well as people in different disciplines working on related things who have a perspective I find extremely enriching. There are excellent economists, but I also go into seminars about work or productivity or the environment and come away with a perspective I don’t think I could have come up with myself.” More

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      in Energy

      Reducing carbon emissions from long-haul trucks

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

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      in Environment

      Microscopic defects in ice influence how massive glaciers flow, study shows

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      As they seep and calve into the sea, melting glaciers and ice sheets are raising global water levels at unprecedented rates. To predict and prepare for future sea-level rise, scientists need a better understanding of how fast glaciers melt and what influences their flow.Now, a study by MIT scientists offers a new picture of glacier flow, based on microscopic deformation in the ice. The results show that a glacier’s flow depends strongly on how microscopic defects move through the ice.The researchers found they could estimate a glacier’s flow based on whether the ice is prone to microscopic defects of one kind versus another. They used this relationship between micro- and macro-scale deformation to develop a new model for how glaciers flow. With the new model, they mapped the flow of ice in locations across the Antarctic Ice Sheet.Contrary to conventional wisdom, they found, the ice sheet is not a monolith but instead is more varied in where and how it flows in response to warming-driven stresses. The study “dramatically alters the climate conditions under which marine ice sheets may become unstable and drive rapid rates of sea-level rise,” the researchers write in their paper.“This study really shows the effect of microscale processes on macroscale behavior,” says Meghana Ranganathan PhD ’22, who led the study as a graduate student in MIT’s Department of Earth, Atmospheric and Planetary Sciences (EAPS) and is now a postdoc at Georgia Tech. “These mechanisms happen at the scale of water molecules and ultimately can affect the stability of the West Antarctic Ice Sheet.”“Broadly speaking, glaciers are accelerating, and there are a lot of variants around that,” adds co-author and EAPS Associate Professor Brent Minchew. “This is the first study that takes a step from the laboratory to the ice sheets and starts evaluating what the stability of ice is in the natural environment. That will ultimately feed into our understanding of the probability of catastrophic sea-level rise.”Ranganathan and Minchew’s study appears this week in the Proceedings of the National Academy of Sciences.Micro flowGlacier flow describes the movement of ice from the peak of a glacier, or the center of an ice sheet, down to the edges, where the ice then breaks off and melts into the ocean — a normally slow process that contributes over time to raising the world’s average sea level.In recent years, the oceans have risen at unprecedented rates, driven by global warming and the accelerated melting of glaciers and ice sheets. While the loss of polar ice is known to be a major contributor to sea-level rise, it is also the biggest uncertainty when it comes to making predictions.“Part of it’s a scaling problem,” Ranganathan explains. “A lot of the fundamental mechanisms that cause ice to flow happen at a really small scale that we can’t see. We wanted to pin down exactly what these microphysical processes are that govern ice flow, which hasn’t been represented in models of sea-level change.”The team’s new study builds on previous experiments from the early 2000s by geologists at the University of Minnesota, who studied how small chips of ice deform when physically stressed and compressed. Their work revealed two microscopic mechanisms by which ice can flow: “dislocation creep,” where molecule-sized cracks migrate through the ice, and “grain boundary sliding,” where individual ice crystals slide against each other, causing the boundary between them to move through the ice.The geologists found that ice’s sensitivity to stress, or how likely it is to flow, depends on which of the two mechanisms is dominant. Specifically, ice is more sensitive to stress when microscopic defects occur via dislocation creep rather than grain boundary sliding.Ranganathan and Minchew realized that those findings at the microscopic level could redefine how ice flows at much larger, glacial scales.“Current models for sea-level rise assume a single value for the sensitivity of ice to stress and hold this value constant across an entire ice sheet,” Ranganathan explains. “What these experiments showed was that actually, there’s quite a bit of variability in ice sensitivity, due to which of these mechanisms is at play.”A mapping matchFor their new study, the MIT team took insights from the previous experiments and developed a model to estimate an icy region’s sensitivity to stress, which directly relates to how likely that ice is to flow. The model takes in information such as the ambient temperature, the average size of ice crystals, and the estimated mass of ice in the region, and calculates how much the ice is deforming by dislocation creep versus grain boundary sliding. Depending on which of the two mechanisms is dominant, the model then estimates the region’s sensitivity to stress.The scientists fed into the model actual observations from various locations across the Antarctic Ice Sheet, where others had previously recorded data such as the local height of ice, the size of ice crystals, and the ambient temperature. Based on the model’s estimates, the team generated a map of ice sensitivity to stress across the Antarctic Ice Sheet. When they compared this map to satellite and field measurements taken of the ice sheet over time, they observed a close match, suggesting that the model could be used to accurately predict how glaciers and ice sheets will flow in the future.“As climate change starts to thin glaciers, that could affect the sensitivity of ice to stress,” Ranganathan says. “The instabilities that we expect in Antarctica could be very different, and we can now capture those differences, using this model.”  More

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      in Energy

      Getting to systemic sustainability

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      Add up the commitments from the Paris Agreement, the Glasgow Climate Pact, and various commitments made by cities, countries, and businesses, and the world would be able to hold the global average temperature increase to 1.9 degrees Celsius above preindustrial levels, says Ani Dasgupta, the president and chief executive officer of the World Resources Institute (WRI).While that is well above the 1.5 C threshold that many scientists agree would limit the most severe impacts of climate change, it is below the 2.0 degree threshold that could lead to even more catastrophic impacts, such as the collapse of ice sheets and a 30-foot rise in sea levels.However, Dasgupta notes, actions have so far not matched up with commitments.“There’s a huge gap between commitment and outcomes,” Dasgupta said during his talk, “Energizing the global transition,” at the 2024 Earth Day Colloquium co-hosted by the MIT Energy Initiative and MIT Department of Earth, Atmospheric and Planetary Sciences, and sponsored by the Climate Nucleus.Dasgupta noted that oil companies did $6 trillion worth of business across the world last year — $1 trillion more than they were planning. About 7 percent of the world’s remaining tropical forests were destroyed during that same time, he added, and global inequality grew even worse than before.“None of these things were illegal, because the system we have today produces these outcomes,” he said. “My point is that it’s not one thing that needs to change. The whole system needs to change.”People, climate, and natureDasgupta, who previously held positions in nonprofits in India and at the World Bank, is a recognized leader in sustainable cities, poverty alleviation, and building cultures of inclusion. Under his leadership, WRI, a global research nonprofit that studies sustainable practices with the goal of fundamentally transforming the world’s food, land and water, energy, and cities, adopted a new five-year strategy called “Getting the Transition Right for People, Nature, and Climate 2023-2027.” It focuses on creating new economic opportunities to meet people’s essential needs, restore nature, and rapidly lower emissions, while building resilient communities. In fact, during his talk, Dasgupta said that his organization has moved away from talking about initiatives in terms of their impact on greenhouse gas emissions — instead taking a more holistic view of sustainability.“There is no net zero without nature,” Dasgupta said. He showed a slide with a graphic illustrating potential progress toward net-zero goals. “If nature gets diminished, that chart becomes even steeper. It’s very steep right now, but natural systems absorb carbon dioxide. So, if the natural systems keep getting destroyed, that curve becomes harder and harder.”A focus on people is necessary, Dasgupta said, in part because of the unequal climate impacts that the rich and the poor are likely to face in the coming years. “If you made it to this room, you will not be impacted by climate change,” he said. “You have resources to figure out what to do about it. The people who get impacted are people who don’t have resources. It is immensely unfair. Our belief is, if we don’t do climate policy that helps people directly, we won’t be able to make progress.”Where to start?Although Dasgupta stressed that systemic change is needed to bring carbon emissions in line with long-term climate goals, he made the case that it is unrealistic to implement this change around the globe all at once. “This transition will not happen in 196 countries at the same time,” he said. “The question is, how do we get to the tipping point so that it happens at scale? We’ve worked the past few years to ask the question, what is it you need to do to create this tipping point for change?”Analysts at WRI looked for countries that are large producers of carbon, those with substantial tropical forest cover, and those with large quantities of people living in poverty. “We basically tried to draw a map of, where are the biggest challenges for climate change?” Dasgupta said.That map features a relative handful of countries, including the United States, Mexico, China, Brazil, South Africa, India, and Indonesia. Dasgupta said, “Our argument is that, if we could figure out and focus all our efforts to help these countries transition, that will create a ripple effect — of understanding technology, understanding the market, understanding capacity, and understanding the politics of change that will unleash how the rest of these regions will bring change.”Spotlight on the subcontinentDasgupta used one of these countries, his native India, to illustrate the nuanced challenges and opportunities presented by various markets around the globe. In India, he noted, there are around 3 million projected jobs tied to the country’s transition to renewable energy. However, that number is dwarfed by the 10 to 12 million jobs per year the Indian economy needs to create simply to keep up with population growth.“Every developing country faces this question — how to keep growing in a way that reduces their carbon footprint,” Dasgupta said.Five states in India worked with WRI to pool their buying power and procure 5,000 electric buses, saving 60 percent of the cost as a result. Over the next two decades, Dasgupta said, the fleet of electric buses in those five states is expected to increase to 800,000.In the Indian state of Rajasthan, Dasgupta said, 59 percent of power already comes from solar energy. At times, Rajasthan produces more solar than it can use, and officials are exploring ways to either store the excess energy or sell it to other states. But in another state, Jharkhand, where much of the country’s coal is sourced, only 5 percent of power comes from solar. Officials in Jharkhand have reached out to WRI to discuss how to transition their energy economy, as they recognize that coal will fall out of favor in the future, Dasgupta said.“The complexities of the transition are enormous in a country this big,” Dasgupta said. “This is true in most large countries.”The road aheadDespite the challenges ahead, the colloquium was also marked by notes of optimism. In his opening remarks, Robert Stoner, the founding director of the MIT Tata Center for Technology and Design, pointed out how much progress has been made on environmental cleanup since the first Earth Day in 1970. “The world was a very different, much dirtier, place in many ways,” Stoner said. “Our air was a mess, our waterways were a mess, and it was beginning to be noticeable. Since then, Earth Day has become an important part of the fabric of American and global society.”While Dasgupta said that the world presently lacks the “orchestration” among various stakeholders needed to bring climate change under control, he expressed hope that collaboration in key countries could accelerate progress.“I strongly believe that what we need is a very different way of collaborating radically — across organizations like yours, organizations like ours, businesses, and governments,” Dasgupta said. “Otherwise, this transition will not happen at the scale and speed we need.” More

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      in Environment

      New MIT-LUMA Lab created to address climate challenges in the Mediterranean region

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      The MIT School of Architecture and Planning (SA+P) and the LUMA Foundation announced today the establishment of the MIT-LUMA Lab to advance paradigm-shifting innovations at the nexus of art, science, technology, conservation, and design. The aim is to empower innovative thinkers to realize their ambitions, support local communities as they seek to address climate-related issues, and scale solutions to pressing challenges facing the Mediterranean region.  The main programmatic pillars of the lab will be collaborative scholarship and research around design, new materials, and sustainability; scholar exchange and education collaborations between the two organizations; innovation and entrepreneurship activities to transfer new ideas into practical applications; and co-production of exhibitions and events. The hope is that this engagement will create a novel model for other institutions to follow to craft innovative solutions to the leading challenge of our time.The MIT-LUMA Lab draws on an establishing gift from the LUMA Foundation, a nonprofit organization based in Zurich formed by Maja Hoffmann in 2004 to support contemporary artistic production. The foundation supports a range of multidisciplinary projects that increase understanding of the environment, human rights, education, and culture.These themes are explored through programs organized by LUMA Arles, a project begun in 2013 and housed on a 27-acre interdisciplinary campus known as the Parc des Ateliers in Arles, France, an experimental site of exhibitions, artists’ residencies, research laboratories, and educational programs.“The Luma Foundation is committed to finding ways to address the current climate emergencies we are facing, focusing on exploring the potentials that can be found in diversity and engagement in every possible form,” says Maja Hoffmann, founder and president of the LUMA Foundation. “Cultural diversity, pluralism, and biodiversity feature at the top of our mission and our work is informed by these concepts.” A focus on the Mediterranean region“The culturally rich area of the Mediterranean, which has produced some of the most remarkable civilizational paradigms across geographies and historical periods, plays an important role in our thinking. Focusing the efforts of the MIT-LUMA Lab on the Mediterranean means extending the possibilities for positive change throughout other global ecosystems,” says Hoffmann. “Our projects of LUMA Arles and its research laboratory on materials and natural resources, the Atelier Luma, our position in one of Europe’s most important natural reserves, in conjunction with the expertise and forward-thinking approach of MIT, define the perfect framework that will allow us to explore new frontiers and devise novel ways to tackle our most significant civilizational risks,” she adds. “Supporting the production of new forms of knowledge and practices, and with locations in Cambridge and in Arles, our collaboration and partnership with MIT will generate solutions and models for the future, for the generations to come, in order to provide them the same and even better opportunities that what we have experienced.”“We know we do not have all the answers at MIT, but we do know how to ask the right questions, how to design effective experiments, and how to build meaningful collaborations,” says Hashim Sarkis, dean of SA+P, which will host the lab. “I am grateful to the LUMA Foundation for offering support for faculty research deployment designed to engage local communities and create jobs, for course development to empower our faculty to teach classes centered on these issues, and for students who seek to dedicate their lives and careers to sustainability. We also look forward to hosting fellows and researchers from the foundation to strengthen our collaboration,” he adds.The Mediterranean region, the MIT-LUMA Lab’s focus, is one of the world’s most vital and fragile global commons. The future of climate relies on the sustainability of the region’s forests, oceans, and deserts that have for millennia created the environmental conditions and system-regulating functions necessary for life on Earth. Those who live in these areas are often the most severely affected by even relatively modest changes in the climate. Climate research and action: A priority at MITTo reverse negative trends and provide a new approach to addressing the climate crisis in these vast areas, SA+P is establishing international collaborations that bring know-how to the field, and in turn to learn from the communities and groups most challenged by climate impacts.The MIT-LUMA Lab is the first in what is envisioned as a series of regionally focused labs at SA+P under the conceptual aegis of a collaborative platform called Our Global Commons. This project will support progress on today’s climate challenges by focusing on community empowerment, long-term local collaborations around research and education, and job creation. Faculty-led fieldwork, engagements with local stakeholders, and student involvement will be the key elements.The creation of Our Global Commons comes as MIT works to dramatically expand its efforts to address climate change. In February 2024, President Sally Kornbluth announced the Climate Project at MIT, a major new initiative to mobilize the Institute’s resources and capabilities to research, develop, deploy, and scale-up new climate solutions. The Institute will hire its first-ever vice president for climate to oversee the new effort. “With the Climate Project at MIT, we aim to help make a decisive difference, at scale, on crucial global climate challenges — and we can only do that by engaging with outstanding colleagues around the globe,” says Kornbluth. “By connecting us to creative thinkers steeped in the cultural and environmental history and emerging challenges of the Mediterranean region, the MIT-LUMA Lab promises to spark important new ideas and collaborations.”“We are excited that the LUMA team will be joining in MIT’s engagement with climate issues, especially given their expertise in advancing vital work at the intersection of art and science, and their long-standing commitment to expanding the frontiers of sustainability and biodiversity,” says Sarkis. “With climate change upending many aspects of our society, the time is now for us to reaffirm and strengthen our SA+P tradition of on-the-ground work with and for communities around the world. Shared efforts among local communities, governments and corporations, and academia are necessary to bring about real change.” More

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      Convening for cultural change

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      Whether working with fellow students in the Netherlands to design floating cities or interning for a local community-led environmental justice organization, Cindy Xie wants to help connect people grappling with the implications of linked social and environmental crises.The MIT senior’s belief that climate action is a collective endeavor grounded in systems change has led her to work at a variety of community organizations, and to travel as far as Malaysia and Cabo Verde to learn about the social and cultural aspects of global environmental change.“With climate action, there is such a need for collective change. We all need to be a part of creating the solutions,” she says.Xie recently returned from Kuala Lumpur, where she attended the Planetary Health Annual Meeting hosted by Sunway University, and met researchers, practitioners, and students from around the world who are working to address challenges facing human and planetary health.Since January 2023, Xie has been involved with the Planetary Health Alliance, a consortium of organizations working at the intersection of human health and global environmental change. As a campus ambassador, she organized events at MIT that built on students’ interests in climate change and health while exploring themes of community and well-being.“I think doing these events on campus and bringing people together has been my way of trying to understand how to put conceptual ideas into action,” she says.Grassroots community-buildingAn urban studies and planning major with minors in anthropology and biology, Xie is also earning her master’s degree in city planning in a dual degree program, which she will finish next year.Through her studies and numerous community activities, she has developed a multidimensional view of public health and the environment that includes spirituality and the arts as well as science and technology. “What I appreciate about being here at MIT is the opportunities to try to connect the sciences back to other disciplines,” she says.As a campus ambassador for the Planetary Health Alliance, Xie hosted a club mixer event during Earth Month last year, that brought together climate, health, and social justice groups from across the Institute. She also created a year-long series that concluded its final event last month, called Cultural Transformation for Planetary Health. Organized with the Radius Forum and other partners, the series explored social and cultural implications of the climate crisis, with a focus on how environmental change affects health and well-being.Xie has also worked with the Planetary Health Alliance’s Constellation Project through a Public Service Fellowship from the PKG Center, which she describes as “an effort to convene people from across different areas of the world to talk about the intersections of spirituality, the climate, and environmental change and planetary health.”She has also interned at the Comunidades Enraizadas Community Land Trust, the National Institutes of Health, and the World Wildlife Fund U.S. Markets Institute. And, she has taken her studies abroad through MIT International Science and Technology Initiatives (MISTI). In 2023 she spent her Independent Activities Period in a pilot MISTI Global Classroom program in Amsterdam, and in the summer of 2023, she spent two months in Cabo Verde helping to start a new research collaboration tracking the impacts of climate change on human health.The power of storytellingGrowing up, Xie was drawn to storytelling as a means of understanding the intersections of culture and health within diverse communities. This has largely driven her interest in medical anthropology and medical humanities, and impacts her work as a member of the Asian American Initiative.The AAI is a student-led organization that provides a space for pan-Asian advocacy and community building on campus. Xie joined the group in 2022 and currently serves as a member of the executive board as well as co-leader of the Mental Health Project Team. She credits this team with inspiring discussions on holistic framings of mental health.“Conversations on mental health stigma can sometimes frame it as a fault within certain communities,” she says. “It’s also important to highlight alternate paradigms for conceptualizing mental health beyond the highly individualized models often presented in U.S. higher education settings.”Last spring, the AAI Mental Health team led a listening tour with Asian American clinicians, academic experts, and community organizations in Greater Boston, expanding the group’s connections. That led the group to volunteer last November at the Asian Mental Health Careers Day, hosted by the Let’s Talk! Conference at the Harvard Graduate School of Education. In March, the club also traveled to Yale University to participate in the East Coast Asian American Student Union Conference alongside hundreds of attendees from different college campuses.On campus, the team hosts dialogue events where students convene in an informal setting to discuss topics such as family ties and burnout and overachievement. Recently, AAI also hosted a storytelling night in partnership with MIT Taara and the newly formed South Asian Initiative. “There’s been something really powerful about being in those kinds of settings and building collective stories among peers,” Xie says.Community connectionsWriting, both creative and non-fiction, is another of Xie’s longstanding interests. From 2022 to 2023, she wrote for The Yappie, a youth-led news publication covering Asian American and Pacific Islander policy and politics. She has also written articles for The Tech, MIT Science Policy Review, MISTI Blogs, and more. Last year, she was a spread writer for MIT’s fashion publication, Infinite Magazine, for which she interviewed the founder of a local streetwear company that aims to support victims of sexual violence in the Democratic Republic of Congo.This year, she performed a spoken word piece in the “MIT Monologues,” an annual production at MIT that features stories of gender, relationships, race, and more. Her poetry was recently published in Sine Theta and included in MassPoetry’s 2024 Intercollegiate Showcase. Xie has previously been involved in the a capella group MIT Muses and enjoys live music and concerts as well. Tapping into her 2023 MISTI experience, Xie recently went to the concert of a Cabo Verdean artist at the Strand Theatre in Dorchester. “The crowd was packed,” she says. “It was just like being back in Cabo Verde. I feel very grateful to have seen these local connections.”After graduating, Xie hopes to continue building interdisciplinary connections. “I’m interested in working in policy or academia or somewhere in between the two, sort of around this idea of partnership and alliance building. My experiences abroad during my time at MIT have also made me more interested in working in an international context in the future.” More

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      in Environment

      Q&A: The power of tiny gardens and their role in addressing climate change

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      To address the climate crisis, one must understand environmental history. MIT Professor Kate Brown’s research has typically focused on environmental catastrophes. More recently, Brown has been exploring a more hopeful topic: tiny gardens.Brown is the Thomas M. Siebel Distinguished Professor in History of Science in the MIT Program in Science, Technology, and Society. In this Q&A, Brown discusses her research, and how she believes her current project could help put power into the hands of everyday people.This is part of an ongoing series exploring how the MIT School of Humanities, Arts, and Social Sciences is addressing the climate crisis.Q: You have created an unusual niche for yourself as an historian of environmental catastrophes. What drew you to such a dismal beat?A: Historians often study New York, Warsaw, Moscow, Berlin, but if you go to these little towns that nobody’s ever heard of, that’s where you see the destruction in the wake of progress. This is likely because I grew up in a manufacturing town in the Midwestern Rust Belt, watching stores go bankrupt and houses sit empty. I became very interested in the people who were the last to turn off the lights.Q: Did this interest in places devastated by technological and economic change eventually lead to your investigation of Chernobyl?A: I first studied the health and environmental consequences of radioactive waste on communities near nuclear weapons facilities in the U.S. and Russia, and then decided to focus on the health and environmental impacts of fallout from the Chernobyl nuclear energy plant disaster. After gaining access to the KGB records in Kiev, I realized that there was a Klondike of records describing what Soviet officials at the time called a “public health disaster.” People on the ground recognized the saturation of radioactivity into environments and food supplies not with any with sensitive devices, but by noticing the changes in ecologies and on human bodies. I documented how Moscow leaders historically and decades later engaged in a coverup, and that even international bodies charged with examining nuclear issues were reluctant to acknowledge this ongoing public health disaster due to liabilities in their own countries from the production and testing of nuclear weapons during the Cold War.Q: Why did you turn from detailed studies of what you call “modernist wastelands” to the subject of climate change?A: Journalists and scholars have worked hard in the last two decades to get people to understand the scope and the scale and the verisimilitude of climate change. And that’s great, but some of these catastrophic stories we tell don’t make people feel very safe or secure. They have a paralyzing effect on us. Climate change is one of many problems that are too big for any one person to tackle, or any one entity, whether it’s a huge nation like the United States or an international body like the U.N.So I thought I would start to work on something that is very small scale that puts action in the hands of just regular people to try to tell a more hopeful story. I am finishing a new book about working-class people who got pushed off their farms in the 19th century, and ended up in mega cities like London, Berlin, Amsterdam, and Washington D.C., find land on the periphery of the cities. They start digging, growing their own food, cooperating together. They basically recreated forms of the commons in cities. And in so doing, they generate the most productive agriculture in recorded history.Q: What are some highlights of this extraordinary city-based food generation?A: In Paris circa 1900, 5,000 urban farmers grew fruits and vegetables and fresh produce for 2 million Parisians with a surplus left over to sell to London. They would plant three to six crops a year on one tract of land using horse manure to heat up soils from below to push the season and grow spring crops in winter and summer crops in spring.An agricultural economist looked at the inputs and the outputs from these Parisian farms. He found there was no comparison to the Green Revolution fields of the 1970s. These urban gardeners were producing far more per acre, with no petroleum-based fertilizers.Q: What is the connection between little gardens like these and the global climate crisis, where individuals can feel at loss facing the scale of the problems?A: You can think of a tiny city garden like a coral reef, where one little worm comes and builds its cave. And then another one attaches itself to the first, and so on. Pretty soon you have a great coral reef with a platform to support hundreds of different species — a rich biodiversity. Tiny gardens work that way in cities, which is one reason cities are now surprising hotspots of biodiversity.Transforming urban green space into tiny gardens doesn’t take an act of God, the U.N., or the U.S. Congress to make a change. You could just go to your municipality and say, “Listen, right now we have a zoning code that says every time there’s a new condo, you have to have one or two parking spaces, but we’d rather see one or two garden spaces.”And if you don’t want a garden, you’ll have a neighbor who does. So people are outside and they have their hands in the soil and then they start to exchange produce with one another. As they share carrots and zucchini, they exchange soil and human microbes as well. We know that when people share microbiomes, they get along better, have more in common. It comes as no surprise that humans have organized societies around shaking hands, kissing on the cheek, producing food together and sharing meals. That’s what I think we’ve lost in our remote worlds.Q: So can we address or mitigate the impacts of climate change on a community-by-community basis?A: I believe that’s probably the best way to do it. When we think of energy we often imagine deposits of oil or gas, but, as our grad student Turner Adornetto points out, every environment has energy running through it. Every environment has its own best solution. If it’s a community that lives along a river, tap into hydropower; or if it’s a community that has tons of organic waste, maybe you want to use microbial power; and if it’s a community that has lots of sun then use different kinds of solar power. The legacy of midcentury modernism is that engineers came up with one-size-fits-all solutions to plug in anywhere in the world, regardless of local culture, traditions, or environment. That is one of the problems that has gotten us into this fix in the first place.Politically, it’s a good idea to avoid making people feel they’re being pushed around by one set of codes, one set of laws in terms of coming up with solutions that work. There are ways of deriving energy and nutrients that enrich the environment, ways that don’t drain and deplete. You see that so clearly with a plant, which just does nothing but grow and contribute and give, whether it’s in life or in death. It’s just constantly improving its environment.Q: How do you unleash creativity and propagate widespread local responses to climate change?A: One of the important things we are trying to accomplish in the humanities is communicating in the most down-to-earth ways possible to our students and the public so that anybody — from a fourth grader to a retired person — can get engaged.There’s “TECHNOLOGY” in uppercase letters, the kind that is invented and patented in places like MIT. And then there’s technology in lowercase letters, where people are working with things readily at hand. That is the kind of creativity we don’t often pay enough attention to.Keep in mind that at the end of the 19th century, scientists were sure that the earth was cooling and the earth would all under ice by 2020. In the 1950s, many people feared nuclear warfare. In the 1960s the threat was the “population bomb.” Every generation seems to have its apocalyptic sense of doom. It is helpful to take climate change and the Anthropocene and put them in perspective. These are problems we can solve. More

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      in Environment

      Making steel with electricity

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      Steel is one of the most useful materials on the planet. A backbone of modern life, it’s used in skyscrapers, cars, airplanes, bridges, and more. Unfortunately, steelmaking is an extremely dirty process.The most common way it’s produced involves mining iron ore, reducing it in a blast furnace through the addition of coal, and then using an oxygen furnace to burn off excess carbon and other impurities. That’s why steel production accounts for around 7 to 9 percent of humanity’s greenhouse gas emissions worldwide, making it one of the dirtiest industries on the planet.Now Boston Metal is seeking to clean up the steelmaking industry using an electrochemical process called molten oxide electrolysis (MOE), which eliminates many steps in steelmaking and releases oxygen as its sole byproduct.The company, which was founded by MIT Professor Emeritus Donald Sadoway, Professor Antoine Allanore, and James Yurko PhD ’01, is already using MOE to recover high-value metals from mining waste at its Brazilian subsidiary, Boston Metal do Brasil. That work is helping Boston Metal’s team deploy its technology at commercial scale and establish key partnerships with mining operators. It has also built a prototype MOE reactor to produce green steel at its headquarters in Woburn, Massachusetts.And despite its name, Boston Metal has global ambitions. The company has raised more than $370 million to date from organizations across Europe, Asia, the Americas, and the Middle East, and its leaders expect to scale up rapidly to transform steel production in every corner of the world.“There’s a worldwide recognition that we need to act rapidly, and that’s going to happen through technology solutions like this that can help us move away from incumbent technologies,” Boston Metal Chief Scientist and former MIT postdoc Guillaume Lambotte says. “More and more, climate change is a part of our lives, so the pressure is on everyone to act fast.”To the moon and backThe origins of Boston Metal’s technology start on the moon. In the mid 2000s, Sadoway, who is the John F. Elliott Professor Emeritus of Materials Chemistry in MIT’s Department of Materials Science, received a grant from NASA to explore ways to produce oxygen for future lunar bases. Sadoway and other MIT researchers explored the idea of sending an electric current through the iron oxide rock on the moon’s surface, using rock from an old asteroid in Arizona for their experiments. The reaction produced oxygen, with metal as a byproduct.The research stuck with Sadoway, who noticed that down here on Earth, that metal byproduct would be of interest. To help make the electrolysis reaction he studied more viable, he joined forces with Allanore, who is a professor of metallurgy at MIT and the Lechtman Chair in the Department of Materials Science and Engineering. The professors were able to identify a less expensive anode and partnered with Yurko, a former student, to found Boston Metal.“All of the fundamental studies and the initial technologies came out of MIT,” Lambotte says. “We spun out of research that was patented at MIT and licensed from MIT’s Technology Licensing Office.”Lambotte joined the company shortly after Boston Metal’s team published a 2013 paper in Nature describing the MOE platform.“That’s when it went from the lab, with a coffee cup-sized experiment to prove the fundamentals and produce a few grams, to a company that can produce hundreds of kilograms, and soon, tons of metal,” Lambotte says.

      Boston Metal’s process takes place in modular MOE cells the size of a school bus. Here is a schematic of the process.

      Boston Metal’s molten oxide electrolysis process takes place in modular MOE cells the size of a school bus. Iron ore rock is fed into the cell, which contains the cathode (the negative terminal of the MOE cell) and an anode immersed in a liquid electrolyte. The anode is inert, meaning it doesn’t dissolve in the electrolyte or take part in the reaction other than serving as the positive terminal. When electricity runs between the anode and cathode and the cell reaches around 1,600 degrees Celsius, the iron oxide bonds in the ore are split, producing pure liquid metal at the bottom that can be tapped. The byproduct of the reaction is oxygen, and the process doesn’t require water, hazardous chemicals, or precious-metal catalysts.The production of each cell depends on the size of its current. Lambotte says with about 600,000 amps, each cell could produce up to 10 tons of metal every day. Steelmakers would license Boston Metal’s technology and deploy as many cells as needed to reach their production targets.Boston Metal is already using MOE to help mining companies recover high-value metals from their mining waste, which usually needs to undergo costly treatment or storage. Lambotte says it could also be used to produce many other kinds of metals down the line, and Boston Metal was recently selected to negotiate grant funding to produce chromium metal — critical for a number of clean energy applications — in West Virginia.“If you look around the world, a lot of the feedstocks for metal are oxides, and if it’s an oxide, then there’s a chance we can work with that feedstock,” Lambotte says. “There’s a lot of excitement because everyone needs a solution capable of decarbonizing the metal industry, so a lot of people are interested to understand where MOE fits in their own processes.”Gigatons of potentialBoston Metal’s steel decarbonization technology is currently slated to reach commercial-scale in 2026, though its Brazil plant is already introducing the industry to MOE.“I think it’s a window for the metal industry to get acquainted with MOE and see how it works,” Lambotte says. “You need people in the industry to grasp this technology. It’s where you form connections and how new technology spreads.”The Brazilian plant runs on 100 percent renewable energy.“We can be the beneficiary of this tremendous worldwide push to decarbonize the energy sector,” Lambotte says. “I think our approach goes hand in hand with that. Fully green steel requires green electricity, and I think what you’ll see is deployment of this technology where [clean electricity] is already readily available.”Boston Metal’s team is excited about MOE’s application across the metals industry but is focused first and foremost on eliminating the gigatons of emissions from steel production.“Steel produces around 10 percent of global emissions, so that is our north star,” Lambotte says. “Everyone is pledging carbon reductions, emissions reductions, and making net zero goals, so the steel industry is really looking hard for viable technology solutions. People are ready for new approaches.” More